Fuel injection controller for use in an internal combustion engine

Abstract: A diesel engine has a fuel injection nozzle to which pressurized fuel is supplied from a pump. The nozzle has a pressure sensor detecting the fuel pressure and a lift sensor sensing a lift magnitude of a needle valve. An electronic control unit (ECU) computes a variation ratio of the fuel pressure value which is measured by the pressure sensor. The ECU computes a non-increasing point in an increasing part of variation ratio and judge the point to be a timing for starting the fuel injection of the nozzle. The EPU also computes the actual fuel injection amount in accordance with the fuel injection timing as well as the fuel pressure and the lift amount of the needle valve both at the various points. The EPU control the actual injection amount to be identical to a target fuel injection amount.

Description: BACKGROUND OF THE INVENTION Field of the Invention The present invention relates to a fuel injection control apparatus according to the preamble of the patent claim 1. Description of the Related Art In general, internal combustion engines having injection devices, as for example, diesel engines and high pressure gasoline injection type engines are well known. With such engines, the precise amount of fuel to be injected and the timing of the fuel injection with respect to the position of the engine's pistons are crucial facets in, the control of the fuel injection system, and most generally are designed to comply with specific target values. Consequently, it is extremely important to know the exact time for initiating fuel injection and for determining the precise amount of fuel to be injected at that time. For example, with fuel injection pumps in an electronically controlled diesel engines, fuel in a high pressure chamber is delivered to fuel injection nozzles by the lift of a plunger, and then is injected into each one of the cylinders in the diesel engine. Spill rings and spill valves, etc, disposed in the fuel injection pump are controlled by a driving actuator, such that the amount of fuel injected into the engine at any time satisfies a target fuel amount set according to the engine's running condition at any given time. A high pressure chamber in the plunger communicates to a fuel chamber, in such a way that a part of the fuel in the high pressure chamber is spilled into the fuel chamber. From this it is apparent that the timing of the termination of the pressurized fuel delivery from the pump to the nozzles, and thereby to each of the engine's cylinders is a crucial concern. However, the control characteristics of these types of fuel injection pumps inevitably suffer from the deformation and wearing out of the pump's mechanical parts in addition to changes in the physical characteristics of the fuel. For example, when the cam mechanism responsible for reciprocating the pump plunger is worn down or worn out, the amount of lift of the plunger travels would decrease thereby causing the amount of fuel injected through the injector nozzle to exceed the target fuel injection amount. Further compounding, this problem would be the resultant decrease in the urging force of this pump plunger return spring. A decrease of the spring force, due to a worn cam mechanism, would cause a decrease in the injector nozzle's opening valve pressure. this in turn would result again in an increase in the amount of fuel supplied to the injector nozzle. Another characteristic problem is due to changes in the physical characteristics of the fuel due to fuel temperature increases. Consequently, the amount of fuel injected through the nozzles as well as the timing of the fuel injection and fuel injection timing may be controllably changed. From the reference GB 2 098 334 A as the one most closely related state of the art it is known that the device disclosed therein is capable to determine the starting and the termination point of an injection circle and based on the detected fluid pressure to estimate the fuel quantity injected in that phase. However, this reference disregards wear and tear appearances of mechanical parts, for example of the pump, resulting in pressure variations along the service life of, for example, the injection pump. SUMMARY OF THE INVENTION It is an object of the invention to accurately control fuel injection timing, the amount of fuel to be injected by the fuel injectors, as well as to determine the existence of irregular fuel injector controller conditions. This object is achieved with a fuel injection control apparatus having the technical features according to the patent claim 1. BRIEF DESCRIPTION OF THE DRAWINGS The invention, together objects and advantages thereof, may best be understood by reference to the following description of the presently preferred embodiments together with the accompanying drawings, in which: Figs. 1 through 9 describe the first embodiment of a diesel engine system with a super charger according to the present invention, in which: Fig. 1 is a schematic view showing a fuel injection timing device of a diesel engine; Fig. 2 is a cross-sectional view of a distributor type injection pump; Fig. 3 is a descriptive drawing of a pressure sensor and lift sensor which are disposed in a fuel injection nozzle; Fig. 4 is a block diagram showing an electric construction which includes an electronic control unit (ECU); Fig. 