CN102252849B - System and method for detecting ignition quality of fuel - Google Patents
System and method for detecting ignition quality of fuel Download PDFInfo
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- CN102252849B CN102252849B CN201010181909.3A CN201010181909A CN102252849B CN 102252849 B CN102252849 B CN 102252849B CN 201010181909 A CN201010181909 A CN 201010181909A CN 102252849 B CN102252849 B CN 102252849B
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Abstract
The invention relates to a system and a method for detecting ignition quality of fuel. An engine control system comprises an engine calibration module which sets fuel injection timing based on one of N cetane numerical (CN) values, wherein N is integer which is more than 1. A combustion noise module produces a combustion noise signal based on air cylinder pressure in a compression ignition (CI) engine during combustion. A combustion quality determination module compares the combustion noise signal and N preset combustion noise levels corresponding to N CN values and selects one of N CN values based on comparison.
Description
Technical field
The present invention relates to motor fuel and detect and control, and relate more specifically to motor fuel detection system and method and the engine control system for compression ignition (CI) engine.
Background technology
The background note providing at this is in order to introduce generally the object of background of the present invention.In current signed inventor's work (in the degree of partly describing in background technology) and this description otherwise be not enough to the each side as the prior art in when application, be neither also non-ly significantly impliedly recognized as the prior art inconsistent with the present invention.
Compression ignition (CI) engine comprises diesel motor and homogeneous charge compression ignition (HCCI) engine.In CI engine, the air/fuel in piston compression cylinder (A/F) potpourri is with burning A/F potpourri.Conventionally, the air of constant basis is sucked into (contrary with the throttling air inlet in spark ignition engine) in CI engine.In other words, the A/F potpourri (thereby output power) in CI engine is by the fuel regulation spraying.
Except different combustion processes, CI engine system is also used dissimilar fuel.Hexadecane number (CN) is the igniting of CI fuel or the tolerance of burning quality during compression ignition.Particularly, CN affects the firing delay of CI fuel.Firing delay is defined as fuel and starts to be ejected into A/F potpourri in CI engine and in the CI engine time period between taking fire.The CI fuels tend with higher CN has shorter firing delay (thereby the needs time still less forms A/F potpourri) than the CI fuel with lower CN.
Can find that CI fuel has the CN of wide region.For example, the different minimum CN of different nation needs.The CI fuel mass at place, different service station also can be different.Based on operating CI engine from its CI fuel of demarcating different CN, may adversely affect for example burning efficiency, discharge pressure, boost pressure, exhaust gas recirculatioon (EGR), A/F ratio, discharge and/or noise/vibration/sound vibration roughness (NVH).
Summary of the invention
A kind of engine control system comprises engine calibration module, combustion noise module and fuel mass determination module.Described engine calibration module is set fuel injection timing based on one in N hexadecane number (CN) value, and wherein, N is greater than 1 integer.The cylinder pressure of described combustion noise module based in compression ignition between main combustion period (CI) engine produces combustion noise signal.Described fuel mass determination module compares described combustion noise signal and N the predetermined combustion noise level corresponding to described N CN value, and based on described of relatively coming to select in described N CN value.
Method comprises: set a fuel injection timing based on one in N hexadecane number (CN) value, wherein, N is greater than 1 integer; Cylinder pressure based in compression ignition between main combustion period (CI) engine produces combustion noise signal; Described combustion noise signal and N the predetermined combustion noise level corresponding to described N CN value are compared; And based on described of relatively coming to select in described N CN value.
1. 1 kinds of engine control systems of scheme, comprising:
Engine calibration module, described engine calibration module is set fuel injection timing based on one in N hexadecane number (CN) value, and wherein, N is greater than 1 integer;
Combustion noise module, the cylinder pressure of described combustion noise module based in compression ignition between main combustion period (CI) engine produces combustion noise signal; With
Fuel mass determination module, described fuel mass determination module compares described combustion noise signal and N the predetermined combustion noise level corresponding to described N CN value, and based on described of relatively coming to select in described N CN value.
Scheme 3., according to the engine control system described in scheme 1, wherein, before combustion noise module produces combustion noise level, is ejected into pilot fuel quantity in cylinder.
Scheme 5. is according to the engine control system described in scheme 1, wherein, and the temperature that the temperature sensor of combustion noise signal based in cylinder produces.
