KR101724943B1 - Engine control method for vehicle - Google Patents

Engine control method for vehicle Download PDF

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Publication number
KR101724943B1
KR101724943B1 KR1020150155206A KR20150155206A KR101724943B1 KR 101724943 B1 KR101724943 B1 KR 101724943B1 KR 1020150155206 A KR1020150155206 A KR 1020150155206A KR 20150155206 A KR20150155206 A KR 20150155206A KR 101724943 B1 KR101724943 B1 KR 101724943B1
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KR
South Korea
Prior art keywords
engine
rpm
fuel
correction value
controller
Prior art date
Application number
KR1020150155206A
Other languages
Korean (ko)
Inventor
서유진
Original Assignee
현대자동차주식회사
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Priority to KR1020150155206A priority Critical patent/KR101724943B1/en
Application granted granted Critical
Publication of KR101724943B1 publication Critical patent/KR101724943B1/en

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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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F02D41/065—Introducing corrections for particular operating conditions for engine starting or warming up for starting at hot start or restart
    • 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
    • F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3005—Details not otherwise provided for
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • 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
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0614—Actual fuel mass or fuel injection amount
    • 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
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/101—Engine speed
    • 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
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1015—Engines misfires
    • 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
    • F02D2200/50—Input parameters for engine control said parameters being related to the vehicle or its components
    • 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
    • F02D2200/50—Input parameters for engine control said parameters being related to the vehicle or its components
    • F02D2200/501—Vehicle speed
    • Y02T10/44—

Abstract

The engine control method of the vehicle of the present invention is characterized in that after the start of the fuel cut, the controller changes the current vehicle speed change rate and the engine RPM change rate from the map in which the RPM, which is the engine RPM to be started by the fuel cut- A basic calculation step of calculating an RPM which is a basic fuel according to the basic model; A first correction calculation step of determining the first correction value by which the controller can correct the RPM which is the basic fuel, based on the history information on the engine state that may affect the engine output before the fuel cut; A second correction calculation step of determining, based on the current operating state of the devices capable of varying the load of the engine, a second correction value by which the controller can correct the RPM as the basic fuel; The controller applying the first correction value and the second correction value determined through the first correction calculation step and the second correction calculation step to the RPM as the basic fuel to obtain RPM which is the corrected final fuel; And when the controller reaches the RPM of the final engine, the engine is driven to start fuel supply to the engine.

Description

[0001] ENGINE CONTROL METHOD FOR VEHICLE [0002]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method of controlling an engine of a vehicle, and more particularly, to a control method related to a fuel cut of an engine.

When the driver does not operate the accelerator pedal in a situation in which the vehicle can be driven with inertia, a fuel cut function is performed to prevent the engine from supplying fuel, thereby improving fuel economy.

Such a fuel cut condition is terminated by a fuel cut-in (FUEL CUT IN) for supplying the fuel again before the engine RPM drops to such an extent that the driver can press the accelerator pedal again or start the engine only by resuming the fuel supply. do.

In order to maximize the fuel efficiency improvement effect, it is desirable to keep the fuel cut condition as long as possible. However, in order to secure the stable running performance of the vehicle, it is impossible to lower the engine RPM at which the fuel cut- The fuel cut is terminated with a fuel cut at a sufficient margin to enable restarting of the engine by the fuel cut-in.

It is to be understood that the foregoing description of the inventive concept is merely for the purpose of promoting an understanding of the background of the present invention and should not be construed as an admission that it is a prior art already known to those skilled in the art. Will be.

KR 10-1999-0021695

The present invention can adjust the engine RPM in which the fuel cut-in is initiated in consideration of the load that can be applied to the engine according to the running state of the vehicle so that the fuel economy can be maintained for as long as possible, The present invention provides a method of controlling an engine of a vehicle that can ensure stable driving performance of the vehicle.

