WO2012098661A1 - 内燃機関の制御装置 - Google Patents
内燃機関の制御装置 Download PDFInfo
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- WO2012098661A1 WO2012098661A1 PCT/JP2011/050969 JP2011050969W WO2012098661A1 WO 2012098661 A1 WO2012098661 A1 WO 2012098661A1 JP 2011050969 W JP2011050969 W JP 2011050969W WO 2012098661 A1 WO2012098661 A1 WO 2012098661A1
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- WIPO (PCT)
- Prior art keywords
- injection
- fuel
- injection mode
- mode
- internal combustion
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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
- F02D41/30—Controlling fuel injection
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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
- F02D41/047—Taking into account fuel evaporation or wall wetting
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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
- F02D41/12—Introducing corrections for particular operating conditions for deceleration
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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
- F02D41/12—Introducing corrections for particular operating conditions for deceleration
- F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
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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
- F02D41/12—Introducing corrections for particular operating conditions for deceleration
- F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
- F02D41/126—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off transitional corrections at the end of the cut-off period
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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
- F02D41/30—Controlling fuel injection
- F02D41/3094—Controlling fuel injection the fuel injection being effected by at least two different injectors, e.g. one in the intake manifold and one in the cylinder
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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
- F02D41/10—Introducing corrections for particular operating conditions for acceleration
- F02D41/107—Introducing corrections for particular operating conditions for acceleration and deceleration
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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
- F02D41/30—Controlling fuel injection
- F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
- F02D41/3064—Controlling fuel injection according to or using specific or several modes of combustion with special control during transition between modes
- F02D41/307—Controlling fuel injection according to or using specific or several modes of combustion with special control during transition between modes to avoid torque shocks
Definitions
- the present invention relates to a control device for an internal combustion engine, and more particularly to a control device for an internal combustion engine having a plurality of fuel injection modes.
- An internal combustion engine having a plurality of fuel injection modes is known.
- an internal combustion engine for example, as described in Japanese Patent Application Laid-Open No. 2009-257192, a port injection valve and an in-cylinder injection valve are provided to change the injection ratio from each injection valve. Can be mentioned.
- a port injection type internal combustion engine in which the number of injections can be changed is also mentioned as one of such internal combustion engines.
- an optimum injection mode is determined according to the operating state such as the engine speed and load.
- the fuel injection amount calculation method is changed accordingly. This is because the ease of vaporization of the injected fuel and the progress of vaporization differ depending on the injection mode.
- the fuel injection amount can be determined on the assumption that most of the fuel injected from the fuel injection valve is used for combustion.
- port injection it is necessary to determine the fuel injection amount in consideration of the ratio of the fuel amount adhering to the wall surface of the port with respect to the fuel injection amount and the ratio of the vaporized fuel amount to the adhered fuel amount. is there.
- the fuel injection amount by calculating the fuel injection amount by a method corresponding to the injection mode, it becomes possible to maintain the control accuracy of the air-fuel ratio regardless of which injection mode is selected.
- the control method of the conventional internal combustion engine cannot always maintain the control accuracy of the air-fuel ratio.
- a phenomenon that does not occur during fuel injection such as a decrease due to air removal of adhering fuel and a decrease in temperature of valves and wall surfaces, occurs.
- the parameters used for calculating the fuel injection amount greatly change before the fuel cut and at the time of return from the fuel cut.
- the injection mode is determined in accordance with the operating conditions, so the injection mode may be different at each return from the fuel cut, or the injection mode may be changed immediately after the return. There is. For example, in the control device described in Japanese Patent Application Laid-Open No.
- the present invention provides an accuracy of air-fuel ratio control after returning from a fuel cut in an internal combustion engine control device that has a plurality of fuel injection modes and calculates a fuel injection amount by a method according to the injection mode being used. It is an object to improve. In order to achieve such a problem, the present invention provides the following control device for an internal combustion engine.
- the control apparatus for an internal combustion engine provided by the present invention basically determines the injection mode according to the operating state, but when returning from the fuel cut, it is given priority over the injection mode determined according to the operating state. Specify the injection mode. And the change of the injection mode according to a driving
- the control device determines the possibility of engine stall at the time of return from the fuel cut, and When there is a possibility of a stall, an injection mode with a high injection ratio by the in-cylinder injection valve can be designated as an injection mode at the time of return from the fuel cut. According to this, it is possible to prevent engine stall that is likely to occur when returning from a fuel cut while maintaining the accuracy of air-fuel ratio control.