Scheme 6. is according to the engine control system described in scheme 1, wherein, and the combustion knock intensity that the detonation sensor of combustion noise signal based in engine produces.
Scheme 7. is according to the engine control system described in scheme 1, wherein, and the sound intensity (RI) of combustion noise signal based on cylinder.
Scheme 8. is according to the engine control system described in scheme 1, wherein, and the absolute value of the difference of described comparison based between combustion noise signal and described N predetermined combustion noise level.
Scheme 9. is according to the engine control system described in scheme 8, wherein, when described while being relatively less than or equal to predetermined threshold, in selected described N the CN value of described fuel mass determination module one.
11. 1 kinds of methods of scheme, comprising:
Set fuel injection timing based on one in N hexadecane number (CN) value, wherein, N is greater than 1 integer;
Cylinder pressure based in compression ignition between main combustion period (CI) engine produces combustion noise signal;
Described combustion noise signal and N the predetermined combustion noise level corresponding to described N CN value are compared; And
Based on described of relatively coming to select in described N CN value.
Scheme 13., according to the method described in scheme 11, also comprises:
Before producing combustion noise level, pilot fuel quantity is ejected in cylinder.
Scheme 14. is according to the method described in scheme 11, wherein, and the pressure that the pressure transducer of combustion noise signal based in cylinder produces.
Scheme 15. is according to the method described in scheme 11, wherein, and the temperature that the temperature sensor of combustion noise signal based in cylinder produces.
Scheme 16. is according to the method described in scheme 11, wherein, and the combustion knock intensity that the detonation sensor of combustion noise signal based in engine produces.
Scheme 17. is according to the method described in scheme 11, wherein, and the sound intensity (RI) of combustion noise signal based on cylinder.
Scheme 18. is according to the method described in scheme 11, wherein, and the absolute value of the difference of described comparison based between combustion noise signal and described N predetermined combustion noise level.
Scheme 19. is according to the method described in scheme 18, and wherein, in selected described N CN value one corresponding to when described while being relatively less than or equal to predetermined threshold.
The further application of the present invention is apparent from detailed description provided below.Should be understood that, the detailed description and specific examples are only the object of explanation and are not intended to limit the scope of the invention.
Accompanying drawing explanation
From describe in detail and accompanying drawing invention will be more fully understood, in the accompanying drawings:
Fig. 1 is according to the functional block diagram of compression ignition of the present invention (CI) engine system;
Fig. 2 is the functional block diagram according to engine control module of the present invention;
Fig. 3 shows the process flow diagram of the step of being carried out by engine control module according to the present invention;
Fig. 4 A and 4B show according to of the present invention for have the curve map of the rate of heat release becoming according to the crankshaft angles of (aTDC) after top dead centre of three kinds of CI fuel of different hexadecane numbers (CN) in the situation that having pilot injection and there is no pilot injection;
Fig. 5 shows according to the curve map of the combustion noise becoming according to different CN of six kinds of different pilot quantity of the present invention;
Fig. 6 shows according to of the present invention for having the curve map of the peak value rate of heat release becoming according to combustion noise of three kinds of CI fuel of different CN;
Fig. 7 shows according to of the present invention for having the curve map of the maximum pressure rate of rise becoming according to combustion noise of three kinds of CI fuel of different CN;
Fig. 8 A-8D shows the ignite curve map of the combustion noise becoming according to CN regularly of 4 kinds of differences according to the present invention, the pilot quantity that each graphical representation is different; And
Fig. 9 shows the ignite curve map of the rate of heat release becoming according to crankshaft angles aTDC regularly of 4 kinds of differences according to the present invention.
Embodiment
In following illustrative in nature only for exemplary and in no way be intended to limit the invention, its application, or use.For the sake of clarity, use in the accompanying drawings the similar element of identical designated.As used in this, at least one of phrase A, B and C should be understood to mean a kind of logic (A or B or C) of using non-exclusive logical "or".Should be understood that, the step in method can not change principle of the present invention with different order execution.
As used in this, term module refers to processor (shared, special-purpose or group) and storer, the combinational logic circuit of special IC (ASIC), electronic circuit, the one or more software of execution or firmware program and/or other suitable parts of described function is provided.
