WO2015178349A1 - 内燃機関のスロットル位置判定システム及び内燃機関の燃料噴射制御システム - Google Patents

内燃機関のスロットル位置判定システム及び内燃機関の燃料噴射制御システム Download PDF

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Publication number
WO2015178349A1
WO2015178349A1 PCT/JP2015/064215 JP2015064215W WO2015178349A1 WO 2015178349 A1 WO2015178349 A1 WO 2015178349A1 JP 2015064215 W JP2015064215 W JP 2015064215W WO 2015178349 A1 WO2015178349 A1 WO 2015178349A1
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WO
WIPO (PCT)
Prior art keywords
throttle
internal combustion
combustion engine
fuel injection
intake pressure
Prior art date
Application number
PCT/JP2015/064215
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English (en)
French (fr)
Japanese (ja)
Inventor
健太 杉本
和良 島谷
Original Assignee
スズキ株式会社
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Application filed by スズキ株式会社 filed Critical スズキ株式会社
Priority to DE112015000121.2T priority Critical patent/DE112015000121B4/de
Publication of WO2015178349A1 publication Critical patent/WO2015178349A1/ja

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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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • F02D41/2464—Characteristics of actuators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D11/106—Detection of demand or actuation
    • 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
    • F02D2250/16—End position calibration, i.e. calculation or measurement of actuator end positions, e.g. for throttle or its driving actuator

Definitions

  • the present invention relates to a throttle position determination system for an internal combustion engine and a fuel injection control system for the internal combustion engine, and more particularly to a throttle position determination system for an internal combustion engine that determines the fully closed state of the throttle and a fuel injection control system for the internal combustion engine.
  • an intake amount (intake amount) of air supplied to the internal combustion engine is adjusted by an opening degree of a throttle (accelerator).
  • a TPS Gate Position Sensor
  • a throttle position determination system that determines the fully closed state of the throttle valve without using TPS has been proposed (see, for example, Patent Document 2).
  • the maximum value of the pressure in the intake pipe (intake pressure) is detected, and the fuel cut timing, that is, the throttle fully closed state is determined from the maximum value of the pressure.
  • the intake pressure is detected in accordance with the timing of acquiring the crankshaft crank pulse.
  • the maximum value of the intake pressure and the output timing of the crank pulse do not always match.
  • the value of the detected intake pressure does not necessarily indicate the maximum value.
  • the detected value of the intake pressure includes an error due to a difference in output timing between the maximum value of the intake pressure and the crank pulse.
  • the maximum value of the intake pressure occurs at the beginning of the intake stroke, that is, in a section where both the intake valve and the exhaust valve are open (overlap). For this reason, the maximum value of the intake pressure is often not stable due to the influence of exhaust pulsation. Therefore, the detection accuracy of the maximum value of the intake pressure is affected, and as a result, there is a problem that the accuracy of detecting the full closure of the throttle is lowered.
  • the present invention has been made in view of the above points, and is a throttle position determination system for an internal combustion engine and a fuel for the internal combustion engine that can accurately detect the fully closed state of the throttle with a low-cost configuration without using TPS.
  • An object is to provide an injection control system.
  • the throttle position determination system for an internal combustion engine of the present invention is a throttle position determination system for an internal combustion engine that is mounted on a vehicle and determines the position of the throttle, and an intake pressure sensor that detects the intake pressure in the intake pipe of the internal combustion engine; Crankshaft rotation angle detection means for acquiring and transmitting crankshaft rotation angle information, and the intake pressure when the crankshaft rotation angle acquired by the crankshaft rotation angle detection means is within a predetermined range.
  • the throttle valve is fully closed based on the intake pressure value detected by the sensor.
  • the throttle fully closed state since the throttle fully closed state is determined from the intake pressure value, the throttle fully closed state can be detected without using TPS. For this reason, the structure for throttle position determination can be simplified, and maintainability and productivity can be improved.
  • detection of the fully closed state of the throttle Accuracy can be increased.
  • the rotation angle of the crankshaft in the predetermined range may be a rotation angle in a range from the start of the expansion stroke to the completion of the exhaust stroke of the internal combustion engine.
