EP0512458A1 - Kraftstoffeinspritzpumpe - Google Patents

Kraftstoffeinspritzpumpe Download PDF

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Publication number
EP0512458A1
EP0512458A1 EP92107507A EP92107507A EP0512458A1 EP 0512458 A1 EP0512458 A1 EP 0512458A1 EP 92107507 A EP92107507 A EP 92107507A EP 92107507 A EP92107507 A EP 92107507A EP 0512458 A1 EP0512458 A1 EP 0512458A1
Authority
EP
European Patent Office
Prior art keywords
pilot
fuel
plunger
slit
injection pump
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.)
Withdrawn
Application number
EP92107507A
Other languages
English (en)
French (fr)
Inventor
Hideo Zexel Corp. Higashi-Matsuyama Fact. Ohkubo
Toshiaki Zexel Corp. Higashi-Matsuyama Fact Asami
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.)
Bosch Corp
Original Assignee
Zexel 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 Zexel Corp filed Critical Zexel Corp
Publication of EP0512458A1 publication Critical patent/EP0512458A1/de
Withdrawn legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/24—Varying fuel delivery in quantity or timing with constant-length-stroke pistons having variable effective portion of stroke
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
    • F02M45/04—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts with a small initial part, e.g. initial part for partial load and initial and main part for full load
    • F02M45/06—Pumps peculiar thereto
    • F02M45/066—Having specially arranged spill port and spill contour on the piston
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/24—Varying fuel delivery in quantity or timing with constant-length-stroke pistons having variable effective portion of stroke
    • F02M59/26—Varying fuel delivery in quantity or timing with constant-length-stroke pistons having variable effective portion of stroke caused by movements of pistons relative to their cylinders
    • F02M59/265—Varying fuel delivery in quantity or timing with constant-length-stroke pistons having variable effective portion of stroke caused by movements of pistons relative to their cylinders characterised by the arrangement or form of spill port of spill contour on the piston

