CN103362672A - Fuel injection control device of internal combustion engine - Google Patents
Fuel injection control device of internal combustion engine Download PDFInfo
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- CN103362672A CN103362672A CN2013100999336A CN201310099933A CN103362672A CN 103362672 A CN103362672 A CN 103362672A CN 2013100999336 A CN2013100999336 A CN 2013100999336A CN 201310099933 A CN201310099933 A CN 201310099933A CN 103362672 A CN103362672 A CN 103362672A
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- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
Provided is a fuel injection control device of an internal combustion engine, and the device can execute fuel correction when speeding up in rarefaction operation, and would not cause increase of components and increase of calculation load. The fuel injection control device of the internal combustion engine comprises an injection amount correction unit, and a rarefaction correction unit. The injection amount correction unit adds speeding-up fuel correction amount on preset basic injection amount when the unit detects an engine is on an accelerated operation status. When operation status of the engine breaks into a preset rarefaction area, the rarefaction correction unit multiplies basic injection amount by a rarefaction coefficient, and rarefaction operation which applies rarefaction air-fuel ratio is executed, the rarefaction air-fuel ratio being on a rarefaction side compared with a theoretical air-fuel ratio. The injection amount correction unit comprises a speeding-up fuel correction unit used for the rarefaction operation, and when the unit detects the engine is on an accelerated operation status, speeding-up fuel correction amount used for the rarefaction operation after divided by the rarefaction coefficient is obtained.
Description
Technical field
The present invention relates to a kind of fuel injection control system of internal-combustion engine, particularly carry out the fuel injection control system based on the internal-combustion engine of the air-fuel ratio feedback control of oxygen sensor output and rarefaction control.
Background technique
All the time, the known fuel injection control system that such internal-combustion engine is arranged: the output value based on the oxygen sensor that is located at outlet pipe is carried out feedback control to fuel injection amount, and (stoiciometry: state stoichiometric) burns so that internal-combustion engine is closing on chemically correct fuel.And, in this fuel injection control system, it is also known for such technology: when vehicle accelerates, carry out the incremental correction of fuel injection amount or carry out the rarefaction running of under predetermined condition, using the lean air fuel ratio thinner than chemically correct fuel, to realize the raising of fuel efficiency.
Such fuel injection control system is disclosed in the patent documentation 1: when the variance ratio based on throttle opening detects acceleration mode, fuel correction amount when basic emitted dose is added acceleration.
In addition, such fuel injection control system is disclosed in the patent documentation 2: detect by oxygen sensor produce deviation with chemically correct fuel and calculate and study corresponding to the correcting value of the difference of chemically correct fuel after, the running of beginning rarefaction.
In addition, patent documentation 3 discloses such fuel injection control system: utilize LAF(linear Air by Fuel: linear air and fuel ratio) sensor carries out feedback control to fuel injection amount, this LAF sensor is that thin or dense oxygen sensor is different from only judging with respect to chemically correct fuel, and this LAF sensor can directly be measured air fuel ratio in the wide range from thin to dense.
Patent documentation 1: No. 2572436 communique of Japan's special permission
Patent documentation 2: Japanese kokai publication hei 9-264176 communique
Patent documentation 3: Japanese kokai publication sho 60-219428 communique
But, exist in the situation of accelerating operation in this rarefaction running of record in the patent documentation 2, even in the rarefaction running, also wish to respect driver's acceleration wish, the incremental correction when accelerating.But, fuel correction technology when directly using the acceleration of patent documentation 1 record, the fuel correction amount might can not get the acceleration mode that the driver wishes when only the few emitted dose in few rarefaction running being increased common acceleration.To this, consideration can be carried out feedback control all the time by the LAF sensor that utilizes patent documentation 3 records, fuel correction amount was many when fuel correction quantitative change must be than the acceleration in the common running when being controlled to acceleration in the rarefaction running with this, but except needs were prepared the LAF sensor in addition, also having had increased data volume and this problem of computational burden that storage keeps.
Summary of the invention
The object of the invention is to solve the problem of above-mentioned prior art, a kind of fuel injection control system of internal-combustion engine is provided, the fuel correction when fuel injection control system of this internal-combustion engine can be carried out the acceleration that is suitable for rarefaction running, and can not cause the increase with computational burden of appending of parts.
In order to achieve the above object, the fuel injection control system of internal-combustion engine of the present invention has: throttle opening variance ratio detection unit (50), and it detects the variance ratio (Δ TH) of the throttle opening (TH) of internal-combustion engine (E); Accelerated service state detection unit (51), it detects described internal-combustion engine (E) based on described variance ratio (Δ TH) and whether is in the accelerated service state; And emitted dose correcting unit (52), when detecting when being in described accelerated service state, fuel correction amount when this emitted dose correcting unit (52) adds acceleration to predefined basic emitted dose (TO) (TACC * KTH), the fuel injection control system of this internal-combustion engine also possesses rarefaction correcting unit (55), when the operating condition of described internal-combustion engine (E) is charged into predetermined rarefaction zone (L), this rarefaction correcting unit (55) multiply by rarefaction coefficient (KLEAN) with described basic emitted dose (T0), the rarefaction running of comparing the rarefaction air fuel ratio that is in lean side with chemically correct fuel has been used in execution, the First Characteristic of described fuel injection control system is, fuel correction unit (53) when described emitted dose correcting unit (52) comprises the rarefaction running with acceleration, when detecting when being in described accelerated service state in the running of described rarefaction, this rarefaction running is fuel correction amount (TACC * fuel correction amount (TACC * KTH ÷ KLEAN) when KTH) using acceleration divided by the running of the rarefaction behind the described rarefaction coefficient (KLEAN) when fuel correction unit (53) obtain described accelerations when accelerating.
In addition, Second Characteristic of the present invention is, the increase of the load of described internal-combustion engine (E) and throttle opening (TH) and engine speed (NE) correspondingly becomes large, described rarefaction coefficient (KLEAN) is set to along with the load of described internal-combustion engine (E) becomes large and diminishes, described rarefaction zone (L) correspondingly is divided into a plurality of segmentations zone (L1 with described rarefaction coefficient (KLEAN), L2, L3), described a plurality of segmentations zone (L1, L2, L3) have along with the load of described internal-combustion engine (E) is risen, rotating speed improves and part that the rarefaction tendency diminishes.
In addition, the of the present invention the 3rd is characterised in that, when the variance ratio (Δ TH) of described throttle opening (TH) surpasses than the large Second Threshold (T2) of the first threshold (TI) that is used for judging whether to be in the accelerated service state, described emitted dose correcting unit (52) switches to common running from the running of described rarefaction, and the fuel correction amount is carried out fuel correction when accelerating when utilizing the acceleration of using in common running.
