KR100622482B1 - Fuel quantity correcting method of vehicle engine - Google Patents
Fuel quantity correcting method of vehicle engine Download PDFInfo
- Publication number
- KR100622482B1 KR100622482B1 KR1020040035978A KR20040035978A KR100622482B1 KR 100622482 B1 KR100622482 B1 KR 100622482B1 KR 1020040035978 A KR1020040035978 A KR 1020040035978A KR 20040035978 A KR20040035978 A KR 20040035978A KR 100622482 B1 KR100622482 B1 KR 100622482B1
- Authority
- KR
- South Korea
- Prior art keywords
- temperature
- fuel amount
- injector tip
- fuel
- intake
- Prior art date
Links
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B65—CONVEYING; PACKING; STORING; HANDLING THIN OR FILAMENTARY MATERIAL
- B65D—CONTAINERS FOR STORAGE OR TRANSPORT OF ARTICLES OR MATERIALS, e.g. BAGS, BARRELS, BOTTLES, BOXES, CANS, CARTONS, CRATES, DRUMS, JARS, TANKS, HOPPERS, FORWARDING CONTAINERS; ACCESSORIES, CLOSURES, OR FITTINGS THEREFOR; PACKAGING ELEMENTS; PACKAGES
- B65D41/00—Caps, e.g. crown caps or crown seals, i.e. members having parts arranged for engagement with the external periphery of a neck or wall defining a pouring opening or discharge aperture; Protective cap-like covers for closure members, e.g. decorative covers of metal foil or paper
- B65D41/02—Caps or cap-like covers without lines of weakness, tearing strips, tags, or like opening or removal devices
- B65D41/04—Threaded or like caps or cap-like covers secured by rotation
- B65D41/06—Threaded or like caps or cap-like covers secured by rotation with bayonet cams, i.e. removed by first pushing axially to disengage the cams and then rotating
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B65—CONVEYING; PACKING; STORING; HANDLING THIN OR FILAMENTARY MATERIAL
- B65D—CONTAINERS FOR STORAGE OR TRANSPORT OF ARTICLES OR MATERIALS, e.g. BAGS, BARRELS, BOTTLES, BOXES, CANS, CARTONS, CRATES, DRUMS, JARS, TANKS, HOPPERS, FORWARDING CONTAINERS; ACCESSORIES, CLOSURES, OR FITTINGS THEREFOR; PACKAGING ELEMENTS; PACKAGES
- B65D50/00—Closures with means for discouraging unauthorised opening or removal thereof, with or without indicating means, e.g. child-proof closures
- B65D50/02—Closures with means for discouraging unauthorised opening or removal thereof, with or without indicating means, e.g. child-proof closures openable or removable by the combination of plural actions
- B65D50/04—Closures with means for discouraging unauthorised opening or removal thereof, with or without indicating means, e.g. child-proof closures openable or removable by the combination of plural actions requiring the combination of simultaneous actions, e.g. depressing and turning, lifting and turning, maintaining a part and turning another one
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B65—CONVEYING; PACKING; STORING; HANDLING THIN OR FILAMENTARY MATERIAL
- B65D—CONTAINERS FOR STORAGE OR TRANSPORT OF ARTICLES OR MATERIALS, e.g. BAGS, BARRELS, BOTTLES, BOXES, CANS, CARTONS, CRATES, DRUMS, JARS, TANKS, HOPPERS, FORWARDING CONTAINERS; ACCESSORIES, CLOSURES, OR FITTINGS THEREFOR; PACKAGING ELEMENTS; PACKAGES
- B65D51/00—Closures not otherwise provided for
- B65D51/24—Closures not otherwise provided for combined or co-operating with auxiliary devices for non-closing purposes
- B65D51/245—Closures not otherwise provided for combined or co-operating with auxiliary devices for non-closing purposes provided with decoration, information or contents indicating devices, labels
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B65—CONVEYING; PACKING; STORING; HANDLING THIN OR FILAMENTARY MATERIAL