  • the intake pressure detected in the range from the start of the expansion stroke of the internal combustion engine to the completion of the exhaust stroke gradually increases when the throttle is fully closed, and settles at a constant value when the throttle is slightly opened. Therefore, since the difference between the intake pressure when the throttle is fully closed and the intake pressure when the throttle is slightly opened increases, it is easy to determine the fully closed state of the throttle.
  • the intake pressure is detected with the intake valve closed, the influence of exhaust pulsation and the like can be eliminated. Therefore, a stable intake pressure can be acquired, and the throttle fully closed state can be detected with higher accuracy.
  • a fuel injection control system for an internal combustion engine includes the throttle position determination system for the internal combustion engine, a fuel injection device, and a fuel injection control device for controlling the fuel injection device.
  • the fuel injection control device uses the determination result of the fully closed state of the throttle obtained by the throttle position determination system of the internal combustion engine to execute, stop, and It is preferable to control the injection amount. In this case, fuel injection control can be realized with high accuracy with a simple configuration, and fuel efficiency is improved.
  • the determination of the fully closed state of the throttle is performed by comparing the intake pressure detected by the intake pressure sensor with a pre-calculated threshold value,
  • the threshold is preferably different between when fuel injection is being performed and when fuel injection is stopped.
  • by providing a difference in the threshold value of the intake pressure when the value of the intake pressure is close to the threshold value, it is repeatedly determined that the throttle is fully closed or not fully closed, so that the fuel injection Can be prevented from being repeated and stopped.
  • the throttle position determination system for an internal combustion engine of the present invention by determining the fully closed state of the throttle based on the intake pressure detected in a predetermined angle range of the crankshaft, with an inexpensive configuration without using TPS, The fully closed state of the throttle can be detected with high accuracy.
  • FIG. 1 is a schematic diagram of a fuel injection control system for an internal combustion engine according to the present embodiment. It is a schematic diagram of a crankshaft and a crank angle sensor according to the present embodiment. It is a graph which shows the relationship between the crank position at the time of predetermined rotation speed of an internal combustion engine, and intake pressure. It is a graph which shows the relationship between the engine speed in the predetermined location of a crankshaft, and the intake pressure at the time of throttle fully closing. It is a flowchart which shows the fuel cut operation
  • the fuel injection control system for the internal combustion engine according to the present embodiment is not limited to the configuration shown below, and can be changed as appropriate.
  • the internal combustion engine fuel injection control system according to the present embodiment is applied to, for example, an engine of a motorcycle. Further, the fuel injection control system for the internal combustion engine according to the present embodiment may be applied to any device that controls the fuel injection of the internal combustion engine, and can be applied to other vehicles and the like. .
  • FIG. 1 is a schematic diagram of a fuel injection control system for an internal combustion engine according to the present embodiment.
  • FIG. 1A shows a configuration example around an intake pipe connected to an internal combustion engine
  • FIG. 1B is a conceptual diagram of a fuel injection control system of the internal combustion engine.
  • FIG. 2 is a schematic diagram of a crankshaft and a crank angle sensor according to the present embodiment.
  • a motorcycle equipped with a single cylinder engine will be described as an application example.
  • the fuel injection control system 1 for an internal combustion engine operates when the crankshaft 4 of a motorcycle (not shown) is within a predetermined angle range. It is configured to detect the pressure (intake pressure) in the intake pipe 21 (shown). Then, the fuel injection control system 1 determines the opening degree of the throttle 22 from the detected intake pressure, and controls the execution and stoppage of the fuel injection from the determination result. Accordingly, the fuel injection control can be realized with high accuracy with a simple configuration.
  • a throttle valve 23 that opens and closes a flow path in the intake pipe 21 according to the operation of the throttle 22 is provided.
  • the opening degree of the throttle valve 23 is adjusted according to the operation amount of the throttle 22. As a result, the amount of air taken into the combustion chamber (not shown) is adjusted.
  • the opening degree of the throttle 22 indicates the degree of opening of the throttle valve 23. For example, the fully open state of the throttle 22 indicates a state where the throttle valve 23 is completely opened, and the fully closed state of the throttle 22 indicates a state where the throttle valve 23 is completely closed.
