SE518924C2 - Method and apparatus for controlling fuel injection into an internal combustion engine and using the apparatus - Google Patents
Method and apparatus for controlling fuel injection into an internal combustion engine and using the apparatusInfo
- Publication number
- SE518924C2 SE518924C2 SE0101356A SE0101356A SE518924C2 SE 518924 C2 SE518924 C2 SE 518924C2 SE 0101356 A SE0101356 A SE 0101356A SE 0101356 A SE0101356 A SE 0101356A SE 518924 C2 SE518924 C2 SE 518924C2
- Authority
- SE
- Sweden
- Prior art keywords
- fuel
- valve
- valve body
- movement
- time
- Prior art date
Links
- 239000000446 fuel Substances 0.000 title claims abstract description 43
- 238000002347 injection Methods 0.000 title claims abstract description 22
- 239000007924 injection Substances 0.000 title claims abstract description 22
- 238000000034 method Methods 0.000 title claims abstract description 12
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 8
- 230000003213 activating effect Effects 0.000 claims description 5
- 238000004364 calculation method Methods 0.000 claims description 2
- 238000012544 monitoring process Methods 0.000 claims 2
- 238000005259 measurement Methods 0.000 description 6
- 230000004913 activation Effects 0.000 description 4
- 230000000694 effects Effects 0.000 description 3
- 230000001419 dependent effect Effects 0.000 description 2
- 238000001514 detection method Methods 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 238000004422 calculation algorithm Methods 0.000 description 1
- 230000006698 induction Effects 0.000 description 1
- 230000000977 initiatory effect Effects 0.000 description 1
- 238000012067 mathematical method Methods 0.000 description 1
- 238000000691 measurement method Methods 0.000 description 1
- 238000005507 spraying Methods 0.000 description 1
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B1/00—Engines characterised by fuel-air mixture compression
- F02B1/12—Engines characterised by fuel-air mixture compression with compression ignition
-
- 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
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M65/00—Testing fuel-injection apparatus, e.g. testing injection timing ; Cleaning of fuel-injection apparatus
-
- 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
- F02D41/20—Output circuits, e.g. for controlling currents in command coils
- F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
- F02D2041/2058—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit using information of the actual current value
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
- F02M55/02—Conduits between injection pumps and injectors, e.g. conduits between pump and common-rail or conduits between common-rail and injectors
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M57/00—Fuel-injectors combined or associated with other devices
- F02M57/02—Injectors structurally combined with fuel-injection pumps
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
- F02M59/44—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston
- F02M59/46—Valves
- F02M59/466—Electrically operated valves, e.g. using electromagnetic or piezoelectric operating means
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)
- Fuel-Injection Apparatus (AREA)
Abstract
Description
_ BJ U1 v - v. u »p v-v 518 924 2 bränslekvaliteterna kan variera med upp till 5% vad avser energiinnehåll över året på en och samma marknad och upp till 10 - 12% mellan marknader i som exempel norra och södra Europa. Motsvarande prestandaskillnader kan erfaras för fordo- net vid drift med de olika bränslekvaliteterna. _ BJ U1 v - v. U »p v-v 518 924 2 fuel qualities can vary by up to 5% in terms of energy content over the year in one and the same market and up to 10 - 12% between markets in, for example, northern and southern Europe. Corresponding performance differences can be experienced for the vehicle when operating with the different fuel qualities.
Eftersom en dieselmotor i princip dimensioneras för mest ener- girika tänkbara bränsle, kommer driften således inte att kunna vara optimal för ett bränsle med mindre energiinnehåll. Pro- blemet kan till och med medföra att lastbilsägare känner sig tvungna att investera i fordon med starkare motorer eller att köra fordonen ej fullt lastade till maxlast för att kompensera för prestandabortfall.Since a diesel engine is in principle dimensioned for the most energy-efficient fuel imaginable, the operation will thus not be able to be optimal for a fuel with a lower energy content. The problem can even mean that truck owners feel compelled to invest in vehicles with more powerful engines or that the vehicles are not fully loaded to maximum load to compensate for loss of performance.
UPPFINNINGENS ÃNDAMÅL OCH VIKTIGASTE KÅNNETECKEN Det är ett ändamål med föreliggande uppfinning att undanröja eller åtminstone mildra problemen med den kända tekniken och att anvisa ett förfarande där fordonet kan köras med mer opti- mal drift vid olika bränslekvaliteter.OBJECTS AND MOST IMPORTANT CHARACTERISTICS OF THE INVENTION It is an object of the present invention to eliminate or at least alleviate the problems of the prior art and to provide a method in which the vehicle can be driven with more optimal operation at different fuel qualities.
