EP0230638A2 - Système de correction rapide du mélange carburant fourni à un moteur thermique à système d'injection électronique - Google Patents

Système de correction rapide du mélange carburant fourni à un moteur thermique à système d'injection électronique Download PDF

Info

Publication number: EP0230638A2
Authority: EP; European Patent Office
Prior art keywords: block; value; injection; fact; supplementary
Prior art date: 1986-01-24
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.): Granted

Application number

EP86117873A

Other languages

German (de)

English (en)

Other versions

EP0230638B1 (fr

EP0230638A3 (en

Inventor

Michele Scarnera

Carlo Conticelli

Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)

Weber SRL

Original Assignee

Weber SRL

Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)

1986-01-24

Filing date

1986-12-22

Publication date

1987-08-05

1986-12-22 Application filed by Weber SRL filed Critical Weber SRL

1987-08-05 Publication of EP0230638A2 publication Critical patent/EP0230638A2/fr

1988-05-11 Publication of EP0230638A3 publication Critical patent/EP0230638A3/en

1990-05-02 Application granted granted Critical

1990-05-02 Publication of EP0230638B1 publication Critical patent/EP0230638B1/fr

Status Expired legal-status Critical Current

Images

Classifications

- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/008—Controlling each cylinder individually
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/10—Introducing corrections for particular operating conditions for acceleration
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/32—Controlling fuel injection of the low pressure type