Definitions

  • This invention relates to a fuel injection pump used in diesel engines or other internal combustion engines, and particularly to a fuel injection pump that is equipped with a prestroke adjustment mechanism and performs pilot injection.
  • pilot injection amount and the interval between pilot injection and main injection be adjustable.
  • the object of the present invention is therefore to provide a fuel injection pump having a simple construction that is able to respond appropriately to the demands of an engine by enabling both the pilot injection amount and the interval between pilot injection and main injection to be varied in accordance with the load (fuel injection amount).
  • a fuel injection pump in which the above pilot injection amount and interval can be varied by appropriately adjusting the shape of a pilot spill slit formed in a plunger, comprising a plunger barrel provided with a fuel pressure chamber, a plunger which reciprocates within this plunger barrel to take in fuel from a fuel reservoir chamber via a fuel suction and discharge hole and deliver this fuel from the fuel pressure chamber under pressure, and a control sleeve slidably fitted on the plunger, with the prestroke being adjusted by altering the relative position of the control sleeve and the plunger in the axial direction, an inclined control groove that is formed on the outer surface of the plunger and communicates with the fuel suction and discharge hole of the plunger, a main injection cutoff port formed in the control sleeve at a position corresponding to the inclined control groove in the axial direction, a pilot spill slit that is formed on the outer surface of the plunger and communicates with the fuel suction and discharge hole of the plunger
  • the plunger with a pilot spill slit and the control sleeve with a pilot injection cutoff port in addition to the conventional arrangement of the inclined control groove formed in the plunger for controlling the main injection and the main injection cutoff port formed in the control sleeve
  • main injection is completed by the engagement of the inclined control groove and main injection cutoff port
  • pilot injection is completed by the engagement of the pilot spill slit and pilot injection cutoff port.
  • the shape of the pilot spill slit an element that determines the pilot injection amount and the interval between pilot injection and main injection, has been made variable.
  • This shape can be adjusted by simply adjusting the inclination of the slit or the angle of the top and bottom edge thereof, thereby making it an easy matter to set the pilot injection amount and the interval between pilot injection and main injection.
  • the shape, position and length of the pilot spill slit can also be used to realize pilot injection at all speed regions and loads.
  • FIG. 1 is a cross-sectional side view of a fuel injection pump 1.
  • a fuel injection pump 1 Formed in the pump housing 2 of the fuel injection pump 1 is a number of vertical holes 3 corresponding to the number of engine cylinders. Inserted into each of these vertical holes 3 is a lower plunger barrel 4 that is secured to the pump housing 2, and inserted into each lower plunger barrel 4 is a plunger 5 that is capable of rotary and reciprocating motion.
  • the upper end of the plunger 5 is inserted into an upper plunger barrel 6 that is secured to the pump housing 2 via the lower plunger barrel 4.
  • a delivery valve 7 is provided inside the upper plunger barrel 6.
  • a fuel pressure chamber 8 is formed between this delivery valve 7 and the plunger 5, and a fuel outlet 9 is formed over the delivery valve 7.
  • the lower end of the plunger 5 abuts via tappet 12 against a cam 11 mounted on a camshaft 10.
  • the camshaft 10 is rotated by an engine to which it is linked so that, with the cooperative action of a spring 13, the plunger 5 maintains an abutment that follows the peripheral edge of the cam 11, producing a reciprocating motion in the vertical direction, with reference to the drawing.
  • the plunger 5 has a driving face that engages with an injection amount adjustment sleeve 15.
  • an injection amount adjustment sleeve 15 Through the engagement of a projection 16 with this injection amount adjustment sleeve 15 whereby an injection amount adjustment rod 17 in engagement with the projection 16 is rotated perpendicularly, with reference to the surface of the drawing sheet, by an amount corresponding to the amount by which an accelerator pedal (not shown) is depressed, the injection amount adjustment sleeve 15 rotates the plunger 5.
  • the effective stroke used to effect the fuel injection under pressure can be adjusted by rotating the plunger 5 by means of the injection amount adjustment rod 17.
  • the upper portion of the plunger 5 can slide within a control sleeve 18 that is provided with a guide groove 19, located on the left in the drawing, and an engaging groove 20, located on the right in the drawing.
  • This guide groove 19 engages with a guide pin 21 provided on the lower plunger barrel 4, and the engaging portion 23 of a timing control rod 22 locates in the engaging groove 20.
  • the timing control rod 22 is housed in a horizontal hole 24 formed in the pump housing 2, where it is held rotatably by a bearing (not shown). When an electronic control system is used, the timing control rod 22 is linked to a stepping motor or other such actuator (not shown) and is driven by being rotated by the actuator.
  • the prestroke can be adjusted by using the rotation of the timing control rod 22 to move the control sleeve 18 vertically. That is, when the timing control rod 22 is rotated clockwise or counterclockwise with reference to the drawing, the engaging portion 23 is also rotated as one with the timing control rod 22 to thereby produce vertical movement of the control sleeve 18, changing the relative position of the plunger 5 and control sleeve 18 in the vertical direction.
