CN1476514A - Controller for IC engine - Google Patents

Controller for IC engine Download PDF

Info

Publication number
CN1476514A
CN1476514A CNA028030400A CN02803040A CN1476514A CN 1476514 A CN1476514 A CN 1476514A CN A028030400 A CNA028030400 A CN A028030400A CN 02803040 A CN02803040 A CN 02803040A CN 1476514 A CN1476514 A CN 1476514A
Authority
CN
China
Prior art keywords
pressure
arithmetic unit
menifold
mainfold presure
barometric pressure
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
CNA028030400A
Other languages
Chinese (zh)
Other versions
CN100594298C (en
Inventor
永田孝一
彦
黑田京彦
朗
小林文朗
康宏
大河内康宏
尚
道明正尚
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Denso Corp
Original Assignee
Denso Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Denso Corp filed Critical Denso Corp
Publication of CN1476514A publication Critical patent/CN1476514A/en
Application granted granted Critical
Publication of CN100594298C publication Critical patent/CN100594298C/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

Links

Images

Classifications

    • 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
    • F02D41/32—Controlling fuel injection of the low pressure type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00
    • 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
    • F02D2200/0406—Intake manifold pressure
    • 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
    • F02D2200/70—Input parameters for engine control said parameters being related to the vehicle exterior
    • F02D2200/703—Atmospheric pressure

Landscapes

  • 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 controller for an internal combustion engine 1, wherein a final fuel injection amount TAU fed to the internal combustion engine 1 is calculated by using, as parameters, an intake pressure correction value provided by the addition of an atmospheric pressure variation amount as a difference between an atmospheric pressure PAbase at a reference point and an atmospheric pressure PA at a present point detected by an atmospheric pressure sensor 23 to an intake pressure PM detected by an intake pressure sensor 21 and an engine rotational speed NE detected by a crank angle sensor 22, whereby, since the atmospheric pressure variation amount is considered for the intake pressure correction value and reflected on intake pressure parameters, a suitable fuel injection amount is fed to the internal combustion engine irrespective of an atmospheric pressure variation to satisfactorily maintain the operating conditions of the internal combustion engine 1 so as to assure a drivability.