In addition, the of the present invention the 4th is characterised in that, described rarefaction correcting unit (55) makes described rarefaction coefficient (KLEAN) move closer to 1 when breaking away from described rarefaction zone (L).
According to First Characteristic, fuel correction unit when the emitted dose correcting unit comprises the rarefaction running with acceleration, when detecting when in rarefaction running, being in the accelerated service state, fuel correction amount when this rarefaction running fuel correction unit when accelerating is obtained the rarefaction running after divided by the rarefaction coefficient of fuel correction amount when accelerating with acceleration, therefore fuel correction amount in the time of can calculating the acceleration corresponding with the rarefaction running, and need not arrange can be within comprising the wide range of chemically correct fuel the LAF sensor of direct-detection air fuel ratio, also need not increase storage data volume and computational burden.
In addition, the large value of fuel correction amount when rarefaction running fuel correction amount when accelerating being set as the acceleration than application when the common running, even in the situation of accelerating to operate thus in the rarefaction running, the driver also can access the acceleration of complying with its wish.In addition, in rarefaction running, become in the situation of acceleration mode, fuel correction when need not control mode switched to common running the acceleration that the driver expects just can be provided from the rarefaction running, so can alleviate computational burden.
According to Second Characteristic, it is large that the increase of the load of internal-combustion engine and throttle opening and engine speed correspondingly becomes; the rarefaction coefficient is set to along with the load of internal-combustion engine becomes large and diminishes; the rarefaction zone correspondingly is divided into a plurality of segmentations zone with the rarefaction coefficient; a plurality of segmentations zone has that load rising, rotating speed along with internal-combustion engine improves and part that the rarefaction tendency diminishes; therefore can easily obtain the load of internal-combustion engine, the excellent tendency of fuel efficiency change that can be set as rarefaction coefficient and internal-combustion engine correspondingly diminishes.In addition, in the situation of the acceleration for stabilization of motor, also can be set as rarefaction coefficient and the fuel efficiency that makes motor and become excellent fuel oil fine setting and correspondingly change.
In addition; the rarefaction coefficient is lower, the rarefaction corrected value of basic emitted dose more descends, but simultaneously; therefore the fuel increment correcting value can use the effect of fuel correction amount when further improving acceleration with the rarefaction coefficient owing to the inverse of rarefaction coefficient rises during acceleration.And, in the situation of the acceleration for stabilization of motor, can be set as the rarefaction coefficient also becomes excellent fuel oil fine setting with the fuel efficiency that makes motor and correspondingly changes, therefore in situation about stably accelerating, the fuel increment when acceleration that the driver expects can be provided when keeping the rarefaction state.
According to the 3rd feature, when the variance ratio of valve opening surpasses than the large Second Threshold of the first threshold that is used for judging whether being in the accelerated service state, the emitted dose correcting unit switches to common running from the rarefaction running, and fuel correction when the fuel correction amount is carried out and accelerated when utilizing the acceleration of using in usually turning round, therefore in the large situation of the variance ratio of throttle opening, fuel correction amount in the time of can using the acceleration based on common operating condition, the acceleration mode that can provide as early as possible the driver to expect thus, and need not carry out the computing of the inverse etc. of rarefaction coefficient.
According to the 4th feature; the rarefaction correcting unit makes the rarefaction coefficient move closer to 1; so the vary stable of air fuel ratio ground carries out, can make the driver be difficult for perceiving to follow the variation of driving force of transferring to the internal-combustion engine of common driving from rarefaction when breaking away from the rarefaction zone.
Description of drawings
Fig. 1 is the integrally-built figure that internal-combustion engine is shown.
Fig. 2 is the block diagram that the structure of control unit is shown.
Fig. 3 is the mapping graph for the load area of retrieval internal-combustion engine.
Fig. 4 is the mapping graph that the air-fuel ratio feedback zone is shown.
Fig. 5 be feedback areas is shown and the KBU that in each feedback areas, sets between the KBU mapping graph of relation.
Fig. 6 is the explanatory drawing that the relation between KO2 and the KBU is shown.
Fig. 7 is the schematic representation after KBU mapping graph shown in Figure 5 is simplified.
Fig. 8 is the KBU mapping graph that the rarefaction area distribution is shown.
Even Fig. 9 illustrates to charge into the rarefaction zone, the figure of the example of the operating condition that the rarefaction running does not also begin.
Figure 10 is the figure that the example of the operating condition that does not begin the rarefaction running owing to do not charge into the rarefaction zone is shown.
Figure 11 is the figure that the example of the operating condition by accelerating slowly to charge into rarefaction zone L is shown.
Figure 12 is the figure that is illustrated in the example of the operating condition of accelerating slowly in the rarefaction zone.
Figure 13 is the figure that the state that is further segmented in the rarefaction zone is shown.
Figure 14 illustrates the environmental change of generation in the rarefaction running and the line chart of the relation between the environment correction factor in the idling zone.
Figure 15 is the line chart that output value and the relation between the air fuel ratio of oxygen sensor are shown.
Figure 16 is the flow chart that the flow process of rarefaction running control is shown.
Figure 17 is the flow chart that the flow process of the transfer control between rarefaction running and the common running is shown.
Figure 18 is the flow chart that the flow process of idle speed zone domain monitoring control is shown.
Figure 19 illustrates the flow chart of flow process that the affirmation control of condition is charged in rarefaction running.
The flow chart of the flow process of fuel correction control when Figure 20 is the acceleration that illustrates in the rarefaction running.
The explanatory drawing of the difference during acceleration when Figure 21 is the acceleration that illustrates in the common running in the running of fuel correction and rarefaction between the fuel correction.
Label declaration
26: engine load sensor; 32: oxygen sensor; 50: throttle opening variance ratio detection unit; 51: the accelerated service state detection unit; 52: the emitted dose correcting unit; 53: rarefaction running fuel correction unit when accelerating; 55: the rarefaction correcting unit; A1～A6: feedback areas; A3, A4: presumptive area; C: control unit (control device); E: motor (internal-combustion engine); KBU1～KBU6: environment correction factor; KLEAN: rarefaction coefficient; KO2: feedback correcting coefficient; KO2ave: mean value; L: rarefaction zone; L1, L2, L3: segmentation zone; T1: first threshold; T2: Second Threshold; Δ TH: the variance ratio of throttle opening TH; Z: predetermined threshold; TACC * KTH: correcting value during acceleration; TACC * KTH ÷ KLEAN: rarefaction running fuel correction amount when accelerating.
