EP1026384A1 - Système d'injection de carburant à plusieurs injecteurs - Google Patents

Système d'injection de carburant à plusieurs injecteurs Download PDF

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Publication number
EP1026384A1
EP1026384A1 EP00101856A EP00101856A EP1026384A1 EP 1026384 A1 EP1026384 A1 EP 1026384A1 EP 00101856 A EP00101856 A EP 00101856A EP 00101856 A EP00101856 A EP 00101856A EP 1026384 A1 EP1026384 A1 EP 1026384A1
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EP
European Patent Office
Prior art keywords
valve
injection
offset value
correction
pressure
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Granted
Application number
EP00101856A
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German (de)
English (en)
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EP1026384B1 (fr
Inventor
Ken Uchiyama
Nobumasa Isogai
Hiroshi Haraguchi
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Denso Corp
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Denso Corp
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • F02D41/2464—Characteristics of actuators
    • F02D41/2467—Characteristics of actuators for injectors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2432—Methods of calibration
    • F02D41/2435—Methods of calibration characterised by the writing medium, e.g. bar code

Definitions

  • the present invention relates to a fuel injection system haivng a plurality of injectors.
  • a common-rail-type fuel injection system is well-known as one of diesel engine fuel injection systems.
  • a suitable amount of high-pressure fuel is supplied by a variable-capacity high-pressure pump to a common-rail which connects each of diesel engine cylinders, so that the fuel pressure in the common-rail can be controlled at a certain value.
  • the high pressure fuel in the common-rail is supplied to each injector to inject the fuel into a combustion chamber of one of cylinders at a suitable injection timing.
  • Each injector opens or closes a valve thereof in response to a control signal of a electronic control unit to start or stop injection timely.
  • the electronic control unit calculates valve opening period from command injection timing of the injector and command injection quantity thereof and sends each injector the control signal correspondingly to valve-opening period.
  • the present invention has been made in view of the above situation. Therefore, it is an object of the invention to provide injectors and fuel injection system which can operate with individual injection characteristics of respective injectors without combining each of the injectors with specific cylinders or a specific control unit.
  • a discrimination data memory storing predetermined discrimination data of respective injection characteristics is provided to correct the control signal on the basis of the discrimination data.
  • the discrimination data memory can be a resistor whose resistance is the discrimination data, or a tag on which bar-codes are formed as the discrimination data.
  • the injection system including the injector according to any one of claims 1-3 and a control means which calculates a valve opening period on the basis of command injection timing of the injector and command injection quantity and outputs the control signal in correspondence to the valve opening period.
  • the control means includes a correction parameter map in which correction parameters respectively correspond to the discrimination data, and one of the correction parameters is selected from data of the discrimination data memory to correct the valve opening period that is calculated on the basis of the command injection time and the command injection quantity.
  • control means can specify each injector easily so that each injector can be controlled accurately. Since injector has a data memory, it is not necessary to combine each injector with one control unit in a set or to allocate each injector to a specific cylinder of an engine.
  • the data memory comprises resistors; and the control means comprises resistance-measuring means for measuring the resistance thereof as the discrimination data.
  • control means can obtain the discrimination signal as resistance, it is not necessary to rewrite the correction data in the control means when an injector is replaced for repair, so that serviceability can be improved.
  • the parameter map has a plurality of correction parameters that respectively correspond to the discrimination data.
  • the plurality of correction parameters ensures that each injector can be corrected accurately according to its injection characteristics.
  • a plurality of correction parameters which correspond to each discrimination data prevents the memory from becoming complicated.
  • each of the correction parameters includes an offset value of valve opening period at a basic pressure of supplied fuel.
  • the control means includes a valve-opening-period adjusting coefficient map in which adjusting coefficients correspond to supplied fuel pressure, and the offset value of an actual valve opening period is obtained by multiplying one of the valve-opening-period-adjusting coefficients by the offset value of the basic pressure.
  • valve timing can be corrected accurately.
  • the correction parameters include a low-side offset value of valve-opening period at a lower side basic pressure of supplied fuel and a high-side offset value of valve-opening period at a higher side basic pressure of the supplied fuel.
  • the control means is structured so that the an offset value at a lower actual fuel pressure is obtained by multiplying the valve-opening-period-adjusting coefficients by the low-side offset value and the offset value of valve opening period at a higher side actual pressure of the supplied fuel is obtained by multiplying the valve-opening-period-adjusting coefficients that is read from the valve-opening-period adjusting coefficients map by the high-side offset value.
  • valve-opening-period-adjusting coefficient can be set at a high correlation.
  • the correction parameters include an offset value of valve opening period, and the offset value of valve timing is obtained by multiplying the valve-timing-adjusting coefficients by the offset value of valve opening period.
  • the delay of the valve timing after receiving the control signal causes an error of the valve opening period. Accordingly, the offset value of the valve timing is given in proportion to the offset value of the valve opening period so that the delay of the valve timing can be reduced easily.
  • control means includes a valve-timing-adjusting-coefficient map in which valve-timing-adjusting-coefficient correspond to supplied fuel pressures, and an offset value of the valve timing is obtained by multiplying the valve-timing-adjusting coefficients that is read from the valve-timing-adjusting-coefficients map by the offset value of valve-opening period at the basic pressure.
  • the offset value of the valve timing related to the supplied fuel pressure can be obtained, so that the valve timing can be corrected accurately.
  • the correction parameters include the same kind of correction parameters which are respectively set for a plurality of command-injection-quantity ranges.
  • the correction parameters are set within a range of command injection quantity to accurately correct the valve-opening period.
  • the correction parameters include an offset value of valve opening period when the command injection quantity is smaller basic injection quantity and an offset value of valve-opening period when the command injection quantity is larger basic injection quantity, and the valve-opening period is set by linear interpolation of valve-opening periods that are respectively corrected at the two basic injection quantity levels.
  • the offset value gradually increases or decreases relative to the command injection quantity. Therefore, even if increasing or decreasing ratio to the command injection quantity varies with injectors, the variation can be offset.
  • FIG. 2 An injector and a fuel injection system according to a first embodiment of the invention is described below with reference to Figs. 1-12.
  • engine 4 is provided with a plurality of injectors 1 fixed to respective cylinders.
