System for detecting cylinder pressure in internal combustion engine

Abstract: A cylinder pressure detecting system includes a plurality of pressure sensors (20a-20d), each of which is provided for monitoring pressure in one of plurality of cylinders. The system performs data sampling of detection values provided by one of the pressure sensors (20a-20d) corresponding to a cylinder in an intake stroke, and compares each of the sampled detection values and a predetermined reference minimum value to respectively set differences therebetween as offset correction values. These processes are performed for the respective cylinders. The detection values of the pressure sensors (20a-20d) for the respective cylinders are corrected on the basis of the offset correction values so that the detection values detected by the respective pressure sensors coincide with each other.

Description: The present invention relates generally to a system and a method for detecting cylinder pressure in internal combustion engines for automotive vehicles. More specifically, the invention relates to a cylinder pressure detecting system which can decrease dispersion of cylinder pressure detection value in respective cylinders. In order to diagnose or detect combustion conditions in an internal combustion engine, cylinder pressure is generally detected by means of a cylinder pressure detecting system. Such detection systems have been disclosed in Japanese Patent Second (examined) Publication (Tokko Sho.) No. 41-5154, SAE Technical Paper No. 750883 and so forth. The disclosed systems are designed to detect cylinder pressure on the basis of an output of a ring-shaped pressure sensor which is sandwiched between mounting surfaces of an ignition plug which engages a cylinder head. On the basis of the detected cylinder pressures in respective cylinders, a misfire pressure is determined for individual cylinders for prevention of misfiring. In addition, mean effective pressures Pi for respective cylinders are calculated on the basis of the respective cylinder pressures. On the basis of surge torque detected from fluctuation of the mean effective pressures Pi, inadequate settings for ignition timing and EGR (exhaust gas recirculation) for respective cylinders are corrected. Furthermore, on the basis of the mean effective pressures Pi, fuel injection amounts for respective cylinders are corrected so as to decrease dispersion of air/fuel ratios for respective cylinders. However, dispersions of output characteristics are often produced in pressure sensors used for cylinder pressure detecting systems while they are manufactured. In addition, dispersion may be caused due to incorrect clamping torque when the pressure sensor is sandwiched between the mounting eye surfaces of the ignition plug for mounting therebetween. As a result, dispersion of output level of the pressure sensor is often produced. For these reasons, the absolute value of the cylinder pressure detected by pressure sensor cannot be accurately measured. Therefore, there is a disadvantage in that it is difficult to obtain a predetermined accuracy in a case where determination of misfire, surge torque control, fuel injection modification control and so forth must be performed using a cylinder pressure detecting system of the aforementioned type. EP-A-0145480 discloses a system and a method for detecting the combustion pressure in an engine cylinder by means of an opto-electronic pressure sensor. The prior art system automatically calibrates the sensor upon detection of a predetermined crank angle of the engine, sampling the sensor output at this crank angle and determining the ratio of the sampled output to a known minimum pressure value as a gradient used for subsequent pressure measurements. Offset errors of the pressure signal cannot be compensated for by this prior art system. EP-A-0399069 (prior art in the meaning of Art. 54(3)EPC) discloses a method for determining cylinder pressure in an internal combustion engine, which involves sampling sensor output at certain predetermined stroke angles. These sampled outputs are then used in combination with certain other parameters to completely calibrate the sensor. In particular, the sensor output at a stroke angle corresponding to top-dead-centre at the transition from exhaust to intake where the pressure is at a known minimum is registered and the known minimum pressure ascribed thereto. The pressure is subsequently determined from sensor output by firstly subtracting sensor output at said top-dead-centre from the current sensor output. This initial operation constitutes an offset correction. In view of the above prior art, the invention is based on the object of providing a system and a method for detecting the cylinder pressure in an internal combustion engine which compensates for variations of the characteristics of a plurality of pressure sensors such that same coincide with each other. This object is achieved by a system in accordance with claim 1 and by a method in accordance with claim 2. BRIEF DESCRIPTION OF THE DRAWINGS The present invention will be understood more fully from the detailed description given herebelow and from the accompanying drawings of the preferred embodiment of the invention. However, the drawings are not intended to imply limitation of the invention to a specific embodiment, but are for explanation and understanding only. In the drawings: Fig. 1 is a schematic view of a cylinder pressure detecting means, according to the