- B65D—CONTAINERS FOR STORAGE OR TRANSPORT OF ARTICLES OR MATERIALS, e.g. BAGS, BARRELS, BOTTLES, BOXES, CANS, CARTONS, CRATES, DRUMS, JARS, TANKS, HOPPERS, FORWARDING CONTAINERS; ACCESSORIES, CLOSURES, OR FITTINGS THEREFOR; PACKAGING ELEMENTS; PACKAGES
- B65D2215/00—Child-proof means
- B65D2215/02—Child-proof means requiring the combination of simultaneous actions
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
본 발명에 따른 차량 엔진의 연료량 보정방법은, 공기량에 따라 기본 연료량을 계산하는 단계와; 상기 기본 연료량을 인젝터 팁의 온도에 따라 보정하는 단계와; 상기 보정된 연료량에 따라 엔진으로 연료를 분사하는 단계를 포함하여 구성되어, 아이들 장기 방치시 연료량 변동에 의한 학습치 과대 현상을 방지하고 가혹한 환경에서 아이들 안정성에 영향을 줄 수 있는 요인을 배제할 수 있으며, 혹한지에서 연료량 과대 학습치 상태에서 시동 오프 후 재시동시 연료량 학습치가 시동 연료량에 반영되어 시동성에 심각한 영향을 주는 것을 방지한다.A fuel amount correction method of a vehicle engine according to the present invention includes the steps of calculating a basic fuel amount according to an air amount; Correcting the basic fuel amount according to the temperature of the injector tip; Injecting fuel to the engine according to the corrected fuel amount, it is possible to prevent the excessive value of learning caused by the fuel amount fluctuations in the long-term idle idle and to remove the factors that can affect the idle stability in the harsh environment In case of cold weather, the fuel level learning value is reflected in the starting fuel amount when the engine is restarted after being turned off in the fuel quantity overload learning state to prevent a serious influence on the starting performance.
Description
도 1은 본 발명에 따른 차량 엔진의 연료량 보정방법을 나타낸 순서도이다.1 is a flowchart illustrating a fuel amount correction method of a vehicle engine according to the present invention.
본 발명은 차량 엔진의 연료량 보정방법에 관한 것으로, 좀더 상세하게는 엔진의 인젝터 팁 온도에 따라 엔진의 연료량을 보정하는 방법에 관한 것이다.The present invention relates to a fuel amount correction method of a vehicle engine, and more particularly, to a method for correcting the fuel amount of the engine according to the injector tip temperature of the engine.
일반적으로, 흡기 및 연료 시스템의 온도 상승시 엔진제어유니트에서 제어하는 연료량이 변화하지 않음에도 불구하고 실제로 연소실로 분사되는 연료량이 감소되는 방향으로 변화한다.In general, although the amount of fuel controlled by the engine control unit does not change when the temperature of the intake and fuel system rises, the amount of fuel injected into the combustion chamber is changed in a decreasing direction.
따라서, 기존의 엔진제어시스템(EMS)에서는 이를 보완하기 위해 인테이크 러너(intake runner)로 유입되는 흡기온도 모델링을 통해 기본 연료량을 보정하도록 하고 있다.Therefore, the existing engine control system (EMS) is to compensate the basic fuel amount by modeling the intake air temperature flowing into the intake runner (intake runner) to compensate for this.
그러나, 상기와 같이 인테이크 러너로 유입되는 흡기온도 모델링에 의한 연료 보정에는 한계가 있다. 즉, 연료 변화량은 모든 조건에서 인테이크 러너로 유입되는 흡기온도의 함수가 아니다. 시험결과 외기온이 아주 낮을 때와 외기온이 높은 상태에서 엔진을 아이들 방치시 외기온에 관계없이 연료량에 동일한 변화량이 발생하며, 인테이크 러너로 유입되는 흡기온도에 의한 보정치를 적용했을 경우 연료량 학습치에도 큰 차이를 가져오게 된다. However, there is a limit to fuel correction by the intake air temperature modeling introduced into the intake runner as described above. In other words, the fuel change is not a function of the intake air temperature entering the intake runner under all conditions. As a result of the test, when the engine is idle when the outside air temperature is very low and the outside air temperature is high, the same amount of change occurs regardless of the outside air temperature, and when the correction value by the intake air temperature entering the intake runner is applied, the difference in the fuel amount learning value is also great. Will bring.