  • the plurality of injectors 1 are connected to common-rail 5.
  • Each injector 1 has electromagnetic valve 1b as shown in Fig. 1 and opens or closes valve 1b in response to a control signal and supplies one of the engine cylinders with fuel from common-rail 5.
  • engine 4 has four cylinders.
  • Common-rail 5 is connected to variable-capacity high-pressure pump 6 which continuously accumulates fuel in common-rail 5 at a certain high pressure.
  • Variable-capacity high-pressure pump 6 pressurizes low-pressure fuel which is pumped up from fuel tank 7 to a certain high pressure.
  • the fuel injection system includes electronic control unit (ECU) 3 and variable-capacity high-pressure pump 6.
  • Electronic control unit 3 is comprised of a common hard ware having CPU and the like and outputs control signals to control injectors 1.
  • Electronic control unit 3 receives engine condition signals from engine-rotation-speed sensor, cylinder-discrimination sensor, and etc., which are not shown.
  • a pressure sensor 8 is disposed in common-rail 5 to detect common-rail pressure, which is inputted into electronic control unit 3.
  • Electronic control unit 3 determines command injection timing and command injection quantity according to the above stated input data, provides valve opening timing and valve opening period, and sends control signals to the respective injectors 1.
  • injector 1 is comprised of nozzle 1a, electromagnetic valve 1b, and connector 1c.
  • Connector 1c which is one of the features of this invention, is fixed to the upper portion of electromagnetic valve 1b.
  • Nozzle 1a has nozzle holder 103, needle valve 106, piston 108, spring 109, control chamber 110, bar filter 112, and injection chamber 114.
  • Nozzle holder 103 has fuel injection hole 102 formed at the edge thereof, inlet portion 104 extending obliquely upward, and return portion 105.
  • Inlet portion 104 is connected to common-rail 5 (as shown in Fig. 2).
  • Return portion 105 has hollow screw 129 to be connected to a return pipe which is connected to fuel tank 7.
  • Needle valve 106 is slidably disposed in nozzle hole 103 to open or close fuel injection hole 102.
  • Piston 108 is slidably disposed in guide hole 107 formed in nozzle holder 103 at the upper end of needle valve 106.
  • Spring 109 is disposed around piston 108 to bias needle valve 106 downward via piston 108 to normally close the valve.
  • Control chamber 110 is formed at rear end surface 108a of piston 108, which functions as a chamber wall movable up and down.
  • Inlet fluid passage 111 which has inlet port 111a at the edge of inlet portion 104, conducts high-pressure fuel of common-rail 5.
  • Bar filter 112 is disposed just downstream from inlet port 111a to remove foreign particles thereby.
  • Inlet fluid passage 111 branches out into two passages at the base of inlet portion 104, one passage 113 of which downwards extends to fuel injection hole 102 of nozzle body 101.
  • Injection chamber 114 is formed at a portion of passage 113 to surround tapered waist portion 106a of needle valve 106, so that needle valve 106 is always biased to open by the internal pressure thereof.
  • the other branch passage 115 which upwardly extends, connects with control chamber 110 through aperture 116.
  • Control chamber 110 connects, through passage 117 formed at upper portion thereof and electromagnetic valve 1b, with return pipe 118 which opens to the bottom of hollow screw hole 119 formed at return portion 105.
  • a portion of the fuel supplied from inlet portion 104 is returned to fuel tank 7 through a return passage formed by passage 115, aperture 116, control chamber 110, passage 117, electromagnetic valve 1b, return pipe 118 and hollow screw 129.
  • Electromagnetic valve 1b is comprised of valve portion 120, push rod 123, spring chamber 124, armature chamber 126, armature 127, and solenoid 128.
  • Valve portion 120 of electromagnetic valve 1b is comprised of seat portion 121 formed at upper opening of passage 117 and ball 122 as its valve body.
  • Ball 122 is always biased to close through push rod 123 by spring 125 which is accommodated in spring chamber 124 which connects with return pipe 118.
  • Disc-like armature 127 is coaxially inserted into armature chamber 126, which always connects with return pipe 118, around upper portion of push rod 123.
  • Solenoid 128 is disposed above armature 127 to face the same.
  • solenoid 128 is excited to pull armature 127 so that push rod 123 can be moved upward. Consequently, valve portion 120 opens to lower the pressure of control chamber 110, and needle valve 106 is lifted to inject fuel.
  • solenoid 128 is not excited, valve portion 120 closes to increase the pressure of control chamber, so that needle valve 106 can be seated to stop the fuel injection.
  • Connector 1c has two terminals 130 and 132 which are connected to electronic control unit 3 through a cable (not shown).
  • First terminal 130 conducts the control signals from electronic control unit 3 to solenoid 128 via drive line 131.
  • Second terminal 132 is connected to correction resistor 2 which is built in connector 1c as a data memory. Correction resistor 2 is selected so that it can correspond to the injection characteristic of injector 1, which is detected by an inspection beforehand.
  • electronic control unit 3 has pull-up electric power source 32 and pull-up resistor 33, which form voltage detection circuit 3a as a means for detecting the resistance.
  • Pull-up electric power source 32 provides constant voltage Vc, which is applied to correction resistor 2 through pull-up resistor 33.
  • Voltage Vi appearing across correction resistor 2 is inputted to A-D converter 34.
  • correction resistor 2 which is voltage Vi
  • A-D converter 34 converts the detected resistance signal into twenty five voltage grades.
  • Correction parameter map 35 is stored in ROM 310 together with the control program of injectors 1 and variable capacity high pressure pump 6, as illustrated in Fig. 4. Each of the numerals 1-25 in the table indicates one of voltage grades. A larger numeral indicates a higher voltage grade.
  • Correction parameter map 35 is a two-dimension map in which one voltage grade of voltage Vi corresponds to a pair of correction parameters tqcmh and tqcml. Correction parameters tqcmh and tqcml are used for offset-correction of an injection pulse duration or valve opening period that is calculated from a command injection quantity.