present invention; Fig. 2 is a block diagram of the cylinder pressure detecting means of Fig. 1; Fig. 3 is a time chart showing a relationship between various signal conditions and engine stroke; Figs. 4 to 7 are flow charts of programs for correcting detection values for respective pressure sensors; and Fig. 8 is a graph showing a relationship between sensor output voltage and cylinder pressure. DESCRIPTION OF THE PREFERRED EMBODIMENT Referring now to the drawings, particularly to Fig. 1, a four-cylinder internal combustion engine 10 has an intake manifold 12 which has four branch portions. The branch portions of the intake manifold 12 have electro-magnetic fuel injection valves 14a, 14b, 14c and 14d, respectively. These fuel injection valves 14a to 14d are controlled to be open and closed in response to pulse signals output from a control unit 16 having a microcomputer therein, through, a drive circuit 18, such that fuel is injected into respective cylinders. The respective cylinders of the internal combustion engine 10 have pressure sensors 20a, 20b, 20c and 20d serving as a cylinder pressure detecting means. For example, the pressure sensors 20a to 20d may be clamped between mounting surfaces of an ignition plug provided in each cylinder. The pressure sensors 20a to 20d produce detection signals (voltage signals) in accordance with the cylinder pressure in the respective cylinders. The detection signals output from the pressure sensors 20a to 20d are input into a control unit 16. The control unit 16 is electrically connected to various sensors and so forth, such as a crank angle sensor 22, an air flow meter 24, a vehicular speed sensor 26 and an idle switch 28. The crank angle sensor 22 serves to monitor the angular position of a crankshaft to produce a crank angle reference signal REF at every predetermined angular position, e.g. at every 70° BTDC (before top-dead-center) position, of the crankshaft, and a crank position signal POS at every given angular displacement, e.g. 1° or 2°. The crank angle sensor 22 is disposed within an engine accessory, such as a distributor, which rotates synchronously with engine revolution for monitoring the crankshaft angular position. The air flow meter 24 serves to monitor an intake air flow rate representative of engine load to produce an intake air flow rate indicative signal Q. The vehicular speed sensor 26 serves to monitor vehicular speed to produce a vehicular speed indicative signal. The idle switch 28 is turned on when a throttle valve (not shown) which controls the intake air flow rate Q is positioned at a fully closed position (an idle position), to produce an idle position indicative signal. The control unit 16 calculates a basic fuel injection amount Tp on the basis of the intake air flow rate Q and an engine speed N in accordance with the following equation: Tp = K x Q/N (K: constant) The engine speed N may be derived in the control unit 16 on the basis of one of the crank angle reference signal REF or the crank position angle POS in a known manner. As is well known, a fuel injection amount Ti is derived by correcting the basic fuel injection amount Tp in accordance with the operating conditions of the engine. Finally, the control unit 16 outputs pulse signals, each of which has a pulse width corresponding to the fuel injection amount Ti, to the respective fuel injection valves 14a to 14d via the drive circuit 18 at a predetermined timing in relation to the engine revolution cycle, so as to maintain the respective fuel injection valves 14a to 14d in a valve open position for a period corresponding to the fuel injection amount Ti. In this way, the control unit 16 may perform fuel injection control. In addition, the control unit 16 may determine cylinder pressure in the respective cylinders on the basis of outputs of the pressure sensors 20a to 20d to perform determination of misfire, ignition timing control and so forth for the respective cylinders. Fig. 2 is a block diagram of the cylinder pressure detecting system according to the present invention, in which cylinder pressure detection is performed using the pressure sensors 20a to 20d. The cylinder pressure detecting system has four charge amplifiers 30 which may be in the form of charge-to-voltage converters. The charge amplifiers 30 receive charge signals from the respective pressure sensors 20a to 20d and convert the charge signals into voltage signals corresponding to the pressures produced in the respective cylinders. The voltage signals converted by the respective charge amplifiers 30 are respectively divided into two segments to be respectively input to multiplexers 32 and 34. Each of the multiplexers 32 and 34 selectively output only one signal representative of the pressure value in a particular cylinder on the basis of channel select signals A and B output from a CPU of the microcomputer of the control unit 16. As shown in Fig. 3, the channel select signal A selects a cylinder which is performing a compression or explosion stroke, and the channel select signal B selects a cylinder which is performing an intake stroke, so that one signal representative of the pressure value in a selected cylinder can be output. The signal selectively output from the multiplexer 32, i.e. the signal representative of the pressure value in a cylinder which is performing the compression or explosion stroke, is divided into two signals, one of which is directly input into an A/D converter 36 exclusively used for the pressure