Definitions

the present invention relates to a system for the rapid correction of the fuel mixture strength supplied to a heat engine having an electronic injection system, in particular a sequential and phased system.
Such known control systems are, however, usually unsatisfactory principally because of the requirements for very rapid and precise correction, and this limits the performance during such transient phases of such electronic fuel injection systems which, in general, define a very precise and rapid control strategy for the operation of the engine in that there is an electronic central control unit which, in dependence on signals which it receives from the various sensors (principally sensors detecting the speed of rotation and the phase of the engine, and sensors detecting the pressure and temperature of the inducted air) determines for example the density of the air in the manifold and the speed of rotation of the engine and calculates, by interpolation on associated memorised mappings, the timing and the duration of the fuel injection to the injectors, as well as the ignition advance.
sensors principally sensors detecting the speed of rotation and the phase of the engine, and sensors detecting the pressure and temperature of the inducted air
the object of the present invention is therefore that of providing a rapid system for the correction of the fuel mixture strength supplied to a heat engine having an electronic fuel injection system, which allows the mixture strength to be corrected directly in the first induction stroke following a variation in the quantity of air inspired, in the expectation that the correction calculated through the usual measurement of the variation in the butterfly valve be performed.
a system for the rapid correction of the fuel mixture strength supplied to a heat engine having an electronic fuel injection system characterised by the fact that it includes means for detecting, at each induction stroke of an associated cylinder of the engine, differences in the value of the pressure in the induction manifold with respect to the pressure value existing at the moment of detection for calculation of the normal injection time relating to the said cylinder, and in dependence on the value of the said difference, for determining whether or not to enable a supplementary injection of fuel.
an electronic fuel injection system for a heat engine 101 conveniently a four cylinder engine, shown partially and in section.
This system includes a central electronic control unit 102 including, in a substantially known way, a microprocessor 121 and registers in which are memorised mappings relating to different operating conditions of the engine 101, as well as various counters, including a counter 122, and various read and write memory registers (RAM), including registers 123 and 124 in particular, each having four memory cells.
a central electronic control unit 102 including, in a substantially known way, a microprocessor 121 and registers in which are memorised mappings relating to different operating conditions of the engine 101, as well as various counters, including a counter 122, and various read and write memory registers (RAM), including registers 123 and 124 in particular, each having four memory cells.
RAM read and write memory registers
This central control unit 102 receives signals from: a sensor 103 detecting the speed of rotation of the engine 101, disposed opposite a pulley 104 having four equally spaced teeth 131 fitted to an engine shaft 125, a sensor 103 for detecting the phase of the engine 101, positioned in a distributor 126, a sensor 106 for detecting the absolute pressure existing in an induction manifold 107 for the engine 101, a sensor 108 for detecting the temperature of the air in the manifold 107, a sensor 110 for detecting the temperature of the water in the cooling jacket of the engine 101, a sensor 111 substantially constituted by a potentiometer and angular position detector of a butterfly valve 112 disposed in the induction manifold 107 and controlled by the accelerator pedal 113: between the zones of the induction manifold 107 upstream and downstream of the butterfly valve 112 there is connected a by-pass valve 114 for the introduction of supplementary air, the position of which is controlled by the central control unit 102: in particular this valve 114
This electronic central control unit 102 is connected to an electrical supply battery 115, and to earth, and in dependence on signals from the said sensors, the operating conditions of the engine and the density of the air are utilised to determine the quantity of fuel in dependence on the desired mixture strength.
This central control unit 102 therefore controls the time for which the electronically controlled injectors 116 disposed in the manifold 107 adjacent the induction valve of each associated cylinder are open to control the quantity of fuel provided to the various cylinders of the engine 101, and controls the timing of the injection to determine the commencement of the delivery of fuel with respect to the stroke (induction, compression, expansion, exhaust) of the engine 101.
Each electronically controlled injector 116 is supplied with fuel through a pressure regulator 117 sensitive to the pressure in the induction manifold 107 and having a fuel inlet duct 118 coming from a pump (not illustrated) and a return duct 119 for returning to a reservoir (not illustrated).
This central electronic control unit 102 is moreover connected to a unit 120 for controlling the ignition pulses which are supplied to the various cylinders through the distributor 126.
Figure 4 illustrates at lines a and b the temporal sequence of signals S and C provided by the sensors 103 and 105 the operation of which has been described in detail in Italian Patent application No. 67512-A/85 filed 4 June 1985 by the same applicant, the contents of which are incorporated here simply by reference for the necessary parts.
the signals S are therefore provided by the sensors 103 at, respectively, 10° and 100° in advance of the top dead centre poi nt of each cylinder, which are indicated respectively with the letters P1, P2, P3 and P4 for the cylinders 1, 2, 3 and 4 (as is visible in Figure 4g, in which the associated induction, compression, expansion and exhaust strokes are also indicated with the letters A, C, E, S).
Figure 4b there is indicated the temporal sequence of signals C provided by the sensor 105, and the combination of the signals S and C determines the progressive content from 0 to 9 of a counter 122 the value of which therefore identifies the associated stroke condition of each cylinder.
