CN1328496C - Fuel injection control device - Google Patents
Fuel injection control device Download PDFInfo
- Publication number
- CN1328496C CN1328496C CNB038016613A CN03801661A CN1328496C CN 1328496 C CN1328496 C CN 1328496C CN B038016613 A CNB038016613 A CN B038016613A CN 03801661 A CN03801661 A CN 03801661A CN 1328496 C CN1328496 C CN 1328496C
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- Prior art keywords
- fuel injection
- injection amount
- air quality
- unit
- crank angle
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/3005—Details not otherwise provided for
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/04—Engine intake system parameters
- F02D2200/0402—Engine intake system parameters the parameter being determined by using a model of the engine intake or its components
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
A fuel injection control device capable of calculating a fuel injection amount by detecting an intake air mass without using an aero-flowmeter, wherein a compression and exhaust time calculation part (3) calculates compression stroke start and end times (Tc1) and (Tc2) and exhaust stroke start and end times (Te1) and (Te2) based on the cycle of crank pulses generated by a crank angle sensor (2), an intake air mass calculation part (4) calculates an intake air mass by using an intake air mass [proportional to] [{(1/Tc1)<2> - (1/Tc2)<2>} - {(1/Te1)<2> - (1/Te2)<2>}], the calculated intake air mass is inputted into a fuel injection amount calculation part (5) to calculate the fuel injection amount for the intake air mass according to a target air/fuel ratio, and a fuel injection valve (1b) is driven at a duty determined according to the calculated fuel injection amount to feed a proper amount of fuel to an engine (1).
Description
Technical field
The present invention relates to fuel injection control system, particularly relate to the fuel injection control system that to determine the fuel injection amount of one-cylinder four-circulation motor by the suction air quality of inferring.
Background technique
Fuel injection control system is based on and sucks air quality, determines the fuel injection amount of corresponding operating condition according to setting air fuel ratio.In order to measure the suction air quantity, generally use Air flow meter.The spy opens and has announced in the clear 58-17317 communique that an example detects the Air flow meter of the suction air quantity that is used for determining fuel injection amount.In addition, do not use Air flow meter, can use the mapping (map) of intake negative-pressure-engine speed yet, infer the suction air quantity according to intake negative-pressure and engine speed.In addition, also can infer the suction air quantity according to throttle opening.
Fig. 9 represents to determine in the fuel injection control of conventional art the method for basic emitted dose.Among this figure, be divided into two-part by throttle TH and the determined zone of engine speed Ne, be the low-load region LLZ that engine speed Ne is relatively low, throttle TH is also less relatively, relative higher, high-load region HLZ that throttle TH is relatively large with engine speed Ne.
In described low-load region LLZ, the PB-NE mapping that use is set at basic emitted dose the function of sucking pipe negative pressure PB and engine speed Ne decides basic emitted dose.On the other hand, in high-load region HLZ, use shines upon to determine basic emitted dose with the θ TH-NE that basic emitted dose is set at the function of throttle TH and engine speed Ne.And, to the numerical value of this mapping carry out that engine temperature is proofreaied and correct, intake air temperature is proofreaied and correct and barometric pressure correction etc. after, finally determine fuel injection amount.
Adopting the air mass flow timing, though can detect correct suction air quantity, Air flow meter is absolutely necessary, and can't reduce component number.Equally, the intake negative-pressure sensor (PB sensor) that is used to detect the sucking pipe negative pressure also is absolutely necessary, and also can't reduce amount of parts.In addition, when inferring the suction air quantity, also wish to improve the supposition precision of the suction air quantity in the low throttle opening zone according to throttle opening.
Summary of the invention
In view of above-mentioned problem, even the purpose of this invention is to provide a kind of fuel injection control system that does not adopt component such as sensor also can determine fuel injection amount according to correct suction air quality.
For solving above-mentioned problem, first feature of the fuel injection control system of one-cylinder four-circulation motor of the present invention is, comprise: suck air quality and calculate the unit, its function with the energy loss that produces in energy loss that produces in the compression stroke and the exhaust stroke calculates the suction air quality of suction stroke; The first fuel injection amount computing unit, it is according to setting the fuel injection amount that air fuel ratio calculates corresponding described suction air quality.
