JPH0559261B2 - - Google Patents
Info
- Publication number
- JPH0559261B2 JPH0559261B2 JP31417687A JP31417687A JPH0559261B2 JP H0559261 B2 JPH0559261 B2 JP H0559261B2 JP 31417687 A JP31417687 A JP 31417687A JP 31417687 A JP31417687 A JP 31417687A JP H0559261 B2 JPH0559261 B2 JP H0559261B2
- Authority
- JP
- Japan
- Prior art keywords
- detected value
- air flow
- flow rate
- fuel injection
- intake air
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
- 239000000446 fuel Substances 0.000 claims description 51
- 238000002347 injection Methods 0.000 claims description 42
- 239000007924 injection Substances 0.000 claims description 42
- 230000001133 acceleration Effects 0.000 claims description 26
- 238000001514 detection method Methods 0.000 claims description 16
- 238000002485 combustion reaction Methods 0.000 claims description 7
- 238000011144 upstream manufacturing Methods 0.000 claims description 5
- 238000000034 method Methods 0.000 description 5
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 description 4
- 239000001301 oxygen Substances 0.000 description 4
- 229910052760 oxygen Inorganic materials 0.000 description 4
- 238000010586 diagram Methods 0.000 description 3
- 238000005259 measurement Methods 0.000 description 3
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 3
- 239000000498 cooling water Substances 0.000 description 2
- 238000007796 conventional method Methods 0.000 description 1
- 238000001816 cooling Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 239000007789 gas Substances 0.000 description 1
- 239000000203 mixture Substances 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 230000004043 responsiveness Effects 0.000 description 1
Landscapes
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Description
【発明の詳細な説明】
＜産業上の利用分野＞
本発明は、吸気マニホルドのブランチ部より上
流部分に燃料噴射手段と吸入空気流量検出手段と
を備えた内燃機関の電子制御燃料噴射装置に関
し、特に加速時に吸入空気流量検出値を補正処理
するものに関する。[Detailed Description of the Invention] <Industrial Application Field> The present invention relates to an electronically controlled fuel injection device for an internal combustion engine, which includes a fuel injection means and an intake air flow rate detection means in an upstream portion of a branch portion of an intake manifold. In particular, the present invention relates to a correction process for a detected intake air flow rate during acceleration.
＜従来の技術＞
従来、電子制御燃料噴射装置を備えた内燃機関
にあつては、燃料噴射量を次のように設定してい
る（実開昭61−183440号公報等参照）。<Prior Art> Conventionally, in an internal combustion engine equipped with an electronically controlled fuel injection device, the fuel injection amount is set as follows (see Japanese Utility Model Application No. 61-183440, etc.).
即ち、エアフローメータにより検出された吸入
空気流量Ｑと機関回転速度Ｎとから基本燃料噴射
量Tp（＝Ｋ・Ｑ／Ｎ：Ｋは定数）を演算し、この
Tpを、主として水温に応じた各種補正係数
COEFと排気系に設けた酸素センサ等によつて検
出される空燃比に基づいて設定される空燃比フイ
ードバツク補正係数LAMBDAとバツテリ電圧に
よる補正分Tsとで補正演算して最終的な燃料噴
射量Tiを決定し燃料噴射する。 That is, the basic fuel injection amount Tp (=K・Q/N: K is a constant) is calculated from the intake air flow rate Q detected by the air flow meter and the engine rotation speed N, and this
Tp, various correction coefficients mainly depending on water temperature
The final fuel injection amount Ti is calculated by correcting COEF, the air-fuel ratio feedback correction coefficient LAMBDA, which is set based on the air-fuel ratio detected by an oxygen sensor installed in the exhaust system, and the correction amount Ts based on battery voltage. Determine and inject fuel.
そして、例えばシングルポイントインジエクシ
ヨン（以下SPIという）システムでは、機関の1/
２回転毎に燃料噴射弁に対して前記燃料噴射量Ti
に対応するパルス巾を持つ噴射信号を出力し、機
関に燃料を噴射供給する。 For example, in a single point injection (hereinafter referred to as SPI) system, 1/2 of the institution
The fuel injection amount Ti is applied to the fuel injection valve every two rotations.
outputs an injection signal with a pulse width corresponding to , and injects and supplies fuel to the engine.