the reference numerals from 0 to 7 indicate the associated conditions of 100° or 10° of the compression, expansion, exhaust and induction strokes, which numbers, for a specific cylinder, correspond unequivocally with two respective predetermined numbers of the counter 122: for example the number 8 in the counter 122 corresponds to the numbers 5, 3, 1 and 7 of the associated cylinders 3, 4, 2 and 1, which indicate that they are at 10° from the end of the respective exhaust, expansion, compression and induction strokes.
the system of the present invention for rapid correction of the fuel mixture strength supplied to the engine 101, made necessary by transient variation conditions of the operating parameters, determined principally by opening or closure of the butterfly valve 112 by the driver, is therefore principally based on the measurement of the difference in the induction pressure existing at the moment in which the injection time is calculated, with respect to the induction pressure present at the moment when the mixture is effectively inspired and burnt; to this correction strategy there is further added a supplementary correction strategy deriving from the measurement of the position of butterfly valve 112 with respect to the position which this valve had in the preceding calculation conditions.
the main correction strategy therefore effects a correction of the injection time by means of a supplementary injection of fuel, being based on the measurement of the difference between the value of the absolute pressure in the induction manifold 107 detected in correspondence with the signal S100 subsequent to the signal S10 at which is measured the value of the absolute pressure in the manifold 107 (which is utilised by the programme for calculating the injection time DJi) and the value of the pressure in the manifold 107 measured in correspondence with the signal S100 of the induction stroke of the cylinder involved; this latter value is, in fact, more indicative of the first relative to the calculation of the quantity of inducted air.
the duration of the supplementary fuel injection is therefore calculated starting from the memorised value KAPPAi relating to that cylinder, and by multiplying it by the difference between the value of the pressure in the induction manifold 107 read half way through the induction stroke, and the value of the pressure memorised at signal S100 indicative of the pressure situation in the induction manifold 107 at the moment when the normal injection time is calculated; to this value there is added a further correction factor depending on the battery voltage necessary to obtain the effective control time for the injector 116 from the calculated supplementary injection time.
the additional correction strategy consists on the other hand in measuring the increment of the angular position of the butterfly valve 112 at each engine stroke, in correspondence with each signal S10, and then calculating a quantity proportional to the required correction, indicated DMAPCi, which modifies the content, (DMAPC) of a memory cell, directly proportional to the correction to be effected, only if it is of greater magnitude.
DMAPCi modifies the content
This value DMAPC is decremented by predetermined values (KDR) at each predetermined engine stroke number, for example four, to obtain a decreasing injection enrichment with time in the instants subsequent to the transient. Subsequent transient conditions will replace the present enrichment only if they are of greater magnitude.
a deceleration condition (reduction in the angular position of the butterfly valve 112) without this returning to the idling position, will not alter the correction in progress. On the other hand in conditions where the butterfly valve 112 returns to the idling position, any additional injection time is cancelled.
An increased contribution to the injection time equivalent to that caused by an increase in the angular position of the butterfly valve 112 is calculated in the condition in which the idling control strategy of the engine 101 causes an induction of supplementary air through the valve 114 of considerable magnitude, in fact this induction could produce a significant weakening of the mixture, the injection time calculation programme not yet having the power to utilise the new induction pressure values.
the normal injection time is therefore corrected in an additive form with an additional injection time calculated starting from the current value of the quantity DMAPC, transformed through suitable scale constants, and corrected in dependence on the water temperature of the engine through respective tabulated coefficients.
FIG. 2 there is shown a block schematic diagram indicating the main correction strategy, which is repetitively performed by means of the microprocessor 121 of the central control unit 102 whenever a signal S provided by the rotation sensor 103 arrives at the central control u nit 102 itself.
This therefore leads to block 201 which evaluates if the signal S has detected a signal S10: in the positive case the programme leads to a block 202 which tests if there is a cylinder in the stroke established for commencement of the normal injection time. In the negative case this leads to a block 203 which causes continuation of the programme, including calculation of the injection time (DJi) with the parameters detected in correspondence with the signal S10 which has caused commencement of the performance of the calculation programme itself.
DJi injection time
This block 203 also calculates the coefficient KAPPAi equal to the said injection time DJi divided by the value of the pressure in the induction manifold 107 detected by the sensor 106 in correspondence with the signal S10 upon commencement of the programme for calculation of the injection time and memorises this value KAPPi in a corresponding cell of the memory 124.
this leads to a block 204 which checks if the previously calculated normal injection time has a duration certainly less than the interval between the current injection stroke and about half of the following induction stroke, so that the injector is certainly closed half way through this induction stroke to allow a possible supplementary injection of fuel in a correct manner, according to the correction system of the present invention, with the characteristics which will be described in more detail below.