sensors 20a to 20d. The A/D converter 36 performs analog-to-digital conversion of the signal input thereto synchronously with a pulse signal produced at every predetermined fine angular position of the crankshaft, e.g. every 8° or 16°, which pulse signal is obtained by dividing the crank position signal POS, so that pressure information used for obtaining combustion pressure can be obtained at relatively fine crank angles. The other of the two signals from the pressure value indicative signal is input to a band-pass filter 38. An engine knocking component is determined from this signal by means of the band-pass filter 38. This knocking component is integrated over the predetermined area by means of an integrating circuit 40, and the integrated value is held in a peak holding circuit 42. The integrated value held in the peak holding circuit 42 is input into the A/D converter 36 by which analog-to-digital conversion of the integrated value of the knocking component is performed. The microcomputer of the control unit 16 compares this A/D conversion value with a predetermined slice level in a well known manner to determine whether or not engine knocking occurs. On the other hand, the signal selectively output from the multiplexer 34, i.e. the signal representative of the pressure value in a cylinder which is performing the intake stroke, is directly input into the A/D converter 36, so that data sampling with respect to the cylinder pressure in the intake stroke can be performed. As shown in Fig. 3, the CPU of the microcomputer of the control unit 16 outputs reset signals which serve to direct the areas to be integrated by the integrating circuit 40, to the charge amplifiers 30 and the peak holding circuit 42. As mentioned above, the CPU also outputs channel select signals A and B to the multiplexers 32 and 34. The operation of the preferred embodiment of the cylinder pressure detecting system, according to the present invention, is described below. The cylinder pressure detecting system performs cylinder pressure detection in accordance with programs shown in Figs. 4 to 7. The program shown in Fig. 4 is executed at every CTDC (top-dead-center in compression stroke) position of the crankshaft for the respective cylinders, which CTDC may be detected by counting the crank position signal POS produced by the crank angle sensor 22 after the crank angle reference signal REF is produced by the sensor 22. First of all, at step 101, it is determined whether or not the detected CTDC belongs to No.1 cylinder (#1 cylinder). For example, if one of four crank reference signals slits (not shown) formed in a rotary disc (not shown) is set to correspond to 70° BTDC of No.1 cylinder, it can be determined which of No.1, No.2, No.3 and No.4 cylinders (#1, #2, #3 and #4 cylinders) the detected CTDC belongs to, in a known manner. When it is determined that the detected CTDC belongs to No.1 cylinder, the routine goes to step 102 in which the A/D conversion of the output signal of the pressure sensor 20a provided in No.1 cylinder is performed, and the A/D conversion value is read. At step 103, on the basis of the output value of the pressure sensor 20a read at step 102, cylinder pressure #1P(TDC) at the CTDC in No.1 cylinder is derived from a map in which cylinder pressures corresponding to the outputs of the pressure sensor are preset. At step 104, it is determined whether or not the engine is in a fuel cutting condition in which the fuel injection valves 14a to 14d temporarily stop fuel injection. The fuel cutting condition means, e.g. a predetermined deceleration condition. In this condition, fuel injection is stopped when all of three requirements are satisfied, i.e. the vehicular speed detected by the vehicular speed sensor 26 is less than a predetermined value, the idle switch 28 is ON and the engine speed N is greater than a predetermined value. In this condition, fuel consumption can be improved. Such fuel cutting is a well known art. When it is determined that the engine is in the fuel cutting condition at step 104, the routine goes to step 105 in which it is determined whether or not a predetermined period of time has elapsed since the fuel injection was stopped. As will be described hereinafter, this determination is required in order to perform the data sampling of only a compression pressure produced by engine pumping effect in a condition in which no combustion pressure occurs while fuel injection is stopped. That is, the compression pressure can not be accurately measured immediately after fuel injection is stopped, since combustion pressure may still be produced by the combustion of fuel remaining in the cylinder. If it is determined that the predetermined period of time has elapsed at step 105, it is presumed that no combustion pressure occurs in the cylinder. Therefore, the cylinder pressures at CTDC in the respective cylinders, i.e. the compression pressures of the respective cylinders, should be equal to each other. Accordingly, if the cylinder pressure at CTDC in No.1 cylinder detected by the pressure sensor 20a deviates from the mean compression pressure of all cylinders, such deviation indicates a detection error of the pressure sensor 20a. When YES is determined at step 105, the routine goes to step 106 in which, in order to correct the detection value of the pressure sensor 20a of No.1 cylinder to coincide with the detection level of the respective cylinders, the correction coefficient #1hos(%) is determined in accordance