Description

Combustion engine control
Technical field
The present invention relates to a kind of control gear that is used for internal-combustion engine, this device can provide and the corresponding fuel injection amount of inlet manifold of IC engine pressure.
Background technique
In the past, for existing combustion engine control, the Japanese document spy of pending trial opens and discloses relevant prior art among the flat 2-19626.In this document, disclosed such technological scheme:, judge whether the increasing amount of fuel is in the necessary interval range, and increase the emitted dose of fuel according to judged result according to the menifold pressure that has carried out compensation with respect to atmospheric variation.
In general, when vehicle when the low altitude area drives to the high altitude localities, barometric pressure will descend, if still according to previous mode, according to motor menifold pressure with rotating speed is determined fuel injection amount and system controlled regulate emitted dose, then, make air fuel ratio relatively thin sometimes, thereby the power character of vehicle and startability are worsened owing to reckon without the factor that makes the charging efficiency raising owing to the reduction of outlet pipe back pressure.
Noticed this problem in the prior art, by determining a penalty coefficient K from mapping figure line shown in Figure 14, it is not enough or excessive to compensate the fuel injection amount that is caused by change of atmospheric pressure, penalty coefficient K wherein is the function of a single variable of atmospheric pressure PA, and barometric pressure PA is recorded by barometric pressure sensor etc.One reference value TP of this penalty coefficient K and fuel injection amount multiplies each other and calculates final fuel emitted dose TAU.Yet in the case, as shown in figure 15, for example when barometric pressure PA changes, on any three coordinate points of menifold pressure P M, compensation rate Δ a, Δ b, the Δ c of fuel injection amount TAU (A, B, C) is different (being the on-fixed ratio), so the monobasic penality function that just can not utilize fuel injection amount TAU and barometric pressure PA to change is handled this problem.Thereby an inconvenience just occurred: PA changes when barometric pressure, can't determine the fuel injection amount that adapts with menifold pressure.
Summary of the invention
Thereby the present invention is devoted to eliminate above-mentioned inconvenience, and its objective is provides a kind of engine controlling unit, and this device can be reflected to atmospheric variation in the menifold pressure of motor, and a suitable fuel injection amount is provided.
Engine controlling unit according to an aspect of the present invention, utilize a barometric pressure arithmetic unit to calculate difference between a current barometric pressure and the basic barometric pressure, one variable quantity arithmetic unit is calculated to be atmospheric variable quantity according to a mainfold presure with this difference, mainfold presure is wherein recorded by a mainfold presure detection device, one operation values of atmospheric variable quantity and mainfold presure is carried out addition, determine a mainfold presure offset, mainfold presure operation values wherein is to be calculated based on the mainfold presure value that is recorded by the mainfold presure detection device by a mainfold presure arithmetic unit, this numerical value is used for determining the fuel injection amount of motor, utilize an emitted dose arithmetic unit, with mainfold presure offset and engine speed is that calculation of parameter goes out the fuel injection amount of carrying to motor, and engine speed is wherein recorded by a rotary speed measurer.By considering that barometric pressure embodies in the mainfold presure parameter with respect to the variation of mainfold presure offset and with this variable quantity, no matter then just how barometric pressure changes, all can carry suitable fuel injection amount, so just can make engine behavior keep good, and guarantee power character.
Engine controlling unit according to a further aspect of the invention, one variable quantity arithmetic unit calculates the difference between current barometric pressure and the reference atmosphere pressure, and with this difference as atmospheric variable quantity, current barometric pressure is wherein recorded by a barometric pressure detection device, one operation values of atmospheric variable quantity and mainfold presure is carried out addition, determine a mainfold presure offset, mainfold presure operation values wherein is to be calculated based on the mainfold presure value that is recorded by the mainfold presure detection device by a mainfold presure arithmetic unit, this numerical value is used for determining the fuel injection amount of motor, utilize an emitted dose arithmetic unit, with mainfold presure offset and engine speed is that calculation of parameter goes out the fuel injection amount of carrying to motor, and engine speed is wherein recorded by a rotary speed measurer.By considering that barometric pressure embodies in the mainfold presure parameter with respect to the variation of mainfold presure offset and with this variable quantity, no matter then just how barometric pressure changes, all can carry suitable fuel injection amount, so just can make engine behavior keep good, and guarantee power character.
Engine controlling unit according to another aspect of the invention, by an offset arithmetic unit, utilize an atmospheric value and an atmospheric value of being scheduled to that an operation values of mainfold presure is compensated, and will calculate the offset of institute's value as mainfold presure, mainfold presure operation values is wherein calculated based on the mainfold presure value that is recorded by the mainfold presure detection device by a mainfold presure arithmetic unit, this numerical value is used for determining the fuel injection amount of motor, and atmospheric value is then calculated by a barometric pressure arithmetic unit; Utilizing an emitted dose arithmetic unit, is that calculation of parameter goes out the fuel injection amount of carrying to motor with mainfold presure offset and engine speed, and engine speed is wherein recorded by rotary speed measurer.By considering that barometric pressure embodies in the mainfold presure parameter with respect to the variation of mainfold presure offset and with this variable quantity, no matter then just how barometric pressure changes, all can carry suitable fuel injection amount, so just can make engine behavior keep good, and guarantee power character.
Description of drawings
Hereinafter, utilize accompanying drawing and description of the preferred embodiment of the present invention, can more thorough understanding be arranged the present invention, in the accompanying drawings:
Fig. 1 is a schematic representation, has expressed the structure of a motor and the peripheral equipment of this motor, and the engine controlling unit according to first embodiment of the invention has been installed on this motor;
Fig. 2 is a flow chart, has represented CPU processor performed, that be used for the computing fuel emitted dose among the ECU (electronic control unit), and this ECU is used in the engine controlling unit according to first embodiment of the invention;
Fig. 3 is a mapping table, is used for explaining how the fuel injection amount operation program shown in Figure 2 calculates the final fuel emitted dose;
Schematic representation among Fig. 4 has been represented the structure of a motor and the peripheral equipment of this motor, and the engine controlling unit according to second embodiment of the invention has been installed on this motor;
Fig. 5 is a flow chart, has represented CPU processor performed, that be used to detect barometric pressure and mainfold presure among the ECU, and this ECU is used in the engine controlling unit according to second embodiment of the invention;
Flowcharting among Fig. 6 in the program shown in Figure 5, be used to detect atmospheric sub-processor;
Flowcharting among Fig. 7 processor in the program shown in Figure 5, that be used to detect mainfold presure;
Flowcharting among Fig. 8 CPU processor performed, that be used for the computing fuel emitted dose among one ECU, this ECU is used in the engine controlling unit according to second embodiment of the invention;
Flowcharting among Fig. 9 CPU carries out among the ECU is used for first kind of remodeling of processor of computing fuel emitted dose, ECU wherein is used in the engine controlling unit according to second embodiment of the invention;
Flowcharting among Figure 10 CPU carries out among the ECU is used for second kind of remodeling of processor of computing fuel emitted dose, ECU wherein is used in the engine controlling unit according to second embodiment of the invention;
Flowcharting among Figure 11 CPU carries out among the ECU is used for the third remodeling of processor of computing fuel emitted dose, ECU wherein is used in the engine controlling unit according to second embodiment of the invention;
Flowcharting among Figure 12 CPU carries out among the ECU is used for the 4th kind of remodeling of processor of computing fuel emitted dose, ECU wherein is used in the engine controlling unit according to second embodiment of the invention;
Figure 13 is a mapping table, and it is used in the processor shown in Figure 12, is used to calculate a penalty coefficient;
Figure 14 is the mapping graph of a routine, is used to calculate one because atmospheric variation and penalty coefficient need compensate fuel injection amount the time; And