- Embodiment 1 FIG. The first embodiment of the present invention will be described below with reference to the drawings.
- FIG. 1 is a diagram showing a schematic configuration of an internal combustion engine (hereinafter simply referred to as an engine) to which a control device as Embodiment 1 of the present invention is applied.
- the engine shown in FIG. 1 is a spark ignition type 4-stroke reciprocating engine.
- the engine includes a cylinder block 6 in which a piston 8 is disposed, and a cylinder head 4 assembled to the cylinder block 6.
- a space from the upper surface of the piston 8 to the cylinder head 4 forms a combustion chamber 10, and an intake port 18 and an exhaust port 20 are formed in the cylinder head 4 so as to communicate with the combustion chamber 10.
- An intake valve 12 for controlling the communication state between the intake port 18 and the combustion chamber 10 is provided at a connection portion between the intake port 18 and the combustion chamber 10, and an exhaust gas is provided at a connection portion between the exhaust port 20 and the combustion chamber 10.
- An exhaust valve 14 for controlling the communication state between the port 20 and the combustion chamber 10 is provided.
- a spark plug 16 is attached to the cylinder head 4 so as to protrude from the top of the combustion chamber 10 into the combustion chamber 10.
- An intake passage 30 for introducing air into the combustion chamber 10 is connected to the intake port 18 of the cylinder head 4.
- An air cleaner 32 is provided at the upstream end of the intake passage 30, and air is taken into the intake passage 30 via the air cleaner 32.
- An air flow meter 56 that outputs a signal corresponding to the intake amount of air is disposed downstream of the air cleaner 32.
- the downstream portion of the intake passage 30 branches for each cylinder (for each intake port 18), and a surge tank 34 is provided at the branch point.
- a throttle 36 is disposed upstream of the surge tank 34 in the intake passage 30.
- the throttle 36 is provided with a throttle sensor 54 that outputs a signal corresponding to its opening.
- the exhaust port 20 of the cylinder head 4 is connected to an exhaust passage 40 for discharging combustion gas generated by combustion in the combustion chamber 10 as exhaust gas.
- a catalyst 42 for purifying exhaust gas is provided in the exhaust passage 40.
- An air-fuel ratio sensor 58 that outputs a signal corresponding to the air-fuel ratio of the exhaust gas is disposed upstream of the catalyst 42 in the exhaust passage 40.
- the engine of this embodiment is configured as a dual injection system having two injection valves 38 and 70 for each cylinder.
- One injection valve 38 is a port injection valve provided in the vicinity of the intake port 18 in the intake passage 30, and injects fuel into the intake port 18.
- the other injection valve 70 is an in-cylinder injection valve provided so as to face the inside of the combustion chamber 10 to the cylinder head 4, and directly injects fuel into the combustion chamber 10.
- the injection ratio between the fuel injection amount from the port injection valve 38 and the fuel injection amount from the in-cylinder injection valve 70 can be arbitrarily set.
- the engine of this embodiment includes an ECU (Electronic Control Unit) 50 as a control device.
- Various actuators such as the port injection valve 38, the in-cylinder injection valve 70, the throttle 36, and the spark plug 16 are connected to the output side of the ECU 50.
- Various sensors such as a crank angle sensor 52 that outputs a signal corresponding to the rotation angle of the crankshaft 24 are connected to the input side of the ECU 50 in addition to the air flow meter 56, the throttle sensor 54, and the air-fuel ratio sensor 58 described above. ing.
- the operating state of the engine can be determined from the signals of these sensors.
- the ECU 50 receives signals from these sensors and operates each actuator according to a predetermined control program.
- One of the engine controls performed by the ECU 50 is fuel injection control.
- a mode in which all necessary fuel is injected from the port injection valve 38, a mode in which all necessary fuel is injected from the in-cylinder injection valve 70, and some fuels are Three injection modes are selectable, in which the remaining fuel is injected from the in-cylinder injection valve 70 after being injected from the port injection valve 38.
- the ECU 50 determines the injection mode in accordance with the engine operating state, and operates one of the two injection valves 38 and 70 in accordance with the determined injection mode. Further, the ECU 50 changes the fuel injection amount calculation method according to the determined injection mode.
- the engine having the configuration shown in FIG. 1 is known, and the existence of the above-described three injection modes and the calculation method of the fuel injection amount in each injection mode are also known. Therefore, in this specification, the description about the calculation method of the fuel injection amount for each injection mode is omitted.