또한, 상기와 같이 인테이크 러너로 유입되는 흡기온도 모델링에 의한 연료 보정을 하면, 극저온에서는 연료량 보정이 정확하지 않아 연료량 학습치가 과대해져 시동 오프후 장시간 방치 후 시동시 시동 불량의 원인이 될 수 있다.In addition, when the fuel correction by the intake air temperature modeling introduced into the intake runner as described above, the fuel amount correction is not accurate at cryogenic temperatures, and the fuel amount learning value is excessively high, which may cause starting failure when starting after long time after starting off.
이에, 본 발명은 상기한 바와 같은 문제점들을 해소하기 위해 안출된 것으로, 인젝터 팁 온도를 모델링하고 모델링된 인젝터 팁 온도에 따라 연료량을 보정함으로써, 아이들 장기 방치시 연료량 변동에 의한 학습치 과대 현상을 방지하고 가혹한 환경에서 아이들 안정성에 영향을 줄 수 있는 요인을 배제할 수 있으며, 혹한지에서 연료량 과대 학습치 상태에서 시동 오프 후 재시동시 연료량 학습치가 시동 연료량에 반영되어 시동성에 심각한 영향을 주는 것을 방지하는 차량 엔진의 연료량 보정방법을 제공하는데 그 목적이 있다.
Accordingly, the present invention has been made to solve the problems described above, by modeling the injector tip temperature and correcting the fuel amount in accordance with the modeled injector tip temperature, to prevent excessive learning value caused by the fuel amount fluctuation during idle long-term Factors that can affect idle stability in harsh and harsh environments, and fuel level learning values are reflected in the starting fuel level when the engine is restarted after starting off in a fuel overload condition to prevent serious effects on starting performance. It is an object of the present invention to provide a fuel amount correction method for a vehicle engine.
상기한 바와 같은 목적을 달성하기 위한 본 발명에 따른 차량 엔진의 연료량 보정방법은, 공기량에 따라 기본 연료량을 계산하는 단계와; 상기 기본 연료량을 인젝터 팁의 온도에 따라 보정하는 단계와; 상기 보정된 연료량에 따라 엔진으로 연료를 분사하는 단계를 포함하여 구성된 것을 특징으로 한다.According to an aspect of the present invention, there is provided a method of correcting a fuel amount of a vehicle engine, the method comprising: calculating a basic fuel amount according to an air amount; Correcting the basic fuel amount according to the temperature of the injector tip; And injecting fuel into the engine according to the corrected fuel amount.
상기 기본 연료량을 인젝터 팁의 온도에 따라 보정하는 단계는, 냉각수온, 흡기온, 알피엠, 흡기온 변화율, 냉각수온 변화율, 배기압비 모델값, 매니폴더 절대압력의 예측치를 이용하여 인젝터 팁 온도를 산출하는 단계와; 상기 인젝터 팁 온도를 이용하여 보정치를 결정하고 상기 보정치에 따라 기본 연료량을 보정하는 단계를 포함하여 구성된 것을 특징으로 한다.Compensating the basic fuel amount according to the temperature of the injector tip, the injector tip temperature by using the cooling water temperature, intake temperature, ALPM, intake temperature change rate, cooling water temperature change rate, exhaust pressure ratio model value, the manifold absolute pressure prediction value Calculating; And determining a correction value by using the injector tip temperature and correcting a basic fuel amount according to the correction value.
상기 인젝터 팁 온도는, 인젝터 팁 온도 = 냉각수온 - (흡기러너열전달계수(알피엠, 배기압비 모델값/매니폴드 절대압력의 예측치) ×(흡기러너열전달계수의 흡기온 영향계수) ×(흡기러너열전달계수의 냉각수온 영향계수) ×(냉각수온 - 인젝터 팁 온도) ×(인젝터 팁 온도 흡기온 변화율 보정계수) ×(인젝터 팁 온도 냉각수온 변화율 보정계수) 의 수식으로부터 산출되는 것을 특징으로 한다.The injector tip temperature is the injector tip temperature = cooling water temperature-(intake runner heat transfer coefficient (LP, exhaust pressure ratio model value / predicted manifold absolute pressure) × (intake runner heat transfer coefficient intake temperature influence coefficient) × (intake runner Cooling water temperature influence coefficient of the heat transfer coefficient) × (cooling water temperature-injector tip temperature) × (injector tip temperature intake temperature change rate correction coefficient) × (injector tip temperature cooling water temperature change rate correction coefficient) is characterized in that it is calculated.