Figure 15 is the mapping graph of a routine, so express because what adopt is to be different with respect to the offset of the monobasic compensating form fuel injection amount of change of atmospheric pressure with the variation of mainfold presure.
Embodiment
Below, will be introduced the present invention based on embodiment.
At first the first embodiment of the present invention is made an explanation.Schematic representation among Fig. 1 has been represented the structure of a motor and the peripheral equipment of this motor, and the engine controlling unit according to first embodiment of the invention has been installed on motor.
In Fig. 1, number designation 1 refers to a single-cylinder water-cooling motor.Air is drawn into the intake duct 2 of motor 1 from an air-strainer 3.Be provided with an air throttle 11 in the stage casing of intake duct 2, this air throttle is connected with the action piece maintenance work of an accelerator pedal (not shown).By air throttle 11 is operated, just can regulate the air quantity (being air inflow) that is drawn in the intake duct 2.When sucking air quantity, by being arranged on a sparger (being fuel injector) in the intake duct 2 to motor 1 burner oil, sparger the position is set near intake valve 4.In addition, the empty burning mixt of being made up of the fuel and the suction air of prearranging quatity is sucked in the firing chamber 7 through suction valve 6.
In the downstream side of air throttle 11, be provided with a manifold pressure sensor 21 in the stage casing of intake duct 2, be used to detect the mainfold presure PM in the intake duct 2.The bent axle 21 of motor 1 is provided with a CKP 22, is used for when bent axle rotates, and judges its corner (℃ A).Can calculate the rotational speed N E of motor 1 according to the crank shaft angle that CKP 22 records.Also be provided with an atmosphere pressure sensor 23, be used for the atmospheric pressure PA of detection of engine 1 environment of living in.
Be provided with a spark plug 13, it faces the firing chamber 7 of motor 1.One spark coil/igniter 14 is according to the firing command of an ECU (electronic control unit) output, provide high-tension electricity with crankshaft angle sensor 22 detected crank shaft angle signal synchronization ground to spark plug 13, thereby the empty burning mixt in the ignition combustion chamber 7, ECU wherein will be introduced hereinafter.By this way, burning (outburst) has just taken place in the empty burning mixt in the firing chamber 7, has produced driving force thus.The waste gas after burning outlet valve 8 of flowing through is discharged to the outlet pipe 9 from exhaust manifold, and finally is discharged to the external world.
ECU30 is made up of a logical operation circuit, and this logical circuit comprises: a CPU31, and it carries out various types of processors as central processing unit; One is used for the read only memory ROM 32 of storage control program; One is used for the random access storage device RAM33 of store various kinds of data; One reserve random access storage device B/U RAM34; One input/output circuitry 35; An and bus 36 that is used to connect above-mentioned these devices.The input signal that this ECU30 receives comprises: the crank shaft angle signal of the mainfold presure signal PM that transports from manifold pressure sensor 21, CKP 22 outputs; And the barometric pressure signal PA of atmosphere pressure sensor 23 outputs etc.ECU30 produces output signal based on these information, according to the signal of ECU30 output, sparger 5 is controlled, and obtained suitable fuel injection timing and emitted dose, and spark plug 13 and spark coil/igniter 14 controlled, to obtain suitable ignition timing.
Below, with reference to flow chart shown in Figure 2, the processor of computing fuel emitted dose being described, this program is by carrying out according to the CPU31 among the used ECU30 of the engine controlling unit of first embodiment of the invention.It is to be noted: CPU31 is spaced apart the cycle with preset time and carries out this fuel injection amount operation program repeatedly.
In Fig. 2, at first in step S101, read the tach signal NE of motor 1.Then, program proceeds to step S102, reads barometric pressure PA in this step.Then, program enters into step S103, reads mainfold presure PM in this step.Afterwards, program proceeds to step S104, in this step, formula (1) below utilizing calculates the mainfold presure PMTP (hereinafter this numerical value being abbreviated as " mainfold presure operation values ") that is used to calculate the fuel equivalent emitted dose, and the mainfold presure PM that formula (1) reads with step S103 is a parameter:
PMTP←f(PM) …(1)
Then, program proceeds to step S105, in this step, calculate difference between the barometric pressure PA of the current location of being read among the atmospheric value PAbase in benchmark area and the step S102-promptly calculate atmospheric changing value PAdev{=(760-PA) } (in this embodiment, the barometric pressure of setting the low altitude area is 760mmHg), utilize following formula (2), the mainfold presure operation values PMTP addition that this difference and step S104 are calculated, thereby calculate a mainfold presure offset PMTP ' (hereinafter will abbreviate " mainfold presure offset " as) who is used to carry out fuel injection amount reference value calculating process, formula (2) is:
PMTP′←(760-PA)+PMTP …(2)
Then, program proceeds to step S106, and in this step, the engine speed NE that mainfold presure offset PMTP ' that tries to achieve based on the S105 step and S101 step read calculates final fuel emitted dose TAU, then, and EOP end of program.
Below, with reference to the mapping table among Fig. 3, describing by above-mentioned fuel injection amount operation program, with mainfold presure offset PMTP ' particularly is the process of the final fuel injection amount TAU of calculation of parameter with engine speed NE (rpm) (mmHg).It is to be noted: the mid point of controlled quentity controlled variable is to obtain by carry out interpolation between 2 of engine speed in the mapping table shown in Figure 3.
At first, utilizing the mapping table shown in Fig. 3 A, when the read value that calculates read value as menifold pressure P M and be 200mmHg and engine speed is 1000rpm, is the fuel injection amount α on the low elevational position of 760mmHg at barometric pressure.Under this working condition of motor 1, when being in barometric pressure and becoming the high elevational position of 660mmHg, shown in Fig. 3 B, the read value of menifold pressure P M finally will become 100mmHg, thereby, and calculate fuel injection amount β according to menifold pressure P M read value that equals 100mmHg and the engine speed NE read value that equals 1000rpm.
Thereby, shown in Fig. 3 C, at barometric pressure is the high altitude localities of 660mmHg, working state when starting function to keep it to be in the low height above sea level air pressure of 760mmHg in order to make, then will come computing fuel emitted dose γ according to menifold pressure compensation value PMTP ' that equals 200mmHg and the engine speed that equals 1000rpm, the menifold pressure compensation value of this moment is by the difference (promptly equaling the change of atmospheric pressure amount of 100mmHg) of the low height above sea level air pressure of 760mmHg and 660 high height above sea level air pressure and the high height above sea level menifold pressure addition that equals 100mmHg are obtained.That is to say that in this embodiment, when being in barometric pressure and being the high altitude localities of 660mmHg, the fuel injection amount α when fuel injection amount γ is set to the low height above sea level pressure of 760mmHg equates.
Owing to handle like this, so just the variation to menifold pressure P M suitably compensates, for the barometric pressure PA condition of current their location, the barometric pressure PAbase (promptly equaling the low height above sea level barometric pressure of 760mmHg) based on the benchmark area calculates final fuel emitted dose TAU.Thereby, even motor 1 changes to high height above sea level air pressure conditions from low height above sea level air pressure conditions, also can keep its working state well, and can not be subjected to the influence of change of atmospheric pressure, and then can guarantee power character.
In such a manner, the engine controlling unit in the present embodiment is provided with: as the atmosphere pressure sensor 23 of barometric pressure detection device, be used to measure barometric pressure PA value; As the menifold pressure transducer 21 of menifold pressure-detecting device, it is used for measuring the air pressure that is drawn into motor 1 intake duct 2-be menifold pressure P M; Menifold pressure arithmetic unit, this device is served as by ECU30, and the menifold pressure P M that is used for recording according to menifold pressure transducer 21 calculates the operation values PMTP of menifold pressure, and this numerical value is used for the fuel injection amount of calculation engine 1; CKP 22, it is used as speed detector, is used to measure the rotational speed N E of motor 1; Variable quantity arithmetic unit, this device also realized by ECU30, and it is used to calculate the atmospheric value PAbase in, benchmark area 23 that record by atmosphere pressure sensor and the difference between the current regional barometric pressure PA-be atmospheric variable quantity PAdev; And emitted dose arithmetic unit, this device is also realized by ECU30, its engine speed NE that measures with menifold pressure compensation value PMTP ' and CKP 22 is the final fuel injection amount TAU that calculation of parameter goes out to be provided to motor 1, and PMTP ' wherein is by the change of atmospheric pressure amount PAdev that will be tried to achieve by the variable quantity arithmetic unit, carries out addition with the menifold pressure operation values PMTP that is tried to achieve by menifold pressure arithmetic unit and obtain.