＜発明が解決しようとする問題点＞
ところで、前記SPIシステムにあつては、エア
フローメータと燃料噴射弁とが吸気マニホルドの
ブランチ部より上流部分に設けられているため、
加速時には燃料噴射弁より下流側の吸気通路容積
分に充填される空気の最適混合比化を行う必要が
あるがエアフローメータの燃料供給量の設定に供
し切れない吸入空気流量の検出応答遅れがあり、
従つて、空燃比が大きくリーン化して失火を生じ
易くなり加速性能が損なわれることがあつた。<Problems to be Solved by the Invention> By the way, in the SPI system, since the air flow meter and the fuel injection valve are provided upstream of the branch part of the intake manifold,
During acceleration, it is necessary to optimize the mixture ratio of the air that fills the volume of the intake passage downstream of the fuel injection valve, but there is a delay in the detection response of the intake air flow rate, which cannot be used to set the fuel supply amount of the air flow meter. ,
Therefore, the air-fuel ratio becomes significantly leaner, which tends to cause misfires and impair acceleration performance.
そこで、従来では加速開始から所定時間の間、
最新の検出値QNEWと前回の検出値QOLDとの差に
基づき次式により最新の検出値QNEWを補正して
最終的な吸入空気流量Ｑを決定していた。 Therefore, conventionally, for a predetermined period of time from the start of acceleration,
Based on the difference between the latest detected value Q NEW and the previous detected value Q OLD , the latest detected value Q NEW was corrected using the following formula to determine the final intake air flow rate Q.
Ｑ＝QNEW＋Ａ（QNEW−QOLD）
ただし、Ａは補正係数であり、吸気マニホルド
コレクタ容積とエアフローメータの応答性に応じ
て決定できる関数である。 Q=Q NEW +A (Q NEW -Q OLD ) However, A is a correction coefficient, which is a function that can be determined depending on the intake manifold collector volume and the responsiveness of the air flow meter.
しかし、従来の補正方法では最新の検出値が前
回の検出値より小さくなると、第６図に斜線で示
すように補正後の吸入空気流量値（図中点線）が
実際の検出値（図中実線）より小さくなるという
不具合が発生してしまう。 However, with the conventional correction method, when the latest detected value becomes smaller than the previous detected value, the corrected intake air flow rate value (dotted line in the figure) changes from the actual detected value (solid line in the figure), as shown by diagonal lines in Figure 6. ) becomes smaller.
本発明は上記の事情に鑑みてなされたもので、
加速時の吸入空気流量の誤補正をなくすことによ
り加速運転性を向上できる内燃機関の電子制御燃
料噴射装置を提供することを目的とする。 The present invention was made in view of the above circumstances, and
An object of the present invention is to provide an electronically controlled fuel injection device for an internal combustion engine that can improve acceleration drivability by eliminating erroneous correction of intake air flow rate during acceleration.
＜問題点を解決するための手段＞
このため本発明は第１図に示すように、吸気マ
ニホルドのブランチ部より上流部分に燃料噴射手
段と吸入空気流量検出手段とを備えると共に、機
関回転速度を検出する機関回転速度検出手段と、
吸入空気流量と機関回転速度とに基づいて燃料噴
射量を演算する燃料噴射量演算手段とを備え、演
算された量の燃料を前記燃料噴射手段から機関に
噴射供給するよう構成した内燃機関の電子制御燃
料噴射装置において、機関の加速状態を検出する
加速検出手段と、加速状態を検出してからの経過
時間を計測する計測手段と、該計測手段の計測値
が予め定めた所定時間を越えるまでの間吸入空気
流量の最新の検出値と前回の検出値との大小を比
較する比較手段と、該比較手段の比較結果が最新
の検出値が大のとき両検出値の差に基づいて最新
の検出値を増大補正して吸入空気流量検出値とし
最新の検出値が前回の検出値以下のときには最新
の検出値をそのまま吸入空気流量検出値として出
力する吸入空気流量補正手段とを備えた構成とす
る。<Means for Solving the Problems> For this reason, the present invention, as shown in FIG. an engine rotational speed detection means for detecting;
An electronic device for an internal combustion engine, comprising a fuel injection amount calculating means for calculating a fuel injection amount based on an intake air flow rate and an engine rotational speed, and configured to inject and supply the calculated amount of fuel from the fuel injection means to the engine. The controlled fuel injection device includes an acceleration detection means for detecting the acceleration state of the engine, a measurement means for measuring the elapsed time after detecting the acceleration state, and a measuring means for measuring the elapsed time until the measured value of the measurement means exceeds a predetermined time. a comparing means for comparing the latest detected value of the intake air flow rate with the previous detected value, and when the comparison result of the comparing means is that the latest detected value is large, the latest detected value is and intake air flow rate correction means for increasing the detected value to make it the intake air flow rate detection value and outputting the latest detection value as it is as the intake air flow rate detection value when the latest detection value is less than the previous detection value. do.