Embodiment
Below, with reference to accompanying drawing, describe preferred implementation of the present invention in detail.Fig. 1 is the block diagram of structure that the fuel injection control system of the internal-combustion engine that an embodiment of the invention relate to is shown.Chimeric slidably in the cylinder thorax 11 that is equipped on two-wheeled water-cooled (or air cooling) formula internal-combustion engine (motor) E have a piston 12.Be connected with to the firing chamber venting gas appliance 15 that 13 waste gas of supplying with the air inlet system 14 of mixed gass and in the future spontaneous combustion chamber 13 are discharged at the cylinder head 16 of motor E.Be formed with gas-entered passageway 17 at air inlet system 14, be formed with exhaust passage 18 at venting gas appliance 15.Catalyst 25 is installed between venting gas appliance 15 and the exhaust passage 18.At cylinder head 16, its front end is installed is projected into spark plug 20 in the firing chamber 13 and the air inlet/exhaust valve of valve mechanism.
When air inlet system 14 can be opened and closed to dispose the closure 21 of control air inflow, be provided with the Fuelinjection nozzle 22 of burner oil in the position that more is in the downstream side than closure 21.In addition, be connected with the bypass channel 27 of walking around closure 21 at gas-entered passageway 17, utilize actuator 28 to be adjusted at the air quantity of circulation in this bypass channel 27, carry out thus the adjustment of idling (idle running) rotating speed.Idling speed is adjusted automatically by actuator 28, but in order to cater to user's hobby, can also take this self-adjusting rotating speed as benchmark, adjust arbitrarily by the idling screw.
As igniting opportunity of the control unit C of control gear control spark plug 20, from the action of fuel injection amount and the actuator 28 of Fuelinjection nozzle 22.Control unit C inputs respectively: detect closure 21 aperture engine load sensor 26 output signal, bent axle 29 that detection is connected with piston 12 rotating speed speed probe 30 output signal, detection engine cooling water water temperature cooling-water temperature sensor 31 output signal, be installed on the output signal of oxygen sensor 32 that more is in the exhaust passage 18 of upstream side than catalyst 25 in order to detect oxygen concentration remaining in the waste gas.
Fig. 2 is the block diagram that the structure of control unit C is shown.Control unit C comprises: basic injection quantity computation unit 34, and it is identified for obtaining the basic emitted dose of target air-fuel ratio with reference to basic emitted dose mapping Figure 33; Feedback correcting coefficient computing unit 35, its output signal based on oxygen sensor 32 is calculated and is used for making air fuel ratio near the feedback correcting coefficient KO2 of target air-fuel ratio; With fuel injection amount computing unit 37, it is based on the final fuel injection amounts of calculating such as correcting value that obtained by feedback correcting coefficient computing unit 35.Thus, control unit C can obtain suitable fuel injection amount and need to be based on air inlet pressure and barometric pressure.
Basic injection quantity computation unit 34 derives basic emitted dose based on the engine speed NE of engine rotation speed sensor 30 acquisitions and the throttle opening TH of engine load sensor 26 acquisitions from basic emitted dose mapping Figure 33.
Feedback correcting coefficient computing unit 35 has: dense rare identifying unit 38 of judging dense rare degree of waste gas based on the output signal of oxygen sensor 32; With the parameter calculation unit 39 based on feedback correcting coefficient KO2 of the result of determination theoretical air-fuel ratio of this dense rare identifying unit 38 etc.Oxygen sensor 32 is that only can judge with respect to chemically correct fuel is rare or dense sensor.In addition, to non-volatile memories section 40 stored parameters such as EEPROM or flash memories, (when system starts) reads in parameter from non-volatile memories section 40 when ignition switch is connected at predetermined period for parameter calculation unit 39.
Feedback correcting coefficient KO2 and the environment correction factor KBU of parameter calculation unit 39 by being stored in periodically non-volatile memories section 40 utilizes formula KT=KO2 * KBU to calculate the unified correction factor KT that is used for carrying out based on the output signal of oxygen sensor 32 air fuel ratio control.The mode that environment correction factor KBU correspondingly changes with the rheological parameters' change with time with motor E is learnt and is determined for each load area of motor E.Environment correction factor KBU is stored in non-volatile memories section 40 at predetermined period, even after cutting off the power supply and halt system of vehicle, and also can retention value and when lower subsystem starts, read in.
Feedback correcting coefficient KO2 be when carrying out the feedback control of air fuel ratio at the temporary transient variable that uses of each predetermined period, basically, carry out the feedback control based on this feedback correcting coefficient KO2, make air fuel ratio near target air-fuel ratio.Feedback correcting coefficient KO2 determines based on the result of determination of dense rare identifying unit 38.
Fuel injection amount computing unit 37 comprises: throttle opening variance ratio detection unit 50, its output based on engine load sensor 26 detect the variance ratio Δ TH of throttle opening; Accelerated service state detection unit 51, it detects vehicle and whether is in the accelerated service state based on the value of the variance ratio Δ TH of throttle opening; Emitted dose correcting unit 52, it calculates fuel correction amount when accelerating when detecting vehicle and be in the accelerated service state, and additional to basic emitted dose; And rarefaction correcting unit 55, it carries out the rarefaction running of having used the lean air fuel ratio thinner than chemically correct fuel under predetermined operating condition.
In addition, emitted dose correcting unit 52 comprises: fuel correction when common running fuel correction unit 56 when accelerating, acceleration when it carries out the common running of inapplicable rarefaction running; With rarefaction running fuel correction unit 53 when accelerating, fuel correction during acceleration when it carries out rarefaction running.Rarefaction correcting unit 55 comprises KBU mapping Figure 54, this KBU mapping Figure 54 illustrate and the corresponding a plurality of feedback areas of engine loading and environment correction factor KBU(below simply be expressed as KBU) between relation.
Fig. 3 is the mapping graph that the retrieval engine load region is used.Which zone control unit C is in based on engine speed NE and throttle opening TH retrieval engine loading.In this mapping graph, the a plurality of setting throttle opening THFB0, THFB1, THFB2, the THFB3 that set between lower limit throttle opening THO2L, capping throttle opening THO2H and this two throttle openings are redefined for: correspondingly become greatly with the increase of engine speed NE, and the relation of THO2L＜THFB0＜THFB1＜THFB2＜THFB3＜THO2H is set up.
The solid line of respectively setting throttle opening THO2L, THFB0, THFB1, THFB2, THFB3, THO2H is shown, be respectively the boundary value of using when throttle opening TH is increased, be used for applying sluggish value when making the border stride across shrinking side with being shown in dotted line of this solid line adjacency.
