WO2006112414A1 - Dispositif de commande de quantite d’injection de carburant d’un moteur diesel - Google Patents

Dispositif de commande de quantite d’injection de carburant d’un moteur diesel Download PDF

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Publication number
WO2006112414A1
WO2006112414A1 PCT/JP2006/307978 JP2006307978W WO2006112414A1 WO 2006112414 A1 WO2006112414 A1 WO 2006112414A1 JP 2006307978 W JP2006307978 W JP 2006307978W WO 2006112414 A1 WO2006112414 A1 WO 2006112414A1
Authority
WO
WIPO (PCT)
Prior art keywords
injection amount
upper limit
fuel injection
transient state
limit value
Prior art date
Application number
PCT/JP2006/307978
Other languages
English (en)
Japanese (ja)
Inventor
Masato Takeuchi
Hitoshi Hosaki
Original Assignee
Kabushiki Kaisha Toyota Jidoshokki
Toyota Jidosha Kabushiki Kaisha
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 Kabushiki Kaisha Toyota Jidoshokki, Toyota Jidosha Kabushiki Kaisha filed Critical Kabushiki Kaisha Toyota Jidoshokki
Priority to EP06731914A priority Critical patent/EP1870587B1/fr
Publication of WO2006112414A1 publication Critical patent/WO2006112414A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/10—Introducing corrections for particular operating conditions for acceleration
    • 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
    • F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
    • F02D41/182—Circuit arrangements for generating control signals by measuring intake air flow for the control of a fuel injection device
    • 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
    • F02D41/2422—Selective use of one or more tables
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0406—Intake manifold pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/38—Control for minimising smoke emissions, e.g. by applying smoke limitations on the fuel injection amount
    • 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
    • F02D41/403—Multiple injections with pilot injections