According to an aspect of the present invention,

After the start of the fuel cut, the controller calculates the RPM of the basic fuel based on the current vehicle speed change rate and the engine RPM change rate from the map in which the RPM, which is the engine RPM at which the fuel cut-in is to be started according to the vehicle speed change rate and the engine RPM change rate, A calculating step;

A first correction calculation step of determining the first correction value by which the controller can correct the RPM which is the basic fuel, based on the history information on the engine state that may affect the engine output before the fuel cut;

A second correction calculation step of determining, based on the current operating state of the devices capable of varying the load of the engine, a second correction value by which the controller can correct the RPM as the basic fuel;

The controller applying the first correction value and the second correction value determined through the first correction calculation step and the second correction calculation step to the RPM as the basic fuel to obtain RPM which is the corrected final fuel;

A fuel cut-in step wherein the controller drives the injector to resume fueling the engine when the current engine RPM reaches the final fuel RPM;

And a control unit.

In the correction completion step, the first correction value and the second correction value may be accumulated and added to the basic fuel RPM.

The history information on the engine state that can affect the engine output of the first correction calculation step includes history of occurrence of the error of the engine, occurrence of an air-related error of the engine, and occurrence or non-occurrence of an error related to the fuel injection amount of the engine Lt; / RTI >

In the first correction calculation step,

And a control unit for controlling the air-fuel ratio control unit to control the air-fuel ratio of the engine based on the misfire considerations set in advance so as to increase the fuel-in-RPM proportionally as the misfire occurrence rate of the engine increases, The first correction value can be determined by summing up the state considerations and the fuel injection state considerations set in advance such that the fuel injection amount is raised by a predetermined amount when the fuel injection quantity related error of the engine occurs.

In the second correction calculation step, the devices capable of changing the load of the engine may include at least one of an air conditioner, a head lamp, a wiper, a defroster, a power steering pump, and a blower.

Among the devices capable of changing the load of the engine in the state of being in the fuel cut state, for each of the devices that are turned off, the load considerations for each device set in advance so as to raise the fuel RPM by a predetermined amount Lt; / RTI > For the turned-on devices, the second correction value may be determined by summing the predetermined load considerations for each device so that the fuel-in-RPM can be lowered by a predetermined amount in accordance with each device.

Further, in the engine control apparatus for a vehicle according to the present invention,

A storage device for storing a map of RPM, which is an engine RPM to be started in accordance with a vehicle speed change rate and an engine RPM change rate;

An injector for injecting fuel into the engine;

The engine RPM information and the vehicle speed information are input to calculate engine RPM change rate and vehicle speed change rate to calculate RPM which is a basic fuel from the map and history information on the engine state that may affect the engine output before the engine ignition A first correction value for correcting the RPM of the basic fuel is calculated and a second correction value for correcting the RPM of the basic fuel is calculated according to the current operating state of the devices capable of changing the load of the engine And calculates the RPM as the final fuel to which the first correction value and the second correction value are applied. When the engine RPM falls to the final fuel RPM, the controller drives the injector to perform the fuel cut- And a control unit.

Wherein the history information on the engine state that the controller is capable of influencing the engine output used for the calculation of the first correction value is determined based on the misfire incidence rate of the engine, And whether or not an error has occurred.

Wherein the controller includes a misfire consideration value set in advance to raise the fuel RPM proportionally as the misfire occurrence rate of the engine increases and a misfire consideration value that is set in advance to raise the fuel RPM by a predetermined amount when an air- And to determine the first correction value by summing up the set air state consideration value and the fuel injection state consideration that is set in advance so that the fuel RPM is increased by a predetermined amount when an error related to the fuel injection amount of the engine occurs .

The devices that can cause the controller to change the load of the engine used for calculating the second correction value may include at least one of an air conditioner and a head lamp, a wiper, a defroster, a power steering pump, and a blower.

The controller may be configured to set the predetermined amount of the RPM for each of the devices that are capable of varying the load of the engine in the state of being in the fuel cut, Summing the load considerations; For the turned-on devices, the second correction value may be determined by summing up the predetermined load considerations for each device so that the fuel-in-RPM can be lowered by a predetermined amount according to each device.

The present invention can adjust the engine RPM in which the fuel cut-in is initiated in consideration of the load that can be applied to the engine according to the running state of the vehicle so that the fuel economy can be maintained for as long as possible, Thereby ensuring stable driving performance of the vehicle.

1 is a flowchart showing an embodiment of a method for controlling an engine of a vehicle according to the present invention,
2 is a configuration diagram showing an embodiment of an engine control apparatus for a vehicle according to the present invention.