This block 204 therefore tests if the difference between the supplementary injection stroke (stroke 6) and the current injection stroke (in the specific case stroke 4) multiplied by the interval between the two signals S, is greater than a predetermined safety value at the current injection time.
the block 206 leads to the block 203 which has the function of continuation of the calculation programme just described. If the block 201 detects the negative condition, that is to say in the presence of a signal S100, it leads to a block 208 which acquires through the sensor 106 the value of the pressure (MAPM) in the induction manifold 107 in correspondence with this signal S100. This then leads to a block 209 which memorises this pressure value detected by the block 208 in the memory 123 and in the cell TABMAPi corresponding to the cylinder i in which there has been, or there will be, controlled the injection of duration equal to DJi generated by the preceding signal S10.
MAM the value of the pressure
the block 209 leads to a block 210 which evaluates if EXT is equal to 1: in the negative case (which indicates that there is no enablement for supplementary fuel injection) the programme leads to a block 212 which puts the condition DJE equal to zero, and then leads to block 202, whilst in the positive case it leads to a block 213 which calculates the difference between the current pressure in the induction manifold, detected by the block 208, and the value, still in correspondence with the signal S100, which has been memorised in the register 123 relative to the cylinder which is now in the induction stroke, this difference, indicated CORi is equal to MAPM minus TABMAPi.
the block 213 leads to a block 214 which tests if this value CORi is greater than a threshold value DMEX: in the negative case this leads to the block 212, whilst in the positive case it leads to a block 215 which calculates the value DJE which defines the supplementary fuel injection time.
This value DJE is equal to the value KAPPAi memorised in the memory 124 and relative to the cylinder which is now in stroke 6 (halfway through the induction stroke) multiplied by the value CORi determined by the block 213, to which is added a value CORVAT which is a function of the voltage of the battery 115.
the block 215 then leads to a block 217 which controls the supplementary fuel injection by means of the electronic injector 116 relative to that cylinder for the time DJE calculated by the block 215 in the cylinder in stroke 6.
the block 217 leads then to a block 218 which puts DJE equal to zero and then returns to block 202.
the rapid fuel mixture strength correction system of the present invention has a further mode of operation in dependence on the detection of the quantity of air provided to the induction manifold 107 through detection of the variation in the angular position of the butterfly valve 112 or the variation in the quantity of air introduced through the supplementary valve 114 which will now be analysed in detail with reference to Figures 3a and 3b.
the operating programme of Figure 3 is performed at each signal S10 and leads to a block 250 which, in dependence on the value of the cooling water of the engine 101 detected by the sensor 110 controls the choice of the value of a first coefficient KDER from a respective table of four values memorised in ROM memory, and a coefficient CP from a second table of 16 values memorised in ROM memory.
the block 250 leads to a block 251 which, in the associated memory registers which store memorised values of previously calculated parameters, effects the updating of these parameters, in particular, the angular position value (FARFI) of the butterfly valve 112 detected in the preceding cycle is updated so that the memorised value FARFI is put equal to FAROLD; the value of a parameter (DUTYT) calculated in the preceding cycle is also updated, which indicates the percentage of the time for which the valve 114 is activated and therefore the quantity of supplementary air supplied through this valve, the test for which has been described in Italian Patent application No. 67544-A/85 filed 11 June 1985 by the same applicant and the content of which is incorporated herein by simple reference for the parts necessary; the block 251 therefore puts the stored value DUTYT equal to DUTYTO.
FARFI angular position value
DUTYT parameter
the block 251 leads to a block 252 which, through the potentiometer 111 acquires a new value (FARFI) of the angular position of the butterfly valve 112, and then leads to a block 253 which evaluates if this new value detected by the block 252 is greater than the value FAROLD) of the preceding cycle memorised in the block 251.
FARFI new value of the angular position of the butterfly valve 112
the programme leads to a block 254 which calculates the difference between the current value of the angular position of the butterfly valve 112 and the value in the preceding cycle, and therefore puts DFARF equal to FARFI minus FAROLD; the block 254 leads to a block 254 which evaluates if this difference DFARF is greater than a threshold value DFS: in the positive case it leads to a block 256 which calculates a parameter DMAPCI as a product of the difference value DFARF and a conversion constant KDALM. From the block 256 the programme leads to a block 257 which evaluates if the value DMAPCI calculated by the block 256 is greater than a current value DMAPC the variability of which will be illustrated further below.
the programme leads on to a block 258 which evaluates if this value DMAPCI is less than or equal to a maximum limit value KMAPSS: in the negative case it leads to a block 259 which puts this value DMAPCI equal to the limit value KMAPSS and then passes on to a block 260 which puts the value DMAPC equal to the value DMAPCI, whilst in the case of the positive condition the block 258 leads directly to the block 260. From this block 260 it then passes to a block 262 which puts a parameter i equal to 4 and then leads on to a block 263 which calculates an additional injection time (DJA) equal to this value DMAPC times a constant KMPDIN, all multiplied by the parameter CP determined by the block 250.
DJA additional injection time
a block 264 which tests if the starting phase of the engine has finished, that is to say if the current speed of rotation (RPM) is greater than a threshold value (RPM1), and in the positive case leads on to a block 265 which calculates the total normal injection time (DJi) as a sum of the injection time (DJi) already calculated by the programme and the additional time (DJA) calculated by the block 263. From the block 265 it then leads to a block 266 for continuation of the calculation programme in the microprocessor 121.