＜作用＞
上記の構成において、加速検出後、所定時間の
間吸入空気流量の最新検出値と前回検出値との大
小を比較して最新値が大きい間は従来と同様の補
正を行い、最新値が前回値以下になつたときには
検出値をそのまま最終的な吸入空気流量とする。
これにより、実際の検出値よりも補正値が小さく
なることが防止でき加速運転性を向上できる。<Function> In the above configuration, after acceleration is detected, the latest detected value of the intake air flow rate is compared with the previous detected value for a predetermined period of time, and while the latest value is large, the same correction as before is performed, and the latest value is When the value becomes less than the previous value, the detected value is used as the final intake air flow rate.
This prevents the correction value from becoming smaller than the actual detected value and improves acceleration drivability.
＜実施例＞
以下、本発明の実施例を図面に基づき説明す
る。<Example> Hereinafter, an example of the present invention will be described based on the drawings.
一実施例の構成を示す第２図において、機関１
の吸気マニホルド２には、ブランチ部より上流部
分にアクセルペダルと連動して吸入空気流量を制
御するスロツトル弁３とその上流側に吸入空気流
量Ｑを検出する吸入空気流量検出手段としてのエ
アフローメータ４及び燃料噴射手段としての燃料
噴射弁５が設けられ、燃料噴射弁５はマイクロコ
ンピユータを内蔵したコントロールユニツト６か
らの噴射パルス信号によつて開弁駆動し、図示し
ない燃料ポンプから圧送され所定圧力に制御され
た燃料を噴射供給する。更に、機関１の冷却ジヤ
ケツト内の冷却水温度を検出する水温センサ７が
設けられると共に排気通路８内の排気中酸素濃度
を検出する酸素センサ９が設けられている。ま
た、図示しないデイストリビユータには、クラン
ク角センサ１０が内蔵されており、該クランク角
センサ１０から機関回転と同期して出力されるク
ランク角単位信号を一定時間カウントして、また
は、クランク基準角度信号の周期を計測して機関
回転速度Ｎが検出される。 In FIG. 2 showing the configuration of an embodiment, engine 1
The intake manifold 2 includes a throttle valve 3 that controls the intake air flow rate in conjunction with the accelerator pedal at a portion upstream from the branch portion, and an air flow meter 4 as an intake air flow rate detection means for detecting the intake air flow rate Q at the upstream side thereof. A fuel injection valve 5 is provided as a fuel injection means, and the fuel injection valve 5 is driven to open by an injection pulse signal from a control unit 6 having a built-in microcomputer, and is pumped from a fuel pump (not shown) to a predetermined pressure. Provides controlled injection of fuel. Further, a water temperature sensor 7 is provided to detect the temperature of the cooling water in the cooling jacket of the engine 1, and an oxygen sensor 9 is provided to detect the oxygen concentration in the exhaust gas in the exhaust passage 8. In addition, the distributor (not shown) has a built-in crank angle sensor 10, and counts the crank angle unit signal output from the crank angle sensor 10 in synchronization with engine rotation for a certain period of time, or calculates the crank angle based on the crank angle. The engine rotation speed N is detected by measuring the period of the angle signal.
また、前記スロツトル弁３の軸にはスロツトル
弁開度αを検出するスロツトルセンサ１１が設け
られている。 Further, a throttle sensor 11 is provided on the shaft of the throttle valve 3 to detect the throttle valve opening α.