Definitions

  • the present invention relates to a fuel injection amount control device applied to a diesel engine.
  • Patent Document 1 discloses a fuel injection in which a specific control pattern is selected from a plurality of maximum injection amount control patterns according to the shift position of the transmission, and the maximum injection amount is controlled according to the selected control pattern.
  • a quantity control device is disclosed.
  • Patent Document 2 discloses a fuel injection amount control device including a first calculation means for calculating the intake air amount during steady operation and a second calculation means for calculating the intake air amount during acceleration operation. ing.
  • the first calculating means calculates the intake air amount during steady operation based on the intake air amount detected by an air flow meter or the like.
  • the second calculating means calculates the intake air amount during acceleration operation based on the throttle opening and the engine speed. Then, when the engine operating state is switched from steady operation to acceleration operation, the larger one of the intake air amount obtained by the first calculating means and the intake air amount obtained by the second calculating means is selected.
  • the fuel injection amount is determined based on the selected intake air amount and the engine speed.
  • Patent Document 1 Japanese Utility Model Publication No. 1 118143
  • Patent Document 2 Japanese Patent Laid-Open No. 4-365943
  • the upper limit value of the fuel injection amount is an important factor in considering avoidance of black smoke generation and higher torque.
  • the upper limit value of the fuel injection amount is set based on the amount of oxygen taken into the combustion chamber.
  • the amount of oxygen in the combustion chamber is measured, for example, by detecting the intake pressure, but there is a response delay in the intake during transition from steady operation to acceleration operation (transient state). Intake pressure tends to be low. At high places, the air pressure is lower than that on flat ground, so the intake pressure during steady operation tends to be low. In this way, intake air varies depending on the vehicle running conditions and driving environment. Since the pressure changes, the upper limit of the fuel injection amount may be different even at the same engine speed and engine load.
  • fuel may be injected at different injection timings during steady operation and acceleration operation.
  • the upper limit value of the fuel injection amount is maintained even with the same intake pressure (oxygen amount). Is different.
  • Patent Document 1 discloses the idea of! / ⁇ ⁇ when the injection amount upper limit value is determined that is appropriate for the same intake pressure, during steady operation, that is, a non-transient state and a transient state, respectively. !
  • Patent Document 2 fuel is injected based on the larger intake amount of the intake air amounts calculated by the pair of calculating means in the transient state, but the same intake pressure is maintained.
  • the injection amount upper limit value suitable for the non-transient state and the transient state is determined, the idea is not disclosed.
  • An object of the present invention is to provide a fuel injection amount control device for a diesel engine that determines an injection amount upper limit value suitable for each of a non-transient state and a transient state.
  • the state detection means the value related to the amount of oxygen sucked into the cylinder, the first injection amount upper limit information determined in advance corresponding to the transient state, and the value related to the amount of oxygen sucked into the cylinder
  • second injection amount upper limit information determined in advance corresponding to the non-transient state, and when the engine operating state is in a transient state, fuel injection is performed using the first injection amount upper limit information.
  • the fuel injection amount is less than the upper limit of the injection amount And control means.
  • the specifying means specifies the fuel injection amount upper limit value using the first injection amount upper limit value information when the engine operating state is in a transient state, and the engine
  • the fuel injection amount upper limit value is specified by using the second injection amount upper limit value information when the operation state is non-transient.
  • the first injection amount upper limit value information is information on the injection amount upper limit value determined in advance corresponding to the oxygen amount related value and the transient state
  • the injection amount upper limit value is the fuel injection amount suitable for the transient state. This is the limit value.
  • the second injection amount upper limit information is oxygen amount It is information on the injection amount upper limit value determined in advance corresponding to the related value and the non-transient state, and the injection amount upper limit value is a limit value of the fuel injection amount suitable for the non-transient state. In this case, it is possible to specify an injection amount upper limit value that is suitable for each of the non-transient state and the transient state, and it is possible to inject fuel corresponding to each injection amount upper limit value.
  • the fuel injection amount control apparatus includes a detection unit that detects a value related to the amount of oxygen sucked into the cylinder, and the first injection amount upper limit information includes a first value related to the oxygen amount related value.