With reference now to Fig. 1,, show compression ignition (CI) engine system 100.CI engine 102 combustion airs/fuel (A/F) potpourri is to produce driving torque.CI engine system 100 also comprises entrance 104, inlet manifold 106, fuel system 108, exhaust manifold 110, export 112, exhaust gas recirculatioon (EGR) circuit 114, EGR valve 116 and engine control module 118.CI engine 102 comprises cylinder 120, fuel injector 122, gas admittance valve 124, vent valve 126 and sensor 128.
Air is drawn in inlet manifold 106 by entrance 104.Air in inlet manifold 106 is assigned to cylinder 120.Although Fig. 1 shows 6 cylinders, should be understood that, CI engine 102 can comprise additional or cylinder still less.For example, also it is contemplated that the engine with 3,4,5,8,10,12 and 16 cylinders.
Combustion noise signal can be by engine control module 118 for example, for (, CN) measurement and the diagnosis of fuel ignition quality.Sensor 128 can produce combustion noise signal in whole cycle of engine.In addition, can be created in top dead centre after combustion noise signal in the concrete crankshaft angles of (aTDC).Top dead centre is that piston is apart from bent axle position farthest.
Piston actuated bent axle (not shown) is to produce driving torque.When at least one vent valve 126 is during in open site, the burning and gas-exhausting in cylinder 120 can be discharged by force by exhaust manifold 110 and outlet 112.Camshaft (not shown) regulates exhaust valve positions.
With reference now to Fig. 2,, show engine control module 118.Engine control module 118 comprises fuel mass determination module 202, demarcating module 204 and combustion noise module 206.Combustion noise module 206 also can comprise question blank 208, and question blank 208 comprises predetermined (for example, expection) the combustion noise level for different ignition quality fuel and different burning settings.
Fuel mass determination module 202 receives the fuel signal that recharges from being positioned at the fuel level sensor (not shown) of fuel tank (not shown).Whether the fuel signal indication fuel tank that recharges loads again with fresh fuel.When fuel recharges signal designation fuel tank while again having loaded with fresh fuel, the process of fuel mass determination module 202 start detection fuel ignition quality.
Fuel mass determination module 202 comes to arrange from the selected burning of demarcating module 204 based on engine loading.Burning arranges predetermined best setting the based on corresponding with concrete fuel ignition quality.For example, best setting can comprise crankshaft angles window, engine speed, fuel rail pressure, pilot injection amount (that is, fuel injection amount) and pilot injection regularly (that is, fuel injection timing).
For example, can store three kinds of different combustion modes in demarcating module 204, every kind has different burning settings for different CN fuel.In other words, combustion mode can be depending on the load (that is, engine loading) of CI engine 102.For example, combustion mode can comprise for underloaded in advance main injection regularly, for the delay main injection of medium load (that is, normal mode) regularly and for the delay main injection with rear injection of high capacity regularly.Yet, needn't move CI engine system 100 to determine fuel ignition quality with every kind of different burning setting.In other words, can select any in arranging of different burnings.
After selected burning arranges, engine control module 118 is operation CI engine system 100 at least one circulation.During operation, combustion noise module 206 receives cylinder pressure data (for example, cylinder pressure traces).For example, combustion noise module 206 can receive cylinder pressure data by the pressure transducer 128 from cylinder 120.Combustion noise module 206 can also receive other combustion noise tolerance, for example, and temperature cylinder, combustion knock and sound intensity (ringing intensity).Combustion noise module 206 measures to produce combustion noise level based on cylinder pressure data and/or other combustion noise.
In one embodiment, combustion noise module 206 can be determined combustion noise level by numeral or the simulation process of cylinder pressure signal.For example, fast fourier transform (FFT) filtering, uniform filtering (U-filtering), analog filtering (A-filtering) or root mean square (RMS) power calculation can be used for gaging pressure track.
In another kind of embodiment, combustion noise module 206 can be by being used sound intensity (RI) to determine combustion noise level.RI derives and comprises different combustion parameters from wave equation, as follows:
Wherein, γ represents specific gas constant.β represents the correction coefficient of different combustion systems.(dP/dt)
maxrepresent maximum pressure rate of rise.P
maxrepresent maximum pressure.R represents gas law constant.T
maxrepresent maximum gas temperature.