That is to say, the final fuel injection amount TAU that offers motor 1 is that calculation of parameter goes out with menifold pressure compensation value PMTP ' and engine speed NE, carry out addition by the difference (being change of atmospheric pressure amount PAdev) and the operation values PMTP of menifold pressure with barometric pressure reference value PAbase and current barometric pressure PA, just can obtain menifold pressure compensation value PMTP ' wherein, wherein, current barometric pressure PA is recorded by atmosphere pressure sensor 23, the operation values PMTP of menifold pressure then is based on the menifold pressure P M that is recorded by menifold pressure transducer 21 and draws, it is used for the fuel injection amount of calculation engine 1, and engine speed NE is recorded by CKP 22.Profit in such a way, by atmospheric variable quantity PAdev is considered among the mainfold presure offset PMTP ', and atmospheric variation is reflected in the mainfold presure parameter, no matter just can accomplish how barometric pressure changes, can both provide suitable final fuel injection amount.
It is to be noted: in the above-described embodiments, difference between benchmark air pressure PAbase and the current barometric pressure PA is used as the required change of atmospheric pressure amount PAdev of computing fuel emitted dose, but for example also this difference can be multiplied by 0.8 and change of atmospheric pressure amount PAdev is changed, wherein 0.8 as a predetermined penalty coefficient, be and reference atmosphere presses the difference between PAbase and the local barometric pressure PA to match.
The variable quantity arithmetic unit that is served as by the ECU30 in the engine controlling unit multiplies each other predetermined penalty coefficient and difference, thereby calculates atmospheric variation PAdev, with this understanding, can obtain expectation function similar to the above embodiments and effect.
In addition, in the above-described embodiments, reference atmosphere presses the difference between PAbase and the current barometric pressure PA to be used as the change of atmospheric pressure amount PAdev of computing fuel emitted dose, but also can with a predetermined penalty coefficient (1.0,0.9,0.8 ...) multiply each other, this penalty coefficient is with mainfold presure PM (100,200,300 ...) be the function of a single variable of parameter, itself and reference atmosphere press the difference between PAbase and the local atmosphere PA to be complementary, thereby can change change of atmospheric pressure amount PAdev.
The variable quantity arithmetic unit of being realized by ECU30 in the engine controlling unit is that the predetermined backoff coefficient and the described difference of parameter multiplies each other with one with mainfold presure PM, thereby calculate a change of atmospheric pressure amount PAdev, with this understanding, also can obtain expectation function similar to the above embodiments and effect.
In addition, the above embodiments are designed to be equipped with the atmosphere pressure sensor 23 of the barometric pressure PA that is used for detection of engine 1 environment of living in, but also can be according to calculating by the mainfold presure PM that predetermined timesharing records by manifold pressure sensor 21, and calculate barometric pressure PA.In the case, just atmosphere pressure sensor 23 need not be set.
Be provided with in such engine controlling unit: as the manifold pressure sensor 21 of mainfold presure detection device, it is used for detecting the air pressure that is inhaled in motor 1 intake duct 2-be mainfold presure PM; The mainfold presure arithmetic unit, this device is served as by ECU30, is used for calculating according to the mainfold presure PM that manifold pressure sensor 21 records the operation values PMTP of mainfold presure, and this operation values is used for the fuel injection amount of calculation engine 1; The barometric pressure arithmetic unit, this device is realized by ECU30, is used for calculating local barometric pressure PA based on the mainfold presure PM that manifold pressure sensor 21 records; CKP 22, it is used as speed detector, is used to measure the rotational speed N E of motor 1; The variable quantity arithmetic unit, this device is taken on by ECU30, be used to calculate reference atmosphere and press difference between the local barometric pressure PA that PAbase and barometric pressure arithmetic unit try to achieve, with this difference as atmospheric variable quantity PAdev; And emitted dose arithmetic unit 30, this device is also served as by ECU30, it is a parameter with mainfold presure offset PMTP ' and engine speed NE, calculating will be to the final fuel injection amount TAU of motor 1 supply, menifold pressure compensation value PMTP ' wherein is that the operation values PMTP by change of atmospheric pressure amount PAdev that the variable quantity arithmetic unit is tried to achieve and menifold pressure carries out addition and draws, wherein, the operation values PMTP of menifold pressure is tried to achieve by the mainfold presure arithmetic unit, and engine speed NE is recorded by rotary speed measurer.With this understanding, can obtain expectation function similar to the above embodiments and effect.
In the above-described embodiments, introduction be with the low altitude area as benchmark and the situation when low height above sea level air pressure changes to high height above sea level air pressure, but using when of the present invention, the change situation of air pressure is not limited in this.When the barometric pressure of high altitude localities as benchmark and when high height above sea level air pressure changes to low height above sea level pressure, situation is similar.It is to be noted: in the case, have only the positive negative difference between reference atmosphere pressure and the local barometric pressure to become opposite number.
Below, will be described the second embodiment of the present invention.Schematic representation among Fig. 4 has been represented the structure of a motor and the peripheral equipment of this motor, and the engine controlling unit according to second embodiment of the invention has been installed on motor.In an embodiment, than motor 1 shown in Figure 1, just removed atmosphere pressure sensor 23, it is used to measure the atmospheric pressure PA of motor environment of living in, and what Fig. 1 represented is above-mentioned first embodiment's structure.Thereby, no longer this accompanying drawing is done further detailed discussion at this.
Below, will be according to Fig. 5,6 and flow chart shown in Figure 7, the CPU31 of ECU30 in second embodiment of the invention processor performed, that be used to detect barometric pressure and mainfold presure is described.Should be pointed out that barometric pressure/mainfold presure trace routine by CPU31 according to the preset time execution that circulates at interval.
In Fig. 5, at first be in step S201, judge whether to exist a N interrupt signal.Should " n-signal " be by the signal of the crankshaft angle sensor on the engine crankshaft 12 22 every 30 ℃ of A outputs.If the judgement of step S201 also is false-is that is to say, if there is no n-signal interrupts, and then program just will be waited for, up to the n-signal interruption having occurred at step S201.Then, program proceeds to step S202, in this step, NNUMO is counted in the interruption of previous n-signal add " 1 ", that is to say, the number of interrupts NNUM of n-signal passs to go on foot and increases " 1 ".N-signal number of interrupts NNUM is such signal: it has been represented in 720 ℃ of A crank shaft angle scopes being made up of four strokes (suction stroke → compression stroke → expansion [outburst] stroke → exhaust stroke), every 30 ℃ of A " 0 " to " 23 " number crank shaft angle position, crankshaft angle sensor 22 detected benchmark crank shaft angle position with setting on motor 1 bent axle 12 are " 0 " position, and each crank shaft angle position is arranged from " 0 " position.
Then, program proceeds among the step S203, in this step, judges whether to satisfy Na≤NNUM≤Nb.If the judgement of step S203 is set up, then the interruption of n-signal is counted NNUM and is located between default constant Na, the Nb, then, program enters into step S204, in this step, judge whether current time satisfies barometric pressure and detect regularly, and carry out the barometric pressure testing process that hereinafter will introduce.On the other hand, if the judgement of step S203 and being false that is to say that n-signal interrupts number NNUM and is not positioned between constant Na and the Nb, then program just proceeds to step S205, in this step, judges whether to satisfy Nc≤NNUM≤Nd.If the judgement of step S205 is set up, that is to say that n-signal interrupts number NNUM between default constant Nc and Nd, then program just proceeds to step S206, in this step, judge whether current time is carried out mainfold presure and detected, and carry out the mainfold presure testing process that hereinafter will introduce.