  • One correction parameter tqcmh is a high-side correction value to be used when the common-rail pressure is higher than a certain pressure
  • the other correction parameter tqcml is a low-side correction value to be used when the common-rail pressure is lower than the certain pressure
  • CPU 31 selects a pair of correction parameters tqcmh and tqcml from correction parameter map 35 according to the voltage grade which voltage Vi corresponds to. For example, if voltage Vi corresponds to voltage grade "7" in Fig. 4, high-side correction value tqcmh is -20 ⁇ s, and low-side correction value tqcml is +25 ⁇ s.
  • the resistance of correction resistor 2, which fixes voltage Vi, should be allocated taking resistance variation of resistor 2 due to temperature change and precision of A-D converter 34 into consideration.
  • Fig. 5 shows a sample of allocation of the resistances, wherein voltage Vc is 5.0 V and the resistance of pull-up resistor 33 is 619 ⁇ .
  • one voltage Vi provided by one correction resistor 2 may not be too close to another voltage Vi provided by another correction resistor 2, so that correction parameters tqcmh and tqcml can be correctly selected.
  • Each of the voltage grades are set so that the design-target value of voltage Vi is at the middle of the voltage grade. In order to minimize problems if resistance of different correction resistance adjacent to a proper correction resistance is erroneously selected, they are allocated so that resistors correction values are in order of the magnitude, as shown in Fig. 4.
  • Electronic control unit 3 also has valve-opening-period adjusting-coefficient map 36. Adjusting-coefficients map 36 is stored together with correction parameter map 35.
  • Fig. 6 shows adjusting-coefficient map 36 in which a pair of correction parameters t_mtqpch and t_mtqpcl corresponds to one common-rail pressure level.
  • the correction parameter adjusts the offset value of the injection pulse duration according to the common-rail pressure and is used to correct a basic pulse duration together with high-side correction parameter tqcmh and low-side correction parameter tqcml.
  • Low-side correction parameter t_mtqpch becomes 0 at lower pressure levels and High-side correction parameter t_mtqpcl becomes 0 at higher pressure levels.
  • step S101 voltage Vi of each correction resistor 2 installed in connectors 1c of injectors 1 is read in step S102.
  • High-side correction parameters tqcmh (j) and low-side correction parameters tqcml (j) are stored in the above RAM to correspond to the cylinder number.
  • step S103 If voltage Vi is out of all the voltage grades in step S103, in other words, if voltage Vi is lower than the lowest grade or higher than the highest grade, it is determined that the cable connecting correction resistor 2 and electronic control unit 3 is short-circuited or broken. Then, high-side correction parameters tqcmh (j) and low-side correction parameters tqcml (j) are set 0 ⁇ s.
  • step S201 whether each of high-side correction parameter tqcmh (j) and low-side of correction parameter tqcml (j) is adequate value to be selected from correction parameter map 35 or not is examined. In other words, whether high-side correction parameter tqcmh (j) is or is not between the maximum value EP2H (e.g. +40 ⁇ s in Fig. 4) and the minimum value EN2H (e.g. -40 ⁇ s in Fig. 4) is examined, and whether low-side correction parameter tqcml (j) is or is not between the maximum value EP2L (e.g. +50 ⁇ s in Fig. 4) and the minimum value EN2L (e.g. -50 ⁇ s in Fig. 4) is examined. If the result is YES, then it is determined that no error exists in the RAM, and the routine is ended.
  • EP2H e.g. +40 ⁇ s in Fig. 4
  • EN2H e.g. -40 ⁇ s
  • step S201 If the result of step S201 is NO, it is determined that there is some error in the RAM. Then, step S202 follows, where high-side correction parameter tqcmh (j) and low-side correction parameter tqcml (j) are set to 0 so that no correction can be made. Then, the routine is ended.
  • 8-ms-routine is executed every 8 milli-second.
  • pressure correction parameters tqcm (j) for correcting basic pulse duration for respective cylinders are calculated.
  • the common-rail pressure is read.
  • valve-opening-period adjusting-coefficients t_mtqpch, t_mtqpcl which correspond to a common rail pressure are selected from adjusting-coefficient map 36. If such a common-rail pressure falls between adjacent stored pressure grades in the map, they are calculated by linear interpolation of adjusting coefficient t_mtqpch, t-mtqpcl which correspond to the adjacent common-rail pressure grades.
  • the intermediate area between higher pressure grade and lower pressure grade (e.g. area between 48 MPa and 64 MPa in Fig. 6) is calculated by linear interpolation of pressure correction parameter tqcm (j) at the highest side of the low-side correction grade and pressure correction parameter tqcm (j) at the lowest side of the high-side correction grade.
  • Fig. 10 is an angular synchronism routine, which is executed every 180° CA (crank angle) in case of a four-cylinder engine.
  • vehicle condition parameters such as throttle valve's open-angle Ac and vehicle speed are detected.
  • command injection quantity is calculated from the vehicle condition parameters, and command injection timing is calculated at step S403.
  • basic pulse duration tqbase that is the injector's turning-on period is calculated from the above command injection quantity.
  • step S405 follows, where one of the cylinder number is read.
  • the pressure correction parameter tqcm (j) that corresponds to the same cylinder number is read.
  • the basic pulse duration tqbase which is read at step S404, is added to pressure correction parameter tqcm (j), which is read at step S408, thereby obtaining corrected injection pulse duration tqfin.
  • corrected injection pulse duration tqfin is set in a drive-pulse-control register. The drive pulses are supplied to injectors so that electromagnetic valve 1b is energized during the corrected injection pulse duration.
  • adjusting coefficient t_mtqpch becomes 0 when the common-rail pressure is low, and adjusting coefficient t_mtqpcl becomes 0 when the common-rail pressure is high as shown in adjusting coefficient map 36 in Fig. 6. Therefore, when the common-rail pressure is high (e.g. 135 MPa), pressure correction parameter tqcm (j) is the product of high-side correction parameter tqcmh (j) and adjusting coefficient t_mtqpch. On the other hand, when the common-rail pressure is low (e.g. 48 MPa), pressure correction parameter tqcm (j) is the product of low-side correction parameter tqcml (j) and adjusting coefficient t_mtqpcl.
  • the common-rail pressure is high (e.g. 135 MPa)
  • pressure correction parameter tqcm (j) is the product of high-side correction parameter tqcmh (j) and adjusting coefficient t_mtqpch.