  • an intake pressure sensor 24 for detecting the pressure (intake pressure) in the intake pipe 21 is provided in the intake pipe 21 on the downstream side of the throttle valve 23.
  • the intake pressure sensor 24 is constituted by, for example, a semiconductor pressure sensor.
  • the value of the intake pressure detected by the intake pressure sensor 24 is input to the ECM 3.
  • an injector 26 fuel injection device that injects fuel toward the combustion chamber is provided.
  • the injector 26 performs fuel injection, stop, adjustment of the injection amount, and the like in accordance with a command from the ECM 3.
  • crankshaft rotation angle detecting means when the rotation angle information of the crankshaft 4 is acquired by the crank angle sensor 25 (crankshaft rotation angle detecting means), the crankshaft 4 is in a predetermined angle range. Intake pressure is detected.
  • a circular rotating member 41 that rotates integrally with the crankshaft 4 is provided at one end of the crankshaft 4.
  • a plurality of teeth 42 a to 42 k projecting in the radial direction are formed on the outer periphery of the rotating member 41.
  • a total of 11 teeth 42a to 42k are formed at equal intervals (every 30 °) in the circumferential direction of the rotating member 41, and one portion between the teeth 42a and 42k is missing.
  • Each tooth 42 is numbered in the order of teeth 42a to 42k.
  • the crankshaft 4 makes two rotations in one cycle, so each tooth 42 is numbered for two rotations. For example, numbers 0 to 10 are assigned to the teeth 42a to 42k for the first rotation, one number is skipped for the missing teeth, and numbers 12 to 22 are assigned to the teeth 42a to 42k for the second rotation. By having this missing tooth portion, the position of each tooth 42 can be specified. Further, it is possible to detect in which stroke the crankshaft 4 is located, that is, the crank position, from the number of each tooth 42. In the state shown in FIG. 2, the crankshaft 4 is located at the top dead center. The correspondence between the numbers assigned to the 11 teeth 42 and the strokes of the internal combustion engine will be described later.
  • a crank angle sensor 25 composed of, for example, a GMR element or an MR element is fixed to the outside of the crankshaft 4.
  • the crank angle sensor 25 detects a change in the magnetic field.
  • the crank angle sensor 25 acquires the change in the magnetic field as a crank pulse (rotation angle information). This crank pulse is input (transmitted) to the ECM 3.
  • the ECM 3 that performs overall control of the engine includes a processor, a memory, and the like that execute various processes in the engine.
  • the memory is composed of storage media such as ROM (Read Only Memory) and RAM (Random Access Memory) depending on the application.
  • the memory stores the above-described rotation angle information of the crankshaft 4, the value of the intake pressure acquired by the intake pressure sensor 24, and the like.
  • the ECM 3 also includes a fuel injection control device 31 that controls the execution of fuel injection and the like, and a throttle position determination unit 32 that determines whether the throttle 22 is fully closed.
  • the throttle position determination means 32 determines the fully closed state of the throttle 22 based on the value of the intake pressure detected by the intake pressure sensor 24.
  • the fuel injection control device 31 controls the fuel injection of the injector 26 based on the determination result of the fully closed state of the throttle 22 obtained by the throttle position determination means 32.
  • the intake pressure sensor 24, the crank angle sensor 25, and the throttle position determination means 32 described above constitute a throttle position determination system 33 for the internal combustion engine according to the present embodiment.
  • the intake pressure in the intake pipe 21 is detected by the intake pressure sensor 24 when the crankshaft 4 is in a predetermined angle range. Then, the throttle position determination means 32 determines whether or not the opening degree of the throttle 22 is fully closed based on the value of the intake pressure. When it is determined that the opening of the throttle 22 is fully closed, the fuel injection control device 31 issues a command to stop fuel injection to the injector 26. On the other hand, if it is determined that the opening degree of the throttle 22 is not fully closed, the fuel injection control device 31 issues a command for injecting an amount of fuel corresponding to the opening degree of the throttle 22 to the injector 26. By these, appropriate fuel injection control is realized.