According to first feature, go out to suck air quality based on the energy loss calculation in compression stroke and the exhaust stroke.
In addition, second feature of the present invention is, comprise time calculating unit, it will be in the beginning of compression stroke, finish the transit time in the predefined crank angle of end and calculate respectively in the beginning of exhaust stroke, the transit time that finishes in the predefined crank angle of end, described suction air quality is calculated the unit, begins, finishes to hold bent axle to turn over the loss that function calculation that predefined crank angle institute's elapsed time and exhaust stroke begin, finish to hold bent axle to turn over the difference of predefined crank angle institute elapsed time goes out energy with described compression stroke.
According to second feature, because with the loss of representing energy through the function of required time difference of beginning, the end end of compression stroke and exhaust stroke, for example, in the common four-circulation motor that has, output according to the CKP of the time that can detect compression stroke and exhaust stroke, the crank angle of obtaining in the predetermined range changes the required time, thereby can calculate the loss of energy.
In addition, the 3rd feature of the present invention is, described suction air quality is calculated the unit, beginning, finish the end bent axle with compression stroke turns over the predefined crank angle elapsed time Tc1 of institute, Tc2 and exhaust stroke and begins, finishes to hold bent axle to turn over the predefined crank angle elapsed time Te1 of institute, Te2, obtain the suction air quality with following function
Suck air quality ∝ [{ (1/Tc1)
2-(1/Tc2)
2}-{ (1/Te1)
2-(1/Te2)
2].
According to the 3rd feature, the time of the beginning of the beginning of the compression stroke that input calculates, the time that finishes end and exhaust stroke, end end, calculate the suction air quality with following formula.
For the 4th feature of the present invention that solves above-mentioned problem is, except that the described first fuel injection amount computing unit, also comprise: the second fuel injection amount computing unit, determine basic fuel injection amount as the function of throttle opening and engine speed, and this basic fuel injection amount is carried out air density at least proofread and correct, thereby determine fuel injection amount; The control switching unit, it selects the described first fuel injection amount computing unit in predetermined low-load region, selects the described second fuel injection amount computing unit beyond described low-load region.In addition, the 5th feature of the present invention is, comprises the air density computing unit, calculates according to described suction air quality and normal air flowmeter to be used to carry out the air density that described air density is proofreaied and correct.
According to the 4th feature,, use the suction air quality of calculating according to the energy loss in compression stroke and the exhaust stroke to come the computing fuel emitted dose in low-load region.
In addition, the 6th feature of the present invention is that described low-load region is the no-load running zone, controls switching unit and comprises the unit of judging described no-load running zone and constant operation range according to the rotation variance ratio of motor.
Since carry out the switching of no-load running zone and constant operation range according to the clutch of clutch, so the contact of this clutch causes the change of inertia moment of engine system, the difference of the variance ratio that rotates.In the 6th feature, can judge the clutch of clutch by the difference of this rotation variance ratio, promptly in the switching of low-load region and load area in addition thereof.
Description of drawings
Fig. 1 is the skeleton diagram of the structure of the fuel injection control system of expression one embodiment of the present invention.
Fig. 2 represents the energy that each stroke produced in the four-circulation motor.
Fig. 3 is the flow chart of the computation sequence of expression fuel injection amount.
Fig. 4 is the skeleton diagram of the main hardware structure of the fuel injection control system of expression second mode of execution.
Fig. 5 represents the division of engine load region.
Fig. 6 represents to judge the load area judgement figure that forms by the clutch of clutch.
Fig. 7 is the skeleton diagram of the structure of the fuel injection control system of expression second mode of execution of the present invention.
Fig. 8 is the flow chart of computation sequence that is illustrated in the fuel injection amount of high-load region.
Fig. 9 represents the division of the load area of conventional art.