Fig. 4 is the mapping graph that the feedback areas of air fuel ratio is shown.The feedback areas of the air fuel ratio shown in the oblique line section (O2F/B) is by setting lower limit rotational speed N LOP, capping rotational speed N HOP and idling zone upper limit rotational speed N THO2L, setting lower limit throttle opening THO2L and the definite zone of capping throttle opening THO2H.In addition, the value of the increase side of the engine speed NE of idling zone upper limit rotational speed N THO2L illustrates with solid line, and the value that reduces side of engine speed NE is shown in broken lines, sets thus sluggishness (hysteresis).In addition, set lower limit throttle opening THO2L and capping throttle opening THO2H and illustrate with solid line in the value of the increase side of throttle opening TH, shown in broken lines in the value that reduces side of throttle opening TH, set thus sluggishness.
Fig. 5 is the KBU mapping Figure 54 with the relation between Fig. 3 and the incompatible KBU that feedback areas is shown and sets in each feedback areas of the determined Regional Gravity And of Fig. 4.In the figure, based on engine speed NE and throttle opening TH, setting comprises a plurality of load areas of a plurality of feedback areas, in the present embodiment, give numbering " 1 " to " 6 " to 6 feedback areas and illustrate, to the zone beyond the feedback areas give numbering " 0 ", " 7 " to " 11 " illustrate.And, in the following description, also the feedback areas that is divided into altogether 11 can be illustrated with the label of A1 to A11.
A plurality of load areas border each other shown in Figure 5 is confirmed as having sluggishness, and it is less and narrower to be set as throttle opening TH with the feedback areas shown in " 1 " to " 6 ".And, when the operating condition of motor is in feedback areas, detection is in which zone in each feedback areas " 1 " to " 6 ", select corresponding respectively KBU1～KBU6, to " 11 ", utilize the KBU1 to KBU6 of the feedback areas adjacent with this load area to control fuel injection amount with regard to the zone of the engine load beyond the feedback areas " 0 ", " 7 ".
Basic injection quantity computation unit 34 derives basic emitted dose T0 based on basic emitted dose mapping Figure 33, and correcting unit 36 is so that (T0 * KT) obtains and proofreaies and correct emitted dose T1.Fuel injection amount computing unit 37 is obtained the fuel injection time corresponding with this correction emitted dose T1, control unit C controls the fuel injection amount from Fuelinjection nozzle 22 based on carrying out for the correction fuel injection time afterwards of oxygen sensor 32 detected air fuel ratios as target air-fuel ratio.
About KBU, the value of KO2 for fixing state under, through after the scheduled time, select KBU1～6 from mapping graph shown in Figure 5, selecteed KBUx multiply by this moment KO2 value and upgrade (study) be new KBUx ' (KBUx '=KO2 * KBUx).The value of KO2 is returned reference value (1.0) after KBU x is updated to KBUx '.Namely the value at KO2 is under the state of fixing, and every through after the scheduled time, KBUx just is updated to KBUx ', KBUx 〞 (=KO2 * KBUx ') ...
KBUx ', KBUx 〞 ... the identical value of unified correction factor KT for each self refresh time the, but as previously mentioned, KT=KO2 * KBU, so the change of the value of KT and KO2 correspondingly changes, until next KBU upgrades.
Here, with reference to the line chart of Fig. 6, specify above-mentioned KO2 and the relation between the KBU.In the feedback control that present embodiment relates to, when the correction quantitative change that is used for becoming chemically correct fuel is large, thereupon, simply be expressed as KO2 below the feedback correcting coefficient KO2() become larger value, but on the calculation process, KO2 wishes to be placed in the value near 1.0.Therefore, the value of KO2 for fixing state under,, upgrade the value of (study is storage also) KBU through after the scheduled time, so that the value of KO2 returns 1.0.
In example shown in Figure 6, at moment t1, the reduction of KO2 and oxygen sensor output correspondingly increases since 1.0.And the example of the reason that increases at short notice as this KO2 can be enumerated and makes the idling screw to loosening direction rotation or falling the external interference such as barometric pressure rising that cause from eminence.Then, at moment t2, along with air fuel ratio approaches the V1 that becomes the stoichiometric state, the increase of KO2 is parked in 1.2.In this case, constantly becoming external interference between t1～t2 produces interval.And at moment t3, the state fixing along with KO2 continues between scheduled time Ta, and KBUx is updated to KBUx ' (1.2=1.2 * 1.0), and KO2 reduces to 1.0 suddenly.
In addition, at moment t4, the reduction of KO2 and oxygen sensor output correspondingly increases again since 1.0.Here, the example of the reason of KO2 increase also as hereinbefore.Then, at moment t5, follow air fuel ratio to converge on the stoichiometric state, the increase of KO2 is parked in 1.2.In this case, constantly becoming external interference between the t4 to t5 produces interval.And at moment t6, the state fixing along with KO2 continues between scheduled time Tb, and KBUx ' is updated to KBUx 〞 (1.44=1.2 * 1.2), and KO2 reduces to 1.0 again suddenly.By the updating value (learning value) that keeps this KBUx, the value of KO2 is played a role as the environment correction factor KBU that is incorporated in the proper range.And scheduled time Ta, Tb can be set to arbitrary value.
Control unit C decides basic emitted dose according to throttle opening TH and engine speed NE, and, by feedback correcting coefficient KO2 and environment correction factor KBU be multiply by basic emitted dose TO, make the feedback control of air fuel ratio become possibility, wherein, feedback correcting coefficient KO2 decides according to the checkout value of oxygen sensor 32, and environment correction factor KBU learns and decides according to each engine loading in the mode that changes along with the rheological parameters' change with time of motor E.According to this feedback control, do not need air inlet pressure sensor and atmosphere pressure sensor, can reduce system cost and reduce number of components.Particularly, in the operation range of low throttle opening, the friction of having considered motor E changes and the feedback control that is attached to the intake variation that causes on the closure 21 etc. owing to coal becomes possibility.In addition, in high throttle opening zone, even in the larger situation of the output bias of engine load sensor 26, also can set suitable air fuel ratio.
Control unit C carries out the fuel injection control of having used feedback correcting coefficient KO2 and environment correction factor KBU in the feedback areas of air fuel ratio.In addition, it is narrower that the feedback areas of air fuel ratio is set as the less then feedback areas of throttle opening, thus, and in the low throttle opening zone of the deteriorated impact that is subject to easily bypass valve etc., trickle study control can be carried out, thereby more suitable air fuel ratio control can be carried out.