이하, 첨부된 도면을 참조하여 본 발명의 바람직한 실시예를 설명한다.Hereinafter, exemplary embodiments of the present invention will be described with reference to the accompanying drawings.
도 1은 본 발명에 따른 차량 엔진의 연료량 보정방법을 나타낸 순서도이다.1 is a flowchart illustrating a fuel amount correction method of a vehicle engine according to the present invention.
상기 도 1에 도시된 바와 같이, 단계(S1)에서는 공기량센서에서 공기량을 측정하여 엔진제어유니트로 입력된다. 단계(S2)에서는 엔진제어유니트가 목표 공연비(A/F)를 결정하고, 단계(S3)에서는 상기 공기량 및 목표 공연비에 따라 연소실내로 분사될 기본 연료량을 산출한다. 이때, 연소실내로 분사되는 연료량은 인젝터에서 연료를 분사하는 기간을 제어하는 연료 펄스 폭(Fuel Pulse Width)에 의해 결정되므로, 기본 연료량 또한 연료 펄스 폭으로 산출된다.As shown in FIG. 1, in step S1, the air volume is measured by the air mass sensor and input to the engine control unit. In step S2, the engine control unit determines the target air-fuel ratio A / F, and in step S3, the basic fuel amount to be injected into the combustion chamber according to the air amount and the target air-fuel ratio. At this time, since the fuel amount injected into the combustion chamber is determined by the fuel pulse width that controls the period of injecting the fuel from the injector, the basic fuel amount is also calculated as the fuel pulse width.
이어서, 단계(S4)에서는 엔진제어유니트가 각종 센서를 이용하여 냉각수온, 흡기온, 알피엠, 흡기온 변화율, 냉각수온 변화율을 측정하고, 뉴매틱 스테이트 에스티메이션(pneumatic state estimation) 모델링 기법을 이용하여 배기압비(Exhaust Pressure Ratio) 모델값, 매니폴더 절대압력의 예측치를 산출한다.Subsequently, in step S4, the engine control unit measures the cooling water temperature, the intake air temperature, the RPM, the intake air temperature change rate, and the cooling water temperature change rate using various sensors, and uses pneumatic state estimation modeling technique. The exhaust pressure ratio model value and the predicted value of the manifold absolute pressure are calculated.
그리고, 단계(S5)에서는 엔진제어유니트가 상기 냉각수온, 흡기온, 알피엠, 흡기온 변화율, 냉각수온 변화율, 배기압비 모델값, 매니폴더 절대압력의 예측치를 이용하여 인젝터 팁(Injector Tip) 온도를 산출한다.In operation S5, the engine control unit uses the coolant temperature, the intake air temperature, the RPM, the intake air temperature change rate, the coolant temperature change rate, the exhaust pressure ratio model value, and the predicted value of the manifold absolute pressure to injector tip temperature. To calculate.
이때, 상기 인젝터 팁 온도는, 인젝터 팁 온도 = 냉각수온 - (흡기러너열전달계수(알피엠, 배기압비 모델값/매니폴드 절대압력의 예측치) ×(흡기러너열전달계수의 흡기온 영향계수) ×(흡기러너열전달계수의 냉각수온 영향계수) ×(냉각수온 - 인젝터 팁 온도) ×(인젝터 팁 온도 흡기온 변화율 보정계수) ×(인젝터 팁 온도 냉각수온 변화율 보정계수) 의 수식으로부터 산출된다.At this time, the injector tip temperature is the injector tip temperature = cooling water temperature-(intake runner heat transfer coefficient (LP, exhaust pressure ratio model value / predicted manifold absolute pressure) × (intake air temperature coefficient of intake temperature influence coefficient) × ( Cooling water temperature influence coefficient of intake runner heat transfer coefficient) × (cooling water temperature-injector tip temperature) × (injector tip temperature intake temperature change rate correction coefficient) × (injector tip temperature cooling water temperature change rate correction coefficient)
이어서, 단계(S6)는 상기 단계(S5)에서 산출된 인젝터 팁 온도와 상기 단계(S2)에서 결정된 기본 연료량을 바탕으로 미리 설정되어 있는 맵테이블을 이용하여 보정치를 결정하고, 이 보정치를 상기 기본 연료량에 곱하여 기본 연료량을 보정한다. 이때, 기본 연료량이 연료 펄스 폭으로 산출되므로, 보정된 연료량 또한 연료 펄스 폭으로 산출된다.Subsequently, step S6 determines a correction value using a map table preset based on the injector tip temperature calculated in step S5 and the basic fuel amount determined in step S2, and the correction value is determined based on the basic value. The basic fuel level is corrected by multiplying the fuel level. At this time, since the basic fuel amount is calculated by the fuel pulse width, the corrected fuel amount is also calculated by the fuel pulse width.