  • the prestroke of the plunger 5 being defined as the distance between the control sleeve 18 and the position of the fuel suction and discharge hole 26 (described later) at the bottom dead center point of the plunger 5, which is to say the prestroke of the plunger 5 is the distance of travel from the bottom dead center point of the plunger 5 to the point at which the fuel suction and discharge hole 26 closes, which is when fuel injection starts.
  • Timing control rod 22 clockwise moves the control sleeve 18 upwards, increasing the prestroke, retarding the injection start time and providing a high injection rate (the ratio of the fuel injection amount relative to the unit angle of rotation of the camshaft 10; that is, the rate of time-based change in the injection amount) suited to high engine speeds.
  • a high injection rate the ratio of the fuel injection amount relative to the unit angle of rotation of the camshaft 10; that is, the rate of time-based change in the injection amount
  • turning the timing control rod 22 counterclockwise moves the control sleeve 18 downwards, decreasing the prestroke and advancing the injection start time, providing a lower injection rate than the one suited to high engine speeds.
  • the absolute amount of the injection increases.
  • the plunger 5 is provided with the radially-oriented fuel suction and discharge hole 26 which acts as a fuel inlet port that opens into the fuel reservoir chamber 25, a center communicating hole 27 formed along the center axis that connects the fuel suction and discharge hole 26 and the fuel pressure chamber 8, the inclined control groove 28 formed on the outer surface of the plunger, and a vertical connecting groove 29 that connects the inclined control groove 28 and the opening portion of the fuel suction and discharge hole 26.
  • a main injection cutoff port 30 is formed radially in the control sleeve 18 slidably arranged on the plunger 5. This main injection cutoff port 30 is disposed so as to be able to connect to the inclined control groove 28 in accordance with the vertical motion of the plunger 5.
  • the fuel reservoir chamber 25 is connected to a fuel inlet 31 via the horizontal hole 24 formed in the pump housing 2.
  • a pilot spill slit 32 is formed in the plunger 5 and a pilot injection cutoff port 33 is formed in the control sleeve 18.
  • the pilot spill slit 32 is formed horizontally on the outer surface on the same side as the inclined control groove 28 with respect to fuel suction and discharge hole 26 and vertical communicating groove 29, so that it has a constant width and extends a prescribed circumferential length.
  • the type of arrangement shown in Figure 2 in which the pilot spill slit 32 is formed horizontally with a constant width, is a fixed design in which the main injection amount and the interval between main injection and pilot injection cannot be adjusted in accordance with the load.
  • the pilot injection cutoff port 33 is formed in the control sleeve 18 at a position relative to the axial direction of the plunger 5 that corresponds to the pilot spill slit 32.
  • the pilot injection cutoff port 33 is formed lower on the control sleeve 18 than the main injection cutoff port 30.
  • the plunger 5 rises and the fuel suction and discharge hole 26 is closed by the lower end of the control sleeve 18, thereby raising the pressure of the fuel in the fuel pressure chamber 8, and when the delivery valve opening pressure is exceeded the delivery valve 7 opens and fuel is delivered (under pressure) from the fuel outlet 9, and pilot injection commences. Pilot injection is ended when fuel spills into the fuel reservoir chamber 25 from the fuel pressure chamber 8 as a result of communication between the pilot spill slit 32 and the pilot injection cutoff port 33.
  • the inclined control groove 28 in communication with the fuel suction and discharge hole 26 comes into communication with the main injection cutoff port 30 of the control sleeve 18, thereby producing communication between the main injection cutoff port 30 and the fuel pressure chamber 8 via the main injection cutoff port 30, inclined control groove 28, vertical communicating groove 29, fuel suction and discharge hole 26 and center communicating hole 27, whereupon fuel in the fuel pressure chamber 8 flows into the fuel reservoir chamber 25, the pressure of the fuel in the fuel pressure chamber 8 declines and the delivery valve 7 closes, completing the fuel injection.
  • Figure 3 is a graph showing the injection amount relative to the angle of rotation of the cam 11.
  • the prestroke i.e. fuel injection timing
  • the prestroke can be controlled by turning the timing control rod 22 to thereby move the control sleeve 18 vertically.
  • Figure 4 is a graph showing the relationship between the position of the injection amount adjustment rod 17 and the cam lift acting on the plunger 5.
  • the pilot spill slit 32 is formed horizontally on the outer surface of the plunger 5, so the pilot injection amount Qpilot remains constant whatever the position of the injection amount adjustment rod 17, while the main injection amount Qmain corresponds to the position of the injection amount adjustment rod 17. Moreover, as the pilot spill slit 32 has a constant width, interval ⁇ A is constant whatever the position of the injection amount adjustment rod 17.
  • the pilot injection amount is determined by three factors, which are the distance L1 from the fuel suction and discharge hole 26 to the pilot spill slit 32, the distance L2 from the lower edge of the control sleeve 18 to the lower edge of the pilot injection cutoff port 33, and the width W of the pilot spill slit 32 in the axial direction.
  • Interval ⁇ A between pilot injection and main injection is determined by the sum of the above width W of the pilot spill slit 32 and the diameter D1 of the pilot injection cutoff port 33.