with the following equation: #1hos(%) = P(TDC) AVE #1P(TDC) in which P(TDC) AVE is mean compression pressure of the respective cylinders which is obtained by making weighted mean of the cylinder pressures detected CTDC's of the respective cylinders. If the detection value of the pressure sensor 20a is multipled by the correction coefficient #1hos(%), the compression pressure detected by the pressure sensor 20a can be corrected so as to approach the mean level of the respective cylinders. That is, the variation characteristics (gradient) of the output signals of the pressure sensors 20a to 20d relative to the variation of the cylinder pressure can be corrected so as to be essentially equal to each other for the respective cylinders, as shown in Fig. 8. At step 107, a weighted mean of the current detected compression pressure #1P(TDC) and the preceding mean compression pressure P(TDC) AVE is derived in accordance with the following equation, and the result is used as a new mean compression pressure P(TDC) AVE . P(TDC) AVE ← 63 x P(TDC) AVE + #1P(TDC) 64 On the other hand, when it is not determined that the detected CTDC belongs to No.1 cylinder at step 101, the routine goes from step 101 to step 108 in which it is determined whether or not the detected CTDC belongs to No.2 cylinder. When it belongs to No.2 cylinder, a correction coefficient #2hos(%) for No.2 cylinder is derived at steps 109 to 114 which are similar processes to steps 102 to 107. When it is not determined that the detected CTDC belongs to No.2 cylinder at step 108, the routine goes from step 108 to step 115 in which it is determined whether or not the detected CTDC belongs to No.3 cylinder. When it belongs to No.3 cylinder, a correction coefficient #3hos(%) for No.3 cylinder is derived at steps 116 to 121 which are similar processes to steps 102 to 107. In addition, when it is not determined that the detected CTDC belongs to No.3 cylinder at step 115, the routine goes from step 115 to step 122. This means that the detected CTDC belongs No.4 cylinder. In this case, a correction coefficient #4hos(%) for No.4 cylinder is derived at steps 122 to 127 which are similar processes to steps 102 to 107. If the detected values of the pressure sensors 20a to 20d are respectively multiplied by the aforementioned correction coefficients #1hos to #4hos for the respective cylinders, the dispersion of gradients of variations of the detection values of the respective pressure sensors 20a to 20d relative to the variation of the corresponding cylinder pressure can be corrected. However, when variations of the detection values are offset from the normal variation, this offset can not sufficiently corrected. Therefore, according to the present invention, the offset amounts of the detected values of the respective pressure sensors 20a to 20d are detected, and correction values Δe corresponding to the respective offset amounts is set in accordance with a program of Fig. 5. The program shown in Fig. 5 is executed when a crank angle reference signal REF is produced in the intake stroke for the respective cylinders. As shown in Fig. 3, since negative pressure is produced within a cylinder in its intake stroke, the output voltages of the pressure sensors 20a to 20d essentially coincide with a zero voltage corresponding to the minimum reference value if it is normal. Therefore, if there is a difference between the output voltage of the pressure sensor 20a, 20b, 20c or 20d and the zero voltage in the intake stroke, this difference corresponds to the offset amount. First of all, at step 201, it is determined whether or not the detected intake stroke belongs to No.1 cylinder. When No.1 cylinder is in the intake stroke, the routine goes to step 202 in which the A/D conversion value of the output voltage of the pressure sensor 20a is read so that the cylinder pressure #1P for No.1 cylinder is derived. At step 203, an offset correction value Δe1 for No.1 cylinder is derived in accordance with the following equation: Δe1 ← 0 - #1P If the output value of the pressure sensor 20a for No.1 cylinder is normal, the #1P should be zero while No.1 cylinder is in the intake stroke. Therefore, since the #1P corresponds to the offset error, the correction value corresponding to 0-#1P may be added to the detection value of the pressure sensor in order to compensate for the offset error. Similarly, offset correction values Δe2 to Δe4 are derived from the differences between the zero level and the respective detected cylinder pressures in the intake strokes for the respective cylinders, at steps 204 to 211. Fig. 6 shows a process for correcting the detected values of the respective pressure sensors 20a to 20d, by using the correction coefficients #1hos to #4hos and the offset correction values Δe1 to Δe4. The program of Fig. 6 is executed at every predetermined fine crank angular position, e.g. every 8°, of the crankshaft, which angular position is detected on the basis of a signal produced from the crank angle sensor 22. According to this program, cylinder pressure data sampling for the respective cylinders are performed at every fine crank angle. As will be described hereinafter, this cylinder pressure data is used for deriving the mean effective pressure Pi in accordance with a program of Fig. 7. At step 301, a counter value CNT is increased by 1. As will be described hereinafter, the counter value CNT is reset to zero at every output of the crank angle reference signal REF, i.e. at every 70° BTDC