  • the calculation formula for the first injection amount upper limit value having the correction coefficient, and the second injection amount upper limit value information is the calculation formula for the second injection amount upper limit value having the second correction coefficient for the oxygen amount related value.
  • the specifying means determines the oxygen amount related value in the second injection amount upper limit information based on the oxygen amount related value detected by the detecting means. It is desirable to specify the second correction factor. According to this configuration, by specifying the first and second correction coefficients for the oxygen amount related value, it is possible to easily determine the injection amount upper limit value that is suitable for each of the non-transient state and the transient state.
  • the detection means is intake pressure detection means for detecting intake pressure. According to this configuration, the oxygen pressure related value can be detected with high accuracy by the intake pressure detecting means.
  • the diesel engine performs the nozzle injection prior to the main injection.
  • the control means controls the fuel injection amount by changing the injection period of pilot injection.
  • the control means controls the fuel injection amount by changing the start timing of the nozzle injection. According to these configurations, it is possible to improve fuel efficiency and reduce noise generated during combustion.
  • FIG. 1 (a) is a schematic diagram showing the overall configuration of a diesel engine and a fuel injection amount control device.
  • (B) is a map showing the relationship between the intake pressure and the intake pressure correction coefficient.
  • FIG. 2 is a flowchart for explaining control for specifying an intake pressure correction coefficient.
  • the diesel engine 10 includes a plurality of cylinders 11 and a cylinder head 12.
  • a plurality of fuel injection nozzles 13 are attached to the cylinder head 12 so as to correspond to the respective cylinders 11.
  • Each fuel injection nozzle 13 injects fuel (light oil) into each cylinder 11.
  • fuel is supplied from each fuel injection nozzle 13 into each cylinder 11 by pilot injection and main injection performed after pilot injection. Specifically, the main injection is started after the piston in the cylinder 11 reaches the compression top dead center, and the pilot injection is started before the piston in the cylinder 11 reaches the compression top dead center.
  • An intake bear-hold 14 is connected to the cylinder head 12.
  • the intake manifold 14 is connected to an intake passage 15, and the intake passage 15 is connected to an air cleaner 17.
  • a throttle valve 18 is provided in the intake passage 15. The opening of the throttle valve 18 is adjusted according to the engine speed and the engine load. By controlling the opening degree of the throttle valve 18, the flow rate (intake amount) of air introduced into the intake bear hold 14 via the air cleaner 17 and the intake passage 15 is adjusted.
  • the vehicle is also provided with an accelerator opening detector 19 that detects the depression angle (accelerator opening) of the accelerator pedal and a crank angle detector 20 that detects the rotation angle (crank angle) of the crankshaft of the engine. .
  • Both the accelerator opening detector 19 and the crank angle detector 20 are connected to a control computer C that controls various controls of the vehicle, and the accelerator opening detector 19 receives information on the accelerator opening.
  • Information on the crank angle is taken into the control computer C from the angle detector 20.
  • the control computer C calculates the engine speed based on the time change of the crank angle, and calculates the engine load F based on the accelerator opening.
  • the diesel engine 10 is equipped with a variable nozzle turbocharger (hereinafter referred to as a supercharger) 16 that operates using exhaust gas discharged from each cylinder 11.
  • a supercharger a variable nozzle turbocharger
  • the throttle valve 18 is provided between the compressor section 161 of the supercharger 16 and the intake bear-hold 14. The air sent out from the compressor unit 161 passes through the intake passage 15 and the intake bear-hold 14 and is supplied to each cylinder 11.
  • the intake bear hold 14 has an intake air temperature detector 23 that detects the temperature of the air supplied to each cylinder 11 (intake air temperature), and a pressure that detects the pressure in the intake bear hold 14 (intake air pressure).
  • a detector 24 is provided.
  • the intake air temperature detector 23 and the pressure detector 24 are both connected to the control computer C. Information on the intake air temperature detected by the intake air temperature detector 23 and information on the intake air pressure detected by the pressure detector 24 are taken into the control computer C, respectively.
  • an exhaust motor hold 21 is connected to the side opposite to the intake bear hold 14.
  • the exhaust motor hold 21 is connected to the exhaust passage 22.
  • a turbine section 162 of the supercharger 16 is provided in the exhaust passage 22. Exhaust gas generated in each cylinder 11 passes through an exhaust motor hold 21 and is discharged into an exhaust passage 22.
  • the control computer C calculates the injection amount upper limit value Q1 based on the following calculation formula [1] of the first injection amount upper limit value, or calculates the second injection amount upper limit value [ Based on 2), calculate the injection quantity upper limit Q2.
