EP2428668B1 - Kraftstoffeinspritzsteuervorrichtung - Google Patents

Kraftstoffeinspritzsteuervorrichtung Download PDF

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Publication number
EP2428668B1
EP2428668B1 EP11179456.6A EP11179456A EP2428668B1 EP 2428668 B1 EP2428668 B1 EP 2428668B1 EP 11179456 A EP11179456 A EP 11179456A EP 2428668 B1 EP2428668 B1 EP 2428668B1
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EP
European Patent Office
Prior art keywords
cylinder
fuel injection
calculation
rotation speed
storage area
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EP11179456.6A
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English (en)
French (fr)
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EP2428668A2 (de
EP2428668A3 (de
Inventor
Yoshiya Yamamura
Yuji Narita
Yoshiyasu Ito
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Toyota Industries Corp
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Toyota Industries Corp
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Publication of EP2428668A3 publication Critical patent/EP2428668A3/de
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/008—Controlling each cylinder individually
    • 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
    • F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
    • 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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/10—Introducing corrections for particular operating conditions for acceleration
    • F02D41/107—Introducing corrections for particular operating conditions for acceleration and deceleration
    • 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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2409—Addressing techniques specially adapted therefor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B2075/1804—Number of cylinders
    • F02B2075/1832—Number of cylinders eight
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/12—Timing of calculation, i.e. specific timing aspects when calculation or updating of engine parameter is performed
    • 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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2432—Methods of calibration
    • 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
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P7/00—Arrangements of distributors, circuit-makers or -breakers, e.g. of distributor and circuit-breaker combinations or pick-up devices
    • F02P7/06—Arrangements of distributors, circuit-makers or -breakers, e.g. of distributor and circuit-breaker combinations or pick-up devices of circuit-makers or -breakers, or pick-up devices adapted to sense particular points of the timing cycle
    • F02P7/067—Electromagnetic pick-up devices, e.g. providing induced current in a coil