  • pilot injection amount Qpilot and interval ⁇ A in accordance with the load (fuel injection amount), by determining whether the pilot spill slit 32 is horizontal (the inclination angle of the pilot spill slit 32), and whether the upper edge 32A and the lower edge 32B thereof are horizontal or inclined (the angle of mutual inclination between upper edge 32A and lower edge 32B), and adjusting these as required.
  • Figure 5 shows the pilot spill slit shape arrangement of a plunger 40, according to the first embodiment
  • Figure 6 is a graph of the pilot injection amount Qpilot, interval ⁇ A and main injection amount Qmain with respect to plunger 40.
  • the upper edge 41A and lower edge 41B of the pilot spill slit 41 are parallel to each other (i.e. the space between them is constant), while the pilot spill slit 41 has a slight downward inclination from the horizontal.
  • moving the position of the injection amount adjustment rod 17 further toward the high load side retards the engagement of the pilot spill slit 41 and pilot injection cutoff port 33, increasing the pilot injection amount Qpilot. That is, with the upper edge 41A and lower edge 41B of the pilot spill slit 41 parallel and the width W therebetween being constant, interval ⁇ A is constant.
  • Figure 7 is a view of a plunger 50 showing the pilot spill slit shape arrangement, according to a second embodiment of the invention
  • Figure 8 is a graph of the pilot injection amount Qpilot, interval ⁇ A and main injection amount Qmain in the case of plunger 50.
  • the upper edge 51A and lower edge 51B of the pilot spill slit 51 are parallel to each other, while the pilot spill slit 51 has a slight upward inclination from the horizontal. Therefore, as shown by Figure 8, moving the position of the injection amount adjustment rod 17 further toward the high load side advances the engagement of the pilot spill slit 51 and pilot injection cutoff port 33, reducing pilot injection amount Qpilot.
  • main injection amount Qmain increases, pilot injection amount Qpilot decreases.
  • interval ⁇ A is constant.
  • Figure 9 is a detail view of a plunger 60 showing the pilot spill slit shape arrangement according to a third embodiment of the invention
  • Figure 10 is a graph of the pilot injection amount Qpilot, interval ⁇ A and main injection amount Qmain with respect to plunger 60.
  • the upper edge 61A of the pilot spill slit 61 is formed level while the lower edge 61B has a downward inclination in the high load direction.
  • upper edge 61A and lower edge 61B are formed at a mutual angle whereby the width of the pilot spill slit 61 is wider toward the end of the slit.
  • the pilot injection amount Qpilot does not increase or decrease but instead remains constant, as shown by Figure 10. Thus, whether the main injection amount Qmain increases or decreases, the pilot injection amount Qpilot remains the same. Since the further the injection amount adjustment rod 17 is moved toward the high load side, the longer the state of engagement that is maintained between the pilot spill slit 61 and pilot injection cutoff port 33, the interval ⁇ A increases with the increase in main injection amount Qmain.
  • Figure 11 is a view of a plunger 70 and the pilot spill slit shape arrangement, according to a fourth embodiment of the invention
  • Figure 12 is a graph of the plunger-based pilot injection amount Qpilot, interval ⁇ A and main injection amount Qmain in the case of plunger 70.
  • the upper edge 71A of the pilot spill slit 71 is formed level while the lower edge 71B has an upward inclination in the high load direction.
  • the upper edge 71A and lower edge 71B are formed at a mutual angle whereby the width of the pilot spill slit 71 narrows going toward the end of the slit.
  • the pilot injection amount Qpilot does not increase or decrease but instead remains constant, as shown by Figure 12.
  • the pilot injection amount Qpilot remains the same whether the main injection amount Qmain increases or decreases. Since the further the injection amount adjustment rod 17 is moved toward the high load side, the shorter the state of engagement that is maintained between the pilot spill slit 71 and pilot injection cutoff port 33, the interval ⁇ A decreases with the increase in main injection amount Qmain.
  • pilot injection amount Qpilot, interval ⁇ A, and main injection amount Qmain as required by selecting a prescribed combination of inclination angle of the pilot spill slit 32 (41, 51, 61, 71) and the angle formed between the upper edge 32A (41A, 51A, 61A, 71A) and the lower edge 32B (41B, 51B, 61B, 71B) and the lower edge, so that each setting is based on the requirements of the engine.
  • This invention is directed at enabling the pilot injection amount and interval to be adjusted based on the load (fuel injection amount). It is not directed at enabling the pilot injection amount Qpilot and interval ⁇ A to be adjusted in accordance with the engine speed in rpm corresponding to the speed of plunger reciprocal motion.
  • pilot injection using a pilot spill slit of a prescribed length enables pilot injection to be effected in the case of prestroke values in high load or low load regions.
  • various configurations may be used for the fuel suction and discharge hole formed in the plunger and the inclined control groove and vertical connecting groove and the relative positions thereof, and this also applies to where to form the pilot spill slit for direct communication therewith, and to the shape of the slit itself.
  • the main injection cutoff port is formed at a position corresponding to the inclined control groove, and the pilot injection cutoff port is formed at a position corresponding to the pilot spill slit.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
EP92107507A 1991-05-08 1992-05-04 Kraftstoffeinspritzpumpe Withdrawn EP0512458A1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP41190/91U 1991-05-08
JP1991041190U JPH04125664U (ja) 1991-05-08 1991-05-08 燃料噴射ポンプ