次に、コントロールユニツト６による吸入空気
流量設定ルーチン及び燃料噴射量演算ルーチンを
第３図及び第４図に示したフローチヤートに従つ
て説明する。 Next, the intake air flow rate setting routine and the fuel injection amount calculation routine by the control unit 6 will be explained with reference to the flowcharts shown in FIGS. 3 and 4.
第３図の吸入空気流量設定ルーチンは例えば４
ｍｓ毎に実行される。 For example, the intake air flow rate setting routine in Figure 3 is 4.
Executed every ms.
ステツプ（図中Ｓで示し以下同様）１では、エ
アフロメータ４による吸入空気流量の検出値
QNEWを読み込む。 In step 1 (indicated by S in the figure and the same applies below), the detected value of the intake air flow rate by the air flow meter 4 is
Load Q NEW .
ステツプ２では、スロツトルセンサ１１からの
信号に基づきスロツトル弁開度αの変化率（単位
時間当たりの変化量）Δαが所定値以上か否かに
よつて加速状態か否かを判定する。このステツプ
２の部分とスロツトルセンサ１１が加速検出手段
に相当する。 In step 2, based on the signal from the throttle sensor 11, it is determined whether or not the throttle valve is in an acceleration state based on whether the rate of change (amount of change per unit time) Δα of the throttle valve opening α is greater than or equal to a predetermined value. This step 2 and the throttle sensor 11 correspond to acceleration detection means.
ステツプ２で加速状態と判定された場合は、ス
テツプ３に進み加速開始からの時間Ｔの計測を行
う。 If it is determined in step 2 that the vehicle is in an acceleration state, the process proceeds to step 3 and the time T from the start of acceleration is measured.
ステツプ４では、前記計測時間Ｔが予め定めた
所定値T0を越えたか否かを判定する。このステ
ツプ３、４が計測手段に相当する。 In step 4, it is determined whether the measured time T exceeds a predetermined value T0 . These steps 3 and 4 correspond to the measuring means.
ステツプ４で計測時間ＴがT0を越えるまでは
ステツプ５に進み今回の検出値である最新の検出
値QNEWと前回の検出値QOLDの比較を行う。 Until the measurement time T exceeds T0 in step 4, the process proceeds to step 5, where the latest detection value QNEW , which is the current detection value, is compared with the previous detection value QOLD .
ステツプ５の比較結果がQNEW＞QOLDのときに
は、ステツプ６に進み両者の差（QNEW−QOLD）
をΔQとし、QNEW≦QOLDのときには、ステツプ７
に進みΔQを０とする。 If the comparison result in step 5 is Q NEW > Q OLD , proceed to step 6 and calculate the difference between the two (Q NEW - Q OLD ).
is ΔQ, and when Q NEW ≦Q OLD , step 7
Proceed to and set ΔQ to 0.
ステツプ８では、ステツプ６または７のΔQを
用いて従来と同様の次式に従つて燃料噴射量の演
演に用いる最終的な吸入空気流量Ｑを演算する。 In step 8, the final intake air flow rate Q used for controlling the fuel injection amount is calculated using the ΔQ obtained in step 6 or 7 in accordance with the following equation similar to the conventional method.
Ｑ＝QNEW＋Ａ・ΔQ
即ち、今回の検出値が前回の検出値より大のと
きはその差ΔQに基づいて検出された吸入空気流
量は増大補正されるが、今回の検出値が前回値以
下の場合には補正は行われず検出値を最終的な吸
入空気流量とする。このステツプ５〜８の部分が
吸入空気流量補正手段に相当する。 Q=Q NEW +A・ΔQ In other words, when the current detected value is larger than the previous detected value, the detected intake air flow rate is increased based on the difference ΔQ, but if the current detected value is less than the previous value In this case, no correction is made and the detected value is used as the final intake air flow rate. This portion of steps 5 to 8 corresponds to the intake air flow rate correction means.