Definitions

  • the present invention relates to a fuel injection control apparatus for a diesel engine.
  • a common rail type diesel engine In recent years, common rail type diesel engines have gained prominence among diesel engines. In a common rail type diesel engine, split injection and so on can be performed easily by having a fuel injection control apparatus control energization time (valve opening time) of a fuel injection valve (injector), and therefore injection can be performed with a high degree of freedom.
  • the fuel injection control apparatus typically starts to calculate fuel injection amounts for respective cylinders on the basis of a predetermined crank angle. To ensure that fuel is injected into the respective cylinders reliably, calculation of the fuel injection amounts must be completed at a timing before the start of fuel injection when injection is not impaired, or in other words before a calculation completion limit angle.
  • an interval between the calculation start timing of the fuel injection amount and an injection energization start timing of the fuel injection valve is preferably as short as possible.
  • the reason for this is that as time elapses, variations occur in information relating to operating conditions (engine rotation speed, load, pressure in a common rail, and so on) used in the calculation, and therefore control can be executed with a higher degree of precision as the aforementioned interval decreases.
  • the engine rotation speed of an automobile in particular varies within a wide range from a low rotation speed to a high rotation speed.
  • document JP 2004-150321 A proposes a technique of setting two predetermined crank angles corresponding to the calculation start timing following the start of injection into a certain cylinder and before the start of injection into the next cylinder to be subjected to fuel injection, and modifying the calculation start timing on the basis of the rotation speed.
  • a diesel engine described in document JP 2004-150321 A is a four-cylinder engine, but as the number of cylinders in a diesel engine increases, the crank angle that can be used to calculate the fuel injection amount narrows, leading to a reduction in the actual amount of time that can be used for the calculation. For example, when the crank angle of a single cycle is divided by the number of cylinders, 180° is obtained in a four-cylinder diesel engine but only 90° is obtained in an eight-cylinder diesel engine. Therefore, when an attempt is made to perform similar control in a diesel engine having a large number of cylinders, i.e.
  • calculation of the fuel injection amount is not completed by the calculation completion limit angle on the high rotation speed side of the engine, even if the calculation start timing is advanced as far as possible.
  • calculation of the fuel injection amount is not completed in time, fuel injection may be missed or performed without making use of the calculation result.
  • Measures may easily be taken to simplify the content of the calculation processing or to employ a high-performance ECU in the fuel injection amount control apparatus. In this case, however, new problems such as deterioration of the precision of the fuel injection amount control and cost increases arise.
  • Reference impulses are generated in synchronization with cyclical movements of at least one part of the internal combustion engine.
  • At certain fixed given time intervals in the cyclical movement at least one event time point for the occurrence of at least one event is calculated by means of an output unit.
  • an independent clock unit is provided, which generates clock impulses, the interval of which is independent of the movement and said clock impulse interval is shorter than the intervals of the reference impulses.
  • the at least one event time point is expressed as a number of clock impulses from the independent clock unit and on reaching the number of the clock impulses the at least one event is triggered.
  • the present invention has been designed to solve these problems, and its object is to provide a fuel injection control apparatus that can inject fuel into respective cylinders without missing any of the cylinders and without causing the problems described above.
  • Fig. 1 shows the constitution of a diesel engine including a fuel injection control apparatus according to an embodiment of the present invention.
  • a diesel engine 1 is a V type eight-cylinder common rail diesel engine.
  • Each cylinder 2 (only one cylinder is shown in Fig. 1 ) is provided with an injector 3 for injecting fuel into the cylinder.
  • Each injector 3 is provided with a solenoid valve 4 for ON/OFF control of the fuel injection.
  • the injector 3 is connected to a common rail 5 by a high pressure fuel pipe 14. Fuel is accumulated in the common rail 5 in a high pressure state such that when the solenoid valve 4 is opened, the fuel is fed through the fuel pipe 14 by an internal pressure of the common rail 5 and injected from the injector 3. The fuel is supplied to the common rail 5 from a fuel tank 7 by a pump 6 such that the internal pressure of the common rail 5 is maintained at a predetermined pressure.
  • the diesel engine 1 is further provided with an ECU 8 for controlling an operation of the diesel engine 1.
  • the ECU 8 is provided with a calculation unit 15 for calculating a fuel injection amount on the basis of operating conditions of the diesel engine 1, and a storage unit 16 for storing information relating to fuel injection into the respective cylinders 2.
  • the storage unit 16 includes eight storage areas 16a to 16h corresponding to the respective cylinders 2, and the storage areas 16a to 16h respectively store calculation results generated by the calculation unit 15 in relation to the fuel injection amounts for the respective cylinders 2. Further, correction information corresponding to a corresponding cylinder 2 is stored separately in each storage area 16a to 16h.