  • HI and H2 are the first and second intake pressure correction factors, respectively
  • T is the intake air temperature.
  • the first intake pressure correction coefficient HI is a first correction coefficient for the oxygen amount related value
  • the second intake pressure correction coefficient H2 is a second correction coefficient for the oxygen amount related value.
  • the control computer C stores the map shown in FIG. 1 (b).
  • the curve hi in Fig. 1 (b) represents a part of the map of the first intake pressure correction coefficient HI in the transient state (hereinafter referred to as map Ml), and the curve h2 represents the second intake pressure correction coefficient in the non-transient state.
  • map M2 represents a part of the H2 map (hereinafter referred to as map M2).
  • Curves hi and h2 are set according to the intake pressure and the engine speed.
  • the map Ml shows the intake pressure and the first This represents the relationship with the atmospheric pressure correction coefficient HI, and also represents the collective power of the curve set for each engine speed.
  • the map M2 represents the relationship between the intake pressure in the non-transient state and the second intake pressure correction coefficient H2, and consists of a set of curves set for each engine speed.
  • the map Ml including the curve hi and the map M2 including the curve h2 are information of the first and second intake pressure correction coefficients HI and H2, respectively, and are determined in advance according to the intake pressure. .
  • the first and second intake pressure correction coefficients HI and H2 are set to increase as the intake pressure increases. This is because the amount of oxygen increases as the intake pressure increases. Further, the first and second intake pressure correction coefficients HI and H2 are set to increase as the engine speed increases.
  • control for specifying the intake pressure correction coefficient by the control computer C will be described with reference to the flowchart of FIG. This control is repeatedly executed by the control computer C at a predetermined cycle.
  • the control computer C captures various detection information such as the engine speed Nx, the accelerator opening Kx, the intake pressure ⁇ , and the engine load F (step S1). Based on the engine speed Nx and the engine load F, the control computer C determines the target intake pressure Po during steady operation (step S2). Then, the control computer C controls the vane opening of the turbine section 162 of the supercharger 16 so that the current intake pressure Px matches the target intake pressure Po.
  • the control computer C compares the current accelerator opening Kx with a preset accelerator opening Ko (step S3). If the current accelerator opening Kx is greater than or equal to the accelerator opening Ko (YES in step S3), the control computer C predetermines the difference between the detected intake pressure Px and the target intake pressure Po, I Px—Po I, in advance. The set reference value ⁇ is compared (step S4).
  • control computer C determines that the engine operating state is a transient state, and based on the determination result, The engine speed Nx, the intake pressure Px, and the map Ml are used to identify the first intake pressure correction coefficient HI (step S5), and the control computer C calculates the determined first intake pressure correction coefficient HI and the formula [1]. Are used to calculate the injection amount upper limit value Q 1 (step S6).
  • step S3 If (NO in step S3), Or if the difference I Px—Po I does not reach the reference value a (NO in step S4), the control converter C determines that the engine operating state is a non-transient state, and based on the determination result. Then, the second intake pressure correction coefficient H2 is specified using the engine speed Nx, the intake pressure Px and the map M2 (step S7). The control computer C calculates the injection amount upper limit value Q2 using the specified second intake pressure correction coefficient H2 and the calculation formula [2] (step S8).
  • the control computer C specifies the basic fuel injection mode to be performed during the steady operation based on the engine speed Nx, the accelerator opening KX, and the like (step S9).
  • the basic fuel injection mode includes a main injection start timing and injection period, a pilot injection start timing and injection period, and a fuel injection amount determined by the injection period.
  • the basic fuel injection mode is changed so that the fuel injection amount value becomes Q2.
  • the fuel injection amount in the basic fuel injection mode specified in this way is set to the injection amount upper limit value Q2 or less obtained in step S8.
  • step S6 the control computer C specifies the basic fuel injection mode to be performed during steady operation based on the engine speed Nx (step S10). Then, after specifying the basic fuel injection mode, the control computer C corrects the start timing and injection period of main injection and the start timing and injection period of no-lot injection (step Sl 1).
  • the transient fuel injection amount corrected in this way is set to the injection amount upper limit value Q1 or less obtained in step S6 by the same operation as in step S9.
  • step S11 the basic fuel injection mode obtained in step S10 is corrected so that the pilot injection start timing is earlier than that in the steady operation. By this correction, the injection period of pilot injection (pilot injection amount) is extended compared to that during steady operation.