  • FIG. 3 is a graph showing the relationship between the crank position and the intake pressure at a predetermined rotation speed of the internal combustion engine.
  • the horizontal axis indicates the rotation angle position (crank position (°)) of the crankshaft
  • the left vertical axis indicates the intake pressure
  • the right vertical axis indicates the lift amount of the intake valve and the exhaust valve.
  • the solid line graph shows the relationship between the crank position and the intake pressure, and a plurality of curves are drawn according to the throttle opening (fully open (100%), 50%, 25%, 12.5%, 6 .25%, fully closed (0%)).
  • crank position is indicated by a tooth number (crank number).
  • crank number For convenience of explanation, only even numbers are displayed as crank numbers.
  • a graph indicated by a one-dot chain line indicates the lift amount of the intake valve, and a graph indicated by a two-dot chain line indicates the lift amount of the exhaust valve.
  • the intake valve starts to open from the latter half of the exhaust stroke and becomes fully open during the intake stroke.
  • the intake valve is completely closed at a slightly advanced position after the start of the compression stroke.
  • crank positions of 360 ° and 1080 ° crank number 18
  • both the intake valve and the exhaust valve are opened, that is, There is an overlap interval.
  • the crank position and intake pressure will be described.
  • the intake pressure In the fully open state (100%), the intake pressure almost corresponds to the atmospheric pressure in any stroke, and shows a value that slightly decreases in the intake stroke.
  • the opening degree is 50%, the intake pressure always indicates the vicinity corresponding to the atmospheric pressure, as in the fully opened state, and shows a value slightly decreased in the intake stroke.
  • the intake pressure is equivalent to the atmospheric pressure as in the fully open state.
  • the intake pressure decreases after the start of the intake stroke, and shows the value that is the lowest at the position of crank number 22.
  • the intake pressure rises to the atmospheric pressure equivalent before the start of the compression stroke, and then shows a substantially constant value again during the expansion stroke and the exhaust stroke.
  • the intake pressure is equivalent to the atmospheric pressure as in the fully open state.
  • the intake pressure decreases after the start of the intake stroke, and shows the value that is the lowest at the position of crank number 22. Then, the intake pressure rises to the atmospheric pressure equivalent during the compression stroke, and then shows a substantially constant value again during the expansion stroke and the exhaust stroke.
  • the intake pressure is equivalent to the atmospheric pressure as in the fully open state.
  • the intake pressure decreases after the start of the intake stroke, and shows the value that is the lowest at the position of crank number 22. Then, the intake pressure rises to the atmospheric pressure equivalent before the end of the compression stroke, and then shows a substantially constant value again during the expansion stroke and the exhaust stroke.
  • the intake pressure at the start of the expansion stroke is much lower than the atmospheric pressure equivalent value. Then, during the expansion stroke to the exhaust stroke, the intake pressure gradually increases, and increases to the maximum value when shifting from the exhaust stroke to the intake stroke (crank positions 360 ° and 1080 ° (crank number 18)). . In the intake stroke, the intake pressure rapidly decreases, and the intake pressure decreases to the minimum value when the intake stroke shifts to the compression stroke (crank positions 540 ° and 1260 ° (crank number 0)). Then, during the period from the compression stroke to the exhaust stroke, the intake pressure gradually increases and reaches the maximum value again.
  • the intake pressure is increased from the expansion stroke to the exhaust stroke (specifically, crank numbers 8 to 16). It has settled to a certain value.
  • the throttle 22 is fully closed, the intake pressure gradually increases between the expansion stroke and the exhaust stroke. Therefore, there is a difference in the intake pressure value between the fully closed state of the throttle 22 and the non-closed state (non-fully closed state).
  • the intake pressure is detected within a predetermined range, that is, a range in which the rotation angle of the crankshaft is from the start of the expansion stroke of the internal combustion engine to the completion of the exhaust stroke. More specifically, the intake pressure is detected between a position slightly advanced after the start of the expansion stroke (crank number 8) and a position slightly before the completion of the exhaust stroke (crank number 16). For this reason, for example, if the value of the intake pressure at the position of the crank tooth number 10 is larger than the intake value in the fully closed state of the throttle 22, it can be determined that the throttle 22 is not in the fully closed state.