In step S204, carry out after the barometric pressure testing process and in step S206 and carry out after the mainfold presure testing process, perhaps the judgement conclusion as step S205 be false-be that the interruption of n-signal is counted NNUM not between constant Nc and Nd the time, program enters into step S207, in this step, judge that n-signal interrupts number NNUM and whether equals a predetermined constant Ne (equaling " 23 ").If the judgement of step S207 is false, that is to say that be not equal to default constant Ne if n-signal interrupts number NNUM, then program turns back to above-mentioned steps S201, repeats similar process from this step.If the judgement of step S207 is set up, that is to say that n-signal interrupts number NNUM and equaled default constant Ne, then program proceeds to step S208, in this step, n-signal is interrupted number NNUM zero clearing, carry out above-mentioned step S201 then, in this step, repeat similar process.
Below, with reference to Fig. 6 the processor that detects atmospheric pressure is described.
In Fig. 6, at first be in step S301, to read mainfold presure PM.Then, program proceeds to step S302, and in this step, the mainfold presure PM that step S301 is read is transformed to atmospheric checkout value PAi.That is to say, in the present embodiment, be to use the force value that draws based on mainfold presure PM as barometric pressure PA, and mainfold presure PM is recorded by manifold pressure sensor 21.It is to be noted: " i " is a numeral, and it is suitable that NNUM is counted in the interruption of itself and n-signal.Then, program enters into step S303, in this step, judges whether " i " equals Nb.If the judgement of step S303 is false, that is to say that if " i " is not equal to Nb, then the barometric pressure checkout value PAi that obtains of step S302 just is stored, then, EOP end of program.
On the other hand, if the judgement of step S303 is set up, that is to say, if " i " equates with Nb, then program just enters into step S304, in this step, with the summation of the barometric pressure checkout value PAi that stores among the step S302 divided by the mean value of digital NPA gained as barometric pressure PA value.Then, program proceeds to step S305, and in this step, all mainfold presure checkout values all are cleared, afterwards, and EOP end of program.
With reference to Fig. 7 the processor that detects mainfold presure is described below.
In Fig. 7, at first in step S401, read mainfold presure PM.Then, program proceeds to step S402, and in this step, the mainfold presure PM that step S401 is read is transformed to the checkout value PMi of mainfold presure.Should be noted that: " i " is that the suitable numeral of NNUM is counted in an interruption with n-signal.Then, program enters into step S403, in this step, judges whether " i " equals Nd.If the judgement of step S403 is false, that is to say that if " i " is not equal to Nd, then the mainfold presure checkout value PMi that obtains of step S402 just is stored, then, EOP end of program.
On the other hand, if the judgement of step S403 is set up, that is to say, if " i " equates with Nd, then program just enters into step S404, in this step, the mainfold presure that is updated to of the mainfold presure checkout value PMi that stores among the step S402 is calculated in the function f (PMi), with the calculated value PML of this functional value as mainfold presure.It is to be noted: in program circuit subsequently, the calculated value PML of mainfold presure just is taken as " mainfold presure PM " and handles.Then, program proceeds to step S405, and in this step, all mainfold presure checkout values all are cleared, afterwards, and EOP end of program.
Below, will a processor that be used for the computing fuel emitted dose being introduced based on flow chart shown in Figure 8, this program is by carrying out according to the CPU31 among the ECU30 of the engine controlling unit of second embodiment of the invention.It is to be noted: this fuel injection amount operation program is repeated with preset time at interval by CPU31.
In Fig. 8, at first be the rotational speed N E that in step 501, reads motor 1.Then, program proceeds to step S502, in this step, reads the barometric pressure PA that is drawn by above-mentioned barometric pressure trace routine.Then, program proceeds to step S503, in this step, reads the mainfold presure PM that is drawn by above-mentioned mainfold presure trace routine.Then, program proceeds to step S504, and the mainfold presure PM that in this step, utilize above-mentioned formula (1), obtains based on step S503 calculates the operation values PMTP of mainfold presure.
Afterwards, program is carried out step S505, in this step, the barometric pressure functional value of gained and will be scheduled to the operation values PMTP that barometric pressure PAO is updated to the menifold pressure that calculates among the barometric pressure functional value of gained in the function f (PA) and the step S504 and multiply each other in the barometric pressure PA substitution function f (PA) that step S502 is read according to following formula (3), thereby calculate the offset PMTP ' of menifold pressure, formula (3) is:
PMTP′←PMTP·f(PA)·f(PAO) …(3)
Then, program is carried out step S506, and in this step, the engine speed NE that menifold pressure compensation value PMTP ' that calculates based on step S505 and step S501 read calculates final fuel emitted dose TAU, afterwards, and EOP end of program.It is to be noted: utilize the fuel injection amount operation program, (mmHg) to be that parameter is calculated the process of final fuel injection amount TAU identical with process in the foregoing description with engine speed NE (rpm) with menifold pressure compensation value PMTP ', thereby will no longer be described to this.
In such a manner, the engine controlling unit of present embodiment is provided with: menifold pressure transducer 21, and it is as the detection device of menifold pressure, is used for detecting the air pressure that is inhaled into motor 1 intake duct 2-be mainfold presure PM; The mainfold presure arithmetic unit, this device is served as by ECU30, is used for calculating according to the mainfold presure PM that manifold pressure sensor 21 records the operation values PMTP of mainfold presure, and this operation values is used for the fuel injection amount of calculation engine 1; The barometric pressure arithmetic unit, this device is realized by ECU30, is used for calculating barometric pressure PA based on the mainfold presure PM that manifold pressure sensor 21 records; CKP 22, it is used as speed detector, is used to measure the rotational speed N E of motor 1; The offset arithmetic unit, it is served as by ECU30, barometric pressure PA and predetermined barometric pressure PAO that it utilizes the barometric pressure arithmetic unit to try to achieve, the menifold pressure operation values PMTP that is tried to achieve by menifold pressure arithmetic unit is compensated, and will calculate the offset PMTP ' of resulting result as menifold pressure; And emitted dose arithmetic unit, this device is also served as by ECU30, it is a parameter with mainfold presure offset PMTP ' and engine speed NE, calculating will be to the final fuel injection amount TAU of motor 1 supply, menifold pressure compensation value PMTP ' is wherein tried to achieve by the offset arithmetic unit, the operation values PMTP of menifold pressure is tried to achieve by the mainfold presure arithmetic unit, and engine speed NE is recorded by CKP 22.In addition.In the offset arithmetic unit of being taken on by the ECU30 in the present embodiment engine controlling unit, the offset PMTP ' of menifold pressure obtains by barometric pressure PA, predetermined barometric pressure PAO and menifold pressure operation values PMTP are multiplied each other.
That is to say, barometric pressure PA and predetermined barometric pressure PAO that utilization is tried to achieve based on menifold pressure P M, the menifold pressure operation values PMTP that is used for calculation engine 1 fuel injection amount is compensated, and the rotational speed N E that records with menifold pressure compensation value PMTP ' and CKP 22 is a parameter, calculate the final fuel injection amount TAU that carries to motor 1, menifold pressure operation values PMTP wherein is based on that menifold pressure P M that menifold pressure transducer 21 records draws.By considering the influence of change of atmospheric pressure to menifold pressure compensation value PMTP ', and atmospheric variation is reflected in the menifold pressure parameter, no matter just can realize how barometric pressure changes, can both calculate best menifold pressure compensation value, and utilize this menifold pressure compensation value to produce a suitable final fuel injection amount TAU.
Below, will be based on the flow chart among Fig. 9, first kind of variations of the processor that is used for the computing fuel injection amount is introduced, this program is by carrying out according to the CPU31 among the ECU30 of the engine controlling unit of second embodiment of the invention.It is to be noted: this fuel injection amount operation program is carried out according to preset time at interval repeatedly by CPU31.
In Fig. 9, step S601 is corresponding to S504 with the step S501 in the foregoing description to S604, thereby this is not further introduced.For this modification mode of execution, in step S605, formula (4) below utilizing, the numerical value of the barometric pressure PA gained that predetermined barometric pressure PAO is read divided by step S602, the menifold pressure operation values PMTP that calculates with step S604 multiply each other, calculate the offset PMTP ' of menifold pressure thus, formula (4) is as follows:
PMTP′←PMTP·(PAO/PA) …(4)