RPM current speed of rotation
DJA additional time
the negative condition is detected by the block 264 it leads to a block 268 which puts the condition DMAPC equal to zero and then to a block 269 which consequently puts the additional injection time (DJA) also equal to zero, and then leads on to a block 270 which puts the parameter i equal to 4 and then to the block 265.
the negative condition is detected by the block 255 ( Figure 3a) it leads to a block 272 which checks if the value of the parameter DAMPC is equal to zero: in the positive case it leads to the block 269 for cancellation of the additional injection time, whilst in the negative case it leads to a block 274 ( Figure 3b) which decrements the parameter i by one unit, putting i equal to i minus 1.
a negative condition detected by the block 253 that is, in the case that the angular position of the butterfly valve 112 is constant or decreasing, it leads to a block 280 which evaluates if the position of the butterfly valve 112 (FARFI) is the minimum value (FARSM) in the negative case that is to say, in conditions of a constant angular position of the butterfly valve 112 greater than the minimum, or decreasing to values greater than the minimum, it leads to the block 272, whilst in the positive condition, that is if the butterfly valve 112 is at the minimum, it leads to a block 281 which evaluates if the butterfly valve 112 was also in the minimum position in the preceding cycle, for which it evaluates if FAROLD is equal to FARSM.
FARFI position of the butterfly valve 112
FARSM minimum value
the line d represents a step-like increase in the angular position of the butterfly valve 112 starting from the idling position so there is a corresponding progressive increase in the pressure (MAPM) in the induction manifold 107, indicated by the line e.
the line d represents a step-like increase in the angular position of the butterfly valve 112 starting from the idling position so there is a corresponding progressive increase in the pressure (MAPM) in the induction manifold 107, indicated by the line e.
the line e represents a step-like increase in the angular position of the butterfly valve 112 starting from the idling position so there is a corresponding progressive increase in the pressure (MAPM) in the induction manifold 107, indicated by the line e.
the line e represents a step-like increase in the angular position of the butterfly valve 112 starting from the idling position so there is a corresponding progressive increase in the pressure (MAPM) in the induction manifold 107
next signal S10 it goes from the block 201 to the block 202 and from this to block 203 for performance of the calculation programme of the injection time DJ1.
next signal S100 point 3 of Figure 4e
block 209 which memorises the pressure value read by the sensor 106 in the register 123 associated with the time DJ1
block 210 goes to block 213 which in this case also calculates the correction value CORi for the cylinder 1 equal to zero, the pressure still being unchanged, so that from block 214 it goes to block 212 and then to block 202 which detects that cylinder 3 is established in the injection phase.
the next block 204 with the block 205 enables a possible supplementary injection of fuel into cylinder 3 (in the subsequent induction phase) and then goes on to block 206 which controls the normal injection for the time DJ0 in the cylinder 3, likewise memorising the value of KAPPAi relative to time DJ0 and the pressure value read on the signal S100 (instant 1 of Figure 4a) in memory cells relative to cylinder 3 in which injection has just been taking place.
the block 210 detects the condition EX2 equal to 1 for the cylinder 3 now in phase 6 (half way through induction) previously determined by the blocks 204 and 205 in that the injection time DJ0 injected in that cylinder was sufficiently limited and therefore lead to block 213 which calculates the value COR0 equal to the difference between the value MAPN at this instant 5 and that memorised in the cell TABMAP 3, read at instant 1 ( Figure 4e) corresponding to the consecutive signal S100 after signal S10 which has started the programme for calculation of DJ0.
the blocks 204 and 205 enable a possible supplementary injection of fuel in the subsequent induction phase for the cylinder 4 and memorise in cells related to the cylinder 4 the associated values of KAPPAi and pressure at S100 (instant 3 of Figure 4e).
the block 213 detects the value zero so that the block 214 leads on to block 212 which puts the supplementary injection time equal to zero.
the block 204 detects the negative condition so that the block 207, with the condition EXT equals 0, does not enable the supplementary fuel injection and at the subsequent signal S1 the programme transfers from block 210 to block 212.
the bloc k 252 detects an increased value of FARFI so that from block 253 it leads to blocks 254 and 255 which, supposing that the increment threshold value DFS is exceeded, passes to block 256 for the calculation of the value DMAPCI. From block 256 it leads to block 257 and then to the blocks 258 and 260, and through the block 262 leads to block 263 which calculates the value DJA equal to the additional injection time. Supposing that the starting phase of the engine has passed, from block 264 it leads to block 265 which at the normal injection time (DJ2) relating to programme two in operation at instant 4, adds the additional time DJA calculated by this block 263, as is visible in Figure 4g, for the cylinder 2.
DJ2 normal injection time
the programme leads from the block 253 to the block 280 and then to the block 272 which detects the negative condition so that, through the block 274, there is a progressive reduction in the parameter i at each engine stroke. Since i has been established equal to 4 by the block 262, for three successive strokes the block 275 leads to the block 263 and then to blocks 264 and 265 for the addition of the injection time DJA in the manner already described and is illustrated in Figure 4g for the successive cylinders 1,3 and 4.
a reduction in the angular position of the butterfly valve 112 at instant 4 causes the strategy to pass from block 253 to block 280 and then to block 272, which detecting a reduction in the value DMAPC does not alter the performance of the calculation in progress so that it returns to the blocks 274 and 275 with the continuation of the progressive decrementing of the magnitude DMAPC until the instant 5 in which the butterfly valve 112 is released at the idling position (FARSM).
FARSM idling position