  • the correction information is based on temporal deterioration of the injector 3, a degree of blockage of an injection hole, and so on, and is used for correction when a command value of open/close control of the respective solenoid valves 4 is calculated on the basis of the fuel injection amount.
  • Conventional means such as a method of calculating a correction value in relation to temporal deterioration disclosed in document JP 2002-89333 A for example, is used as the means for calculating the correction information, and therefore description thereof has been omitted.
  • An engine rotation sensor 9 for detecting a crank angle and a rotation speed of the diesel engine 1 and a drive circuit 10 are electrically connected to the ECU 8.
  • the solenoid valve 4 is electrically connected to the drive circuit 10.
  • the engine rotation sensor 9 includes a pulser 9a and a pickup 9b.
  • the pulser 9a is disc-shaped, and a central portion thereof is coupled to a crankshaft 11 such that the pulser 9a rotates in conjunction with rotation of the crankshaft 11.
  • Thirty-four teeth 12 are formed on an outer peripheral edge of the pulser 9a.
  • the teeth 12 are provided in positions obtained by dividing the entire outer peripheral edge of the pulser 9a by thirty-six, and therefore tooth missing portions 13 exist in two tooth positions indicated by dotted lines. In other words, two teeth are missing.
  • the teeth 12 are divided into four sections A to D at intervals of 90°, and numbers 0 to 8 are allocated respectively to the teeth 12 in the sections A to C.
  • the pickup 9b is a magnetic sensor disposed in a position facing the teeth 12 in order to output a pulse signal to the ECU 8 electrically connected thereto every time a tooth 12 approaches during rotation of the pulser 9a.
  • the ECU 8 to which the pulse signals are transmitted calculates the rotation speed on the basis of an interval between the pulse signals. Further, the ECU 8 calculates the crank angle on the basis of the tooth missing portions 13, at which pulse signals are not detected, and the number of pulse signals detected after the tooth missing portions 13.
  • a low rotation speed case corresponds to a case in which the rotation speed of the diesel engine 1 is comparatively low, calculation of the fuel injection amount is started at a predetermined crank angle following the start of fuel injection into a certain cylinder, and calculation of the fuel injection amount of the cylinder (to be referred to hereafter as the first cylinder) that is first subjected to fuel injection after the start of the calculation is completed before a calculation completion limit angle.
  • a high rotation speed case corresponds to a case in which the rotation speed of the diesel engine 1 increases such that when a crank angle range that can be used for the calculation, or in other words a calculation angle, remains constant, the actual time that can be used for the calculation decreases, and therefore, if calculation of the fuel injection amount is started at the same predetermined crank angle as the low rotation speed case, calculation of the fuel injection amount of the first cylinder cannot be completed before the calculation completion limit angle of the first cylinder.
  • the rotation speed of the diesel engine 1 forming a boundary between the low rotation speed case and the high rotation speed case is set as a reference rotation speed and held in advance in the ECU 8.
  • the ECU 8 When the predetermined crank angle is reached, the ECU 8 first compares the rotation speed of the diesel engine 1 with the reference rotation speed in order to select control corresponding to the low rotation speed case or control corresponding to the high rotation speed case, to be described below.
  • the content of the control corresponding to the low rotation speed case and the control corresponding to the high rotation speed case will be described specifically below.
  • the fuel injection amount denotes not only a total amount of fuel injected into each cylinder.
  • the fuel may be divided into a plurality of injections, such as a main injection and a post-injection, before being injected into the respective cylinders, and therefore the fuel injection amount also includes a number of divided injections, as well as timings and amounts of the divided injections.
  • Reference symbols #1 to #8 are allocated respectively to the eight cylinders 2 of the diesel engine 1 in the order of fuel injection. As shown in Fig. 3 , calculation of the fuel injection amount for the cylinder #1 begins when the pickup 9b (see Fig. 2 ) detects the tooth 12 allocated the number 1 in the section A of the pulser 9a, or in other words at a crank angle of 10°.
  • the ECU 8 When the crank angle reaches 10°, the ECU 8 (see Fig. 1 ) first determines whether the low rotation speed case or the high rotation speed case is established. After determining that the low rotation speed case is established, the calculation unit 15 starts to calculate the fuel injection amount.
  • the actual calculation of the fuel injection amount is a well known calculation based on the rotation speed of the diesel engine 1, accelerator opening, and so on, and therefore description thereof has been omitted.
  • the calculation of the fuel injection amount is completed when the pickup 9b detects the tooth 12 allocated the number 6, for example, or in other words at a crank angle of 60°.
  • the ECU 8 stores a calculation result Q #1 in the storage area 16a corresponding to cylinder #1 (corresponding to the first cylinder).
  • the ECU 8 stores the calculation result Q #1 in the storage area 16b corresponding to cylinder #2 to be subjected to fuel injection following cylinder #1 (hereafter, the cylinder that is subjected to fuel injection following the first cylinder will be referred to as the following cylinder, and in this case, cylinder #2 corresponds to the following cylinder).
  • the ECU 8 issues a request command relating to fuel injection into cylinder #1 and based on the calculation result Q #1 stored in the storage area 16a to the drive circuit 10, or in other words makes a reservation (omitted from Fig. 3 ).
  • the drive circuit 10 executes fuel injection by opening or closing the solenoid valve 4 (see Fig. 1 ) of the injector 3 disposed in cylinder #1 following the elapse of a predetermined time.