Embodiment
Below, with reference to the description of drawings one embodiment of the present invention.Fig. 1 represents the skeleton diagram of structure of the fuel injection control system of first mode of execution of the present invention.In this figure, four circulation single-cylinder engines 1 are provided with CKP 2.CKP 2 is made of the sensor that is used to detect a plurality of detected body that is provided with at interval with equal angles magnetics such as (for example) iron around bent axle or the axle 1a that combines with bent axle, and produces the pulse signal of corresponding crank angle.The output signal of CKP 2 is imported into compression/exhaust Time Calculation portion 3.Compression/exhaust Time Calculation portion 3 according to cycle of the pulse signal of CKP 2 output calculate beginning respectively in compression stroke, finish the required time of the variation of the predefined crank angle of end and in the beginning of exhaust stroke, finish required time of variation of the predefined crank angle of end, for example predefined crank angle is 30 °.The time and the beginning of exhaust stroke, the time that finishes to hold that the compression stroke that calculates are begun, finishes end are input to the air quality calculating portion 4 that sucks.Air quality calculating portion 4 calculates the suction air quality according to the beginning of the beginning of compression stroke, the time that finishes end and exhaust stroke, the time of end end with formula described later.
The suction air quality that calculates is imported into fuel injection amount calculating part 5, multiply by according to setting the excess rate λ that air fuel ratio is determined, calculates the corresponding fuel injection amount that sucks air quality.Excess rate λ determines according to setting air fuel ratio.The fuel injection amount that calculates also will be proofreaied and correct in the correction factor of the corresponding acceleration mode of correction unit 6 usefulness (throttle opening variance ratio).Fuel injection amount after the correction is input to the Fuelinjection nozzle drive portion 7 that is used for driving fuel injection valve 16.Fuelinjection nozzle drive portion 7 is driven valve load (duty) driving fuel injection valve 16 with corresponding fuel injection amount.Described calculating part 3,4,5 and correction unit 6 can be made of microcomputer.
Below, the calculating formula that sucks air quality is described.Sucking air quality and be with following principle is that prerequisite is calculated.Fig. 2 represents the energy that each stroke produced of four-circulation motor.Produce in the combustion stroke a large amount of burnings can, in contrast, exhaust, air-breathing and compress in each stroke is because exhaust resistance, inhalation resistance and resistance to compression pression and consumed energy promptly produces negative energy.And, mechanical friction resistance, for example the surface friction drag that produces between piston and the cylinder is also as negative energy.
At this, be resistance to compression pression because the compression that sucks air is needed energy, so bigger in the compression stroke than exhaust stroke energy loss.Because exhaust loss was very little when the promptly low output of low-load region was turned round, so the energy loss of exhaust stroke is essentially surface friction drag.Resistance to compression pression increases with sucking air quality, can think that the energy loss of compression stroke is the function that sucks air quality.
Time and the beginning of exhaust stroke, the Time Calculation that finishes to hold that the energy loss of compression stroke and the energy loss of exhaust stroke can be begun, finish to hold by compression stroke are respectively come out.This is because energy loss reduces engine speed.Therefore, sucking air quality can calculate with following formula, suction air quality=K * [{ (1/Tc1)
2-(1/Tc2)
2}
-{ (1/Te1)
2-(1/Te2)
2] ... (formula 1)
In formula 1, Tc1, Tc2 are the predetermined crank angle transformation period that compression stroke begins, finishes end, Te1, Te2 are the predetermined crank angle transformation period that exhaust stroke begins, finishes end, and K sucks the used correction factor of air quality for the compression energy loss is transformed to.
Fig. 3 represents the flow chart of the computation sequence of fuel injection amount.In step S1, calculate delta time (delta time) Te1, Te2 that exhaust stroke begins, finishes end.In step S2, calculate compression stroke begin, finish the end delta time (delta time) Tc1, Tc2.In step S3, in sucking air quality calculating portion 10, calculate the suction air quality with following formula (formula 1).Fuel injection amount calculating part 11 usefulness excess air ratio λ multiply by and suck air quality and calculate fuel injection amount in step S4.Excess air ratio λ is by setting air fuel ratio A/F decision.Determine that the opening valve time of Fuelinjection nozzle 6 promptly opens the valve load, thus the fuel injection amount that can obtain calculating.