- the fuel injection control by the ECU 50 includes fuel injection control (hereinafter referred to as FC return control) that is performed at the time of return from the fuel cut.
- FC return control is performed in parallel with a routine different from a routine for determining the injection mode according to the operating state and a routine for finally determining the injection mode to be used.
- the contents of the FC return control performed in the present embodiment can be described with reference to the flowchart of FIG.
- the FC return control of the present embodiment will be described using the flowchart of FIG.
- the return from the fuel cut means when any of the return conditions from the fuel cut is satisfied.
- the return condition from the fuel cut includes that the engine speed has decreased to a predetermined lower limit speed, that the accelerator pedal has been depressed, and the like. If it is not at the time of return from the fuel cut, that is, if the fuel cut is being executed, or if a certain time has passed since the return from the fuel cut, no special request regarding the injection mode will be issued. (Step S108). In this case, this routine is ended, and the respective injection valves 38 and 70 are driven according to the injection mode determined according to the operating state of the engine.
- step S102 it is determined whether or not the injection mode determined from the operating state of the engine is a mode in which the in-cylinder injection valve 70 injects 100% of the required amount of fuel. If the result of the determination in step S102 is affirmative, no special request regarding the injection mode is issued (step S108). In this case, as determined according to the operating conditions of the engine, the mode in which 100% of the required amount of fuel is injected by the in-cylinder injection valve 70 is used as the injection mode at the time of return. If the ratio of in-cylinder injection is 100%, it is not necessary to correct the fuel injection amount according to the fuel adhesion amount, and the fuel injection amount necessary to keep the air-fuel ratio properly can be calculated correctly.
- step S103 it is determined whether or not there is a possibility of engine stall when the ratio of port injection is set to 100% when returning from the fuel cut. Specifically, first, the fuel cut execution time is compared with the reference time. Next, the current engine speed and the reference speed are compared, and the amount of decrease in the engine speed per time is compared with the reference amount of decrease. If the fuel cut execution time exceeds the reference time and the engine speed is lower than the reference speed, or if the engine speed exceeds the reference reduction amount, It is judged that there is a possibility of stall.
- step S104 a mode in which 100% of the required amount of fuel is injected by the port injection valve 38 is required as the injection mode at the time of return.
- the injection mode requested in this step is designated as the final use injection mode in preference to the injection mode determined according to the engine operating state.
- the amount of fuel adhering to the wall surface of the intake port 18 and the intake valve 12 is used as a parameter for calculating the fuel injection amount.
- the amount of adhered fuel continuously changes while fuel injection is being performed, but greatly changes before and after the fuel cut is executed.
- the increase in the amount of fuel adhering to the intake valve 12 due to the influence of the valve temperature decreased during the fuel cut, or the fuel originally attached to the wall surface of the intake port 18 and the intake valve 12 is the fuel cut. It is necessary to correct the amount of fuel adhering in consideration of the amount taken away by air during the period. Since the correction amount at that time varies depending on the proportion of fuel injected by port injection, if the injection mode is determined according to the operating state or changed in the middle, the calculation is extremely complicated. It will become something.
- the mode in which 100% of the required amount of fuel is injected by the port injection valve 38 is specified as the return injection mode in preference to the injection mode determined according to the engine operating state.
- the request in step S104 is continuously issued until the correction of the fuel adhesion amount is completed. That is, the mode in which 100% of the required amount of fuel is injected by the port injection valve 38 is maintained at least until the correction of the fuel adhesion amount is completed. According to this, since it is avoided that the calculation of the fuel injection amount, particularly the calculation of the correction amount according to the fuel adhesion amount, is complicated, the fuel injection amount necessary to keep the air-fuel ratio properly calculated correctly. Easy to do. Thereafter, when the correction of the fuel adhesion amount is completed, the request in step S104 regarding the injection mode is canceled (step S108).
- step S106 a mode in which 100% of the required amount of fuel is injected by the in-cylinder injection valve 70 is required as the injection mode at the time of return. Further, in the subsequent step S107, it is determined whether or not a predetermined time has elapsed since the return from the fuel cut, and the request in step S106 is continuously issued until the predetermined time has elapsed. That is, the mode in which 100% of the required amount of fuel is injected by the in-cylinder injection valve 70 is maintained until a predetermined time elapses after returning from the fuel cut.