position of the crankshaft in accordance with the program of Fig. 7. At step 302, it is determined whether or not a cylinder discriminating value NCYL is 1. As will be described hereinafter, this cylinder discriminating value NCYL is set in sequence at every output of the crank angle reference signal REF in accordance with the program of Fig. 7. When a crank angle reference signal REF corresponding to ignition timing of No.1 cylinder is output, the cylinder discriminating value NCYL is set to be 1. Thereafter, it is held to be 1 until next crank angle reference signal REF corresponding to ignition timing of No.3 cylinder is output. Therefore, while the cylinder discriminating value NCYL is 1, data sampling of combustion pressure in No.1 cylinder can be performed by inputting the detected value of the pressure sensor 20a for No.1 cylinder. When it is determined that the cylinder discriminating value NCYL is 1 at step 302, the routine goes to step 303 in which A/D conversion of the output of the pressure sensor 20a for No.1 cylinder is performed, and the A/D conversion value is input. At step 304, this input value (output voltage) is converted to cylinder pressure kg/cm², and this conversion value is multiplied by the correction coefficient #1hos for No.1 cylinder to correct the output of the pressure sensor 20a. In addition, the offset correction value e1 is added to the result so that the cylinder pressure #1P(cnt) for No.1 cylinder can be accurately obtained. In this way, when the cylinder discriminating value NCYL is 1, the counter value CNT is increased by 1 at every predetermined fine crank angular position, i.e. every 8°, of the crankshaft, the sampling of the cylinder pressure #1P corrected by the correction coefficient #1hos and offsetting by the offset value Δe1 is performed, and the number of the sampling is counted as a counter value CNT. Similarly, when the cylinder discriminating value NCYL is 2 or 3, the sampling of the cylinder pressures #2P(cnt) for No.2 cylinder or #3P(cnt) for No.3 cylinder is performed at steps 305 to 310. When the cylinder discriminating value NCYL is neither 1, 2 nor 3, the sampling of the cylinder pressure #4P(cnt) for No.4 cylinder is performed at steps 311 and 312. The program of Fig. 7 is executed at every output of a crank angle reference signal REF from the crank angle sensor 22. At step 401, the counter value CNT which is used for counting the number of samplings of the cylinder pressures #1P to #4P at every predetermined fine crank angle, is reset to zero. At step 402, it is determined whether or not the current crank angle reference signal REF corresponds to the ignition timing for No.1 cylinder. When it is determined that it corresponds to the ignition timing for NO.1 cylinder, the routine goes to step 403 in which the cylinder discriminating value NCYL is set to be 1. Thereafter, the mean effective pressure Pi2 for No.2 cylinder is derived at step 404. In a case where the current crank angle reference signal REF corresponds to the ignition timing for No.1 cylinder, since the sampling of the cylinder pressure #2P in the No.2 cylinder is performed immediately before the program of Fig. 7 is executed, the mean effective pressure Pi2 for No.2 cylinder is derived on the basis of the sampling value of the cylinder pressure #2P at step 404. After the mean effective pressure Pi2 is derived at step 404, the routine goes to step 413 in which the newest mean effective pressure Pi2 is set as the final mean effective pressure Pi. Similarly, when it is determined that the current crank angle reference signal REF corresponds to the ignition timing for No.3 cylinder at step 405, the cylinder discriminating value NCYL is set to be 3 at step 406, and then the mean effective pressure Pi1 for No.1 cylinder is derived at step 407. This means effective pressure Pi1 is set as the final mean effective pressure Pi at step 413. When it is determined that the current crank angle reference signal REF corresponds to the ignition timing for No.4 cylinder at step 409, the cylinder discriminating value NCYL is set to be 4 at step 409, and then the mean effective pressure Pi3 for No.3 cylinder is derived at step 410. This mean effective pressure Pi3 is set as the final mean effective pressure Pi at step 413. When it is not determined that the current crank angle reference signal REF corresponds to the ignition timing for No.4 cylinder at step 408, this means that it corresponds to the ignition timing for No.2 cylinder. Therefore, the cylinder discriminating value NCYL is set to be 2 at step 411, and then the mean effective pressure Pi4 for No.4 cylinder is derived at step 412. This mean effective pressure Pi4 is set as the final mean effective pressure Pi at step 413. The mean effective pressure derived in the aforementioned manner can be used for the calculations of engine torque and surge torque which is fluctuation of the engine torque. In addition, various control, such as setting the ignition timing and EGR ratio control, can be performed in accordance with the surge torque. In the shown embodiment, the detection value of the cylinder pressure is corrected by using both the correction coefficients #1hos to #4hos and the offset values Δe1 to Δe4. However, even if it is corrected using only the offset correction values Δe1 to Δe4, the detection accuracy still can be improved as to the offset error with significant reduction or dispersion of the detection value produced between the respective cylinders.