  • the control computer C performs pilot injection at the start timing and the injection period thus determined. After the pilot injection is completed, the control computer C performs the main injection amount at the determined start timing and injection period. By performing such advance angle control, the generation of black smoke is avoided and the maximum fuel injection amount is increased while achieving high torque. Conventionally, the maximum fuel injection amount is specified based on the intake pressure related to the engine operating state. Compared with this method, it is possible to increase the fuel injection amount by extending the injection period during the transient operation, thereby improving the acceleration response.
  • the accelerator opening detector 19 is an engine load detecting means.
  • the crank angle detector 20 and the control computer C constitute engine speed detecting means for detecting the engine speed.
  • the pressure detector 24 is intake pressure detection means as detection means.
  • the control computer C together with the pressure detector 24 and the engine speed detection means, constitutes state detection means for detecting whether the engine operating state is a transient state or a non-transient state. Further, the control computer C specifies the injection amount upper limit value using the first injection amount upper limit value information (calculation formula [1]) when the engine operating state is in a transient state, and the engine operating state is not determined. It is also a specifying means for specifying the injection amount upper limit value using the second injection amount upper limit information (calculation formula [2]) in the transient state. Furthermore, the control computer C is also a control means for performing fuel injection within a range that is equal to or less than the specified first and second injection amount upper limit values.
  • the control computer C specifies the injection amount upper limit value Q1 using the calculation formula [1], and the engine operating state is in a non-transient state.
  • the injection amount upper limit value Q2 is specified using the calculation formula [2].
  • the calculation formula [1] is information on the injection amount upper limit value Q1 determined in advance corresponding to the oxygen amount related value and the transient state (first injection amount upper limit value information), and the injection amount upper limit value Q1 is This is the upper limit of the fuel injection amount suitable for the transient state.
  • the calculation formula [2] is information (second injection amount upper limit value information) of the injection amount upper limit value Q2 determined in advance corresponding to the oxygen amount related value and the transient state, and the injection amount upper limit value Q 2 Is the upper limit value of the fuel injection amount adapted to the non-transient state.
  • the injection amount upper limit value that is suitable for each of the non-transient state and the transient state, and it is possible to cause the fuel to be injected in accordance with each injection amount upper limit value. As a result, generation of black smoke can be avoided and torque can be improved.
  • the control computer C specifies the first intake pressure correction coefficient HI of the calculation formula [1] based on the intake pressure from the pressure detector 24. .
  • the control computer C specifies the second intake pressure correction coefficient H2 in the calculation formula [2] based on the intake pressure from the pressure detector 24. .
  • the pressure detector 24 detects a value (intake pressure) related to the amount of oxygen sucked into the cylinder 11.
  • the pressure detector 24 can detect the amount of oxygen with high accuracy.
  • fuel is supplied from each fuel injection nozzle 13 into each cylinder 11 by pilot injection and main injection performed after pilot injection.
  • the small amount of fuel injected by the pilot injection is not burned immediately but can be burned gently together with the fuel injected at the beginning of the main injection.
  • the combustion pressure and the combustion temperature can be kept low, so that fuel efficiency can be improved and noise generated during combustion can be reduced.
  • control computer C corrects the pilot injection start timing earlier than during steady operation. By this correction, the injection period of pilot injection is extended from that during steady operation. As a result, fuel efficiency can be improved, noise generated during combustion can be reduced, and torque can be improved.
  • the present embodiment may be modified as follows! /.
  • an air flow meter that detects the flow rate of the air flowing through the intake passage 15 may be used as the detection means.
  • pilot injection may not be used as a method of supplying fuel from each fuel injection nozzle 13 into each cylinder 11.
  • the turbocharger 16 may not be mounted on the diesel engine 10.
  • the control computer C determines that the current accelerator opening Kx is greater than or equal to the preset accelerator opening Ko, and the unit time of the accelerator opening ⁇ . If the amount of change per hit is greater than or equal to a predetermined value, it may be determined that the transition is in half.
  • control computer C calculates the injection amount upper limit Q1 with the first intake pressure correction coefficient HI of the calculation formula [1] being 1, and the second intake pressure correction of the calculation formula [2].
  • the injection amount upper limit value Q2 may be calculated with a coefficient ⁇ 2 of 1.