  • the high-side correction parameter tqcmh (j) and the low-side correction parameter tqcml (j) are given to each injector to correspond to its injection characteristic.
  • adjusting coefficient map 36 is the same if the fuel injection system including injectors 1 is the same.
  • the pressure correction parameter tqcm (j) for the higher pressure grade (tqcmh (j)) is set separately from that for the lower pressure grade (tqcml (j)), whereby the pressure correction parameter tqcm (j) can corresponds to the individual injector accurately.
  • Fig. 12 is a graph showing correlation coefficients relative to the common-rail pressure. If the basic pressure is set at a higher pressure side, the correlation coefficient becomes lower as the pressure becomes lower.
  • the pressure correction parameters tqcm (j) at higher pressure sides (high side pressure) are calculated from the high-side correction parameter tqcmh (j), and the pressure correction parameters tqcm (j) at lower sides are calculated from the low-side correction parameter tqcml (j). Therefore, the fuel injection period of each injector 1 can be corrected accurately.
  • a correction resistor is installed in connector 1c of each injector 1 so that injection pulse duration can be corrected to correspond to the injection characteristic. Therefore, it is not necessary to combine each injector 1 with a tailor-made electronic control unit 3, or to allocate each injector 1 to a specific cylinder of an engine.
  • injectors 1 are discriminated from each other by the resistance of the correction resistors, electronic control unit 3 can get discrimination data easily if it supplies the resistors with electric current. If injector 1 is replaced by another in repair or the like, electronic control unit 3 can select a correction parameter according to measured voltage across the resistor when it is initialized. Therefore, it is not necessary to rewrite ROM 310 each time injector 1 is replaced. This improves serviceability.
  • Correction parameter map 35 is a multiple dimension map for voltage Vi, in which a plurality of injection characteristic data (correction parameters) are available for each injector 1 without providing a complicated structure having a plurality of correction resistors 2 and voltage measurement circuits 3a for each injector 1.
  • a fuel injection system according to a second embodiment of the invention is described with reference to Figs. 13-19.
  • Electronic control unit 3A is different from the first embodiment.
  • Electronic control unit 3A is substantially the same in structure as the first embodiment except for correction parameter map 35A.
  • Correction parameter map 35A has two correction parameters TQC1 (j) and TQC2 (j) for each voltage level Vi.
  • the correction parameter is provided by offset-correction of the injection pulse duration that corresponds to the valve opening period calculated from the command injection quantity.
  • One is the first correction parameter for a large quantity side basic injection quantity (e.g. 50 mm 3 /st), and the other is the second correction parameter for a small quantity side basic injection quantity (e.g. 5 mm 3 /st).
  • Figs. 15 and 16 illustrate a flow diagram of electronic control unit 3A controlling injectors 1.
  • the initial routine is executed after IG key is turned on.
  • a RAM and other components are initialized.
  • terminal voltages Vi of respective built-in resisters 2 are read.
  • First correction parameter TQC1 (j) and second correction parameter TQC 2 (j) for each cylinder is stored in the RAM.
  • first correction parameter TQC1 (j) and second correction parameter TQC2 (j) are set 0 ⁇ s to stop the correction.
  • Correction parameters TQC1 (j) and TQC2 (j) are selected only in the initial routine and will not be renewed until the IG key is turned on again. For example, an upper-and-lower-limit check routine is executed every 64 ms to prevent an erroneous storing in the RAM as described in the first embodiment. If it is considered as the erroneous storing of the RAM, first correction parameter TQC1 (j) and second correction parameter TQC2 (j) are set to 0.
  • Fig. 16 shows an angular synchronism routine, which is executed every 180° CA (crank angle) in case of a four-cylinder engine.
  • operation parameters such as a throttle open angle Ac, a vehicle speed and the like are read.
  • command injection quantity is calculated on the basis of the above operation parameters at step S602, and command injection timing is calculated at step S603.
  • basic pulse duration tqbase is calculated on the basis of the above data including the command injection quantity to proceed to step S605.
  • a number of the cylinder to inject fuel is read at step S605, and the correction parameter corresponding to the calculated injection quantity is calculated at step S606.
  • the correction parameters TQC (j) are calculated as follows.
  • correction parameters TQC1 (j) and TQC2 (J) that correspond to the above cylinder number are read.
  • the correction parameter TQC (j) is calculated by the linear interpolation on the basis of the first correction parameter TQC1 (j) of the large-quantity-side first basic injection quantity (50 mm 3 /st) and second correction parameter TQC2 (j) of the small-quantity-side second basic injection quantity (5 mm 3 /st).
  • correction parameter TQC (j) is added to basic pulse duration tqbase that is calculated at step S604 to provide corrected (final) pulse duration tqfin.
  • basic pulse duration tqfin is set into the driving pulse control register. The driving pulse is supplied to injector 1 to excite electromagnetic valve 1b during the corrected pulse duration to inject fuel.
  • the fuel quantity to be corrected increases or decreases gradually as the command injection quantity increases.
  • the inclination angle or the coefficient of a function of the command injection quantity relative to the injection pulse duration can be changed to fit to each injector 1.
  • Correction parameter TQC (j) can be obtained if first and second correction parameters TQC1 (j) and TQC2 (j) selected from correction parameter map 35A are multiplied by coefficient K that corresponds to the common-rail pressure PC.
  • coefficient K is 1 where the common-rail pressure PC is lower than a supplied fuel pressure (e.g. 60 MPa) at the time when correction parameters TQC1 (j)and TQC2 (j) are measured, and becomes smaller as the common-rail pressure PC becomes higher as far as it is higher than the supplied fuel pressure.
  • a fuel injection system according to a third embodiment of the invention is described with reference to Figs. 20-27.
  • a pilot injection for injecting a small quantity of fuel in advance of the main fuel injection is adopted.
  • Electronic control unit 3B is substituted for the electronic control unit 3 of the fuel injection system according to the first embodiment.
  • Electronic control system 3B is substantially the same in structure as the first embodiment except correction parameter map 35B.
  • a pair of correction parameters TQPC (j) and TQMC (j) corresponds to each voltage Vi, which is the detected resistance signal of correction resistor 2.
  • the pair of correction parameters TQPC (j) and TQMC (j) is used for offset-correction of the injection pulse duration that is the valve opening period calculated from the command injection quantity.