また、ステツプ２で加速状態でないと判定され
たとき又はステツプ４で計測時間が所定値T0を
越えたときには、ステツプ９に進み今回の検出値
QNEWを燃料噴射量の演算に用いる最終的な吸入
空気流量Ｑとする。 Furthermore, if it is determined in step 2 that the vehicle is not in an acceleration state, or if the measured time exceeds the predetermined value T0 in step 4, the process advances to step 9 and the current detected value is determined.
Let Q NEW be the final intake air flow rate Q used to calculate the fuel injection amount.
このようにして求められた最終的な吸入空気流
量Ｑは、第４図の燃料噴射量演算ルーチンで使用
される。 The final intake air flow rate Q determined in this manner is used in the fuel injection amount calculation routine shown in FIG.
第４図の燃料噴射量演算ルーチンは例えば10ｍ
ｓ毎に実行される。 The fuel injection amount calculation routine in Figure 4 is, for example, 10 m.
Executed every s.
ステツプ11では、前述の吸入空気流量設定ルー
チンで得られた最終的な吸入空気流量Ｑと、クラ
ンク角センサ１０によつて検出された機関回転速
度Ｎとに基づいて、単位回転当たりの吸入空気流
量に相当する基本燃料噴射量Tpを次式により演
算する。 In step 11, the intake air flow rate per unit revolution is determined based on the final intake air flow rate Q obtained in the above-mentioned intake air flow rate setting routine and the engine rotation speed N detected by the crank angle sensor 10. The basic fuel injection amount Tp corresponding to is calculated using the following equation.
Tp＝Ｋ・Ｑ／Ｎ（Ｋは定数）
ステツプ12では、水温センサ７によつて検出さ
れた冷却水温度TW等に基づいて各種補正係数
COEFを設定する。 Tp=K・Q/N (K is a constant) In step 12, various correction coefficients are calculated based on the cooling water temperature T W etc. detected by the water temperature sensor 7.
Set up COEF.
ステツプ13では、バツテリの電圧値に基づいて
電圧補正分Tsを設定する。 In step 13, a voltage correction amount Ts is set based on the battery voltage value.
ステツプ14では、酸素センサ９によつて検出さ
れる空燃比に基づいて空燃比フイードバツク補正
係数LAMBDAを設定する。 In step 14, an air-fuel ratio feedback correction coefficient LAMBDA is set based on the air-fuel ratio detected by the oxygen sensor 9.
ステツプ15では、最終的な燃料噴射量Tiを次
式に従つて演算する。 In step 15, the final fuel injection amount Ti is calculated according to the following equation.
Ti＝Tp・COEF・LAMBDA＋Ts
そして、前記演算された燃料噴射量Tiに相当
するパルス幅をもつ噴射パルス信号が機関回転に
同期して所定のタイミングで燃料噴射弁５に出力
され、燃料の噴射供給が行われる。 Ti=Tp・COEF・LAMBDA+Ts Then, an injection pulse signal having a pulse width corresponding to the calculated fuel injection amount Ti is output to the fuel injection valve 5 at a predetermined timing in synchronization with the engine rotation, and fuel injection is supplied. will be held.
このようにすれば、加速時の吸入空気流量値は
第５図の実線のようになり、吸入空気流量の補正
値が検出値より小さくなる誤補正を防ぐことがで
き、加速時に空燃比のリーン化を抑制できるので
加速運転性を向上できる。 In this way, the intake air flow rate value during acceleration will be as shown by the solid line in Figure 5, and it is possible to prevent incorrect correction in which the correction value of the intake air flow rate is smaller than the detected value. Since acceleration can be suppressed, acceleration drivability can be improved.
＜発明の効果＞
以上述べたように本発明によれば、加速時に最
新の検出値が前回の検出値以下になつたときには
吸入空気流量の補正をせずそのまま検出値を用い
て燃料噴射量の演算を行う構成としたので、補正
値が検出値より小さくなることがなく加速時空燃
比のリーン化を抑制することができ加速運転性を
向上できる。<Effects of the Invention> As described above, according to the present invention, when the latest detected value becomes less than the previous detected value during acceleration, the detected value is used as it is to adjust the fuel injection amount without correcting the intake air flow rate. Since the configuration is such that the calculation is performed, the correction value does not become smaller than the detected value, and lean air-fuel ratio during acceleration can be suppressed, and acceleration drivability can be improved.