Landscapes

Engineering & Computer Science (AREA)
Chemical & Material Sciences (AREA)
Combustion & Propulsion (AREA)
Mechanical Engineering (AREA)
General Engineering & Computer Science (AREA)
Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

EP86117873A 1986-01-24 1986-12-22 Système de correction rapide du mélange carburant fourni à un moteur thermique à système d'injection électronique Expired EP0230638B1 (fr)

Applications Claiming Priority (2)

Application Number	Priority Date	Filing Date	Title
IT67055/86A IT1187872B (it)	1986-01-24	1986-01-24	Sistema di correzione rapida del titolo della miscela combustibile fornita ad un motore endotermico comprendente un sistema di iniezione e lettronica
IT6705586		1986-01-24

Publications (3)

Publication Number	Publication Date
EP0230638A2 true EP0230638A2 (fr)	1987-08-05
EP0230638A3 EP0230638A3 (en)	1988-05-11
EP0230638B1 EP0230638B1 (fr)	1990-05-02

Family

ID=11299227

Family Applications (1)

Application Number	Title	Priority Date	Filing Date
EP86117873A Expired EP0230638B1 (fr)	1986-01-24	1986-12-22	Système de correction rapide du mélange carburant fourni à un moteur thermique à système d'injection électronique

Country Status (5)

Country	Link
EP (1)	EP0230638B1 (fr)
BR (1)	BR8700372A (fr)
DE (1)	DE3670883D1 (fr)
ES (1)	ES2014229B3 (fr)
IT (1)	IT1187872B (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number	Priority date	Publication date	Assignee	Title
FR2626936A1 (fr) *	1988-02-10	1989-08-11	Pierburg Gmbh	Procede d'exploitation d'un dispositif d'injection de combustible, a regulation electronique, pour des moteurs a combustion interne
EP0625635A1 (fr) *	1993-05-17	1994-11-23	MAGNETI MARELLI S.p.A.	Système électronique pour calculer la durée d'injection
EP0639704A1 (fr) *	1993-08-20	1995-02-22	Regie Nationale Des Usines Renault S.A.	Procédé de calcul de la masse d'air admise dans un moteur à combustion interne
CN1071214C (zh) *	1994-10-05	2001-09-19	日野自动车工业株式会社	汽车控制箱

Citations (5)

* Cited by examiner, † Cited by third party
Publication number	Priority date	Publication date	Assignee	Title
US3842811A (en) *	1969-07-29	1974-10-22	Toyota Motor Co Ltd	Electric fuel injection control system for internal combustion engines
GB2053511A (en) *	1979-06-27	1981-02-04	Gen Motors Corp	Automatic control of fuel supply in ic engines
FR2524554A1 (fr) *	1982-04-02	1983-10-07	Honda Motor Co Ltd	Appareil de reglage du fonctionnement d'un moteur a combustion interne
GB2141840A (en) *	1983-06-15	1985-01-03	Honda Motor Co Ltd	Fuel injection control method for multi-cylinder internal combustion engines of sequential injection type at acceleration
JPS6035156A (ja) *	1983-08-04	1985-02-22	Nippon Soken Inc	内燃機関用燃料噴射装置

1986
- 1986-01-24 IT IT67055/86A patent/IT1187872B/it active
- 1986-12-22 ES ES86117873T patent/ES2014229B3/es not_active Expired - Lifetime
- 1986-12-22 DE DE8686117873T patent/DE3670883D1/de not_active Expired - Lifetime
- 1986-12-22 EP EP86117873A patent/EP0230638B1/fr not_active Expired
1987
- 1987-01-23 BR BR8700372A patent/BR8700372A/pt not_active IP Right Cessation