- the predetermined time in this case is set to a time necessary and sufficient for recovering the valve temperature which has decreased with the fuel cut. According to this, since it is not necessary to correct the fuel injection amount in accordance with the fuel adhesion amount, it becomes easy to correctly calculate the fuel injection amount necessary to keep the air-fuel ratio appropriate. Furthermore, it is possible to avoid engine stall by increasing the combustion start time by in-cylinder injection. Thereafter, when the predetermined time has elapsed, the request in step S106 related to the injection mode is canceled (step S108).
- the control device as the second embodiment of the present invention is applied to a port injection type engine, that is, an engine that includes only a port injection valve and does not have an in-cylinder injection valve.
- the engine of the present embodiment can be selected from a mode in which port injection is performed once per cycle and a mode in which port injection is performed twice in one cycle.
- the ECU which is an engine control device, determines the injection mode according to the operating state of the engine, and operates the port injection valve according to the determined injection mode. Further, the ECU changes the fuel injection amount calculation method according to the determined injection mode.
- ECU performs FC return control as part of fuel injection control.
- FC return control performed in the present embodiment
- the contents of the FC return control performed in the present embodiment can be described with reference to the flowchart of FIG.
- FC return control of the present embodiment will be described using the flowchart of FIG.
- Step S204 it is determined whether or not it is a time of return from the fuel cut in the first step S201. If it is not at the time of return from the fuel cut, that is, if the fuel cut is being executed, or if a certain time has passed since the return from the fuel cut, no special request regarding the injection mode will be issued. (Step S204). In this case, this routine is terminated, and the port injection valve is driven according to the injection mode determined according to the operating state of the engine.
- step S202 a mode in which port injection is performed once per cycle is required as an injection mode at the time of return.
- the injection mode requested in this step is designated as the final use injection mode in preference to the injection mode determined according to the engine operating state. The Then, while the port injection is performed once per cycle, the fuel adhesion amount that has changed greatly during the fuel cut is corrected. Further, in the subsequent step S203, it is determined whether or not the correction of the fuel adhesion amount is completed, and the request in step S202 is continuously issued until the correction of the fuel adhesion amount is completed.
- step S204 the mode in which port injection is performed once per cycle is maintained at least until the correction of the fuel adhesion amount is completed. According to this, since it is avoided that the calculation of the fuel injection amount, particularly the calculation of the correction amount according to the fuel adhesion amount, is complicated, the fuel injection amount necessary to keep the air-fuel ratio properly calculated correctly. Easy to do. Thereafter, when the correction of the fuel adhesion amount is completed, the request in step S202 related to the injection mode is canceled (step S204).
- the injection mode at the time of return from the fuel cut selected in the above embodiment is merely an example, and other injection modes can be used as the injection mode at the time of return from the fuel cut.
- an injection mode in which the injection ratio between the port injection and the in-cylinder injection is a specific ratio is set as the injection mode at the time of return. be able to.
- a mode in which port injection is performed a predetermined number of times in one cycle may be the injection mode at the time of return
- a mode in which in-cylinder injection is performed a predetermined number of times in one cycle may be the injection mode at the time of return.
- a mode in which port injection is performed a plurality of times can be set as an injection mode upon return.