  • the intake pressure detected in the range from the start of the expansion stroke to the completion of the exhaust stroke gradually increases when the throttle 22 is fully closed, whereas it is constant when the throttle 22 is slightly opened to fully opened. Settled in value. Therefore, since the difference between the intake pressure when the throttle 22 is fully closed and the intake pressure when the throttle 22 is not fully closed is large, it is easy to determine the fully closed state of the throttle 22. Further, the section between the crank numbers 8 to 16 is different from the overlap section in which both the intake valve and the exhaust valve are opened, and the intake valve is completely closed. For this reason, the intake pressure is not affected by exhaust pulsation or the like, and the intake pressure can be detected in a stable state. As a result, the fully closed state of the throttle 22 can be detected with high accuracy.
  • FIG. 3 shows the relationship between the crank position and the intake pressure at the idle rotation speed, but the same tendency is shown at the rotation speed other than the idle rotation speed, for example, the normal rotation speed during traveling. Therefore, even when the throttle 22 is fully closed during normal running, it can be detected with high accuracy as described above.
  • FIG. 4 is a graph showing the relationship between the engine speed at a predetermined position (crank number 16) of the crankshaft and the intake pressure when the throttle is fully closed.
  • the horizontal axis is the engine speed (rpm)
  • the vertical axis is the intake pressure.
  • the curve P indicates the intake pressure when the throttle 22 (see FIG. 1) is fully closed in the crank number 16.
  • the intake pressure increases as the engine speed decreases.
  • a value obtained by adding a predetermined value to the detected intake pressure is set as a threshold value used for determining whether the throttle 22 is fully closed.
  • this predetermined value for example, an intake pressure value at a minute throttle opening at which a conventional throttle position sensor determines whether or not the valve is fully closed may be used. Furthermore, it can change suitably based on the determination precision of the fully closed state requested
  • the threshold value is provided with a lower limit value L and an upper limit value H, and the threshold value has a certain width.
  • a curve L shown in FIG. 4 indicates a lower limit value L.
  • the region below the curve L represents the “fully closed non-restricted region R L ” in which the throttle 22 is determined to be fully closed.
  • the curve H indicates the upper limit value H, and when the detected intake pressure is larger than the upper limit value H, it is determined that the throttle 22 is not fully closed.
  • the region above the curve H represents the “non-fully closed region R H ” for determining that the throttle 22 is not fully closed.
  • the area between the curve L and the curve H is an intermediate region R M.
  • the detected intake air pressure when within the intermediate region R M, open state immediately before the throttle 22 is reflected as it is. For example, if it is determined that the previous state is the throttle 22 fully closed, it is determined that the throttle 22 is fully closed. If the previous state is determined that the throttle 22 is not fully closed, it is determined that the throttle 22 is not fully closed. .
  • threshold values are calculated from the intake pressure detected by any one of crank numbers 8 to 16. If necessary, the intake pressure may be detected at a plurality of crank numbers, and a threshold value may be calculated for each crank number.
  • FIG. 5 is a flowchart showing the fuel cut operation of the fuel injection control system for the internal combustion engine according to the present embodiment.
  • step ST102 NO
  • the control ends.
  • step ST102: YES the engine speed, intake pressure, and intake pressure threshold values (lower limit value L and upper limit value H (see FIG. 4)) at that time are calculated.
  • the fuel injection control device 31 determines whether or not a fuel cut is currently being performed (step ST103).
  • step ST104 YES
  • the throttle position determination means 32 determines that the throttle 22 is in a fully closed state.
  • step ST105: YES If the value of the intake pressure is greater than the upper limit value H (step ST105: YES), the throttle position determination means 32 determines that the throttle 22 is not fully closed.
  • the fuel injection control device 31 issues a command to the injector 26 so as to inject an amount of fuel corresponding to the degree of opening of the throttle 22, and then ends the control.