Referring to FIG. 1, an embodiment of a method for controlling an engine of a vehicle according to the present invention is characterized in that, after a fuel cut is started, a controller stores a map in which RPM, which is an engine RPM to be started by a vehicle speed change rate and an engine RPM change rate, A basic calculation step (S10) of calculating a basic fuel RPM according to a current vehicle speed change rate and an engine RPM change rate; A first correction calculation step (S20) of determining a first correction value by which the controller can correct the RPM, which is the basic fuel, according to the history information on the engine state that may affect the engine output before the fuel cut, Wow; A second correction calculation step (S30) of determining, based on a current operating state of the devices capable of changing the load of the engine, a second correction value by which the controller can correct the RPM as the basic fuel; (S40) in which the controller applies the first correction value and the second correction value determined through the first correction calculation step and the second correction calculation step to the RPM as the basic fuel to obtain the final RPM as the corrected fuel, Wow; And a fuel cut-in step (S50) in which the controller drives the injector to resume fuel supply to the engine when the current engine RPM reaches the final fuel RPM.

In the correction completion step, the first correction value and the second correction value are both accumulated and added to the basic fuel RPM.

That is, according to the present invention, when the fuel cut is started, the controller basically obtains the RPM as the basic fuel from the map according to the engine RPM change rate and the vehicle speed change rate. When the engine RPM falls to the basic fuel RPM, The fuel is cut off and the fuel cut is terminated so that the start of the engine can be maintained in a stable state while the fuel can be saved by the fuel cut, If there is a value, the RPM of the basic fuel is corrected to obtain the RPM of the final fuel, and the time of starting the fuel cut-in by the RPM of the final fuel is determined to maintain a stable starting state of the vehicle engine While maintaining the fuel condition for the longest possible time for fuel economy improvement.

The history information on the engine state that can affect the engine output of the first correction calculation step includes history of occurrence of the error of the engine, occurrence of an air-related error of the engine, and occurrence or non-occurrence of an error related to the fuel injection amount of the engine .

Wherein the first correcting calculation step includes a misfire consideration value preset to raise the fuel in-RPM proportionally as the misfire occurrence rate of the engine increases, and the misfire consider- ation when the fuel- And a fuel injection amount control unit for calculating a fuel injection amount by adding a predetermined fuel injection state consideration to raise the fuel RPM by a predetermined amount when an error related to the fuel injection amount of the engine is generated, .

That is, for example, if the misfire occurrence rate of the engine is detected as an arbitrary value before the current fuse cut, the corresponding misfire considerations are added to the basic fuse RPM as the first correction value, The fuel injection through the injector is resumed while the engine RPM is substantially higher than the basic fuel RPM by correcting the fuel RPM to the final fuel RPM so that the stable startability of the engine can be ensured.

Of course, if the controller determines that there is a history in which the fuel injection quantity-related error occurs in the fuel cut state, the fuel injection state consideration value is further added to the first correction value, resulting in the final fuel RPM being higher , The starting stability of the engine can be ensured even when the fuel injection state of the engine is somewhat poor.

That is, the first correction value by the first correction calculation step serves to improve the starting stability of the engine.

In the second correction calculation step, the devices capable of changing the load of the engine include at least one of an air conditioner, a head lamp, a wiper, a defroster, a power steering pump, and a blower.

The controller is configured to set the predetermined amount of the RPM of the engine to a predetermined value in accordance with each device of the devices that are capable of changing the load of the engine in the state of being in the fuel cut, Add the star load considerations; For the turned-on devices, the second correction value is determined by summing the predetermined load considerations for each device so that the fuel-in-RPM can be lowered by a predetermined amount according to each device.

That is, for example, if the air conditioner is turned off while the vehicle is in the fuel cut state, there is room for the air conditioner to be turned on by the unexpected operation of the driver. In this case, And determines the final correction value as the second correction value, thereby determining the final fuel RPM. Thus, even when the air conditioner suddenly turns on, the engine can be always restarted.

In contrast, if the air conditioner is turned on while the vehicle is running, the impact of the air conditioner load on the basic fuel RPM is already taken into consideration by the vehicle speed change rate and the engine RPM change rate. Off, the load on the engine will be reduced. Therefore, by considering the load factor that can slightly reduce the fuel-in-RPM, the final fuel, RPM, is determined so that the fuel condition can be maintained for a longer time, To maximize the effect of enhancing.