Claims: System for detecting cylinder pressure for an internal combustion engine having a plurality of cylinders, said system comprising: a plurality of pressure sensors (20a-20d), each of which is provided for monitoring the pressure in one of said cylinders, to produce a pressure indicative signal; stroke detecting means (22,16) for detecting a predetermined stroke in each of the respective cylinders; sampling means (32,34) for performing data sampling of detection values (A1P-A4P) produced by one of said pressure sensors (20a-20d); and correction means for correcting said pressure values detected by said pressure sensors (20a-20d); characterized in that said sampling means and said stroke detecting means are adapted such that said sampling means samples (S102,S109,S116, S122) from the outputs of the plurality of pressure sensors associated with each cylinder that output which corresponds to a cylinder in which the crankshaft is at the top-dead-centre in the compression stroke in response to a signal from stroke detecting means; and said correction means comprises: deriving means for deriving (S103,S110,S117,S123) the pressure in the corresponding cylinder from said output on the basis of preset variation characteristics of the pressure with respect to the sensor output for that particular cylinder, determining means for determining (S106,S113,S120,S126) a gradient correction coefficient from the ratio of a derived pressure and an average pressure value of all cylinders for the compression at the top-dead-centre, calculating means for calculating (S107,S114,S121,S127) a new average pressure value on the basis of the preceding average pressure value and said pressure, and correcting means for correcting the variation characteristics of the sensor output with regard to the pressure by means of said gradient correction coefficient such that the corrected characteristics of the pressure sensors coincide with each other. Method for detecting cylinder pressure of an internal combustion engine having a plurality of cylinders, comprising the steps of: producing a plurality of pressure indicative signals, each of which is provided for monitoring pressure in one of said cylinders; detecting (22,16) a predetermined stroke angle for respective cylinders; performing data sampling of detection values (A1P-A4P) of said pressure indicative signals; and correcting (S304,S307,S310,S317) said pressure values; characterized in that said sampling step comprises the steps of: sampling (S102,S109,S116,S122) from the outputs of the plurality of pressure sensors associated with each cylinder that output which corresponds to a cylinder in which the crankshaft is at the top-dead-centre in the compression stroke in response to a signal from the stroke detecting means; said correcting step comprises the steps of: deriving (S103,S110,S117,S123) the pressure in the corresponding cylinder from said output on the basis of preset variation characteristics of the pressure with respect to the sensor output for that particular cylinder; determining (S106,S113,S120,S126) a gradient correction coefficient from the ratio of the derived pressure and an average pressure value of all cylinders for the compression at the top-dead-centre; calculating (S107,S114,S121,S127) a new average pressure value on the basis of the preceding average pressure value and said pressure; and correcting the variation characteristics of the sensor output with regard to the pressure by means of said gradient correction coefficient such that the corrected characteristics of the pressure sensors coincide with each other.

Inventors: NAKANIWA SHINPEI C O JAPAN ELE, NAKANIWA, SHINPEI, NAKANIWA, SHINPEI, C/O JAPAN ELECTRONIC SYSTEMS CO
Applicants: JAPAN ELECTRONIC CONTROL SYST, JAPAN ELECTRONIC CONTROL SYSTEMS CO., LTD.
Application year: 1990
Main classification: G01L23
IPC codes: F02D45, G01L23, G01M15