Fig. 7 is that KBU mapping graph shown in Figure 5 is by the schematic representation after simple.As mentioned above, the KBU mapping graph show feedback areas and KBU that each feedback areas is set between relation.In the figure, according to engine speed NE and throttle opening TH, in the O2F/B zone, be divided into 6 feedback areas and give the label of " A1 "～" A6 " and illustrate.The label of each self-corresponding environment correction factor KBU being given " KBU1 "～" KBU6 " illustrates.The outside of A1～A6 is in beyond the O2F/B zone.In the present embodiment, the feedback areas A1 with low TH and low NE is called idling zone A1.
Fig. 8 is the KBU mapping graph that the distribution of rarefaction zone L is shown.In the present embodiment, the part in the feedback areas is set as rarefaction zone L.For example, rarefaction zone L is set as the zone (the diagram point is retouched section) of a part of striding feedback areas A3, A4.In the present embodiment, constitute: in the L of this rarefaction zone, carry out the rarefaction running, realize the raising of fuel efficiency, wherein, the lean air fuel ratio thinner than chemically correct fuel used in described rarefaction running.
But, the related oxygen sensor 32 of present embodiment is sensors as described below: as show shown in the plotted curve of the output value of oxygen sensor of Figure 15 and the relation between the air fuel ratio, show the stair-stepping Voltage-output take chemically correct fuel (stoichiometric) state as separation, oxygen sensor 32 only can judge that with respect to chemically correct fuel λ s be rare or dense.Therefore, in having used the rarefaction running of comparing the rarefaction air fuel ratio that is in lean side with chemically correct fuel λ s, the output value of oxygen sensor 32 is partial to significantly to approach away from the voltage Vs corresponding with chemically correct fuel λ s zero value, and it is impossible to become based on the feedback control of the output value of oxygen sensor 32.Therefore, in such environmental change of the again study that needs environment correction factor KBU, even produced the environmental change that the output value according to oxygen sensor 32 just can detect in rarefaction running, control unit C can not detect it and be in during rarefaction turns round.In the present embodiment, in order to process such situation, constitute: by monitoring the variation of the feedback correcting coefficient KO2 among the A1 of idling zone, be in due course the again study of execution environment correction factor KBU3, KBU4.
In addition, comprise in the beginning condition of rarefaction running: the environment correction factor KBU3 of feedback areas A3, A4, the study of KBU4 are finished.In addition, can be set as: after the rarefaction running finishes, again begin in the situation of rarefaction running, from the side that KBU3, KBU4 learning have finished, begin successively the rarefaction running.
In addition, detect according to the output value of oxygen sensor 32 whether to be the method for chemically correct fuel λ s as described below.About the output value at the oxygen sensor 32 of theoretical air fuel ratio time output predetermined voltage Vs, after ato unit, combustion regime is during near chemically correct fuel λ s, and its amplitude reduces and converges on predetermined voltage Vs.At this moment, with the variance ratio of the output value of oxygen sensor 32 from just becoming negative or becoming positive situation as " output value counter-rotating " from negative, can count this number of times that reverses, thus, for example the counter-rotating of the output value by carrying out 3 oxygen sensors 32 can detect the stable stoichiometric state that is in.In addition, shown in dotted line La, rarefaction zone L is set as the scope that arrives feedback areas A5 gets final product, perhaps shown in dot and dash line Lb, be set as the scope that arrives feedback areas A5～A6 and get final product.
Even Fig. 9 illustrates to charge into the figure of example that rarefaction zone L does not begin the operating condition of rarefaction running yet.The switching of running just is performed in the situation that satisfies a plurality of conditions shown below from common operating condition to rarefaction.As its condition, be set with: (a) engine water temperature (perhaps oil temperature) is more than predetermined value (for example 8O degree); (b) be through with KBU3,4 study (the KBUOK sign is set up); (c) charged into the rarefaction zone; (d) under the state that has applied fuel correction when accelerating, the fuel correction execute flag does not arrange when charging into rarefaction zone L(and accelerating); (e) not owing to fuel cut-off state that the closure full cut-off causes (during full cut-off fuel spray the cut-off sign be set up); (f) speed changer is not neutral state etc.
In Fig. 9, even also do not begin the situation that rarefaction turns round as charging into the rarefaction zone, show owing to suddenly the situation (NG1) of the regional L of rarefaction and speed changer is charged into the regional L of rarefaction owing to the fast idle under the neutral state (ス Na ッ プ) situation (NG2) are charged in acceleration or anxious deceleration.
Figure 10 is the figure that the example of the operating condition that does not begin the rarefaction running owing to do not charge into rarefaction zone L is shown.Under the closure full-shut position, apply engine braking and when slowing down, fuel sprays in the cut-off region (THFC zone NG3) when full cut-off, because throttle opening full cut-off and do not charge into rarefaction zone L, so the rarefaction running does not begin.
Figure 11 illustrates owing to accelerate slowly namely to accelerate slowly to charge into the figure of the situation of the regional L of rarefaction from the outside of rarefaction zone L.Even the slowly acceleration shown in this figure is to accelerate slowly, fuel correction when in fuel injection amount, also having added acceleration.In the present embodiment, be set as: even owing to accelerating slowly to charge into rarefaction zone L, when additional the acceleration fuel correction during, do not begin the rarefaction running.
Figure 12 is the figure that is illustrated in the example of the operating condition of accelerating slowly in the L of rarefaction zone.In this case, because it is the border of common operation range that rarefaction zone L does not stride across with rarefaction zone L feedback areas in addition, so continue the rarefaction running, carry out by the rarefaction running when accelerating fuel correction unit 53(with reference to Fig. 2) the fuel correction when rarefaction that carries out turns round the acceleration of usefulness.The details of fuel correction will be described later during the acceleration of this rarefaction running usefulness.
Figure 13 is the figure that illustrates the state of the further sectionalization of rarefaction zone L.In the figure, rarefaction zone L Further Division is segmentation regional L1, L2, L3, and be set as: set different rarefaction air fuel ratios by each that this is segmented among regional L1, L2, the L3, the fuel efficiency that further improves based on the rarefaction running improves effect.For segmentation regional L1, L2, L3, set respectively L1: the fuel adjustment 19.0 of fuel efficiency optimum, L2: the fuel adjustment 18.0 of fuel efficiency optimum, L3: the air fuel ratios such as the fuel adjustment 17.0 of fuel efficiency optimum, can realize further optimization of rarefaction running.In addition, L1, L2, L3 have the relation of L1＜L2＜L3.L2 is included among the L3, and L1 is included among the L2.During from the viewpoint of the low load of ENG (low NE, low TH), along with the increase of NE and TH, rarefaction zone L moves and changes along illustrated solid line S in the mode of L3 → L2 → L1 → L2 → L3.