Fig. 4 is the skeleton diagram of the structure of the fuel injection control system of the expression second embodiment of the present invention.Among this figure, be specially, be imported into ECU11 described later by CKP 2, engine load sensor 13, atmospheric temperature (TA) sensor 14, engine temperature (TE) sensor 15 detected signals.CKP 2 usefulness Fig. 1 describe.
Throttler valve in the tb on engine load sensor 13 and the sucking pipe that is arranged on motor 1 is connected, and throttle TH is exported.TE sensor 15 for example can be arranged on the oil pan of motor, with the probe perceptron oil temperature that is immersed in the engine oil.The oil temperature that perceives is input among the ECU11 as the signal of expression engine temperature.
ECU11 is made up of microcomputer and peripheral unit thereof, receive the output of described each sensor 2,13,14,15, handle according to predetermined algorithm, the instruction as its processing result is outputed to oil sprayer (Fuelinjection nozzle) 16, spark coil 17 and fuel pump 18 etc.
Next, the fuel injection control that described ECU11 is carried out is illustrated.In second mode of execution, suppose that the no-load running zone is low-load region, the operation range beyond the no-load running zone is a high-load region.That is, divide load area with engine speed Ne.Fig. 5 represents with the engine speed to be the division of the load area of parameter.As shown in this figure, according to engine speed load area is divided into low-load region LLZ and high-load region HLZ.That is, irrelevant with throttle TH, the no-load running zone that engine speed Ne is low is decided to be low-load region LLZ, and the zone that engine speed Ne is high is decided to be high-load region HLZ.
And, at each load area, for computing fuel emitted dose, handoff algorithms in the following manner.For example, in having the motor of centrifugal clutch, can change according to the result of determination whether engine speed Ne surpasses the clutch rotating speed.That is, when engine speed Ne surpassed the clutch rotating speed, owing to become constant travelling from no-load running, motor switched to high-load region.Therefore, the computational algorithm of fuel injection amount also becomes the high-load region algorithm.
Yet whether engine speed surpasses the judgement of clutch rotating speed.Because be not that joint by direct detection centrifugal clutch carries out, precision is very low.Therefore, can adopt the more additive method of the joint of reliable detection centrifugal clutch.For example, the joint that the engine rotation variance ratio in the time of can be according to clutch during with clutch separation detects clutch separates.This is because clutch on-off causes change of inertia moment, thereby changes the rotation variance ratio of motor.
Rotate variance ratio, for example can calculate according to compression stroke and exhaust stroke needed time.Because the clutch of clutch causes the notable change of compression stroke and the difference of exhaust stroke time, thus available should the time difference and the function of the ratio of time of a circulation (twice revolution of bent axle) represent the rotation variance ratio.
Fig. 6 represents that with the rotation variance ratio of motor and engine speed be the clutch on-off line of parameter.Among this figure, the longitudinal axis is engine rotation variance ratio TSRAT, and transverse axis is engine speed Ne, in rotating the scope of variance ratio TSRAT greater than clutch on-off line CCL, and clutch separation.That is, be in unloaded state, engine load is little.On the other hand, in rotating the scope of variance ratio TSRAT less than clutch on-off line CCL, clutch.That is, motor is in no-load running high-load region in addition.
Rotating variance ratio TSRAT for example is the function of the difference of compression stroke time and exhaust stroke time.Therefore, whether monitoring engine rotation variance ratio TSRAT and engine speed Ne judge load according to engine rotation variance ratio TSRAT on clutch on-off line CCL, can carry out the switching of fuel injection amount computational algorithm.
Below, fuel injection amount computation sequence is described.The calculating of the fuel injection amount of low-load region LLZ is carried out with following formula (formula 2),
Fuel injection amount=suction air quality/setting air fuel ratio A/F ... (formula 2) sets air fuel ratio A/F is benchmark with the chemically correct fuel, and considers that acceleration mode waits to determine.At this, described suction air quality detects without Air flow meter but is as described below, calculates according to the revolution needed time that begins, finishes the predetermined range (for example crank angle is 30 °) of holding separately of compression stroke and exhaust stroke.