Of course, not only the air conditioner but also the electrical components such as the above-mentioned head lamp, wiper, defroster, power steering pump, blower, etc., which can act as a load on the engine, So as to maximize the fuel efficiency improvement effect.

As shown in FIG. 2, the engine control apparatus for a vehicle capable of implementing the control method of the present invention as described above includes a map consisting of RPM, which is an engine RPM to be started in accordance with the vehicle speed change rate and the engine RPM change rate A stored storage device (1); An injector (3) for injecting fuel to the engine; The engine RPM information and the vehicle speed information are input to calculate engine RPM change rate and vehicle speed change rate to calculate RPM which is a basic fuel from the map and history information on the engine state that may affect the engine output before the engine ignition A first correction value for correcting the RPM of the basic fuel is calculated and a second correction value for correcting the RPM of the basic fuel is calculated according to the current operating state of the devices capable of changing the load of the engine And calculates an RPM which is the final fuel to which the first correction value and the second correction value are applied. When the engine RPM falls to the final fuel RPM, the injector 3 is driven to perform the fuel cut- And a controller 5 for terminating the process.

Of course, the controller 5 is configured to be able to receive history information on the engine state that may affect the engine output before the fuel cut, and accordingly, the misfire consideration value, the air state consideration value, The wiper 11, the defroster 13, the power steering pump 15, the blower 17, the air conditioner 7, the head lamp 9, the wiper 11, the defroster 13, the power steering pump 15, And can calculate the second correction value by reading the stored load consideration value according to the input information.

Of course, the misfire considerations, the air condition considerations, the fuel injection status considerations, and the load considerations provided for the respective devices may be preliminarily determined in accordance with the present invention by a plurality of experiments and analyzes These values are determined and stored.

While the present invention has been particularly shown and described with reference to specific embodiments thereof, it will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the following claims It will be apparent to those of ordinary skill in the art.

S10; Step for calculating the default value
S20; The first correction calculation step
S30; The second correction operation step
S40; Calibration Complete Phase
S50; Fuel cut-in phase
One; Storage device
3; Injector
5; controller

Claims (11)