Figure 14 is illustrated in the environmental change of generation in the rarefaction running and the plotted curve of the relation between the environment correction factor KBU in the A1 of idling zone.Herein, the reason of impact request fuel adjustment has 5: the deviation that the individual difference of (1) vehicle causes, (2) deviation that causes of the sensor individual difference such as oxygen sensor, (3) variation of the air amount amount that causes of idling speed adjustment, (4) variation of engine loading, the variation of (5) air pressure.Herein, because rarefaction begins after operating at the study of KBU mapping graph, so above-mentioned (1) and (2) are absorbed by study, producible reason is above-mentioned (3), (4), (5) in the rarefaction running.
In this plotted curve, show in the situation of production F or situation G, in the idling zone, the value of KBU is significantly away from the state of reference value E, wherein, situation F be in rarefaction running, will adjust the idling screw of idling speed to closing direction, be the situation that the idling speed descent direction is adjusted, thereby situation G is the hoist situation of mobile air pressure reduction of vehicle in the rarefaction running.Particularly, in the situation F that the idling screw is adjusted to closing direction, in the larger situation of throttle opening TH, not too can produce poor with reference value.In the less operation range of throttle opening, namely in typical idle running, show the state larger with the difference of reference value.Hence one can see that: by monitoring the state of the environment correction factor KBU in the idling zone, can infer and detect the deviation of the KBU in the larger zone of throttle opening TH.
In the fuel injection control system involved in the present invention, constitute: monitor the variation of the environment correction factor KBU1 of idling zone A1, being changed to distance learning value last time at environment correction factor KBU1 surpasses in the situation of predetermined threshold, the KBU3,4 that is speculated as the feedback areas A3, the A4 that comprise rarefaction zone L also changes, then, when in the A1 of idling zone, carrying out feedback control, carry out KBU3,4 again study.In other words, in the rarefaction running based on Open Control, exist in the situation of idling adjustment or barometric fluctuation, when next charging into idling zone A1, carry out KBU3,4 again study, thus, on opportunity early that can be before regular study arrives opportunity, realize the optimization of air fuel ratio.
Figure 16 is the flow chart that the flow process of rarefaction running control is shown.In step S10, the feedback control of air fuel ratio begins.In step S11, carry out the study of environment correction factor KBU.In step S12, judge whether the KBU study in feedback (F/B) zone that comprises the rarefaction zone finishes, when making sure judgement, enter step S13.On the other hand, when making negative judgement, return step S11 and continue KBU study.
In step S13, judge whether rarefaction running beginning (charging into) condition is set up.Herein, with reference to the flow chart of Figure 19, wherein, Figure 19 shows the flow process of affirmation control of beginning (charging into) condition of rarefaction running.
Figure 19, show rarefaction running and charge in the flow chart of flow process of affirmation control of condition, in step S40, whether judges engine water temperature as more than the predetermined value (for example, 80 degree), at step S41, whether the judgement neutral switch disconnects.In addition, in step S42, judge that whether KBU1,3,4 study finish, and in step S43, determine whether fuel correction when not having the acceleration of accompanying with the accelerated service state.In addition, in step S44, judge whether operating condition is in rarefaction zone L, and in step S45, whether the cycle counter measured value that judgement is measured the number of revolution of the bent axle of motor E reaches predetermined value.In addition, the judgement of step S45 is such judgement: determination step S40～44 all are whether the state certainly judged continues to surpass the scheduled period (for example, bent axle 5 rotations during).
And, in step S45, make sure judgement, namely all be in the situation about certainly judging that enter step S46, the rarefaction running condition of charging into is set up in step S40～S45, finish the rarefaction running begin prepare.On the other hand, in step S40～S45, even exist 1 to negate to judge, also directly finish a series of control.
Return the flow chart of Figure 16, in step S13, make sure judgement, namely when being judged to be rarefaction running beginning (charging into) condition and setting up, enter step S14, the running of beginning rarefaction.Next, in step S15, follow the rarefaction running, begin the IG advancement amount control that ignition timing is adjusted.
And, in step S16, judge whether rarefaction running termination condition is set up.About rarefaction running termination condition, enumerate: (h) the variance ratio △ TH of throttle opening TH surpasses the situation of the 2nd predetermined value, (i) under the closure full-shut position, charge into and apply engine braking and fuel sprays cut-off region (THFC zone NG3) during full cut-off when slowing down situation, (j) engine water temperature (perhaps oil temperature) is lower than the situation of predetermined value, (k) operating condition of motor is left the situation of feedback areas, (l) the feedback correcting coefficient KO2 among the A1 of idling zone produces the situation of the deviation that surpasses predetermined value, (m) speed changer is in the situation of neutral state, (o) owing to problems such as sensor faults, enter the situation of Failure Control.
The 2nd predetermined value in the above-mentioned condition (h) is set as is compared to the large value of the 1st predetermined value of carrying out the condition of fuel correction when accelerating in the rarefaction running, under △ TH surpasses the situation of the 2nd predetermined value, by opening throttle handle and processing as anxious acceleration request significantly at short notice.
In the situation that above-mentioned (k) occurs, in situation about shifting to the common running of not using this rarefaction running from the rarefaction running, come the variation of stabilized driving power by changing gradually air fuel ratio, do not bring the driver discomfort.On the other hand, in the situation that above-mentioned (h), (i), (j), (o) occur, owing to belong to the state that need to promptly switch operating condition, even in the rarefaction running, also change immediately air fuel ratio, that is the pressure termination condition when, above-mentioned (h), (i), (j), (o) finish the rarefaction running as pressure uses.
And, in the present invention, constitute: the situation condition that running finishes as rarefaction of above-mentioned (l) will occur, in the situation that described (l) occurs, when charging into the idling zone next time, carry out the again study of KBU.In addition, about above-mentioned (l), in the rarefaction running, can not detect, finish the rarefaction running owing to other condition after, when charging into the idling zone, just detect.
Returning process figure makes sure judgement, namely when being judged to be rarefaction running termination condition and setting up in step S16, enter step S17, shifts as usually running from the rarefaction running, finishes a series of control.In addition.In step S16, make when negating judgement, return the judgement of step S16.
Figure 17 is the flow chart that the flow process of the transfer control between rarefaction running and the common running is shown.In step S20, judge that whether rarefaction running beginning condition is set up, and when making sure judgement, enters step S21.In step S21, begin the transfer of the running from common running to rarefaction.When running is shifted from common running to rarefaction, be set as and change gradually air fuel ratio and IG advancement amount.