The calculating principle and the calculating formula that suck air quality are set forth in the first embodiment.
At high-load region HLZ, with throttle TH and engine speed Ne is that keyword is read as the function of throttle TH and engine speed Ne and predefined value (mapping value), this mapping value is carried out engine temperature correction, intake air temperature correction, barometric pressure correction, obtain fuel injection amount.
Fig. 7 is the skeleton diagram of the function of the major component of the fuel injection control of expression second mode of execution.The output signal that is arranged on the CKP 2 on the four circulation single-cylinder engines among this figure is imported into compression/exhaust Time Calculation portion 103, and the cycle of the pulse signal that compression/exhaust Time Calculation portion 103 is exported according to CKP 2 is calculated the predetermined crank corner transformation period Tc1, Tc2, Te1, the Te2 that begin, finish end separately in compression stroke and exhaust stroke.The time of calculating is imported into the air quality calculating portion 104 that sucks.Sucking air quality calculating portion 104 uses calculating formula (formula 1) to calculate the suction air quality according to described predetermined crank angle transformation period.
The suction air quality that calculates is imported into fuel injection amount calculating part 105, considers to set air fuel ratio A/F, calculates the fuel injection amount corresponding with sucking air quality.
In the fuel injection amount mapping 106, set basic fuel injection amount as mapping value with the function of engine speed Ne and throttle TH, when the throttle TH of the output representative of the output of the CKP 2 of representing engine speed Ne and engine load sensor 13 is imported in the fuel injection amount mapping 106, be input as keyword with these and carry out map retrieval, export basic fuel injection amount.
Basic fuel injection amount is imported into correction unit 107, this mapping value is multiplied by engine temperature correction factor, intake air temperature correction factor and barometric pressure proofreaies and correct (air density correction) coefficient, determines fuel injection amount.Correction unit 107 has respectively the table that the augmenting factor by corresponding engine temperature, intake air temperature and air density is listed as.When engine temperature TE, intake air temperature TA, air density AD are provided, basic fuel injection amount is proofreaied and correct with their coefficient of correspondence.
In addition, air density can be tried to achieve divided by the normal air flow in air density calculating part 108 usefulness suction air quality.The normal air flow can be tried to achieve by the mapping value of the normal air flow that records under an atmospheric condition.That is, the normal air flow as the function of throttle TH and engine speed Ne can be made mapping in advance, retrieve this mapping table and try to achieve the normal air flow.
What switching part 109 was done according to load area judging part 110 is that the low-load region or the judgement of high-load region are selected, if low-load region, the output of then selecting fuel to spray calculating part 105 is if high-load region is then selected the output of correction unit 107.Load area judging part 110 is retrieved described Fig. 6 according to the relative speed variation of motor, judges load area.
From the fuel injection amount of switching part 109 selection outputs, be imported into the Fuelinjection nozzle drive portion 7 of driving fuel injection valve 16.The corresponding fuel injection amount of Fuelinjection nozzle drive portion 7 usefulness open valve load driving Fuelinjection nozzle 16.
The computation sequence of the fuel injection amount that low-load region is used can be used the processing with reference to the illustrated flow process of Fig. 3.
The flow chart of the fuel injection amount computation sequence that Fig. 8 uses for high-load region.In step S10, read engine speed Ne, in step 11, read throttle TH.In step S12, be keyword with motor θ TH and throttle TH, basic fuel injection amount is tried to achieve in retrieval fuel injection amount mapping 12.In step 13, basic fuel injection amount is multiplied by engine temperature correction factor, intake air temperature correction factor, barometric pressure correction factor, calculate fuel injection amount.