Sound intensity (RI) can be for determining combustion noise level.For example, comprise maximum pressure rate of rise in the molecule of RI, it can be used for producing combustion noise level.Yet above-mentioned RI tolerance is used dimension combustion parameter (being dP/dt), due to the problem of pressure transducer gain or deviation (that is, inaccurate measurement), this may be problematic.Thereby by substitution dimensionless group almost, new modified R I can be used for real-time combustion noise horizontal survey, as follows:
Wherein, γ represents specific gas constant.β 1 represents the correction coefficient of different combustion systems.PRDR
maxrepresent that dimensionless pressure is than rate, corresponding to rate of heat release.FPR represents resulting pressure ratio, is crankshaft angles after heat release completes pressure ratio when (that is, depending on that combustion mode is 65 or 90 ° of aTDC).MAT represents manifold air temperature; Yet when using EGR, because exhaust is got back in inlet manifold by route transmission, thereby in fact MAT represents the collector temperature of air and EGR potpourri.MAT is that unique in modified R I has dimension parameter, and can be measured.MAT is existing measurement or the known parameters in model engine control system normally.
In another embodiment, combustion noise module 206 can be determined combustion noise level by using piezoelectricity sseismograph (that is, detonation sensor or KS) to measure cylinder knocking.Pinking is the term of the dither that caused by burning.Pinking can equal roughly combustion noise level.In addition, dither is consistent with peak value rate of heat release and maximum pressure rate of rise, and the two all can be used for determining combustion noise level.Conventionally, pinking is measured and minimize to reduce engine noise (one of subject matter of CI engine).At this, pinking can be used for determining fuel ignition quality.
Fuel mass determination module 202 receives combustion noise level from combustion noise module 206.Fuel mass determination module 202 compares combustion noise level and a predetermined combustion noise level.Predetermined combustion noise level can be corresponding to the selected burning setting that comes from demarcating module 204 and/or question blank 208.
If the difference between combustion noise level and expection combustion noise level is less than predetermined threshold, fuel mass determination module 202 can determine that fuel ignition quality (CN) is identical with the ignition quality arranging corresponding to selected burning.In other words, fuel mass determination module 202 arranges operating fuel injected device 122 by continuation with selected burning.
Yet, if the difference between combustion noise level and expection combustion noise level is greater than predetermined threshold, fuel mass determination module 202 can compare combustion noise level and new (that is, different) the predetermined combustion noise level corresponding to different quality fuel.In other words, if combustion noise level higher than new predetermined combustion noise level, fuel ignition mass ratio expection is lower so.On the contrary, if combustion noise level lower than new predetermined combustion noise level, fuel ignition mass ratio expection is higher so.Thereby fuel mass determination module 202 can continue combustion noise level and predetermined combustion noise level to compare, until poor, be less than predetermined threshold.Once complete this process, the exportable determined fuel ignition quality of fuel mass determination module 202.
In addition, demarcating module 204 can regulate main injection regularly based on determined fuel ignition quality.Yet first whether engine control module 118 works inspection to understand egr system (not shown) and fuel injector 122.If egr system or fuel injector 122 have fault, combustion noise horizontal survey value may be inaccurate so.Yet if both all work, demarcating module 204 will regulate burning setting based on fuel ignition quality.
If the expection at first of determined fuel ignition mass ratio is lower, so by demarcating module 204 main injection timing in advance (that is, shifting to an earlier date or reduce burning phasing target).On the contrary, if the initial expection of determined fuel ignition mass ratio is higher, by demarcating module 204, postpone main injections regularly (that is, postpone or increase burning phasing target) so.
With reference now to Fig. 3,, the process flow diagram that shows the step of being carried out by engine control module 118 starts with step 302.In step 304, engine control module 118 determines whether to occur the fuel event of recharging.If not, control method advances to step 306.If so, control method advances to step 308.
In step 306, engine control module 118 continues to arrange to operate CI engine system 100 with selected burning, because fuel ignition quality does not change.Owing to there is not fuel, recharge event or identical ignition quality fuel for the fuel tank that recharges, fuel mass may not can change.
In step 308, engine control module 118 arranges from the selected combustion mode of demarcating module 204 and burning.In step 310, engine control module 118 is used selected burning to be arranged on operation CI engine system 100 at least one cycle of engine.In step 312, engine control module 118 is measured and is determined combustion noise level based on cylinder pressure and/or other combustion noise.
In step 314, engine control module 118 determines whether the difference between combustion noise level and expection combustion noise level surpasses predetermined threshold.If not, control method advances to step 306.If so, control method advances to step 316.In step 316, engine control module 118 determines whether described difference is more than or equal to 0.If so, control method advances to step 318.If not, control method advances to step 320.