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Abstract
Description
以下、図を参照して、本発明の実施の形態1について説明する。
次に、本発明の実施の形態2について図を参照して説明する。
本発明の特徴の1つは、燃料カットからの復帰時には運転状態に応じて成り行きで噴射モードを決定するのではなく、予め定められた特定の噴射モードを指定する点にある。したがって、上述の実施の形態において選択されている燃料カットからの復帰時の噴射モードはあくまでも一例であって、その他の噴射モードを燃料カットからの復帰時の噴射モードとすることもできる。例えば、ポート噴射弁と筒内噴射弁とを有するエンジンの場合には、ポート噴射と筒内噴射の噴射比率が特定の比率(例えば50:50)となる噴射モードを復帰時の噴射モードとすることができる。また、ポート噴射を1サイクルに所定回数実施するモードを復帰時の噴射モードとしてもよく、筒内噴射を1サイクルに所定回数実施するモードを復帰時の噴射モードとしてもよい。ポート噴射弁を有するエンジンの場合には、ポート噴射を1サイクルに1回実施するモード以外にも、ポート噴射を一定の複数回実施するモードを復帰時の噴射モードとすることができる。
12 吸気バルブ
18 吸気ポート
38 ポート噴射弁
50 ECU
70 筒内噴射弁
Claims (2)
- 燃料の噴射モードを複数有し、使用されている噴射モードに応じた方法で燃料噴射量の演算を行う内燃機関の制御装置において、
運転状態に応じて噴射モードを決定する噴射モード決定手段と、
燃料カットからの復帰時には、前記噴射モード決定手段による決定に優先して特定の噴射モードを指定する特定噴射モード指定手段と、
燃料カットからの復帰後の所定期間は、前記噴射モード決定手段による噴射モードの変更を禁止する噴射モード変更禁止手段と、
を備えることを特徴とする内燃機関の制御装置。 - 前記内燃機関はポート噴射弁と筒内噴射弁とを有する内燃機関であり、
前記特定噴射モード指定手段は、燃料カットからの復帰時におけるエンジンストールの可能性を判定し、エンジンストールの可能性がある場合には前記筒内噴射弁による噴射割合の高い噴射モードを前記特定噴射モードとして指定することを特徴とする請求項1に記載の内燃機関の制御装置。
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
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EP11855980.6A EP2667001B1 (en) | 2011-01-20 | 2011-01-20 | Control device for internal combustion engine |
US13/979,217 US9470169B2 (en) | 2011-01-20 | 2011-01-20 | Control device for internal combustion engine |
JP2012553508A JP5637222B2 (ja) | 2011-01-20 | 2011-01-20 | 内燃機関の制御装置 |
CN201180065547.4A CN103328793B (zh) | 2011-01-20 | 2011-01-20 | 内燃机的控制装置 |
PCT/JP2011/050969 WO2012098661A1 (ja) | 2011-01-20 | 2011-01-20 | 内燃機関の制御装置 |
Applications Claiming Priority (1)
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PCT/JP2011/050969 WO2012098661A1 (ja) | 2011-01-20 | 2011-01-20 | 内燃機関の制御装置 |
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WO2012098661A1 true WO2012098661A1 (ja) | 2012-07-26 |
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PCT/JP2011/050969 WO2012098661A1 (ja) | 2011-01-20 | 2011-01-20 | 内燃機関の制御装置 |
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US (1) | US9470169B2 (ja) |
EP (1) | EP2667001B1 (ja) |
JP (1) | JP5637222B2 (ja) |
CN (1) | CN103328793B (ja) |
WO (1) | WO2012098661A1 (ja) |
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JP2015017518A (ja) * | 2013-07-10 | 2015-01-29 | 日産自動車株式会社 | 内燃機関の制御装置および制御方法 |
JPWO2016084188A1 (ja) * | 2014-11-27 | 2017-04-27 | 日産自動車株式会社 | 内燃機関の制御装置および制御方法 |
JP2022045482A (ja) * | 2020-09-09 | 2022-03-22 | トヨタ自動車株式会社 | エンジン装置 |
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US9506408B2 (en) * | 2014-06-02 | 2016-11-29 | Ford Global Technologies, Llc | Method of fuel injection for a variable displacement engine |
JP6507824B2 (ja) * | 2015-04-27 | 2019-05-08 | 三菱自動車工業株式会社 | エンジンの制御装置 |
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Cited By (4)
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JP2015017518A (ja) * | 2013-07-10 | 2015-01-29 | 日産自動車株式会社 | 内燃機関の制御装置および制御方法 |
JPWO2016084188A1 (ja) * | 2014-11-27 | 2017-04-27 | 日産自動車株式会社 | 内燃機関の制御装置および制御方法 |
JP2022045482A (ja) * | 2020-09-09 | 2022-03-22 | トヨタ自動車株式会社 | エンジン装置 |
JP7405045B2 (ja) | 2020-09-09 | 2023-12-26 | トヨタ自動車株式会社 | エンジン装置 |
Also Published As
Publication number | Publication date |
---|---|
EP2667001B1 (en) | 2017-11-01 |
CN103328793A (zh) | 2013-09-25 |
EP2667001A4 (en) | 2016-03-16 |
JP5637222B2 (ja) | 2014-12-10 |
CN103328793B (zh) | 2017-09-01 |
US9470169B2 (en) | 2016-10-18 |
JPWO2012098661A1 (ja) | 2014-06-09 |
EP2667001A1 (en) | 2013-11-27 |
US20130297188A1 (en) | 2013-11-07 |
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