By above explanation as can be known, first to the 6th feature according to the present invention, can be from cycle of engine Energy loss calculation goes out the air amount quality. The the 3rd, the 4th feature according to the present invention particularly can Elapsed time according to predefined scope in compression stroke and the exhaust stroke is predetermined crank angle Transformation period calculates the air amount quality. Since these times can with CKP etc., The sensor that four-circulation motor possesses usually detects, thus even without mass air flow sensor and The pressure of inspiration(Pi) sensor also can calculate and determine the necessary air amount quality of fuel injection amount.
The second, the 5th or the 6th feature according to the present invention is by the energy loss calculation of cycle of engine Go out the air amount quality, go out the fuel injection amount of low-load region according to this air amount Mass Calculation, Simultaneously, the correction of the atmospheric density in the zone beyond the low-load region also can be according to the described suction that calculates Entering air quality obtains.
The 6th feature according to the present invention can reach low-load region according to the rotation rate of change of engine High-precision judgement is carried out in zone beyond it, switches injection quantity computation unit.
Claims (6)
1. fuel injection control system, it is the fuel injection control system of one-cylinder four-circulation motor, it is characterized in that, comprising:
Suck air quality and calculate unit (104), its function calculation with the energy loss that produces in energy loss that produces in the compression stroke and the exhaust stroke goes out the suction air quality of suction stroke;
The first fuel injection amount computing unit (105), it calculates the fuel injection amount of corresponding described suction air quality according to the air fuel ratio of setting.
2. fuel injection control system according to claim 1 is characterized in that, also comprises:
The second fuel injection amount computing unit (106,107) is determined the basic fuel injection amount as the function of throttle opening and engine speed, and this basic fuel injection amount is carried out air density at least proofread and correct, thereby determines fuel injection amount;
Control switching unit (109), it selects the described first fuel injection amount computing unit (105) in predetermined low-load region, selects the described second fuel injection amount computing unit (106,107) beyond described low-load region.
3. fuel injection control system according to claim 1 and 2 is characterized in that,
Have time calculating unit (103), it will be in the beginning of compression stroke, finish the transit time in the predefined crank angle of end and calculate respectively in the beginning of exhaust stroke, the transit time that finishes in the predefined crank angle of end;
Described suction air quality is calculated unit (104), begins, finishes to hold bent axle to turn over the loss that function calculation that predefined crank angle institute's elapsed time and exhaust stroke begin, finish to hold bent axle to turn over the difference of predefined crank angle institute elapsed time goes out energy with described compression stroke.
4. fuel injection control system according to claim 3 is characterized in that,
Described suction air quality is calculated the unit, the beginning of use compression stroke, end end bent axle turn over the predefined crank angle elapsed time Tc1 of institute, Tc2 and exhaust stroke begins, finishes to hold bent axle to turn over the predefined crank angle elapsed time Te1 of institute, Te2, obtains the suction air quality with following function: suck air quality ∝ [{ (1/Tc1)
2-(1/Tc2)
2}-{ (1/Te1)
2-(1/Te2)
2].
5. fuel injection control system according to claim 2 is characterized in that,
Also comprise: calculate the unit (108) that is used to carry out the air density that described air density proofreaies and correct according to described suction air quality and normal air flowmeter.
6. fuel injection control system according to claim 2 is characterized in that,
Described low-load region is the no-load running zone, and control switching unit (109) comprises according to the rotation variance ratio of motor judges described no-load running zone and as the unit of the constant operation range beyond the low-load region.