第１図は本発明の構成を説明するブロツク図、
第２図は本発明の一実施例を示す構成図、第３図
及び第４図は同上実施例の演算内容を示すフロー
チヤート、第５図は同上実施例の加速時の吸入空
気流量の特性を示す図、第６図は従来の加速時の
吸入空気流量の特性を示す図である。
１……機関、２……吸気マニホルド、４……エ
アフローメータ、５……燃料噴射弁、６……コン
トロールユニツト、１０……クランク角センサ、
１１……スロツトルセンサ。
FIG. 1 is a block diagram explaining the configuration of the present invention.
Fig. 2 is a block diagram showing an embodiment of the present invention, Figs. 3 and 4 are flowcharts showing the calculation contents of the above embodiment, and Fig. 5 is a characteristic of the intake air flow rate during acceleration of the above embodiment. FIG. 6 is a diagram showing the conventional intake air flow rate characteristics during acceleration. DESCRIPTION OF SYMBOLS 1... Engine, 2... Intake manifold, 4... Air flow meter, 5... Fuel injection valve, 6... Control unit, 10... Crank angle sensor,
11...Throttle sensor.
Claims (1)
燃料噴射手段と吸入空気流量検出手段とを備える
と共に、機関回転速度を検出する機関回転速度検
出手段と、吸入空気流量と機関回転速度とに基づ
いて燃料噴射量を演算する燃料噴射量演算手段と
を備え、演算された量の燃料を前記燃料噴射手段
から機関に噴射供給するよう構成した内燃機関の
電子制御燃料噴射装置において、機関の加速状態
を検出する加速検出手段と、加速状態を検出して
からの経過時間を計測する計測手段と、該計測手
段の計測値が予め定めた所定時間を越えるまでの
間吸入空気流量の最新の検出値と前回の検出値と
の大小を比較する比較手段と、該比較手段の比較
結果が最新の検出値が大のとき両検出値の差に基
づいて最新の検出値を増大補正して吸入空気流量
検出値とし最新の検出値が前回の検出値以下のと
きには最新の検出値をそのまま吸入空気流量検出
値として出力する吸入空気流量補正手段とを備え
たことを特徴とする内燃機関の電子制御燃料噴射
装置。1. A fuel injection means and an intake air flow rate detection means are provided in a portion upstream of the branch portion of the intake manifold, and an engine rotation speed detection means for detecting the engine rotation speed, and a fuel injection device based on the intake air flow rate and the engine rotation speed. In an electronically controlled fuel injection device for an internal combustion engine, the electronically controlled fuel injection device for an internal combustion engine is equipped with a fuel injection amount calculation means for calculating an amount of fuel, and configured to inject and supply the calculated amount of fuel from the fuel injection means to the engine. An acceleration detecting means, a measuring means for measuring the elapsed time after detecting the acceleration state, and a measuring means for measuring the latest detected value of the intake air flow rate and the previous detected value until the measured value of the measuring means exceeds a predetermined time. a comparison means for comparing the magnitude with the detected value, and when the comparison result of the comparison means is that the latest detected value is large, the latest detected value is corrected to increase based on the difference between both detected values, and is set as the intake air flow rate detected value. An electronically controlled fuel injection device for an internal combustion engine, comprising an intake air flow rate correcting means for outputting the latest detected value as it is as an intake air flow rate detected value when the latest detected value is less than the previous detected value.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP31417687A JPH01155045A (en) | 1987-12-14 | 1987-12-14 | Electronic control fuel injection system for internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP31417687A JPH01155045A (en) | 1987-12-14 | 1987-12-14 | Electronic control fuel injection system for internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH01155045A JPH01155045A (en) | 1989-06-16 |
| JPH0559261B2 true JPH0559261B2 (en) | 1993-08-30 |
Family
ID=18050169
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP31417687A Granted JPH01155045A (en) | 1987-12-14 | 1987-12-14 | Electronic control fuel injection system for internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH01155045A (en) |
-
1987
- 1987-12-14 JP JP31417687A patent/JPH01155045A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPH01155045A (en) | 1989-06-16 |
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