이어서, 단계(S7)에서는 공연비 피드백 조건인가를 판단하여 피드백 조건이 아니면 상기 단계(S1)를 반복 수행하고, 공연비 피드백 조건이면 단계(S8)를 수행한다.Subsequently, in step S7, it is determined whether the air-fuel ratio feedback condition is repeated, and if the feedback condition is not the feedback condition, step S1 is repeated, and if the air-fuel ratio feedback condition is performed, step S8 is performed.
상기 단계(S8)에서는 산소센서의 출력신호를 이용하여 공연비가 리치(rich)한지를 판단하여 리치하면 단계(S9)를 수행하고, 그렇지 않으면 단계(S10)를 수행한다.In the step S8, it is determined whether the air-fuel ratio is rich by using the output signal of the oxygen sensor, and if it is rich, step S9 is performed. Otherwise, step S10 is performed.
상기 단계(S9)에서는 연료량 학습치를 +방향, 즉 연료량을 증가시키는 방향으로 업데이트하고 상기 단계(S3)를 수행한다.In the step S9, the fuel amount learning value is updated in the + direction, that is, the direction of increasing the fuel amount, and the step S3 is performed.
상기 단계(S10)에서는 산소센서의 출력을 이용하여 공연비가 린(lean)한지를 판단하여 린하면 단계(S11)를 수행하고, 그렇지 않으면 단계(S12)를 수행한다.In the step (S10) to determine whether the air-fuel ratio is lean (lean) by using the output of the oxygen sensor to perform a step (S11), otherwise performs a step (S12).
상기 단계(S11)에서는 연료량 학습치를 -방향, 즉 연료량을 감소시키는 방향으로 업데이트하고 상기 단계(S3)를 수행한다.In the step S11, the fuel amount learning value is updated in the negative direction, that is, in the direction of decreasing the fuel amount, and the step S3 is performed.
상기 단계(S12)에서는 상기 단계(S6)에서 보정된 연료량에 따라 엔진으로 연료를 분사한다.In step S12, fuel is injected into the engine according to the fuel amount corrected in step S6.
이상에서 설명한 바와 같이 본 발명에 따르면, 인젝터 팁 온도를 모델링하고 모델링된 인젝터 팁 온도에 따라 연료량을 보정함으로써, 아이들 장기 방치시 연료량 변동에 의한 학습치 과대 현상을 방지하고 가혹한 환경에서 아이들 안정성에 영향을 줄 수 있는 요인을 배제할 수 있으며, 혹한지에서 연료량 과대 학습치 상태에서 시동 오프 후 재시동시 연료량 학습치가 시동 연료량에 반영되어 시동성에 심각한 영향을 주는 것을 방지하는 효과가 있다. As described above, according to the present invention, by modeling the injector tip temperature and correcting the fuel amount according to the modeled injector tip temperature, it prevents the excessive learning value caused by the fuel amount fluctuation during idle long-term, and affects the idle stability in the harsh environment. Factors that can be applied to the fuel can be excluded, and the fuel amount learning value is reflected in the starting fuel amount when the engine is restarted after the engine is turned off in the excessive fuel amount learning condition, thereby preventing a serious influence on the starting performance.