In step 318, the selected lower predetermined combustion noise level corresponding with higher point fire quality fuel of engine control module 118, and control method turns back to step 314.In step 320, the higher predetermined combustion noise level that engine control module 118 is selected and corresponding compared with low ignition quality fuel, and control method turns back to step 314.
In step 322, engine control module 118 determines whether egr system and fuel injector work.If not, because measured value may be inaccurate, thereby process finishes.If so, control method advances to step 324.In step 324, engine control module 118 comes fuel metering to spray and/or primary ignition timing based on determined fuel ignition quality, and control method finishes in step 326.
With reference now to Fig. 4 A and 4B,, show for three kinds of different hexadecane numbers (CN) fuel the actual tests data of the relation between the crankshaft angles of (aTDC) after rate of heat release in the situation that using and not using pilot injection and top dead centre.Fig. 4 B use pilot injection to amplify the impact of fuel ignition quality to combustion process (that is, peak value rate of heat release), as can be found out.In other words, the lower ignition quality burning during pilot combustion of higher ignition quality fuel starts burning sooner and more promptly.This causes in more fuel combustions during pilot combustion and still less fuel combustion between main main combustion period, thereby causes compared with low peak rate of heat release.
Starting in advance of the use Ye Shi winner burning of pilot injection, this causes more cooling loss, then causes heat release still less.Thereby, between different ignition quality fuel, there is the more notable difference of peak value rate of heat release, itself and combustion noise Horizontal correlation.In other words, more notable difference to make to measure combustion noise level easier.
Thereby larger pilot quantity is regularly preferred for shifting to an earlier date main injection, less pilot quantity is regularly preferred for postponing main injection.In addition, main injection timing is in advance relatively large pilot quantity (up to certain upper limit) preferably, to increase the combustion noise resolution of different ignition quality fuel.
With reference now to Fig. 5,, show the actual tests data of the relation between combustion noise and fuel ignition quality for 6 kinds of different pilot injection amount.When using pilot injection, combustion noise has shown the linear approximate relationship with fuel ignition quality.Yet when not using pilot injection, described relation departs from and do not show obvious difference between different ignition quality fuel, especially when higher point fire quality fuel.Thereby this further shows with pilot injection and promotes the definite advantage of fuel ignition quality (CN).
With reference now to Fig. 6 and 7,, show for 3 kinds of different CN fuel the relation between peak value rate of heat release and combustion noise and the actual tests data of the relation between maximum pressure rate of rise and combustion noise.Combustion noise has the linear relationship with peak value rate of heat release and maximum pressure rate of rise.In addition, fuel ignition quality has the contrary linear relationship with combustion noise, peak value rate of heat release and maximum pressure rate of rise.Thereby the use of any signal in these combustion noise signals can be used for determining fuel ignition quality.
With reference now to Fig. 8 A-8D and Fig. 9,, show for the ignite actual tests data of the relation between combustion noise and fuel ignition quality for interval time and different pilot quantity of difference.For all pilot quantity, combustion noise has shown the linear relationship with fuel ignition quality.In other words, for identical ignition quality fuel, due to almost identical peak value rate of heat release, the combustion noise of all pilot injection times is roughly the same.This is because main burning starts after the pilot combustion that completes little pilot quantity (moment of torsion is generated and there is no very large contribution).In other words, the beginning of main burning is only subject to the impact of pilot combustion a little, and the remainder of main burning is significantly not influenced.
With reference now to Fig. 9,, in the situation that the igniting interval time of 900us, main injection starts prematurely after pilot injection and pilot combustion can not complete, and this makes more fuel combustions between main main combustion period.Yet this observation is not not always the case for all operations situation.In other words, compare with the impact on combustion noise, the main injection of delay is regularly on having larger impact the interval time of igniting.
Those skilled in the art can state bright understanding in the past now, and extensive teaching of the present invention can be implemented in a variety of forms.Therefore,, although the present invention includes specific example, due to when studying accompanying drawing, instructions and appended claims, other modifications are apparent for technician, so true scope of the present invention should so not limit.