  • step ST103 the throttle position determination means 32 determines whether or not the previous state is a fuel cut. That is, in step ST103, the throttle position determination means 32 determines whether the detected intake pressure is compared with the lower limit value L or the upper limit value H based on the previous open / closed state of the throttle 22. In step ST104, it is determined based on the lower limit value L whether the fuel cut is executed or the fuel injection is maintained. In step ST105, it is determined whether the fuel cut is canceled or the fuel cut is maintained based on the upper limit value H.
  • the throttle position determining means 32 fuel injection control device 31
  • the fuel cut is executed.
  • the intake pressure is in the non-fully closed region RH , it is determined that the throttle 22 is not fully closed and the fuel cut is released.
  • the intake pressure is in the intermediate region R M is in accordance with the immediately preceding fuel cut conditions (open state immediately before the throttle 22), to maintain the value of the fuel cut flag (FFC).
  • the threshold value of the intake pressure used to determine whether the throttle 22 is fully closed is determined when fuel injection is performed (step 103: YES) and when fuel injection is stopped (step ST103: No).
  • a difference is provided to the threshold (lower limit value L and the lower limit value H), by which gave width intermediate region R M, the detected value of the intake pressure is fully closed deemed region R L and a non-fully closed Even in the boundary region (intermediate region R M ) with the deemed region RH , it is possible to prevent the fuel injection from being repeatedly performed and stopped. As a result, it is possible to prevent hunting in which the engine speed increases and decreases dramatically.
  • the throttle 22 is fully closed without using TPS in order to determine the fully closed state of the throttle 22 from the intake pressure value.
  • the state can be detected.
  • the structure for the position determination of the throttle 22 can be simplified, and maintainability and productivity can be improved.
  • the rotation angle range of the crankshaft 4 is set to a range where the intake pressure is stable (crank numbers 8 to 16).
  • the detection accuracy of the fully closed state of the throttle 22 can be increased.
  • the fuel injection control system 1 for an internal combustion engine according to the present embodiment the fuel injection control can be realized with high accuracy with a simple configuration by using the determination result of the throttle position determination system 33 for fuel control. Can improve fuel efficiency.
  • the fuel injection control system 1 of the internal combustion engine is configured to be applied to a single cylinder engine, but is not limited to this configuration.
  • the fuel injection control system 1 for an internal combustion engine may be applied to, for example, a multi-cylinder engine.
  • the same control as in the present embodiment is possible as long as an independent intake pipe 21, throttle valve 23, and intake pressure sensor 24 are provided for each cylinder.
  • the rotation angle (crank position) of the crankshaft 4 is detected by the plurality of teeth 42.
  • the rotation angle of the crankshaft 4 may be detected with a single tooth 42. In this case, it is preferable to provide the single tooth 42 in a range from the start of the expansion stroke of the internal combustion engine to the completion of the exhaust stroke.
  • the present invention has the effect of being able to detect the fully closed state of the throttle with high accuracy with an inexpensive configuration without using TPS, and in particular, determining the fully closed state of the throttle. This is useful for an internal combustion engine throttle position determination system and an internal combustion engine fuel injection control system.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
PCT/JP2015/064215 2014-05-21 2015-05-18 内燃機関のスロットル位置判定システム及び内燃機関の燃料噴射制御システム WO2015178349A1 (ja)

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DE112015000121.2T DE112015000121B4 (de) 2014-05-21 2015-05-18 Drosselklappenstellungsbestimmungssystem für Verbrennungsmotor und Kraftstoffeinspritzsteuerungssystem für Verbrennungsmotor

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JP2014-104954 2014-05-21
JP2014104954A JP6326960B2 (ja) 2014-05-21 2014-05-21 内燃機関のスロットル位置判定システム及び内燃機関の燃料噴射制御システム

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CN111044558B (zh) * 2018-10-12 2020-09-29 天津大学 高温探头及其制备方法和应用
FR3089257B1 (fr) 2018-12-04 2022-01-07 Continental Automotive France Procédé de commande d’un moteur à combustion interne à apprentissage de la pression atmosphérique
CN112179943B (zh) * 2019-07-02 2021-12-21 天津大学 用于测量导热系数的探头及其制备方法

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