In step S22, carry out the rarefaction running, next, in step S23, judge whether rarefaction running termination condition is set up.When in step S23, making sure judgement, in step S24, judge whether the pressure termination condition of rarefaction running is set up.On the other hand, in step S23, make when negating judgement, return the judgement of step S23.
In S24, make negate to judge, namely when being judged to be rarefaction running termination condition and except mandatory condition, all setting up, enter step S25, change gradually respectively air fuel ratio and IG advancement amount, begin the transfer to common running.On the other hand, make sure judgement in step S24, when namely being judged to be pressure running termination condition in the rarefaction running termination condition and setting up, enter step S26, switch immediately respectively air fuel ratio and IG advancement amount, beginning is to the transfer of common running.
And, in step S27, finish the transfer from the rarefaction running to common running, finish a series of control.
Figure 18 is the flow chart that the flow process of idle speed zone domain monitoring control is shown.In step S30, determine whether it is idling zone A1, when making sure judgement, enter step S31.In step S30, make when negating judgement, return the judgement of step S30.
In step S31, take a decision as to whether rarefaction running after, when making affirmative determination, enter step S32, the KBU1 during to rarefaction running beginning with current idling zone A1 learning to new KBU1 compare.This new KBU1 is that the mean value KO2ave according to the feedback correcting coefficient KO2 among the idling zone A1 after shifting to rarefaction running calculates.This mean value KO2ave is set as the mean value of 3～10 circulations of motor E.
Next, in step S34, KBU1 when determining whether rarefaction running beginning and the difference between the new KBU1 for example surpass predetermined threshold Z(, ± 3～5%) needs the again study of the KBU in rarefaction zone, specifically, determine whether the again study of the KBU3, the KBU4 that need rarefaction zone A3, A4.By predetermined threshold Z is set in the suitable scope, can be only when having produced the deviation of the degree that has influence on the rarefaction running, the just again study of execution environment correction factor, thus reduce computational burden.
When in step S34, making affirmative determination, enter step S35, end the rarefaction running.And, in step S36, carry out the study of KBU1.On the other hand, in step S31, make when negating judgement, enter step S33, determine whether it is that the KBU that is scheduled to learns opportunity again.When in step S33, making affirmative determination, enter step S35, on the other hand, when making negative judgement, directly finish a series of control.In addition, making in step S34 negates in the situation about judging, directly finishes a series of control.
In step S37, take a decision as to whether the again operating condition of study that to carry out KBU3, KBU4.In the situation of the state that in step S37, make sure judgement, namely in feedback areas A3 or A4, usually turns round, enter step S38, carry out the again study of KBU3, KBU4.And, in step S39, become the state of the rarefaction running that can use new KBU3, KBU4 that again study arrives, finish a series of control.In the state of step S38, when the rarefaction running condition of charging into shown in Figure 19 is set up, the running of beginning rarefaction.
The flow chart of the flow process of fuel correction control when Figure 20 is the acceleration that illustrates in the rarefaction running.In step S50, determine whether to be in the rarefaction running, when making affirmative determination, enter step S51.In step S50, make when negating judgement, return the judgement of step S50.
In step S51, judge whether throttle opening variance ratio △ TH for example surpasses the 1st threshold value T1(, 30 degree/1s), when making affirmative determination, enter step S52.In step S51, make when negating judgement, return step S51
Next, in step 52, judge whether throttle opening variance ratio △ TH than large the 2nd threshold value T2(of the 1st threshold value T1 for example surpasses 60 degree/1s), when making affirmative determination, enter step S53.And, in step S52, make sure judgement, namely in rarefaction turns round, exist in the situation of anxious acceleration request, enter step S53, stop the rarefaction running and carry out " usually running fuel correction control when accelerating ", finish a series of control.
Make in step S52 negates to judge, namely exist in the situation of the slow acceleration request that relaxes than anxious acceleration request in the rarefaction running, enter step S54, continue the rarefaction running and carry out rarefaction running fuel correction control when accelerating, finish a series of control.
The explanatory drawing of the difference during acceleration when Figure 21 is the acceleration that illustrates in the common running in the running of fuel correction and rarefaction between the fuel correction.Carry out the rarefaction running with the rarefaction emitted dose, wherein, described rarefaction emitted dose multiply by rarefaction coefficient less than 1 (for example 0.9) to basic emitted dose and obtains.In this rarefaction running, exist in the situation of acceleration request, preferred respect driver's acceleration wish and incremental correction when accelerating, but, fuel correction amount when the less emitted dose in the rarefaction running is applied common acceleration, then may not access the acceleration mode of driver's expectation, on the other hand, be in the situation about accelerating slowly, when adopting the method that at every turn all stops the rarefaction running; the switching between rarefaction running and the common running becomes frequent; the control complicated, may weaken the effect of the fuel efficiency raising that realizes based on the rarefaction running.
Therefore, in the present invention, in the rarefaction running, exist in the situation of acceleration request, (the TACC * fuel correction amount (TACC * KTH ÷ KLEAN) when KTH) obtaining the rarefaction running with acceleration divided by rarefaction COEFFICIENT K LEAN of correcting value during with the acceleration in usually turning round, add the common emitted dose in the rarefaction running, thereby calculate the fuel injection amount after the final correction, thus, can not remove rarefaction running and accelerated fully.
About projects shown in the drawings, respectively, TOUT illustrates the final fuel injection amount behind the fuel correction when accelerating, TIMB shows the basic emitted dose that derives by basic mapping graph, KTA shows the barometric pressure corrected value, KO2 shows feedback correcting coefficient, KTW shows oil temperature or water temperature correction value, KBU shows environment correction factor (learning value), KLEAN shows the rarefaction coefficient, TIVB shows the INJ(nozzle) the voltage correction value, basic fuel injection amount when TACC shows the acceleration that the variance ratio △ TH according to throttle opening TH calculates, KTH shows fuel correction TH correction for direction coefficient when accelerating.
At this moment, during the acceleration in the common running shown in (a) the fuel injection amount TOUT behind the fuel correction by { TIMB * (KTA * KTW * KO2 * KBU)+TIMB }+(calculating formula of TACC * KTH) represents.Relative therewith, the fuel injection amount TOUT during acceleration in the rarefaction running shown in (b) behind the fuel correction is represented by the calculating formula of { TIMB * (KTA * KTW * KO2 * KBU * KLEAN)+TIMB }+(TACC * KTH ÷ KLEAN).That is, constitute: in the situation of fuel correction, common emitted dose becomes less value after multiply by KLEAN during acceleration in rarefaction running, and for this reason, the inverse that multiply by KLEAN by fuel correction amount when accelerating increases fuel correction amount when accelerating.