Claims (3)
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| KR1020040035978A KR100622482B1 (en) | 2004-05-20 | 2004-05-20 | Fuel quantity correcting method of vehicle engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| KR1020040035978A KR100622482B1 (en) | 2004-05-20 | 2004-05-20 | Fuel quantity correcting method of vehicle engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| KR20050110983A KR20050110983A (en) | 2005-11-24 |
| KR100622482B1 true KR100622482B1 (en) | 2006-09-19 |
Family
ID=37286344
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| KR1020040035978A KR100622482B1 (en) | 2004-05-20 | 2004-05-20 | Fuel quantity correcting method of vehicle engine |
Country Status (1)
| Country | Link |
|---|---|
| KR (1) | KR100622482B1 (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR101639305B1 (en) | 2014-11-27 | 2016-07-13 | 주식회사 엑시언 | Control method and control apparatus of fuel trim for bi-fuel automotive |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2001065432A (en) | 1999-08-25 | 2001-03-16 | Nippon Soken Inc | Evaluation method and device for injector deposit |
| KR20010062340A (en) * | 1999-12-13 | 2001-07-07 | 가토 신이치 | Fuel injection system of internal combustion engine |
| US6598471B2 (en) | 2001-11-08 | 2003-07-29 | Siemens Automotive Corporation | Method of selecting optimal engine characteristics for minimum injector deposits |
| US6609495B1 (en) | 2000-12-19 | 2003-08-26 | Caterpillar Inc | Electronic control of engine braking cycle |
-
2004
- 2004-05-20 KR KR1020040035978A patent/KR100622482B1/en not_active IP Right Cessation
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2001065432A (en) | 1999-08-25 | 2001-03-16 | Nippon Soken Inc | Evaluation method and device for injector deposit |
| KR20010062340A (en) * | 1999-12-13 | 2001-07-07 | 가토 신이치 | Fuel injection system of internal combustion engine |
| US6609495B1 (en) | 2000-12-19 | 2003-08-26 | Caterpillar Inc | Electronic control of engine braking cycle |
| US6598471B2 (en) | 2001-11-08 | 2003-07-29 | Siemens Automotive Corporation | Method of selecting optimal engine characteristics for minimum injector deposits |
Also Published As
| Publication number | Publication date |
|---|---|
| KR20050110983A (en) | 2005-11-24 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| JP2518717B2 (en) | Internal combustion engine cooling system | |
| US20070192015A1 (en) | Engine torque estimating device | |
| JP2004143994A (en) | Intake air flow prediction device of internal combustion engine | |
| US7530347B2 (en) | Air amount computing unit and fuel control unit of internal combustion engine | |
| JP2005240660A (en) | Engine throttle opening area estimating method and engine acceleration detecting method and device using the same as well as engine fuel injection control method and its device | |
| US8346458B2 (en) | Compensating for random catalyst behavior | |
| JP7376224B2 (en) | engine control device | |
| US20090157282A1 (en) | Air-Fuel Ratio Control Apparatus by Sliding Mode Control of Engine | |
| KR100622482B1 (en) | Fuel quantity correcting method of vehicle engine | |
| US20110073085A1 (en) | Control systems and methods using geometry based exhaust mixing model | |
| JP2927074B2 (en) | Air-fuel ratio control device for internal combustion engine | |
| JP4000952B2 (en) | Fuel injection control device | |
| KR100435694B1 (en) | A method for measuring mass of inducted air and a system thereof | |
| JP3182357B2 (en) | Lean combustion control limit detection method for internal combustion engine | |
| JPH08218934A (en) | Intake air quantity detecting device of engine | |
| KR100371538B1 (en) | Method of modeling a fuel temperature for an automobile | |
| JP3183040B2 (en) | Fuel injection control device for internal combustion engine | |
| JP2518718B2 (en) | Internal combustion engine cooling system | |
| JP2007239462A (en) | Air fuel ratio control device for internal combustion engine | |
| JP3119465B2 (en) | Fuel injection control device for internal combustion engine | |
| JP3182356B2 (en) | Method for detecting combustion fluctuation of internal combustion engine | |
| JP2518719B2 (en) | Internal combustion engine cooling system | |
| JP4304411B2 (en) | Fuel injection control device for internal combustion engine | |
| JPS6090949A (en) | Air-fuel ratio controlling apparatus | |
| JP2001182594A (en) | Engine control device |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| A201 | Request for examination | ||
| E902 | Notification of reason for refusal | ||
| E701 | Decision to grant or registration of patent right | ||
| GRNT | Written decision to grant | ||
| FPAY | Annual fee payment |
Payment date: 20120831 Year of fee payment: 7 |
|
| FPAY | Annual fee payment |
Payment date: 20130830 Year of fee payment: 8 |
|
| FPAY | Annual fee payment |
Payment date: 20140901 Year of fee payment: 9 |
|
| FPAY | Annual fee payment |
Payment date: 20150831 Year of fee payment: 10 |
|
| LAPS | Lapse due to unpaid annual fee |