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number	Priority date	Publication date	Assignee	Title
US3842811A (en) *	1969-07-29	1974-10-22	Toyota Motor Co Ltd	Electric fuel injection control system for internal combustion engines
GB2053511A (en) *	1979-06-27	1981-02-04	Gen Motors Corp	Automatic control of fuel supply in ic engines
FR2524554A1 (fr) *	1982-04-02	1983-10-07	Honda Motor Co Ltd	Appareil de reglage du fonctionnement d'un moteur a combustion interne
GB2141840A (en) *	1983-06-15	1985-01-03	Honda Motor Co Ltd	Fuel injection control method for multi-cylinder internal combustion engines of sequential injection type at acceleration
JPS6035156A (ja) *	1983-08-04	1985-02-22	Nippon Soken Inc	内燃機関用燃料噴射装置

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN, vol. 9, no. 162 (M-394)[1885], 6th July 1985; & JP-A-60 035 156 (NIPPON JIDOSHA BUHIN SOGO KENKYUSHO K.K.) 22-02-1985 *

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number	Priority date	Publication date	Assignee	Title
FR2626936A1 (fr) *	1988-02-10	1989-08-11	Pierburg Gmbh	Procede d'exploitation d'un dispositif d'injection de combustible, a regulation electronique, pour des moteurs a combustion interne
EP0625635A1 (fr) *	1993-05-17	1994-11-23	MAGNETI MARELLI S.p.A.	Système électronique pour calculer la durée d'injection
EP0639704A1 (fr) *	1993-08-20	1995-02-22	Regie Nationale Des Usines Renault S.A.	Procédé de calcul de la masse d'air admise dans un moteur à combustion interne
FR2709151A1 (fr) *	1993-08-20	1995-02-24	Renault	Procédé de calcul de la masse d'air admise dans un moteur à combustion interne.
CN1071214C (zh) *	1994-10-05	2001-09-19	日野自动车工业株式会社	汽车控制箱

Also Published As

Publication number	Publication date
ES2014229B3 (es)	1990-07-01
BR8700372A (pt)	1987-12-08
IT8667055A0 (it)	1986-01-24
EP0230638B1 (fr)	1990-05-02
EP0230638A3 (en)	1988-05-11
DE3670883D1 (de)	1990-06-07
IT1187872B (it)	1987-12-23

Publication	Publication Date	Title
US4359993A (en)	1982-11-23	Internal combustion engine transient fuel control apparatus
US4658787A (en)	1987-04-21	Method and apparatus for engine control
US4676215A (en)	1987-06-30	Method and apparatus for controlling the operating characteristic quantities of an internal combustion engine
US4313412A (en)	1982-02-02	Fuel supply control system
US5423208A (en)	1995-06-13	Air dynamics state characterization
US4646697A (en)	1987-03-03	Method and apparatus for controlling the operating characteristic quantities of an internal combustion engine
US4448162A (en)	1984-05-15	Optimum control for internal combustion engines
DE112008001304B4 (de)	2012-09-20	Zündzeitpunkt-Steuerungsvorrichtung für einen Verbrennungsmotor
US5419296A (en)	1995-05-30	Fuel volatility detecting apparatus
US4448171A (en)	1984-05-15	Method and apparatus for optimum control of internal combustion engines
US4911131A (en)	1990-03-27	Fuel control apparatus for internal combustion engine
JP2003519751A (ja)	2003-06-24	内燃機関を制御するための方法および装置
US4765301A (en)	1988-08-23	Fuel supply control method for internal combustion engines after starting
EP0215412B1 (fr)	1990-12-12	Système de correction, en fonction de l'altitude, de la durée d'injection de carburant pour un moteur thermique équipé d'injection électronique
US5220828A (en)	1993-06-22	Throttle valve position detecting apparatus
US5003955A (en)	1991-04-02	Method of controlling air-fuel ratio
EP0230638A2 (fr)	1987-08-05	Système de correction rapide du mélange carburant fourni à un moteur thermique à système d'injection électronique
US4718014A (en)	1988-01-05	Apparatus for controlling ignition timing in an internal combustion engine
US4800860A (en)	1989-01-31	Fuel injection control system for internal combustion engine with precisely engine load dependent fuel injection amount adjustment feature
US4563994A (en)	1986-01-14	Fuel injection control apparatus
EP0215411B1 (fr)	1990-02-07	Système de commande automatique de la richesse au ralenti d'un moteur thermique équipé d'injection électronique
US4977876A (en)	1990-12-18	Fuel injection control system for internal combustion engine with fuel cut-off control at high engine speed range suppressive of recovery shock upon fuels resumption
US4513723A (en)	1985-04-30	Fuel supply control method for internal combustion engines at acceleration
US4725954A (en)	1988-02-16	Apparatus and method for controlling fuel supply to internal combustion engine
US4706632A (en)	1987-11-17	Fuel control apparatus for internal combustion engine