  • the request command issued to cylinder #1 at this time is calculated by performing separate correction processing on the calculation result Q #1 , i.e. the fuel injection amount stored in the storage area 16a, using the correction information corresponding to the cylinder, which is held in the storage area 16a.
  • Calculation of the fuel injection amount for cylinder #2 is started using a similar method when the pickup 9b detects the tooth 12 allocated the number 1 in section B of the pulser 9a (see Fig. 2 ), or in other words at a crank angle of 100°.
  • the calculation unit 15 stores a calculation result Q #2 in the storage area 16b corresponding to cylinder #2.
  • the calculation result Q #1 is already stored in the storage area 16b, and therefore the calculation result Q #1 is overwritten by Q #2 .
  • the calculation unit 15 stores the calculation result Q #2 in the storage area 16c corresponding to cylinder #3 to be subjected to fuel injection following cylinder #2. Thereafter, fuel is injected into cylinder #2 using a method similar to that described above. Fuel injection into cylinder #3 thru cylinder #8 is performed in a similar manner, and when fuel injection into cylinder #8 is complete, fuel is injected into cylinder #1 again using a similar method.
  • the ECU 8 performs a switch such that the calculation performed by the calculation unit 15 is advanced by one cylinder. More specifically, the calculation result Q #1 of the calculation that starts when the pickup 9b detects the tooth 12 allocated the number 1 in the section A of the pulser 9a is stored in the storage area 16b in order to be used for cylinder #2 (corresponding to the following cylinder). Similarly, the ECU 8 also stores the calculation result Q #1 in the storage area 16c corresponding to cylinder #3 to be subjected to fuel injection following cylinder #2. The ECU 8 then performs the reservation processing in relation to cylinder #2 when the pickup 9b detects the tooth 12 allocated the number 7 in the section B. As a result, fuel is injected into cylinder #2 on the basis of the calculation result Q #1 stored in the storage area 16b and the correction information held in the storage area 16b.
  • the calculation unit 15 starts to perform the calculation for the following cylinder rather than the first cylinder, and since a calculation result does not exist in relation to the first cylinder, the reservation processing performed on the drive circuit 10 in relation to the first cylinder is skipped, leading to a situation in which fuel injection into the first cylinder is missed or performed without making use of the calculation result.
  • the calculation result Q #2 which was used to inject fuel into the first cylinder, or in other words cylinder #2, prior to the switch is used to inject fuel into the following cylinder, which is subjected to fuel injection following cylinder #2, or in other words cylinder #3 (i.e. stored in the storage areas 16c and 16d), and as a result, the calculation result for injecting fuel into cylinder #2 disappears.
  • the calculation result Q #1 calculated in the period of numbers 1 to 6 in section A of the pulser 9a is stored in the storage areas 16a and 16b, and therefore the ECU 8 can perform fuel injection immediately after the switch by performing the reservation processing on the drive circuit 10 on the basis of the calculation result Q #1 stored in the storage area 16b.
  • a situation in which fuel injection into cylinder #2 is skipped can be prevented.
  • a situation in which fuel injection into cylinder #2 is skipped can be prevented, but regardless of the timing of the switch, situations in which calculation results are skipped for the cylinders corresponding to the calculations performed by the calculation unit 15 can similarly be prevented from occurring.
  • the calculation result generated by the calculation unit 15 is stored in two storage areas even in the high rotation speed case, but the present invention is not limited thereto.
  • the calculation result is stored in two storage areas to prevent a situation in which a fuel injection calculation result is not performed in relation to the cylinder that is subjected to fuel injection immediately after a switch from the low rotation speed case to the high rotation speed case, and therefore, following a switch to the high rotation speed case, the calculation result may be stored only in the storage area corresponding to the cylinder on which the calculation result is to be used.
  • the respective storage areas 16a to 16h hold the calculation results of the fuel injection amount and store the correction information corresponding to the respective cylinders.
  • the present invention is not limited thereto, and instead, for example, the respective storage areas 16a to 16h may hold only the calculation results of the fuel injection amount. In this case, a different storage area may be provided and the correction information corresponding to the respective cylinders may be stored therein.
  • calculation of the fuel injection amount for each cylinder is started when the pickup 9b detects the tooth 12 allocated the number 1 in the respective sections A to D.
  • the present invention is not limited thereto, and by performing setting in advance, the calculation may be started when the pickup 9b detects a tooth 12 allocated an arbitrary number. In other words, the calculation may be started at an arbitrary preset crank angle.
  • the diesel engine 1 is a V type eight cylinder diesel engine, but the present invention is not limited thereto, and any diesel engine having a plurality of cylinders, for example a line type engine or a horizontally opposed engine, may be used instead.
  • the number of cylinders is not limited to eight, and the present invention may be used with more than eight cylinders and is particularly effective when the number of cylinders is large. Also note that the number of storage areas must be identical to the number of cylinders.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Claims (3)