Then, program is carried out step S606, and in this step, the engine speed NE that menifold pressure compensation value PMTP ' that calculates based on step S605 and step S601 read calculates final fuel emitted dose TAU, afterwards, and EOP end of program.It is to be noted: utilize the fuel injection amount operation program, (mmHg) to be the process of the final fuel injection amount TAU of calculation of parameter identical with process in the foregoing description with engine speed NE (rpm) with menifold pressure compensation value PMTP ', thereby will no longer be described to this.
In such a manner, in the offset arithmetic unit of being taken on by the ECU30 in this variations engine controlling unit, the menifold pressure compensation value PMTP ' that is used to carry out computing multiplies each other by the quotient that will be scheduled to barometric pressure PAO and barometric pressure PA and menifold pressure operation values PMTP to try to achieve.That is to say, by considering the influence of change of atmospheric pressure to menifold pressure compensation value PMTP ', and atmospheric variation is reflected in the menifold pressure parameter, how to change, can both calculate best menifold pressure compensation value PMTP ' no matter just can realize barometric pressure, thereby be used for setting final fuel emitted dose TAU.
Below, will be based on the flow chart among Figure 10, second kind of variations of the processor that is used for the computing fuel injection amount is described, this program is by carrying out according to the CPU31 among the ECU30 of the engine controlling unit of second embodiment of the invention.Should be noted that: this fuel injection amount operation program is carried out according to preset time at interval repeatedly by CPU31.
In Figure 10, step S701 is corresponding to S504 with the step S501 in the foregoing description to S704, thereby this is not further introduced.Herein, in step S705, formula (5) below utilizing, the barometric pressure PA that the product of a predetermined barometric pressure PAO and a predetermined backoff coefficient δ is read divided by step S702, the menifold pressure operation values PMTP that the numerical value and the step S704 of gained calculated multiplies each other again, calculate the offset PMTP ' of menifold pressure thus, formula (5) is as follows:
PMTP′←PMTP·{δ(PAO/PA)} …(5)
Then, program is carried out step S706, and in this step, the engine speed NE that menifold pressure compensation value PMTP ' that calculates based on step S705 and step S701 read calculates final fuel emitted dose TAU, afterwards, and EOP end of program.It is to be noted: utilize the fuel injection amount operation program, (mmHg) to be the process of the final fuel injection amount TAU of calculation of parameter identical with process in the foregoing description with engine speed NE (rpm) with menifold pressure compensation value PMTP ', thereby will no longer be described to this.
In such a manner, in the offset arithmetic unit of taking on by the ECU30 in this variations engine controlling unit, menifold pressure compensation value PMTP ' be by with the product of a predetermined barometric pressure PAO and a predetermined backoff coefficient δ divided by barometric pressure PA, the numerical value of gained and menifold pressure operation values PMTP multiplied each other try to achieve again.That is to say, by considering the influence of change of atmospheric pressure to menifold pressure compensation value PMTP ', and atmospheric variation is reflected in the menifold pressure parameter, how to change, can both calculate best menifold pressure compensation value PMTP ' no matter just can realize barometric pressure, thereby be used for setting final fuel emitted dose TAU.
Below, with reference to the flow chart among Figure 11, the third variations of the processor that is used for the computing fuel injection amount being described, this program is by carrying out according to the CPU31 among the ECU30 of the engine controlling unit of second embodiment of the invention.Should be noted that: this fuel injection amount operation program is carried out according to preset time at interval repeatedly by CPU31.
In Figure 11, step S801 is corresponding to S504 with the step S501 in the foregoing description to S804, thereby this is not further introduced.Herein, in step S805, formula (6) below utilizing, the difference that predetermined barometric pressure PAO and step S802 is read barometric pressure PA multiply by a predetermined backoff coefficient ε, the menifold pressure operation values PMTP that institute's value and step S804 are calculated carries out addition again, calculate the offset PMTP ' of menifold pressure thus, formula (6) is as follows:
PMTP′←PMTP+ε(PAO-PA) …(6)
Then, program is carried out step S806, and in this step, the engine speed NE that menifold pressure compensation value PMTP ' that calculates based on step S805 and step S801 read calculates final fuel emitted dose TAU, afterwards, and EOP end of program.It is to be noted: utilize the fuel injection amount operation program, (mmHg) to be the process of the final fuel injection amount TAU of calculation of parameter identical with process in the foregoing description with engine speed NE (rpm) with menifold pressure compensation value PMTP ', thereby will no longer be described to this.
Like this, in the offset arithmetic unit of being taken on by the ECU30 in this variations engine controlling unit, menifold pressure compensation value PMTP ' multiply by a predetermined backoff coefficient ε, again institute's value and menifold pressure operation values PMTP is carried out addition and try to achieve by the difference that will be scheduled to barometric pressure PAO and barometric pressure PA.That is to say, by considering the influence of change of atmospheric pressure to menifold pressure compensation value PMTP ', and atmospheric variation is reflected in the menifold pressure parameter, how to change, can both calculate best menifold pressure compensation value PMTP ' no matter just can realize barometric pressure, thereby be used for setting final fuel emitted dose TAU.
Below, with reference to Figure 13 and based on flow chart shown in Figure 12, the 4th kind of variations to the processor that is used for the computing fuel injection amount is described, and this program is by carrying out according to the CPU31 among the ECU30 of the engine controlling unit of second embodiment of the invention.Herein, Figure 13 is a mapping graph, be used for according to menifold pressure operation values PMTP and engine speed NE, utilize the method for interpolation to calculate predetermined penalty coefficient ζ.Should be noted that: this fuel injection amount operation program is carried out according to preset time at interval repeatedly by CPU31.
In Figure 12, step S901 is corresponding to S504 with the step S501 in the foregoing description to S904, thereby this is not explained in detail., in step S905, utilize mapping graph shown in Figure 13 herein,, calculate a predetermined backoff coefficient ζ according to known four point interpolation methods according to the operation values PMTP and the engine speed NE of menifold pressure.Then, program proceeds to step S906, in this step, utilize following formula (7), the difference that predetermined barometric pressure PAO and step S902 is read barometric pressure PA multiply by the predetermined backoff coefficient ζ that step S905 calculates, the menifold pressure operation values PMTP that institute's value and step S904 are calculated carries out addition again, calculates the offset PMTP ' of menifold pressure thus, and formula (7) is as follows:
PMTP′←PMTP+ζ(PAO-PA) …(7)
Then, program is carried out step S907, and in this step, the engine speed NE that menifold pressure compensation value PMTP ' that calculates based on step S906 and step S901 read calculates final fuel emitted dose TAU, afterwards, and EOP end of program.It is to be noted: utilize the fuel injection amount operation program, (mmHg) to be the process of the final fuel injection amount TAU of calculation of parameter identical with process in the foregoing description with engine speed NE (rpm) with menifold pressure compensation value PMTP ', thereby will no longer be described to this.
So, in the offset arithmetic unit of being taken on by the ECU30 in this variations engine controlling unit, menifold pressure compensation value PMTP ' multiply by a predetermined backoff coefficient ζ, again institute's value and menifold pressure operation values PMTP is carried out addition and try to achieve by the difference that will be scheduled to barometric pressure PAO and barometric pressure PA.In addition, the predetermined backoff coefficient ζ in this variations is that Parameters Calculation goes out with menifold pressure operation values PMTP and engine speed NE.That is to say, no matter how barometric pressure changes, can both calculate best penalty coefficient ζ, and by considering the influence of change of atmospheric pressure to menifold pressure compensation value PMTP ', and atmospheric variation is reflected in the menifold pressure parameter, how to change, can both calculate best menifold pressure compensation value PMTP ' no matter just can realize barometric pressure, thereby be used for setting final fuel emitted dose TAU.
Need to prove: although above based on specific embodiment the present invention is described in detail, in the covering scope of claim of the present invention and design philosophy, those skilled in the art can make the change and the modification of various ways.
Drawing reference numeral is defined as:
1 ... internal combustion engine
21 ... manifold pressure sensor
22 ... CKP
23 ... atmosphere pressure sensor
30 ... ECU (electronic control unit)