Detta ändamål uppnås enligt uppfinningen vid ett förfarande och en anordning av inledningsvis nämnt slag genom särdragen i de kännetecknande delarna av patentkraven l resp. 7.This object is achieved according to the invention in a method and a device of the kind mentioned in the introduction by the features in the characterizing parts of claims 1 and 2, respectively. 7.
Härigenom uppnås att det motstånd ventilkroppen möter i sin rörelse relateras till bränslekvaliteten, vad avser energi- innehåll. Utifrån denna rörelse, och i synnerhet bränslets motstånd mot rörelsen, kan en uppskattning av bränslekvalite- ten göras, utifrån vilken den mängd bränsle som tillförs in- sprutningspumpen för varje insprutning kan styras.This achieves that the resistance the valve body encounters in its movement is related to the fuel quality, in terms of energy content. Based on this movement, and in particular the resistance of the fuel to the movement, an estimate of the fuel quality can be made, on the basis of which the amount of fuel supplied to the injection pump for each injection can be controlled.
I synnerhet kan generellt sägas att ett bränsle med låg visko- sitet, som således utövar ett lågt motstånd mot ventilkroppens 70441; 01-04-18 .. s v.. ~uv ana-u v 10 l5 20 . BJ LH s v v.. v» 518 924 rörelse, har lägre densitet och därmed lägre energiinnehåll.In particular, it can generally be said that a fuel with low viscosity, which thus exerts a low resistance to the valve body 70441; 01-04-18 .. s v .. ~ uv ana-u v 10 l5 20. BJ LH s v v .. v »518 924 movement, has a lower density and thus a lower energy content.
Ett sådant bränsle måste således tillföras motorn i större mängd än ett mer högvisköst bränsle, som har högre densitet och därmed högre energiinnehåll, för att samma resultat ska erhållas.Such a fuel must thus be supplied to the engine in a larger amount than a more highly viscous fuel, which has a higher density and thus a higher energy content, in order to obtain the same result.
Det år en stor fördel att utnyttja insprutningspumpens ventil för nämnda bränslekvalitetsdetektering, eftersom det handlar om en komponent som redan förekommer i insprutningssystemet.It is a great advantage to use the injection pump valve for said fuel quality detection, since it is a component that already exists in the injection system.
Vidare år insprutningspumpen anordnad på ett sådant sätt an- slutande till motorn att dess temperatur kommer att vara starkt avhängig motortemperaturen. Omgivningstemperaturens in- verkan på mätningarna blir därmed försumbar. Mätningen av bränslekvaliteten påverkas således inte av om fordonets körs i varmt eller kallt klimat, åtminstone inte nämnvärt. Sammanta- get blir resultatet tillförlitliga mätningar med en ringa eko- nomisk insats.Furthermore, the injection pump is arranged in such a way as to be connected to the engine that its temperature will be strongly dependent on the engine temperature. The effect of ambient temperature on the measurements thus becomes negligible. The measurement of fuel quality is thus not affected by whether the vehicle is driven in hot or cold climates, at least not significantly. All in all, the result is reliable measurements with little financial effort.
Det föredras att mätningarna sker genom avkänning i en till insprutningspumpen hörande magnetventil, och i synnerhet att såsom en beskrivning av ventilkroppens rörelse tidsrymden från tidpunkten för tillslag av magnetventilens aktiveringsström till tidpunkten då ventilkroppen slår mot sitt säte, och såle- des ventilen är stängd, utnyttjas. Dessa tidpunkter är enkelt detekterbara med hjälp av i systemet redan befintliga kompo- nenter, varför deras utnyttjande blir enkelt och kostnads- effektivt.It is preferred that the measurements take place by sensing in a solenoid valve belonging to the injection pump, and in particular that as a description of the movement of the valve body the time from the time of activation of the solenoid valve activation current to the time the valve body strikes its seat, and thus the valve is closed, is used. . These times are easily detectable with the help of components already existing in the system, which is why their utilization becomes simple and cost-effective.