  • TQPC (j) is the pilot correction parameter of injection that is used when the command injection quantity of injector 1 is small
  • TQMC (j) is the main correction parameter that is used when the command injection quantity of injector 1 is large.
  • an initial routine is started after IG key is turned on.
  • the RAM and other parts are initialized.
  • terminal voltage Vi of resistor 2 is read.
  • pilot correction parameter TQPC (j) and main correction parameter TQMC (j) for each cylinder are stored into a RAM.
  • pilot correction parameter TQPC (j) and main correction parameter TQMC (j) are set 0 ⁇ s to stop the correction.
  • the pair of correction parameters TQPC (j) and TQMC (j) is selected only in the initial routine and will not be renewed until the IG key is turned on again.
  • the upper-and-lower-limit check routine is executed every 64 ms to prevent an erroneous storing in the RAM as described before. If it is considered as the erroneous storing in the RAM, pilot correction parameter TQPC (j) and main correction parameter TQMC (j) are set to 0.
  • Fig. 23 is an angular synchronism routine, which is executed every 180° CA in case of a four-cylinder engine.
  • operation parameters such as a throttle open angle Ac, a vehicle speed and the like are read.
  • command total injection quantity QFIN is calculated on the basis of the above operation parameters at step S802
  • command pilot injection quantity QPLT is calculated at step S803.
  • the common-rail pressure is read.
  • basic pilot injection period TQPLT and basic main injection period TQMAIN are obtained from command pilot injection quantity QPLT and command main injection quantity QMAIN and the common-rail pressure PC.
  • corrected injection pulse period TQPLTF, TQMAINF are calculated.
  • Fig. 24 shows details of step S807.
  • step S901 cylinder number (j) is read, and the corresponding correction parameters TQPC (j), TQMC (j) are read at step S902.
  • step S903 corrected injection pulse durations TQPLTF and TQMAINF are calculated by the following expression (4), wherein Tth is a threshold value.
  • TQPLTF TQPLT + TQPC (j)
  • TQMAINF TQMAIN + PQPC (j) (QMAIN ⁇ Tth)
  • TQMAINF TQMAIN + TQMC (j) (QMAIN ⁇ Tth)
  • correction parameters for injection pulse duration TQPLT and TQMAIN are separately set by small and large quantities
  • target injection timings TPLT, TMAIN are calculated on the basis of the engine speed and the command total injection quantity.
  • the injection timing is given as a crank angle, and a predetermined basic pulse of the crank angle signals corresponds to the basic angle to be measured.
  • corrected injection pulse durations TQPLTF and TQMAINF and command injection timings TPLT and TMAIN are set into the injection pulse control register. The corresponding injection pulses are supplied to injectors 1 to inject fuel.
  • Fig. 26 is a graph showing relationship between the command injection quantity and the injection pulse duration before correction.
  • the pilot injection needle valve 106 is not fully lifted and the fuel flow is controlled by the throttle of the seat.
  • the main injection range it is fully lifted so that the fuel flow is controlled by fuel injection hole 102. Therefore, correction parameter should be different between the pilot injection range and the main injection range.
  • the offset correction in the pilot injection range is made differently from that in the main injection range so that accurate correction for each injector can be carried out.
  • a fourth embodiment of the invention is described with reference to Figs. 28-38.
  • a correction parameter or a fragment ⁇ T is added to or subtracted from the basic pulse duration calculated from the command injection quantity to make the injection pulse duration shorter, so that the injection rate is compressed time-wise from 1 ⁇ to 2 ⁇ . Consequently, the injection rate of the respective injectors does not change even if the injection characteristic of injectors 1 is different from each other.
  • the injection timing is corrected one by one as indicated by 3 ⁇ . As a result, a simple structure having a desirable combustion characteristic can be provided.
  • electronic control unit 3C is only different from the electronic control unit 3 of the first embodiment in that electronic control unit 3C has correction parameter map 35C.
  • Correction parameter map 35C has a pair of correction parameters TQPC' (j) and TQMC' (j) corresponds to each voltage Vi.
  • the pair of correction parameters TQPC' (j) and TQMC' (j) is for offset-correction of the injection pulse duration that corresponds to the valve opening period calculated on the basis of the command injection quantity.
  • Correction parameters TQPC' (j) is a correction parameter for the small-fuel-quantity pilot injection
  • TQMC' (j) is a correction parameter for the large-fuel-quantity main injection.
  • the pair of pilot injection correction parameters TQPC' (j) and main injection correction TQMC' (j) is used to correct the basic pulse duration calculated from the command injection quantity as in the third embodiment.
  • Electronic control unit 3C has basic injection delay time map 37 and injection-delay adjusting-coefficient map 38, which are stored in ROM 310 together with correction parameter map 35C.
  • Fig. 31 is a table showing the content of basic injection delay time map 37, in which the basic injection delay time TD corresponds to the common-rail pressure PC.
  • Fig. 32 is a table showing the content of injection-delay adjusting-coefficient map 38, in which the injection delay adjusting coefficient Kpc corresponds to the common-rail pressure PC.
  • step S1001 the RAM and other parts are initialized.
  • step S1002 terminal voltage Vi of resistor 2, which is built in connector 1c of each injector 1, is read.
  • step S1003 pilot correction parameter TQPC' (j) and main correction parameter TQMC' (j) for each cylinder are stored into a RAM.
  • step 1003 if the voltage Vi is out of any one of the voltage grades, or if the pressure is lower than the pressure corresponding to the highest voltage grade, it is considered that a cable connecting injector 1 and electronic control unit 3 is short-circuited or cut. Consequently, pilot correction parameter TQPC (j) and main correction parameter TQMC (j) are set 0 ⁇ s.
  • the pair of correction parameters TQPC (j) and TQMC (j) is selected only in the initial routine, and will not be renewed until the IG key is turned on again. Therefore, the upper-and-lower-limit check routine is executed every 64 ms to prevent an erroneous storing in the RAM. If it is considered as the erroneous storing in the RAM, pilot correction parameter TQPC' (j) and main correction parameter TQMC' (j) are set to 0.
  • Fig. 34 is an angular synchronism routine, which is executed every 180° CA in case of a four-cylinder engine.