Publications (1)

Publication Number Publication Date
EP0512458A1 true EP0512458A1 (de) 1992-11-11

Family

ID=12601504

Family Applications (1)

Application Number Title Priority Date Filing Date
EP92107507A Withdrawn EP0512458A1 (de) 1991-05-08 1992-05-04 Kraftstoffeinspritzpumpe

Country Status (3)

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EP (1) EP0512458A1 (de)
JP (1) JPH04125664U (de)
KR (1) KR940011346B1 (de)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0643215A2 (de) * 1993-09-09 1995-03-15 Zexel Corporation System zur Steuerung der Voreinspritzung
EP0704618A3 (de) * 1994-09-30 1997-09-24 Zexel Corp Vorrichtung zur Regelung der Voreinspritzung in einem Kraftstoffeinspritzsystem und Verfahren zur Voreinspritzmengenregelung
EP0859148A3 (de) * 1997-02-18 1999-07-21 Zexel Corporation Kraftstoffeinspritzpumpe
US20090299587A1 (en) * 2008-05-30 2009-12-03 Honda Motor Co., Ltd. Control system for internal combustion engine

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB421818A (en) * 1933-06-21 1935-01-01 Richard Oldham Oil or other liquid fuel-injection pumps
DE923400C (de) * 1941-04-03 1955-02-10 Versuchsanstalt Fuer Luftfahrt Regelung der Kraftstoffmenge von Einspritzbrennkraftmaschinen nach dem Otto-Verfahren bei aufgeteilter Einspritzung
JPS62261667A (ja) * 1986-05-06 1987-11-13 Diesel Kiki Co Ltd 燃料噴射ポンプ
JPS6383458U (de) * 1986-11-21 1988-06-01
EP0294822A2 (de) * 1987-06-10 1988-12-14 Klöckner-Humboldt-Deutz Aktiengesellschaft Einspritzpumpe mit Voreinspritzung

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5237709U (de) * 1975-09-10 1977-03-17
JPS59200060A (ja) * 1983-04-28 1984-11-13 Hino Motors Ltd 燃料噴射装置

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB421818A (en) * 1933-06-21 1935-01-01 Richard Oldham Oil or other liquid fuel-injection pumps
DE923400C (de) * 1941-04-03 1955-02-10 Versuchsanstalt Fuer Luftfahrt Regelung der Kraftstoffmenge von Einspritzbrennkraftmaschinen nach dem Otto-Verfahren bei aufgeteilter Einspritzung
JPS62261667A (ja) * 1986-05-06 1987-11-13 Diesel Kiki Co Ltd 燃料噴射ポンプ
JPS6383458U (de) * 1986-11-21 1988-06-01
EP0294822A2 (de) * 1987-06-10 1988-12-14 Klöckner-Humboldt-Deutz Aktiengesellschaft Einspritzpumpe mit Voreinspritzung

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN vol. 12, no. 141 (M-691)(2988) 28 April 1988 & JP-A-62 261 667 ( DIESEL KIKI ) 13 November 1987 *

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0643215A2 (de) * 1993-09-09 1995-03-15 Zexel Corporation System zur Steuerung der Voreinspritzung
EP0643215A3 (de) * 1993-09-09 1998-03-25 Zexel Corporation System zur Steuerung der Voreinspritzung
EP0704618A3 (de) * 1994-09-30 1997-09-24 Zexel Corp Vorrichtung zur Regelung der Voreinspritzung in einem Kraftstoffeinspritzsystem und Verfahren zur Voreinspritzmengenregelung
EP0859148A3 (de) * 1997-02-18 1999-07-21 Zexel Corporation Kraftstoffeinspritzpumpe
US20090299587A1 (en) * 2008-05-30 2009-12-03 Honda Motor Co., Ltd. Control system for internal combustion engine
US8532903B2 (en) * 2008-05-30 2013-09-10 Honda Motor Co., Ltd. Control system for internal combustion engine

Also Published As

Publication number Publication date
KR920021865A (ko) 1992-12-18
KR940011346B1 (ko) 1994-12-05
JPH04125664U (ja) 1992-11-16

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