Ytterligare fördelar med uppfinningen framgår av följande detaljbeskrivning av utföringsexempel med hänvisning till bifogade ritningar. 70441; 01-04-18 10 15 20 518 924 4 KORTFATTAD BESKRIVNING AV RITNINGARNA På ritningarna visar: Fig 1 schematiskt ett styrsystem enligt uppfinningen i samband med en bränsleinsprutare till en dieselmotor, fig 2 visar i förstorad skala en detalj vid en ventil till en insprutningspump för användning vid uppfinningen, fig 3 visar grafer för illustration av signaler som används för detektering av ventilrörelse, och fig 4 ett blockschema över ett förfarande enligt uppfinningen.Further advantages of the invention appear from the following detailed description of exemplary embodiments with reference to the accompanying drawings. 70441; 01-04-18 10 15 20 518 924 4 BRIEF DESCRIPTION OF THE DRAWINGS In the drawings: Fig. 1 schematically shows a control system according to the invention in connection with a fuel injector for a diesel engine, Fig. 2 shows on an enlarged scale a detail of a valve for an injection pump for use in the invention, Fig. 3 shows graphs for illustrating signals used for detecting valve movement, and Fig. 4 is a block diagram of a method according to the invention.
BESKRIVNING AV UTFÖRINGSEXEMPEL Fig 1 visar schematiskt ett insprutningssystem enligt uppfin- ningen, vilket är generellt betecknat med 1. Det visade syste- met är avsett för en förbränningsmotor av kolv- cylindertyp, exempelvis en dieselmotor, för ett fordon. En insprutningspump 3 är inrättad att i bestämda lägen inspruta en avvägd bränsle- mängd i en cylinder 2 till en förbränningsmotor till ett for- don.DESCRIPTION OF EMBODIMENTS Fig. 1 schematically shows an injection system according to the invention, which is generally denoted by 1. The system shown is intended for an internal combustion cylinder type internal combustion engine, for example a diesel engine, for a vehicle. An injection pump 3 is arranged to inject in certain positions a balanced amount of fuel in a cylinder 2 to an internal combustion engine of a vehicle.
Den visade insprutaren är av PDE-typ, dvs. en enhetsinsprutare med bränsleinsprutningsmunstycket sammanbyggt med pumpenheten, varvid pumpenheten är elektroniskt styrd.The injector shown is of the PDE type, ie. a unit injector with the fuel injection nozzle integrated with the pump unit, the pump unit being electronically controlled.
Insprutningssystemet omfattar i övrigt pà känt sätt en pump P, som via sin utgång arbetar mot en tryckregulator R och mot en magnetventil 5.The injection system otherwise comprises in a known manner a pump P, which via its output acts against a pressure regulator R and against a solenoid valve 5.
En styrenhet 4, vilken kan utgöras av en separat enhet eller vara integrerad i en motorstyrenhet, är inrättad att styra in- 70441; 01-04-18 »111- lO 15 20 518 924 sprutningssystemets drift. För detta ändamål avges via led- ningarna 7 en aktivitetsström till magnetventilen 5 för akti- vering av magnetventilen. Genom samma ledningar 7 är det även möjligt att genom ventilkroppens induktion i en tillhörande spole registrera den tidpunkt då ventilkroppen går mot sitt säte och således magnetventilen har stängt.A control unit 4, which may be a separate unit or be integrated in a motor control unit, is arranged to control the input 70441; 01-04-18 »111- lO 15 20 518 924 operation of the spraying system. For this purpose, an activity current is delivered via the lines 7 to the solenoid valve 5 for activating the solenoid valve. Through the same lines 7 it is also possible to register by the induction of the valve body in an associated coil the time when the valve body moves towards its seat and thus the solenoid valve has closed.
I fig 2 visas magnetventilen 5 mer i detalj med en ventilkropp 9, vilken är rörlig mot ett säte 10 som svar på avgivande av aktivitetsström från styrenheten 4 (fig 1) till en spole ll.Fig. 2 shows the solenoid valve 5 in more detail with a valve body 9, which is movable towards a seat 10 in response to the delivery of activity current from the control unit 4 (Fig. 1) to a coil 11.
Det nedre läget av ventilkroppen 9 motsvarar stängd ventil.The lower position of the valve body 9 corresponds to a closed valve.
Ventilkroppen 9 befinner sig i ett utrymme fyllt med bränsle, varför dess rörelse blir beroende av bränslets viskösa egen- skaper.The valve body 9 is located in a space filled with fuel, so that its movement becomes dependent on the viscous properties of the fuel.
I fig 3 visas i grafisk form dels genom kurvan 12 aktiverings- strömmen som funktion av tiden, dels genom kurvan 13 rörelsen för magnetventilens ventilkropp som funktion av tiden. to indi- kerar härvid initiering av aktiveringsströmmen, under det att ts indikerar ventilkroppens anslag mot sätet. Denna punkt ts är enkelt detekterbar genom detektering av en extrempunkt 14, vilkens läge kan förklaras som att av ventilkroppen inducerad ström i denna punkt när ett lokalt minimum pà grund av ventil- kroppens avbrutna rörelse när den i slutet av sin rörelse slår i sätet.Fig. 3 shows in graphical form partly through the curve 12 the activation current as a function of time, partly through the curve 13 the movement of the solenoid valve valve body as a function of time. to indicates the initiation of the actuating current, while ts indicates the stop of the valve body towards the seat. This point ts is easily detectable by detecting an extreme point 14, the position of which can be explained as current induced by the valve body at this point reaches a local minimum due to the interrupted movement of the valve body when it strikes the seat at the end of its movement.