  • operation parameters such as a throttle open angle Ac, a vehicle speed and the like are read.
  • command total injection quantity QFIN is calculated on the basis of the above operation parameters at step S1102, and command pilot injection quantity QPLT is calculated at step S1103.
  • command main injection quantity QMAIN is calculated from the following expression (5):
  • QMAIN QFIN - QPLT
  • step S1105 the common-rail pressure is read.
  • step S1106 basic pilot injection period TQPLT and basic main injection period QMAIN are obtained from command pilot injection quantity QPLT and command main injection quantity QMAIN respectively calculated at steps S1103 and S1104 and the common-rail pressure PC.
  • step S1107 corrected injection pulse period TQPLTF, TQMAINF are calculated.
  • Fig. 35 shows details of step S1107.
  • cylinder number (j) is read, and the corresponding correction parameters TQPC' (j), TQMC' (j) are read at step S1202.
  • corrected injection pulse durations TQPLTF and TQMAINF are calculated by the following expression (6).
  • TQPLTF TQPLT + TQMC' (j) + TQPC' (j)
  • TQMAINF TQMAIN + PQMC' (j)
  • TQMAINF TQMAIN + TQMC' (j)
  • target injection timings TPLT, TMAIN are calculated on the basis of the engine speed Ne and the command total injection quantity QFIN.
  • the injection timing is given as a crank angle, and a predetermined basic pulse of the crank angle signals corresponds to the basic angle to be measured.
  • the basic injection delay time TD that corresponds to the common-rail pressure is calculated according to basic injection delay time map 37.
  • injection delay time correction parameter TDP (j), TDM (j) are calculated.
  • Fig. 36 shows details of step S1110, where the cylinder number is read at first at step S1301, and the corresponding correction parameters TQPC' (j) and TQMC' (j) are read at step S 1302.
  • injection delay time correction parameters TDP (j) and TDM (j) are calculated by expression (7).
  • Kpc is read from injection-delay adjusting-coefficient map 38.
  • TDP (j) Kpc ⁇ (TQMC' (j) + TQPC' (j))
  • TDM (j) Kpc ⁇ TQMC' (j)
  • the injection delay time TD of the pilot injection and the main injection is corrected by the injection delay time TDP and TDM (j), which are converted into the crank angle.
  • TPLTC (j) 6 ⁇ Ne ⁇ (TD + TDP (j)) ⁇ 10 -6
  • TDM (j) 6 ⁇ Ne ⁇ (TD + TDM (j)) ⁇ 10 -6
  • final command injection timings TPLTF and TMAINF are calculated by expression (9) from target command injection timings TPLT and TMAIN calculated at step S1108 and injection delay time correction angles TPLTC (j) and TMAINC (j) calculated at step S1111.
  • TPLTF TPLT - TPLTC (j)
  • TMAINF TMAIN - TMAINC (j)
  • corrected injection pulse durations TQPLTF and TQMAINF and corrected command injection timings TPLTF and TMAINf are set into the injection pulse control register.
  • the corresponding injection pulses are supplied to injectors 1 to inject fuel.
  • the injection delay time correction parameters TDP (j) and TDM (j) are connected by the adjusting coefficient Kpc with the injection delay time correction parameters TQPC' (j) and TQMC' (j) and can be easily calculated.
  • the delay time of the injectors responsive to the injection pulses is a main factor of the variation in the injection quantity of the injectors.
  • the deviation of the correction value ⁇ T for correcting the injection quantity and injection delay time ⁇ t were also examined.
  • Fig. 37 show the result, in which there is correlation between the correction value ⁇ T and the injection delay time ⁇ t.
  • the correlation can be expressed by a correlation function having the coefficient Kpc that is one of the adjusting coefficient. Accordingly, the injection delay time correction parameter TDP (j) and TDM (j) can be obtained by a simple calculation from expression (7).
  • the injection quantity of the main injection is corrected by TQMC (j)
  • the injection quantity of the pilot injection is corrected by (TQCMC' (j) + TQPC' (j).
  • the injection delay times, TDP (j) and TDM (j) can be obtained by multiplying the above by the adjusting coefficient Kpc.
  • the pilot injection and the main injection are outputted so that the injection pulses can offset the deviations in the injection delay time and the injection quantity of the respective injectors. As a result, accurate fuel injection quantity can be supplied at proper timings.
  • a plurality of correction parameters are selected by the terminal voltage of the built-in correction resistor of the injector from the correction parameter map to offset deviations between the injectors.
  • a single correction of the injection pulse duration and the injection delay time can represent each of the injectors if the deviations to be offset among the injectors are permitted to a certain amount.
  • the injection pulse duration is offset over the entire command quantity range by a constant value.
  • the correction parameters can be adjusted according to the common-rail pressure.
  • the injectors have a built-in resistor to use its resistance as a discrimination signal.
  • the electronic control unit only has to measure the terminal voltage of the built-in resistor to obtain the discrimination signal from the resistor. If a limited number of vehicles are manufactured, the production cost may not be reduced sufficiently due to the design change of the electronic control unit and the injectors. According to the invention, it is not necessary to change the design of the wiring which connect the injectors and the electronic control unit.
  • Figs. 39 and 40 illustrate the injector and a fuel injection system according to the fifth embodiment of the invention.
  • Injector 1A is substantially the same as those of the precedent embodiments except that connectors 1d do not have the correction resistors and their terminals. Instead of the correction resistor, injectors 1A have a data-memory-tag 2A which has bar codes 21 thereon and is stuck to the surface thereof.
  • the information of bar codes 21 fixed to one of the injectors 1A represent the injection characteristic of the one injector.
  • Such information includes, for example, high-side correction parameter tqcmh (j) and low-side correction parameter tqcml (j) of the first embodiment.
  • the bar codes are read by bar code reader 91 before the injectors are lined off an assembling line.
  • ROM 310 is a EEPROM which is writable.
  • Electronic control unit 3D corrects the injection timing on the basis of the written correction parameters. Because the correction parameters are memorized as bar codes 21, it is not necessary to have a correction map to link bar code data to the correction parameters. It is also possible to provide bar codes which include only the data discriminating kinds of the injection characteristic.