After the start of the fuel cut, the controller calculates the RPM of the basic fuel based on the current vehicle speed change rate and the engine RPM change rate from the map in which the RPM, which is the engine RPM at which the fuel cut-in is to be started according to the vehicle speed change rate and the engine RPM change rate, A calculating step;
A first correction calculation step of determining the first correction value by which the controller can correct the RPM which is the basic fuel, based on the history information on the engine state that may affect the engine output before the fuel cut;
A second correction calculation step of determining, based on the current operating state of the devices capable of varying the load of the engine, a second correction value by which the controller can correct the RPM as the basic fuel;
The controller applying the first correction value and the second correction value determined through the first correction calculation step and the second correction calculation step to the RPM as the basic fuel to obtain RPM which is the corrected final fuel;
A fuel cut-in step wherein the controller drives the injector to resume fueling the engine when the current engine RPM reaches the final fuel RPM;
And a control unit for controlling the engine.
The method according to claim 1,
The first correction value and the second correction value are both accumulated and added to the basic fuel RPM in the correction completion step
Wherein the engine control method comprises the steps of:
The method of claim 2,
The history information on the engine state that can affect the engine output of the first correction calculation step includes history of occurrence of the error of the engine, occurrence of an air-related error of the engine, and occurrence or non-occurrence of an error related to the fuel injection amount of the engine Composed
Wherein the engine control method comprises the steps of:
The method of claim 3,
In the first correction calculation step,
And a control unit for controlling the air-fuel ratio control unit to control the air-fuel ratio of the engine based on the misfire considerations set in advance so as to increase the fuel-in-RPM proportionally as the misfire occurrence rate of the engine increases, And calculating the first correction value by summing up the state considerations and the fuel injection state considerations set in advance so as to increase the fuel injection amount RPM by a predetermined amount when an error related to the fuel injection amount of the engine occurs
Wherein the engine control method comprises the steps of:
The method of claim 2,
In the second correction calculation step, the devices capable of changing the load of the engine include at least one of an air conditioner and a head lamp, a wiper, a defroster, a power steering pump, and a blower
Wherein the engine control method comprises the steps of:
The method of claim 5,
Among the devices capable of changing the load of the engine in the state of being in the fuel cut state, for each of the devices that are turned off, the load considerations for each device set in advance so as to raise the fuel RPM by a predetermined amount Lt; / RTI > For the turned-on devices, the predetermined second set value is determined by summing the predetermined load considerations for each device so that the fuel-in-RPM can be lowered by a predetermined amount in accordance with each device
Wherein the engine control method comprises the steps of:
A storage device for storing a map of RPM, which is an engine RPM to be started in accordance with a vehicle speed change rate and an engine RPM change rate;
An injector for injecting fuel into the engine;
The engine RPM information and the vehicle speed information are input to calculate engine RPM change rate and vehicle speed change rate to calculate RPM which is a basic fuel from the map and history information on the engine state that may affect the engine output before the engine ignition A first correction value for correcting the RPM of the basic fuel is calculated and a second correction value for correcting the RPM of the basic fuel is calculated according to the current operating state of the devices capable of changing the load of the engine And calculates the RPM as the final fuel to which the first correction value and the second correction value are applied. When the engine RPM falls to the final fuel RPM, the controller drives the injector to perform the fuel cut- ;
And an engine control device for controlling the engine of the vehicle.
The method of claim 7,
Wherein the history information on the engine state that the controller is capable of influencing the engine output used for the calculation of the first correction value is determined based on the misfire incidence rate of the engine, Including whether error occurred or not
And an engine control unit for controlling the engine of the vehicle.
The method of claim 8,
Wherein the controller includes a misfire consideration value set in advance to raise the fuel RPM proportionally as the misfire occurrence rate of the engine increases and a misfire consideration value that is set in advance to raise the fuel RPM by a predetermined amount when an air- The first correction value is determined by summing up the set air-condition-considered value and the fuel-injection-state-considered value preset to raise the fuel-in-RPM by a predetermined amount when an error related to the fuel injection quantity of the engine occurs
And an engine control unit for controlling the engine of the vehicle.
The method of claim 7,
The devices that can cause the controller to change the load of the engine used for calculating the second correction value include at least one of an air conditioner and a head lamp, a wiper, a defroster, a power steering pump, and a blower
And an engine control unit for controlling the engine of the vehicle.
The method of claim 10,
The controller may be configured to set the predetermined amount of the RPM for each of the devices that are capable of varying the load of the engine in the state of being in the fuel cut, Summing the load considerations; For the turned-on devices, the predetermined second set value is determined by summing the predetermined load considerations for each device so that the fuel-in-RPM can be lowered by a predetermined amount in accordance with each device
And an engine control unit for controlling the engine of the vehicle.



KR1020150155206A 2015-11-05 2015-11-05 Engine control method for vehicle KR101724943B1 (en)

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR970044819A (en) * 1995-12-16 1997-07-26 전성원 Fuel Cut System at Engine Brake
KR19980036317U (en) * 1996-12-14 1998-09-15 김영귀 Windshield Glass Dehumidifier of Vehicle
KR20010002085A (en) 1999-06-11 2001-01-05 정몽규 A/D SCANNER for Checking Hindrance of ECU
JP2011220298A (en) * 2010-04-14 2011-11-04 Mitsubishi Motors Corp Device for controlling fuel injection of internal combustion engine
JP2013238151A (en) * 2012-05-14 2013-11-28 Hitachi Automotive Systems Ltd Vehicle control device

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR970044819A (en) * 1995-12-16 1997-07-26 전성원 Fuel Cut System at Engine Brake
KR19980036317U (en) * 1996-12-14 1998-09-15 김영귀 Windshield Glass Dehumidifier of Vehicle
KR20010002085A (en) 1999-06-11 2001-01-05 정몽규 A/D SCANNER for Checking Hindrance of ECU
JP2011220298A (en) * 2010-04-14 2011-11-04 Mitsubishi Motors Corp Device for controlling fuel injection of internal combustion engine
JP2013238151A (en) * 2012-05-14 2013-11-28 Hitachi Automotive Systems Ltd Vehicle control device

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