Claims (10)

1. engine controlling unit is provided with in this device:
The menifold pressure-detecting device is used for detecting the air pressure that is inhaled in the engine inlets-be mainfold presure;
The mainfold presure arithmetic unit is used for calculating according to the mainfold presure that described mainfold presure detection device records the operation values of mainfold presure, and this operation values is used for the fuel injection amount of described calculation engine;
The barometric pressure arithmetic unit is used for calculating barometric pressure based on the mainfold presure that described mainfold presure detection device records;
Speed detector is used to measure the rotating speed of described motor;
The variable quantity arithmetic unit is used to calculate the difference between the local barometric pressure that a reference atmosphere is pressed and described barometric pressure arithmetic unit is tried to achieve, and with this difference as atmospheric variable quantity; And
The emitted dose arithmetic unit, be used for a mainfold presure offset and engine speed be parameter, calculating will be to motor supplied fuel emitted dose, menifold pressure compensation value wherein is to carry out addition by change of atmospheric pressure amount that described variable quantity arithmetic unit is tried to achieve and described menifold pressure operation values to draw, wherein, the operation values of menifold pressure is tried to achieve by described mainfold presure arithmetic unit, and engine speed is recorded by described rotary speed measurer.
2. engine controlling unit is provided with in this device:
The barometric pressure detection device is used to measure atmospheric pressure;
The menifold pressure-detecting device is used for detecting the air pressure that is inhaled in the engine inlets-be mainfold presure;
The mainfold presure arithmetic unit is used for calculating according to the mainfold presure that described mainfold presure detection device records the operation values of mainfold presure, and this operation values is used to calculate the fuel injection amount of described motor;
Speed detector is used to measure the rotating speed of described motor;
The variable quantity arithmetic unit is used to calculate the difference between the local barometric pressure that a reference atmosphere is pressed and described barometric pressure detection device records, and with this difference as atmospheric variable quantity; And
The emitted dose arithmetic unit, be used for a mainfold presure offset and engine speed be parameter, calculating will be to described motor supplied fuel emitted dose, menifold pressure compensation value wherein is to carry out addition by change of atmospheric pressure amount that described variable quantity arithmetic unit is tried to achieve and described menifold pressure operation values to draw, wherein, the operation values of menifold pressure is tried to achieve by described mainfold presure arithmetic unit, and engine speed is recorded by described rotary speed measurer.
3. engine controlling unit according to claim 1 and 2 is characterized in that: described variable quantity arithmetic unit multiplies each other described difference and a predetermined penalty coefficient and calculates described change of atmospheric pressure amount.
4. engine controlling unit according to claim 1 and 2, it is characterized in that: described variable quantity arithmetic unit multiplies each other described difference and a predetermined penalty coefficient and calculates described change of atmospheric pressure amount, and penalty coefficient wherein is because of variable element with menifold pressure.
5. engine controlling unit is provided with in this device:
The menifold pressure-detecting device is used for detecting the air pressure that is inhaled in the engine inlets-be mainfold presure;
The mainfold presure arithmetic unit is used for calculating according to the mainfold presure that described mainfold presure detection device records the operation values of mainfold presure, and this operation values is used for the fuel injection amount of described calculation engine;
The barometric pressure arithmetic unit is used for calculating barometric pressure based on the mainfold presure that described mainfold presure detection device records;
Speed detector is used to measure the rotating speed of described motor;
The offset arithmetic unit, a barometric pressure and a predetermined barometric pressure that it utilizes described barometric pressure arithmetic unit to try to achieve compensate the menifold pressure operation values of being tried to achieve by described menifold pressure arithmetic unit, thereby calculate a menifold pressure compensation value; And
The emitted dose arithmetic unit, be used for a mainfold presure offset and engine speed be parameter, calculating will be to motor supplied fuel emitted dose, menifold pressure compensation value is wherein calculated by described offset arithmetic unit, and engine speed is recorded by described rotary speed measurer.
6. engine controlling unit according to claim 5, it is characterized in that: in described offset arithmetic unit, described menifold pressure compensation value calculates by multiplying each other with the penality function value, based on predetermined atmospheric described offset and described menifold pressure operation values, and the barometric pressure that described penality function value wherein calculates with described barometric pressure arithmetic unit is as parameter.
7. engine controlling unit according to claim 5, it is characterized in that: in described offset arithmetic unit, described menifold pressure compensation value is to calculate by described predetermined barometric pressure is multiplied each other divided by the numerical value of a barometric pressure gained and described menifold pressure operation values, and described barometric pressure is wherein calculated by described barometric pressure arithmetic unit.
8. engine controlling unit according to claim 5, it is characterized in that: in described offset arithmetic unit, described menifold pressure compensation value be by with the product of a described predetermined barometric pressure and a predetermined backoff coefficient divided by barometric pressure, the numerical value of gained and described menifold pressure operation values multiplied each other calculate again, described barometric pressure is wherein calculated by described barometric pressure arithmetic unit.
9. engine controlling unit according to claim 5, it is characterized in that: in described offset arithmetic unit, described menifold pressure compensation value is by described predetermined barometric pressure and atmospheric difference being multiply by a predetermined backoff coefficient, again institute's value and described menifold pressure operation values are carried out addition and calculate, and described barometric pressure is wherein calculated by described barometric pressure arithmetic unit.
10. according to Claim 8 or 9 described engine controlling units, it is characterized in that: described predetermined backoff coefficient is that parameter draws with described menifold pressure operation values and described rotating speed.
CN02803040A 2001-09-28 2002-09-27 Controller for IC engine Expired - Fee Related CN100594298C (en)