Applications Claiming Priority (5)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2002273308A JP4049308B2 (en) | 2002-09-19 | 2002-09-19 | Fuel injection control device |
| JP273308/2002 | 2002-09-19 | ||
| JP273309/2002 | 2002-09-19 | ||
| JP2002273309A JP4001334B2 (en) | 2002-09-19 | 2002-09-19 | Fuel injection control device |
| PCT/JP2003/011382 WO2004027241A1 (en) | 2002-09-19 | 2003-09-05 | Fuel injection control device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN1596337A CN1596337A (en) | 2005-03-16 |
| CN1328496C true CN1328496C (en) | 2007-07-25 |
Family
ID=32032874
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CNB038016613A Expired - Fee Related CN1328496C (en) | 2002-09-19 | 2003-09-05 | Fuel injection control device |
Country Status (7)
| Country | Link |
|---|---|
| CN (1) | CN1328496C (en) |
| AR (1) | AR041279A1 (en) |
| BR (1) | BRPI0306681B1 (en) |
| HK (1) | HK1072626A1 (en) |
| MX (1) | MXPA05001895A (en) |
| MY (1) | MY139881A (en) |
| WO (1) | WO2004027241A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102562341A (en) * | 2010-12-17 | 2012-07-11 | 本田技研工业株式会社 | Engine control unit |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP4297278B2 (en) * | 2004-11-29 | 2009-07-15 | 本田技研工業株式会社 | Rotating body position correction control device |
| US8606486B2 (en) * | 2010-06-28 | 2013-12-10 | GM Global Technology Operations LLC | System and method for measuring engine airflow |
| CN102454444A (en) * | 2010-10-27 | 2012-05-16 | 鄂志阳 | Electronic control antiknock energy saving engine |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4962739A (en) * | 1989-01-07 | 1990-10-16 | Mitsubishi Denki Kabushiki Kaisha | Fuel controller for an internal combustion engine |
| JPH0347448A (en) * | 1989-07-10 | 1991-02-28 | General Motors Corp <Gm> | Deciding method of feed air volume for engine combustion chamber and its apparatus |
| CN1243915A (en) * | 1998-07-30 | 2000-02-09 | 株式会社辰巳菱机 | Fuel supply device of automotive engine |
| JP2001234798A (en) * | 2000-02-22 | 2001-08-31 | Hitachi Ltd | Air-fuel ratio control device of internal combustion engine and method for estimating intake air quantity of each of cylinders |
| JP2002227711A (en) * | 2001-02-01 | 2002-08-14 | Miyama Kk | Vehicle operation state evaluating system |
-
2003
- 2003-09-05 CN CNB038016613A patent/CN1328496C/en not_active Expired - Fee Related
- 2003-09-05 BR BRPI0306681A patent/BRPI0306681B1/en not_active IP Right Cessation
- 2003-09-05 MX MXPA05001895A patent/MXPA05001895A/en active IP Right Grant
- 2003-09-05 WO PCT/JP2003/011382 patent/WO2004027241A1/en active Application Filing
- 2003-09-09 MY MYPI20033387 patent/MY139881A/en unknown
- 2003-09-17 AR ARP030103364 patent/AR041279A1/en active IP Right Grant
-
2005
- 2005-06-28 HK HK05105359A patent/HK1072626A1/en not_active IP Right Cessation
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4962739A (en) * | 1989-01-07 | 1990-10-16 | Mitsubishi Denki Kabushiki Kaisha | Fuel controller for an internal combustion engine |
| JPH0347448A (en) * | 1989-07-10 | 1991-02-28 | General Motors Corp <Gm> | Deciding method of feed air volume for engine combustion chamber and its apparatus |
| CN1243915A (en) * | 1998-07-30 | 2000-02-09 | 株式会社辰巳菱机 | Fuel supply device of automotive engine |
| JP2001234798A (en) * | 2000-02-22 | 2001-08-31 | Hitachi Ltd | Air-fuel ratio control device of internal combustion engine and method for estimating intake air quantity of each of cylinders |
| JP2002227711A (en) * | 2001-02-01 | 2002-08-14 | Miyama Kk | Vehicle operation state evaluating system |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102562341A (en) * | 2010-12-17 | 2012-07-11 | 本田技研工业株式会社 | Engine control unit |
Also Published As
| Publication number | Publication date |
|---|---|
| WO2004027241A1 (en) | 2004-04-01 |
| HK1072626A1 (en) | 2005-09-02 |
| CN1596337A (en) | 2005-03-16 |
| MXPA05001895A (en) | 2005-04-28 |
| BRPI0306681B1 (en) | 2016-12-06 |
| MY139881A (en) | 2009-11-30 |
| BR0306681A (en) | 2004-12-07 |
| AR041279A1 (en) | 2005-05-11 |
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