  • the electronic control unit has a correction parameter map, and some correction parameters are selected according to the data of the bar codes. Instead, as shown in Fig. 41, data base 93 that correspond to the correction parameters may be provided, and the correction parameters that correspond to the bar codes read by bar code reader 91 are selected and sent to ROM writer 92.
  • Data memory for the injector discriminating data is not limited to the above correction resistors or tags having bar codes thereon.
  • the electronic control unit has a correction parameter map and a DIP switch for memorizing injector's injection characteristic data.
  • Injector has a tag fixed thereto which prescribes setting of the DIP switch.
  • the DIP switch is set before the injection system is lined off as the fifth embodiment.
  • Deviation in fuel injection quantity among injectors (1) is corrected by a simple structure.
  • Injector 1 is provided with data memory (2, 2A) which memorizes discrimination data for injection characteristic of each of the injectors (1) to discriminate the injection characteristic of individual injectors (1).
  • control signals supplied to the injector 1 are corrected to reduce deviation in the fuel injection quantity among the injectors (1) without much increasing production cost and to save work of allocating each of the injectors (1) 1 to a specified cylinder.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
EP00101856A 1999-02-01 2000-01-31 Système d'injection de carburant à plusieurs injecteurs Expired - Lifetime EP1026384B1 (fr)

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JP02395599A JP3487207B2 (ja) 1999-02-01 1999-02-01 燃料噴射システム
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WO2001086132A1 (fr) * 2000-05-11 2001-11-15 Robert Bosch Gmbh Procede pour ajuster des profils de quantites d'injection specifiques a un cylindre dans un moteur a combustion interne
WO2002084095A1 (fr) * 2001-04-10 2002-10-24 Robert Bosch Gmb Systeme et procede pour corriger les caracteristiques d'injection d'au moins un injecteur
EP1400674A3 (fr) * 2002-09-23 2004-04-21 Robert Bosch Gmbh Procédé et dispositif de commande d'un moteur à combustion interne
FR2846714A1 (fr) * 2002-10-31 2004-05-07 Siemens Ag Circuit et procede permettant la classification sequentielle de plusieurs elements activables
EP1286036A3 (fr) * 2001-08-16 2004-06-16 Robert Bosch Gmbh Procédé pour influencer l'émission de substances nocives et/ou l'émission de bruit d'un moteur à combustion interne et dispositif d'injection de combustible
FR2852061A1 (fr) * 2003-03-05 2004-09-10 Denso Corp Procede d'assemblage de composants pour un actionneur
EP1396626A3 (fr) * 2002-09-04 2006-04-12 Robert Bosch Gmbh Dispositif et procédé pour commander les caractéristiques d'injection d'au moins un injecteur
DE10224258B4 (de) * 2002-05-31 2007-02-01 Robert Bosch Gmbh Verfahren zur Begrenzung des maximalen Einspritzdruckes an magnetgesteuerten, nockengetriebenen Einspritzkomponenten
EP1826386A1 (fr) * 2006-02-24 2007-08-29 Beru Aktiengesellschaft Moteur à combustion pour véhicule, en particulier moteurs diesel
EP1441118A3 (fr) * 2003-01-20 2008-05-14 Denso Corporation Appareil de commande à apprentissage des conditions de service pour moteur à combustion interne
WO2008132068A1 (fr) * 2007-04-27 2008-11-06 Siemens Aktiengesellschaft Procédé et support de données pour lire et/ou enregistrer des données spécifiques à un injecteur en vue de commander un système d'injection d'un moteur à combustion interne
US7474952B2 (en) 2006-06-06 2009-01-06 Denso Corporation Fuel injection controller
US7472689B2 (en) 2003-01-30 2009-01-06 Denso Corporation Fuel injection system
WO2010121869A1 (fr) * 2009-04-23 2010-10-28 Robert Bosch Gmbh Procédé et unité de commande permettant de faire fonctionner une soupape commandée par un actionneur
US20130327297A1 (en) * 2012-06-06 2013-12-12 MAGNETI MARELLI S.p.A. Method for refreshing the injection law of a fuel injector
WO2014202406A1 (fr) * 2013-06-21 2014-12-24 Continental Automotive Gmbh Procédé et dispositif de commande d'injecteur
US9176484B2 (en) 2012-11-15 2015-11-03 Mitsubishi Electric Corporation Electronic control apparatus and control characteristic adjustment method for the same having a label resistor for calibrating a device-variability variation
EP2923057A4 (fr) * 2012-11-21 2016-07-20 Westport Power Inc Étalonnage et émondage d'injecteur de carburant
GB2603955A (en) * 2021-02-22 2022-08-24 Delphi Tech Ip Ltd A method of controlling a solenoid operating fuel injector
EP4394174A4 (fr) * 2021-08-27 2025-01-01 Kubota Corporation Moteur diesel, procédé de fabrication de moteur diesel et système de correction de quantité d'injection de moteur diesel

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JP4022879B2 (ja) 2003-03-14 2007-12-19 株式会社デンソー 内燃機関用燃料噴射システム
JP2005120952A (ja) * 2003-10-17 2005-05-12 Bosch Automotive Systems Corp 燃料噴射制御装置
JP4483596B2 (ja) * 2005-01-18 2010-06-16 株式会社デンソー 燃料噴射制御装置、燃料噴射弁、及び燃料噴射制御の調整方法
JP4529944B2 (ja) 2005-09-09 2010-08-25 株式会社デンソー 燃料噴射制御システムの製造方法
JP2008075535A (ja) * 2006-09-21 2008-04-03 Kubota Corp エンジンのコモンレール式燃料噴射装置
JP4929250B2 (ja) * 2008-08-12 2012-05-09 日立オートモティブシステムズ株式会社 内燃機関の燃料噴射システム
JPWO2011125371A1 (ja) * 2010-04-09 2013-07-08 ボッシュ株式会社 燃料噴射制御装置及び蓄圧式燃料噴射装置
DE102012210739B4 (de) 2012-06-25 2022-02-10 Robert Bosch Gmbh Verfahren und Vorrichtung zur Ermittlung von Korrekturwerten zur Ansteuerung eines Kraftstoffeinspritzventils