Applications Claiming Priority (7)

Application Number Priority Date Filing Date Title
JP2001302790 2001-09-28
JP302790/2001 2001-09-28
JP302790/01 2001-09-28
JP268385/02 2002-09-13
JP268385/2002 2002-09-13
JP2002268385A JP4401635B2 (en) 2001-09-28 2002-09-13 Control device for internal combustion engine
PCT/JP2002/010107 WO2003029636A1 (en) 2001-09-28 2002-09-27 Controller for internal combustion engine

Publications (2)

Publication Number Publication Date
CN1476514A true CN1476514A (en) 2004-02-18
CN100594298C CN100594298C (en) 2010-03-17

Family

ID=26623380

Family Applications (1)

Application Number Title Priority Date Filing Date
CN02803040A Expired - Fee Related CN100594298C (en) 2001-09-28 2002-09-27 Controller for IC engine

Country Status (4)

Country Link
EP (1) EP1431551B1 (en)
JP (1) JP4401635B2 (en)
CN (1) CN100594298C (en)
WO (1) WO2003029636A1 (en)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN101125550B (en) * 2006-08-14 2010-11-03 通用汽车环球科技运作公司 Method and system for estimating barometric pressure in a hybrid vehicle
CN1820134B (en) * 2004-04-02 2011-05-11 株式会社京浜 Crank angle detection device and ignition timing control device for internal combustion engine
CN104675543A (en) * 2013-12-03 2015-06-03 福特环球技术公司 Method for inferring barometric pressure at low throttle angles
CN112814795A (en) * 2019-11-18 2021-05-18 丰田自动车株式会社 Engine controller and engine control method

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2008045506A (en) * 2006-08-18 2008-02-28 Nikki Co Ltd Atmospheric pressure correction method in engine control and its control device
JP4827710B2 (en) 2006-12-08 2011-11-30 株式会社ケーヒン Control device and method for internal combustion engine
WO2018061132A1 (en) * 2016-09-28 2018-04-05 株式会社Kcm Work vehicle

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS61185646A (en) * 1985-02-12 1986-08-19 Nippon Denso Co Ltd Control device for internal-combustion engine
JPS63159641A (en) * 1986-12-23 1988-07-02 Toyota Motor Corp Fuel injection controller for internal combustion engine
JP2569586B2 (en) * 1987-08-21 1997-01-08 トヨタ自動車株式会社 Electronic control unit for internal combustion engine
JPH0219626A (en) * 1988-07-06 1990-01-23 Toyota Motor Corp Fuel injection control device for internal combustion engine
US5715796A (en) * 1995-02-24 1998-02-10 Honda Giken Kogyo Kabushiki Kaisha Air-fuel ratio control system having function of after-start lean-burn control for internal combustion engines
JPH11200918A (en) * 1997-11-17 1999-07-27 Denso Corp Fuel injection control device for internal combustion engine
JP3259712B2 (en) * 1999-01-12 2002-02-25 トヨタ自動車株式会社 Control device for internal combustion engine
JP2000213401A (en) * 1999-01-26 2000-08-02 Denso Corp Atmospheric pressure detecting apparatus for internal combustion engine

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN1820134B (en) * 2004-04-02 2011-05-11 株式会社京浜 Crank angle detection device and ignition timing control device for internal combustion engine
CN101125550B (en) * 2006-08-14 2010-11-03 通用汽车环球科技运作公司 Method and system for estimating barometric pressure in a hybrid vehicle
CN104675543A (en) * 2013-12-03 2015-06-03 福特环球技术公司 Method for inferring barometric pressure at low throttle angles
CN112814795A (en) * 2019-11-18 2021-05-18 丰田自动车株式会社 Engine controller and engine control method

Also Published As

Publication number Publication date
JP4401635B2 (en) 2010-01-20
JP2003172172A (en) 2003-06-20
EP1431551A1 (en) 2004-06-23
EP1431551B1 (en) 2006-04-26
CN100594298C (en) 2010-03-17
WO2003029636A1 (en) 2003-04-10
EP1431551A4 (en) 2004-11-10

Similar Documents

Publication Publication Date Title
CN1317502C (en) Internal combustion engine internal EGR volume constructing apparatus and method
CN1543535A (en) Improved engine management
CN105571774B (en) The knock determination of internal combustion engine
CN1657755A (en) Cylinder intake air quantity determination device
CN101173637A (en) Method for dynamic mass air flow sensor measurement corrections
CN101144406B (en) Crankcase pressure control system
CN102373987B (en) System and method for detecting engine oil aeration and starvation based on engine vibration
CN1721683A (en) Engine exhaust gas recirculation control gear and method
FR2885957A1 (en) METHOD AND DEVICE FOR MANAGING AN INTERNAL COMBUSTION ENGINE
CN101080561A (en) Apparatus and method for controlling internal combustion engine
CN1476514A (en) Controller for IC engine
US20090158832A1 (en) Method and apparatus for detecting a stroke of a 4-cycle internal combustion engine, based on changes in rotary engine speed
CN1637252A (en) Fuel pump control system for cylinder cut-off internal combustion engine
CN1820135A (en) Control apparatus and control method for internal combustion engine
CN1609439A (en) Diagnosis apparatus for fuel vapor purge system and method thereof
CN1957173A (en) Control device for internal combustion engine
JP4312213B2 (en) Internal combustion engine knock determination device
JP2010001891A (en) Driving method of internal combustion engine, control device of internal combustion engine, computer program and computer program product for driving internal combustion engine
JP6900886B2 (en) Vehicle control device
CN1271324C (en) Method for measuing intake air volume in internal combustion engine
CN1467367A (en) Engine control apparatus
CN1432726A (en) Measurement of inlet airflow of cylinder in engine
CN1721677A (en) Fuel injection control device for internal combustion engine
JP2021139304A (en) Engine device and noise detection system
JP5276693B2 (en) Control device for internal combustion engine

Legal Events

Date Code Title Description
C06 Publication
PB01 Publication
C10 Entry into substantive examination
SE01 Entry into force of request for substantive examination
C14 Grant of patent or utility model
GR01 Patent grant
CF01 Termination of patent right due to non-payment of annual fee
CF01 Termination of patent right due to non-payment of annual fee

Granted publication date: 20100317

Termination date: 20210927