Thus, owing to not needing to follow when accelerating fuel correction to remove the rarefaction running, keep driven nature so can reduce the data volume of control unit.More particularly, do not need to arrange the LAF sensor or increase storage data volume and computational burden, fuel correction amount in the time of just can calculating the acceleration corresponding with rarefaction running, wherein, described LAF sensor can be within comprising the wide range of chemically correct fuel the direct-detection air fuel ratio.In addition, the large value of fuel correction amount during used acceleration when the fuel correction amount is set as than common running during with acceleration with rarefaction running, even in the situation of in the rarefaction running, accelerating to operate, also can access the acceleration that meets according to driver's wish.In addition, in rarefaction running, become in the situation of acceleration mode, because fuel correction when not needing control mode switched to common running the acceleration that the driver expects just can be provided from the rarefaction running, so reduced computational burden.
In addition, as mentioned above, fuel correction control during acceleration in the running of described rarefaction, just carry out greater than the 1st threshold value T1 and in less than the situation of the 2nd threshold value T2 at the variance ratio △ of throttle opening TH TH, in the situation of variance ratio △ TH greater than the 2nd threshold value T2, force to finish the rarefaction running and shift and be usually running, and fuel correction during the acceleration of fuel correction amount when carrying out the acceleration of having used in the common running.Thus, fuel correction amount when using the acceleration based on common operating condition can not carried out the computing such as inverse of rarefaction coefficient and the acceleration mode that provides rapidly the driver to expect.
In addition, being used for the kind etc. of the parameter of the setting value of division method, rarefaction zone, rarefaction coefficient of structure, the feedback areas of computing fuel ejection control device and final emitted dose, is not to be defined in above-mentioned mode of execution, can carry out various changes.The fuel injection control system of internal-combustion engine involved in the present invention can also be applied to the various internal-combustion engines of farm machinery and snowmobile etc. except can being applied to the internal-combustion engine as the power source of the various vehicles such as two/three/four-wheel wagon of riding-type.
Claims (4)
1. the fuel injection control system of an internal-combustion engine, the fuel injection control system of this internal-combustion engine has:
Throttle opening variance ratio detection unit (50), it detects the variance ratio (Δ TH) of the throttle opening (TH) of internal-combustion engine (E);
Accelerated service state detection unit (51), it detects described internal-combustion engine (E) based on described variance ratio (Δ TH) and whether is in the accelerated service state; And
Emitted dose correcting unit (52), when detecting when being in described accelerated service state, this emitted dose correcting unit (52) to predefined basic emitted dose (TO) add fuel correction amount when accelerating (TACC * KTH),
The fuel injection control system of this internal-combustion engine also possesses rarefaction correcting unit (55), when the operating condition of described internal-combustion engine (E) is charged into predetermined rarefaction zone (L), this rarefaction correcting unit (55) multiply by rarefaction coefficient (KLEAN) with described basic emitted dose (T0), the rarefaction running of comparing the rarefaction air fuel ratio that is in lean side with chemically correct fuel has been used in execution
The fuel injection control system of described internal-combustion engine is characterised in that,
Fuel correction unit (53) when described emitted dose correcting unit (52) comprises the rarefaction running with acceleration, when detecting when being in described accelerated service state in the running of described rarefaction, this rarefaction running is fuel correction amount (TACC * fuel correction amount (TACC * KTH ÷ KLEAN) when KTH) using acceleration divided by the running of the rarefaction behind the described rarefaction coefficient (KLEAN) when fuel correction unit (53) obtain described accelerations when accelerating.
2. the fuel injection control system of internal-combustion engine according to claim 1 is characterized in that,
The increase of the load of described internal-combustion engine (E) and throttle opening (TH) and engine speed (NE) correspondingly becomes greatly,
Described rarefaction coefficient (KLEAN) is set to along with the load of described internal-combustion engine (E) becomes large and diminishes,
Described rarefaction zone (L) correspondingly is divided into a plurality of segmentation zones (L1, L2, L3) with described rarefaction coefficient (KLEAN),
Described a plurality of segmentation zones (L1, L2, L3) have that load rising, rotating speed along with described internal-combustion engine (E) improves and part that the rarefaction tendency diminishes.
3. the fuel injection control system of internal-combustion engine according to claim 1 and 2 is characterized in that,
When the variance ratio (Δ TH) of described throttle opening (TH) surpasses than the large Second Threshold (T2) of the first threshold (TI) that is used for judging whether to be in the accelerated service state, described emitted dose correcting unit (52) switches to common running from the running of described rarefaction, and the fuel correction amount is carried out fuel correction when accelerating when utilizing the acceleration of using in common running.
4. the fuel injection control system of each the described internal-combustion engine in 3 according to claim 1 is characterized in that,
Described rarefaction correcting unit (55) makes described rarefaction coefficient (KLEAN) move closer to 1 when breaking away from described rarefaction zone (L).
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| JP2012-080975 | 2012-03-30 | ||
| JP2012080975A JP2013209945A (en) | 2012-03-30 | 2012-03-30 | Fuel injection control device of internal combustion engine |
| JPJP2012-080975 | 2012-03-30 |
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| CN104948325A (en) * | 2014-03-26 | 2015-09-30 | 周向进 | Gasoline engine and method for testing gasoline octane value thereof |
| CN107620641A (en) * | 2016-07-15 | 2018-01-23 | 日立汽车系统株式会社 | Motor car engine ECU |
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| CN106536902B (en) * | 2014-07-15 | 2019-06-11 | 本田技研工业株式会社 | The fuel supply system of internal combustion engine |
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| 裴小娜: "准均质稀燃发动机测控系统设计", 《中国优秀硕士学位论文全文数据库工程科技Ⅱ辑》, no. 04, 15 April 2009 (2009-04-15) * |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104948325A (en) * | 2014-03-26 | 2015-09-30 | 周向进 | Gasoline engine and method for testing gasoline octane value thereof |
| CN104948325B (en) * | 2014-03-26 | 2019-08-27 | 周向进 | A kind of gasoline engine and its method for testing octane number |
| CN107620641A (en) * | 2016-07-15 | 2018-01-23 | 日立汽车系统株式会社 | Motor car engine ECU |
Also Published As
| Publication number | Publication date |
|---|---|
| BR102013008676B1 (en) | 2021-05-25 |
| JP2013209945A (en) | 2013-10-10 |
| CN103362672B (en) | 2016-01-13 |
| BR102013008676A2 (en) | 2015-06-23 |
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