Tidsrymden mellan to och ts beskriver således ventilkroppens rörelse i magnetventilens hus, och det har visat sig att denna tidsrymd är beroende av bränslets viskositet. Ju högre visko- sitet hos bränslet, desto längre tidsrymd mellan to och ts.The period between to and ts thus describes the movement of the valve body in the housing of the solenoid valve, and it has been found that this period depends on the viscosity of the fuel. The higher the viscosity of the fuel, the longer the time between to and ts.
Eftersom viskositeten även är ett mätt pà bränslets densitet och dess energiinnehåll kan enligt uppfinningen det erhållna 70441; 01-04-18 518 924 värdet utnyttjas för att kompensera insprutningen för olika bränslekvaliteter.Since the viscosity is also a measure of the density of the fuel and its energy content, according to the invention the obtained 70441; 01-04-18 518 924 value is used to compensate the injection for different fuel qualities.
I fig 4 illustreras i enkel blockschemaform en sekvens, som 5 genomlöps vid ett förfarande enligt uppfinningen.Fig. 4 illustrates in simple block diagram form a sequence which is traversed in a method according to the invention.
Position 20 avser sekvensens start.Position 20 refers to the start of the sequence.
Position 21 avser avgivande av aktiveringsströmmen vid tid- punkten to. 10 Position 22 avser detektering av tidpunkten ts, då ventilkrop- pen anslår mot sätet, med hjälp av någon i och för sig känd matematisk metod.Item 21 refers to the output of the activation current at time to. Position 22 refers to the detection of the time ts, when the valve body abuts against the seat, by means of a mathematical method known per se.
Position 23 avser beräkning av värdet ts- to genom t. ex. någon enkel tidmätningsmetod. 15 Position 24 avser avgivande av en signal fràn styrenheten till insprutningssystemet, och i synnerhet till magnetventilen, beträffande vilken bränslemängd, som ska insprutas.Item 23 refers to the calculation of the value ts- to by e.g. any simple time measurement method. Position 24 refers to the output of a signal from the control unit to the injection system, and in particular to the solenoid valve, regarding the amount of fuel to be injected.
Position 25 avser sekvensens avslutning. 20 Det är möjligt enligt uppfinningen att utföra mätningarna med kortare eller längre tidsmellanrum. Det föredras att mätning- arna initieras automatiskt, men de kan även göras efter en manuell initiering. 25 Kopplingen mellan uppmätt tidsrymd ts- to - via bränslets vis- -~- kositet - via bränslets densitet - via för insprutning avsedd bränslemängd - till avgivande av en styrsignal, görs som exem- pel automatiskt genom en algoritm. Härigenom behöver de mel- lanliggande värdena inte beräknas eftersom beräknade värden ts _H'3O - to i stället kan bringas att direkt leda till styrsignaler I fràn styrenheten till magnetventilen medförande rätt mängd bränsle insprutad i cylindern. »flunu 70441,' 01-04-18 518 924 Inom systemet kan även en begränsning införas, med den inne- börden att en obetydlig kompensering kan undertryckas. På detta sätt undviks kompensering vid bränslekvaliteter, som har ett energiinnehåll, som ligger nära ett normvärde.Position 25 refers to the end of the sequence. It is possible according to the invention to perform the measurements at shorter or longer time intervals. It is preferred that the measurements are initiated automatically, but they can also be done after a manual initialization. The connection between the measured time period ts- to - via the viscosity of the fuel - via the density of the fuel - via the amount of fuel intended for injection - to the emission of a control signal is made, for example, automatically by an algorithm. As a result, the intermediate values do not have to be calculated because calculated values ts _H'3O - to can instead be caused to lead directly to control signals in from the control unit to the solenoid valve carrying the correct amount of fuel injected into the cylinder. »Fl unu 70441, '01-04-18 518 924 Within the system, a restriction can also be introduced, with the meaning that an insignificant compensation can be suppressed. In this way, compensation is avoided for fuel grades that have an energy content that is close to a standard value.