  1. Kraftstoffeinspritzsteuervorrichtung für eine Dieselmaschine (1) mit einer Vielzahl von Zylindern (2), wobei jeder der Zylinder (2) mit einer Einspritzdüse zum Einspritzen eines Kraftstoffs versehen ist, wobei die Kraftstoffeinspritzsteuervorrichtung umfasst:
    eine ECU (8) mit einer Berechnungseinheit (15) und einer Speichereinheit (16);
    wobei die Berechnungseinheit (15) an einem voreingestellten Kurbelwinkel startet, um eine Kraftstoffeinspritzmenge (Q#1) für jeden Zylinder (2) zu berechnen; und
    wobei die Speichereinheit (16) einen jedem Zylinder (2, ..., 2) entsprechenden Speicherbereich (16a, 16b, 16c, 16d, 16e, 16f, 16g, 16h) aufweist und das von der Berechnungseinheit (15) erzeugte Berechnungsergebnis (Q#1) durch Überschreiben in dem entsprechenden Speicherbereich speichert, und
    einen Maschinendrehzahlsensor (9);
    wobei die ECU (8) die Drehzahl der Maschine auf der Grundlage der von dem Maschinendrehzahlsensor (9) erfassten Signale berechnet; und
    wobei die ECU die Kraftstoffeinspritzdüse des ersten Zylinders (#1), der der Zylinder (2) ist, der nach dem Start der Berechnung der Kraftstoffeinspritzmenge als erster einer Kraftstoffeinspritzung unterzogen wird, zumindest auf der Grundlage der berechneten Kraftstoffeinspritzmenge (Q#1) steuert, die in dem entsprechenden Speicherbereich des ersten Zylinders (#1) gespeichert ist;
    wobei die Kraftstoffeinspritzsteuervorrichtung dadurch gekennzeichnet ist, dass die ECU (8) die Drehzahl der Maschine mit einer voreingestellten Bezugsdrehzahl vergleicht, wenn der voreingestellte Kurbelwinkel erreicht ist; und
    wobei, wenn die Drehzahl der Maschine (1) gleich groß wie oder niedriger als die voreingestellte Referenzdrehzahl ist, die berechnete Kraftstoffeinspritzmenge (Q#1) sowohl in dem entsprechenden Speicherbereich (16a) des ersten Zylinders (#1) als auch in dem entsprechenden Speicherbereich (16b) des folgenden Zylinders (#2), der der Zylinder (2) ist, der der Kraftstoffeinspritzung im Anschluss an den ersten Zylinder (#1) unterliegt, gespeichert wird, und
    wobei, wenn die Drehzahl der Dieselmaschine (1) höher als die Bezugsdrehzahl ist, das Berechnungsergebnis (Q#1) sowohl in dem entsprechenden Speicherbereich (16b) des folgenden Zylinders (#2) als auch in dem entsprechenden Speicherbereich (16c) des nächstfolgenden Zylinders (#3), der der Zylinder (2) ist, der der Kraftstoffeinspritzung nach dem folgenden Zylinder (#2) unterliegt, gespeichert wird.
  2. Kraftstoffeinspritzsteuervorrichtung nach Anspruch 1, wobei
    die Berechnungsergebnisse (Q#1, ...), die sich auf die jeweiligen Zylinder (#1, ...) beziehen, zusammen mit Korrekturinformationen, die sich auf die Einspritzdüse (3) des entsprechenden Zylinders (#1, ...) beziehen, in die jeweiligen Speicherbereiche (16a, 16b, ...) überschrieben und dort gespeichert werden.
  3. Kraftstoffeinspritzsteuervorrichtung nach einem der Ansprüche 1 oder 2, umfassend:
    einen Antriebsschaltkreis (10), der die Einspritzdüsen (3) auf der Grundlage eines Signals von der ECU (8) antreibt, wobei
    der Antriebsschaltkreis die entsprechende Einspritzdüse (3) auf der Grundlage des Berechnungsergebnisses (Q#1, ...) und der in den jeweiligen Speicherbereichen (16a, 16b, ...) gespeicherten Korrekturinformationen EIN/AUS steuert.
EP11179456.6A 2010-09-10 2011-08-31 Kraftstoffeinspritzsteuervorrichtung Active EP2428668B1 (de)

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JP2010203272A JP5182995B2 (ja) 2010-09-10 2010-09-10 燃料噴射制御装置

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EP2428668A2 EP2428668A2 (de) 2012-03-14
EP2428668A3 EP2428668A3 (de) 2016-08-17
EP2428668B1 true EP2428668B1 (de) 2024-05-01

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JP7172063B2 (ja) * 2018-03-02 2022-11-16 株式会社デンソー 噴射制御装置

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