IN2013CH05498A (fr) * 2013-11-28 2015-06-12 Bosch Ltd
WO2021065925A1 (fr) 2019-10-02 2021-04-08 ナブテスコ株式会社 Dispositif de capteur, système de gestion, serveur de gestion, dispositif d'inspection d'acceptation, procédé exécuté par un dispositif de capteur et plaque de nomenclature

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Cited By (35)

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Publication number Priority date Publication date Assignee Title
WO2001086132A1 (fr) * 2000-05-11 2001-11-15 Robert Bosch Gmbh Procede pour ajuster des profils de quantites d'injection specifiques a un cylindre dans un moteur a combustion interne
WO2002084095A1 (fr) * 2001-04-10 2002-10-24 Robert Bosch Gmb Systeme et procede pour corriger les caracteristiques d'injection d'au moins un injecteur
US6904354B2 (en) 2001-04-10 2005-06-07 Robert Bosch Gmbh System and methods for correcting the injection behavior of at least one injector
EP1286036A3 (fr) * 2001-08-16 2004-06-16 Robert Bosch Gmbh Procédé pour influencer l'émission de substances nocives et/ou l'émission de bruit d'un moteur à combustion interne et dispositif d'injection de combustible
DE10224258B4 (de) * 2002-05-31 2007-02-01 Robert Bosch Gmbh Verfahren zur Begrenzung des maximalen Einspritzdruckes an magnetgesteuerten, nockengetriebenen Einspritzkomponenten
EP1396626A3 (fr) * 2002-09-04 2006-04-12 Robert Bosch Gmbh Dispositif et procédé pour commander les caractéristiques d'injection d'au moins un injecteur
EP1400674A3 (fr) * 2002-09-23 2004-04-21 Robert Bosch Gmbh Procédé et dispositif de commande d'un moteur à combustion interne
US7253539B2 (en) 2002-10-31 2007-08-07 Siemens Aktiengesellschaft Circuit arrangement and method for sequential classification of a plurality of controllable components
FR2846714A1 (fr) * 2002-10-31 2004-05-07 Siemens Ag Circuit et procede permettant la classification sequentielle de plusieurs elements activables
EP1441118A3 (fr) * 2003-01-20 2008-05-14 Denso Corporation Appareil de commande à apprentissage des conditions de service pour moteur à combustion interne
US7472689B2 (en) 2003-01-30 2009-01-06 Denso Corporation Fuel injection system
US7162355B2 (en) 2003-03-05 2007-01-09 Denso Corporation Constituent parts assembling method for an actuating apparatus
CN1329650C (zh) * 2003-03-05 2007-08-01 株式会社电装 用在作动装置中的部件组装方法
FR2852061A1 (fr) * 2003-03-05 2004-09-10 Denso Corp Procede d'assemblage de composants pour un actionneur
US8036819B2 (en) 2006-02-24 2011-10-11 Beru Aktiengesellschaft Internal combustion engine for vehicles, in particular a diesel engine
EP1826386A1 (fr) * 2006-02-24 2007-08-29 Beru Aktiengesellschaft Moteur à combustion pour véhicule, en particulier moteurs diesel
US7474952B2 (en) 2006-06-06 2009-01-06 Denso Corporation Fuel injection controller
WO2008132068A1 (fr) * 2007-04-27 2008-11-06 Siemens Aktiengesellschaft Procédé et support de données pour lire et/ou enregistrer des données spécifiques à un injecteur en vue de commander un système d'injection d'un moteur à combustion interne
US8649960B2 (en) 2007-04-27 2014-02-11 Siemens Aktiengesellschaft Method and data storage medium for reading and/or storing injector-specific data for controlling an injection system of an internal combustion engine
WO2010121869A1 (fr) * 2009-04-23 2010-10-28 Robert Bosch Gmbh Procédé et unité de commande permettant de faire fonctionner une soupape commandée par un actionneur
US20130327297A1 (en) * 2012-06-06 2013-12-12 MAGNETI MARELLI S.p.A. Method for refreshing the injection law of a fuel injector
US10385814B2 (en) * 2012-06-06 2019-08-20 MAGNETI MARELLI S.p.A. Method for refreshing the injection law of a fuel injector
US9176484B2 (en) 2012-11-15 2015-11-03 Mitsubishi Electric Corporation Electronic control apparatus and control characteristic adjustment method for the same having a label resistor for calibrating a device-variability variation
US9670862B2 (en) 2012-11-21 2017-06-06 Westport Power Inc. Fuel injector calibration and trimming
EP2923057A4 (fr) * 2012-11-21 2016-07-20 Westport Power Inc Étalonnage et émondage d'injecteur de carburant
CN105452635A (zh) * 2013-06-21 2016-03-30 大陆汽车有限公司 控制喷射器的方法和装置
US20160369731A1 (en) * 2013-06-21 2016-12-22 Continental Automotive Gmbh Method and Device for Controlling an Injector
EP2816212A1 (fr) * 2013-06-21 2014-12-24 Continental Automotive GmbH Procédé et dispositif de commande d'un injecteur
CN105452635B (zh) * 2013-06-21 2019-06-14 大陆汽车有限公司 控制喷射器的方法和装置
WO2014202406A1 (fr) * 2013-06-21 2014-12-24 Continental Automotive Gmbh Procédé et dispositif de commande d'injecteur
US10704488B2 (en) * 2013-06-21 2020-07-07 Continental Automotive Gmbh Method and device for controlling an injector
GB2603955A (en) * 2021-02-22 2022-08-24 Delphi Tech Ip Ltd A method of controlling a solenoid operating fuel injector
GB2603955B (en) * 2021-02-22 2023-04-26 Delphi Tech Ip Ltd A method of controlling a solenoid operating fuel injector
EP4394174A4 (fr) * 2021-08-27 2025-01-01 Kubota Corporation Moteur diesel, procédé de fabrication de moteur diesel et système de correction de quantité d'injection de moteur diesel
US12221936B2 (en) 2021-08-27 2025-02-11 Kubota Corporation Diesel engine, diesel engine manufacturing method, and diesel engine injection-amount correction system

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JP3487207B2 (ja) 2004-01-13
JP2000220508A (ja) 2000-08-08
EP1026384B1 (fr) 2004-06-16
DE60011484D1 (de) 2004-07-22
DE60011484T2 (de) 2005-08-11

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