Uppfinningen har beskrivits mot bakgrund av en dieselmotor med direktinsprutning, men den är även tillämplig för dieselmoto- rer med indirekt insprutning, t ex av HCCI-typ. 70441; 01-04-18The invention has been described against the background of a diesel engine with direct injection, but it is also applicable to diesel engines with indirect injection, eg of HCCI type. 70441; 01-04-18
Claims (11)
Priority Applications (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| SE0101356A SE518924C2 (en) | 2001-04-18 | 2001-04-18 | Method and apparatus for controlling fuel injection into an internal combustion engine and using the apparatus |
| DE10296670T DE10296670T5 (en) | 2001-04-18 | 2002-04-17 | Method and device for controlling fuel injection into an internal combustion engine, and vehicle equipped with such a device |
| PCT/SE2002/000751 WO2002084101A1 (en) | 2001-04-18 | 2002-04-17 | Method and apparatus for controlling fuel injection in a combustion engine and a vehicle equipped with such an apparatus |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| SE0101356A SE518924C2 (en) | 2001-04-18 | 2001-04-18 | Method and apparatus for controlling fuel injection into an internal combustion engine and using the apparatus |
Publications (3)
| Publication Number | Publication Date |
|---|---|
| SE0101356D0 SE0101356D0 (en) | 2001-04-18 |
| SE0101356L SE0101356L (en) | 2002-10-19 |
| SE518924C2 true SE518924C2 (en) | 2002-12-03 |
Family
ID=20283801
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| SE0101356A SE518924C2 (en) | 2001-04-18 | 2001-04-18 | Method and apparatus for controlling fuel injection into an internal combustion engine and using the apparatus |
Country Status (3)
| Country | Link |
|---|---|
| DE (1) | DE10296670T5 (en) |
| SE (1) | SE518924C2 (en) |
| WO (1) | WO2002084101A1 (en) |
Families Citing this family (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| AR047565A1 (en) * | 2003-12-01 | 2006-01-25 | Shell Int Research | INCREASE IN POWER T PERFORMANCE IN ACCELERATION TERMS OF DIESEL FUEL COMPOSITIONS |
| JP5527338B2 (en) | 2012-02-03 | 2014-06-18 | 株式会社デンソー | Fuel injection control device |
| EP2943671B1 (en) * | 2013-01-08 | 2016-12-14 | Volvo Truck Corporation | Method and arrangement for determining a fuel quality |
| BR112021009273A2 (en) | 2018-11-26 | 2021-08-10 | Shell Internationale Research Maatschappij B.V. | fuel composition, use of a viscosity index improving additive in an automotive fuel composition, and, method for operating an internal combustion engine and/or a vehicle that is powered by such an engine |
| DE102020206693A1 (en) | 2020-05-28 | 2021-12-02 | Robert Bosch Gesellschaft mit beschränkter Haftung | Method for operating a fuel injection system, control unit |
| DE102022205533A1 (en) | 2022-05-31 | 2023-11-30 | Hitachi Astemo, Ltd. | METHOD FOR DETERMINING THE FUEL TYPE OF A FUEL INJECTED INTO AN INTERNAL COMBUSTION ENGINE |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4942848A (en) * | 1987-04-30 | 1990-07-24 | Nissan Motor Co., Ltd. | Air-fuel ratio control system for automotive internal combustion engine or the like with fuel type discrimination capabilities |
| US4945880A (en) * | 1989-06-16 | 1990-08-07 | General Motors Corporation | Multi-fuel engine control with fuel control parameter lock |
| JPH0510173A (en) * | 1991-07-04 | 1993-01-19 | Mitsubishi Electric Corp | Electronic control unit for internal combustion engine |
| JP3067478B2 (en) * | 1993-08-19 | 2000-07-17 | トヨタ自動車株式会社 | Fuel injection device |
| DE4329448B4 (en) * | 1993-09-01 | 2007-08-23 | Robert Bosch Gmbh | Method and device for metering fuel in the starting case of an internal combustion engine |
| US5477832A (en) * | 1994-12-12 | 1995-12-26 | Ford Motor Company | Engine fuel control system with fuel distillation point compensation |
-
2001
- 2001-04-18 SE SE0101356A patent/SE518924C2/en unknown
-
2002
- 2002-04-17 DE DE10296670T patent/DE10296670T5/en not_active Ceased
- 2002-04-17 WO PCT/SE2002/000751 patent/WO2002084101A1/en not_active Ceased
Also Published As
| Publication number | Publication date |
|---|---|
| DE10296670T5 (en) | 2004-04-22 |
| SE0101356L (en) | 2002-10-19 |
| WO2002084101A1 (en) | 2002-10-24 |
| SE0101356D0 (en) | 2001-04-18 |
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