Legal Events

Date	Code	Title	Description
1987-06-20	PUAI	Public reference made under article 153(3) epc to a published international application that has entered the european phase	Free format text: ORIGINAL CODE: 0009012
1987-08-05	AK	Designated contracting states	Kind code of ref document: A2 Designated state(s): DE ES FR GB NL SE
1988-03-21	PUAL	Search report despatched	Free format text: ORIGINAL CODE: 0009013
1988-05-11	AK	Designated contracting states	Kind code of ref document: A3 Designated state(s): DE ES FR GB NL SE
1989-01-04	17P	Request for examination filed	Effective date: 19881103
1989-04-12	17Q	First examination report despatched	Effective date: 19890227
1990-03-17	GRAA	(expected) grant	Free format text: ORIGINAL CODE: 0009210
1990-05-02	AK	Designated contracting states	Kind code of ref document: B1 Designated state(s): DE ES FR GB NL SE
1990-06-07	REF	Corresponds to:	Ref document number: 3670883 Country of ref document: DE Date of ref document: 19900607
1990-06-08	ET	Fr: translation filed
1990-12-03	PGFP	Annual fee paid to national office [announced via postgrant information from national office to epo]	Ref country code: SE Payment date: 19901203 Year of fee payment: 5
1990-12-31	PGFP	Annual fee paid to national office [announced via postgrant information from national office to epo]	Ref country code: NL Payment date: 19901231 Year of fee payment: 5
1991-02-28	PLBE	No opposition filed within time limit	Free format text: ORIGINAL CODE: 0009261
1991-02-28	STAA	Information on the status of an ep patent application or granted ep patent	Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT
1991-04-17	26N	No opposition filed
1991-12-23	PG25	Lapsed in a contracting state [announced via postgrant information from national office to epo]	Ref country code: SE Effective date: 19911223
1992-07-01	PG25	Lapsed in a contracting state [announced via postgrant information from national office to epo]	Ref country code: NL Effective date: 19920701
1992-08-17	NLV4	Nl: lapsed or anulled due to non-payment of the annual fee
1995-01-31	EUG	Se: european patent has lapsed	Ref document number: 86117873.9 Effective date: 19920704
2001-12-11	PGFP	Annual fee paid to national office [announced via postgrant information from national office to epo]	Ref country code: ES Payment date: 20011211 Year of fee payment: 16
2001-12-27	PGFP	Annual fee paid to national office [announced via postgrant information from national office to epo]	Ref country code: GB Payment date: 20011227 Year of fee payment: 16
2001-12-28	PGFP	Annual fee paid to national office [announced via postgrant information from national office to epo]	Ref country code: FR Payment date: 20011228 Year of fee payment: 16 Ref country code: DE Payment date: 20011228 Year of fee payment: 16
2002-01-01	REG	Reference to a national code	Ref country code: GB Ref legal event code: IF02
2002-12-22	PG25	Lapsed in a contracting state [announced via postgrant information from national office to epo]	Ref country code: GB Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20021222
2002-12-23	PG25	Lapsed in a contracting state [announced via postgrant information from national office to epo]	Ref country code: ES Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20021223
2003-07-01	PG25	Lapsed in a contracting state [announced via postgrant information from national office to epo]	Ref country code: DE Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20030701
2003-08-13	GBPC	Gb: european patent ceased through non-payment of renewal fee	Effective date: 20021222
2003-09-01	PG25	Lapsed in a contracting state [announced via postgrant information from national office to epo]	Ref country code: FR Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20030901
2003-10-10	REG	Reference to a national code	Ref country code: FR Ref legal event code: ST
2004-08-16	REG	Reference to a national code	Ref country code: ES Ref legal event code: FD2A Effective date: 20021223