Claims (20)
1. an engine control system, comprising:
Engine calibration module, described engine calibration module is set fuel injection timing based on one in N hexadecane number (CN) value, and wherein, N is greater than 1 integer;
Combustion noise module, the cylinder pressure of described combustion noise module based in compression ignition between main combustion period (CI) engine produces combustion noise signal; With
Fuel mass determination module, described fuel mass determination module compares described combustion noise signal and N the predetermined combustion noise level corresponding to described N CN value, and based on described of relatively coming to select in described N CN value.
2. engine control system according to claim 1, wherein, when fuel tank loads again with fuel, in selected described N the CN value of described fuel mass determination module one.
3. engine control system according to claim 1, wherein, before combustion noise module produces combustion noise level, is ejected into pilot fuel quantity in cylinder.
4. engine control system according to claim 1, wherein, the pressure that the pressure transducer of combustion noise signal based in cylinder produces.
5. engine control system according to claim 1, wherein, the temperature that the temperature sensor of combustion noise signal based in cylinder produces.
6. engine control system according to claim 1, wherein, the combustion knock intensity that the detonation sensor of combustion noise signal based in engine produces.
7. engine control system according to claim 1, wherein, the sound intensity (RI) of combustion noise signal based on cylinder.
8. engine control system according to claim 1, wherein, the absolute value of the difference of described comparison based between combustion noise signal and described N predetermined combustion noise level.
9. engine control system according to claim 8, wherein, when described while being relatively less than or equal to predetermined threshold, in selected described N the CN value of described fuel mass determination module one.
10. engine control system according to claim 1, wherein, the state of described engine calibration module based on exhaust gas recirculatioon (EGR) system and the state of a plurality of fuel injectors are set fuel injection timing.
11. 1 kinds of engine controls, comprising:
Set fuel injection timing based on one in N hexadecane number (CN) value, wherein, N is greater than 1 integer;
Cylinder pressure based in compression ignition between main combustion period (CI) engine produces combustion noise signal;
Described combustion noise signal and N the predetermined combustion noise level corresponding to described N CN value are compared; And
Based on described of relatively coming to select in described N CN value.
12. methods according to claim 11, wherein, one in selected described N CN value corresponding to when fuel tank loads again with fuel.
13. methods according to claim 11, also comprise:
Before producing combustion noise level, pilot fuel quantity is ejected in cylinder.
14. methods according to claim 11, wherein, the pressure that the pressure transducer of combustion noise signal based in cylinder produces.
15. methods according to claim 11, wherein, the temperature that the temperature sensor of combustion noise signal based in cylinder produces.
16. methods according to claim 11, wherein, the combustion knock intensity that the detonation sensor of combustion noise signal based in engine produces.
17. methods according to claim 11, wherein, the sound intensity (RI) of combustion noise signal based on cylinder.
18. methods according to claim 11, wherein, the absolute value of the difference of described comparison based between combustion noise signal and described N predetermined combustion noise level.
19. methods according to claim 18, wherein, in selected described N CN value one corresponding to when described while being relatively less than or equal to predetermined threshold.
20. methods according to claim 11, wherein, the state based on exhaust gas recirculatioon (EGR) system and the state of a plurality of fuel injectors are set fuel injection timing.
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| CN101397944A (en) * | 2007-09-24 | 2009-04-01 | 株式会社电装 | Internal combustion engine control device |
| CN101598075A (en) * | 2008-06-02 | 2009-12-09 | 通用汽车环球科技运作公司 | The fuel ignition quality testing |
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| JPH09158819A (en) * | 1995-12-12 | 1997-06-17 | Hitachi Ltd | Ignition timing control device of engine |
| US7047933B2 (en) * | 2002-08-08 | 2006-05-23 | The United States Of America As Represented By The Administrator Of The United States Environmental Protection Agency | Low emission fuel for use with controlled temperature combustion, direct injection, compression ignition engines |
| JP4158577B2 (en) * | 2003-04-02 | 2008-10-01 | 日産自動車株式会社 | Engine combustion control device |
| JP3849703B2 (en) * | 2004-10-06 | 2006-11-22 | いすゞ自動車株式会社 | Diesel engine control device |
| JP4605035B2 (en) * | 2006-01-27 | 2011-01-05 | 株式会社デンソー | Knock sensor signal processing device |
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| CN101397944A (en) * | 2007-09-24 | 2009-04-01 | 株式会社电装 | Internal combustion engine control device |
| CN101598075A (en) * | 2008-06-02 | 2009-12-09 | 通用汽车环球科技运作公司 | The fuel ignition quality testing |
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