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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)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

La présente invention concerne un ordinateur de commande (C) qui contient une carte illustrée sur la Fig. 1(b). La courbe (h1) exprime une partie d’un ensemble de cartes correspondant à un état transitoire. La courbe (h2) exprime une partie d’un ensemble de cartes correspondant à un état non-transitoire. La carte en tant qu’ensemble de nombreuses courbes comprenant la courbe (h1) représente les informations de limite supérieure de la première quantité d’injection prédéterminée selon une valeur associée de quantité d’oxygène et l’état transitoire. La carte en tant qu’ensemble de nombreuses courbes comprenant la courbe (h2) représente les informations de limite supérieure de la seconde quantité d’injection prédéterminée selon une valeur associée de quantité d’oxygène et l’état non-transitoire. En utilisant ces cartes, l’ordinateur de commande (C) spécifie la valeur de limite supérieure de quantité d’injection appropriée pour chaque état transitoire et non transitoire.
PCT/JP2006/307978 2005-04-15 2006-04-14 Dispositif de commande de quantite d’injection de carburant d’un moteur diesel WO2006112414A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP06731914A EP1870587B1 (fr) 2005-04-15 2006-04-14 Dispositif de commande de quantite d injection de carburant d un moteur diesel

Applications Claiming Priority (2)

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JP2005-118827 2005-04-15
JP2005118827A JP2006299833A (ja) 2005-04-15 2005-04-15 ディーゼルエンジンにおける燃料噴射量制御装置

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WO2006112414A1 true WO2006112414A1 (fr) 2006-10-26

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EP (1) EP1870587B1 (fr)
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Publication number Priority date Publication date Assignee Title
DE102006051439B4 (de) * 2006-10-31 2009-01-29 Continental Automotive Gmbh Verfahren zur Steuerung einer Brennkraftmaschine
JP4306722B2 (ja) 2006-11-24 2009-08-05 トヨタ自動車株式会社 燃料噴射装置
JP4770742B2 (ja) * 2007-01-17 2011-09-14 株式会社デンソー エンジンの燃料噴射制御装置及び燃焼装置
JP4905213B2 (ja) * 2007-03-28 2012-03-28 マツダ株式会社 ディーゼルエンジンの制御装置
JP6842382B2 (ja) * 2017-08-09 2021-03-17 株式会社豊田自動織機 制御装置および制御方法

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JPH02305336A (ja) * 1989-05-19 1990-12-18 Toyota Motor Corp ディーゼル機関の燃料噴射量制御装置
JPH04365943A (ja) * 1991-06-11 1992-12-17 Toyota Motor Corp 内燃機関の燃料噴射量制御装置
JPH08303278A (ja) * 1995-05-02 1996-11-19 Nissan Motor Co Ltd ディーゼル機関の燃料噴射制御装置
JP2000161109A (ja) * 1998-11-30 2000-06-13 Mazda Motor Corp ディーゼルエンジンの制御装置

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JP3823643B2 (ja) * 1999-12-03 2006-09-20 いすゞ自動車株式会社 エンジンの燃料噴射制御装置
JP3864671B2 (ja) * 2000-06-12 2007-01-10 日産自動車株式会社 ディーゼルエンジンの燃料噴射制御装置
JP4135539B2 (ja) * 2003-03-17 2008-08-20 トヨタ自動車株式会社 排気再循環式内燃機関の燃料噴射量制御装置

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH02305336A (ja) * 1989-05-19 1990-12-18 Toyota Motor Corp ディーゼル機関の燃料噴射量制御装置
JPH04365943A (ja) * 1991-06-11 1992-12-17 Toyota Motor Corp 内燃機関の燃料噴射量制御装置
JPH08303278A (ja) * 1995-05-02 1996-11-19 Nissan Motor Co Ltd ディーゼル機関の燃料噴射制御装置
JP2000161109A (ja) * 1998-11-30 2000-06-13 Mazda Motor Corp ディーゼルエンジンの制御装置

Non-Patent Citations (1)

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Title
See also references of EP1870587A4 *

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JP2006299833A (ja) 2006-11-02
EP1870587A4 (fr) 2009-09-30
EP1870587A1 (fr) 2007-12-26
EP1870587B1 (fr) 2013-01-09

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