5 is a flowchart showing operations of a sub-routine computing the first and sooond derivatives of the change in fuel pressure at the initialization of the fuel injection cycle carried out by the ECU; Fig. 6 is a flowchart showing operations of a fuel injection derivation amount ΔQ operational routine carried out by the ECU; Fig. 7 is a map showing the correlation of lift coefficient with respect to the magnitude of needle valve; Fig. 8 is a timing chart describing the timing of fuel injection to be initiated, the timing for terminating the fuel injection, fuel pressure, first derivative value, and actual amount of fuel injected, which are computed at a single fuel injection carried out; and Fig. 9 is a flowchart showing the operations of a first control routine governing initiation of fuel injection timing ts carried out by the ECU. Figs. 10 through 13 describe a second embodiment of a fuel injection control system of the present invention; in which Fig. 10 is a flowchart showing operations of a sub-routine which are carried out by the ECU; Fig. 11 is a flowchart showing operations of the fueling initiating time press routine, i.e. the initial timing and pressure values upon initial fuel injection, carried out by the ECU; Fig. 12 is a flowchart showing the operations of a second control routine carried out by the ECU governing the amount of fuel to be injected by the injector; and Fig. 13 is a timing chart describing the timing of fuel injection to be initiated, the timing for terminating the fuel injection, fuel pressure, first derivative value, actual amount of fuel injected, and operations of electromagnetic spill valve. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The first and second embodiments of an electronic fuel injected controlled diesel engine mounted in a vehicle according to the present invention will now be described. The fundamental mechanical and electrical concepts of a fuel injection control device including a fuel injection pump and fuel injection nozzles according to the present invention will be primarily described in the first embodiment. The second embodiment will mainly describe variations of the present invention with respect to the first embodiment. First Embodiment Fig. 1 shows a schematic view of a diesel engine system with super charger for increased air-fuel charged engine intake capacity. Fig. 2 shows an enlarged view of a distributor type injection pump 1. The injection pump 1 includes a drive pulley 2. The drive pulley 2 is operably connected with a crank shaft 40 of a diesel engine 3, via a belt. The drive pulley 2 is rotatably driven by means of crank shaft 40 such that the injection pump 1 is also driven. By this rotational motion, pressurized fuel is delivered to fuel injection nozzles 4 disposed in cylinders (in this embodiment, four cylinders are provided) of the engine 3, respectively. In this embodiment, the injection nozzle 4 contains an automatic valve, which includes a needle valve and a spring for controlling the opening pressure of the valve. When fuel pressure P exceeds a predetermined level, the injection nozzle 4 opens allowing pressurized fuel to be delivered from fuel pump 1 into engine 3 through an associate fuel injector nozzle 4. The fuel pump 1 of Figs. 1 and 2 includes a drive shaft 5 having on a distal portion drive pulley 2. A fuel feed pump which is formed with a vane type pump 6 (only 90 degrees rotated in this drawing) is disposed midway along drive shaft 5. A disc shaped pulsar 7 is mounted on the proximal portion of drive shaft 5. Notches are equiangularly formed on the circumference of the pulsar 7, and the number of the notches is equal to the number of cylinders in the engine 3. In other words, in this embodiment, the notches are disposed at four different places (i.e., total eight notches). Fourteen protrusions are equiangularly formed between adjacent notches (i.e., total fifty six protrusions). The proximal end of drive shaft 5 is connected to a cam plate 8 by means of a coupling (not shown). A roller ring 9 is disposed between the pulsar 7 and cam plate 8. A plurality of cam rollers 10 are coupled to roller ring 9 and are disposed in a circumference manner opposite cam faces 8a of the cam plate 8. The number of the cam faces 8a is equal to the number of the cylinders in the engine 3. The cam plate 8 is urgingly engaged with the cam roller 10 by means of a spring 11. The proximal end of a plunger 12 for pressurizing the fuel is coupled to the cam plate 8. Cam plate 8 together with plunger 12 are integrally rotated with respect to the rotation of shaft 5. In other words, rotational force of the shaft 5 is transmitted to the cam plate 8, via a cam spring 11. Therefore, the transmission of the force causes the cam plate 8 to engage with the cam roller 10 and rotate therewith. Consequently, the cam plate 8 is horizontally (i.e., along right-and-left direction in the drawing) reciprocated by the number of times of which are governed by the number of engine cylinders while the plate 8 is rotating. Plunger 12 is also reciprocated along the same direction with the cam plate 8 at the same time the plunger 12 is rotating. More specifically, plunger 12 is moved forward (i.e., lifted) to a degree depending on an amount by which cam faces 8a overlap cam roller 10 of the roller ring 9. Conversely, the plunger 12 is moved rearward (i.e., dropped) to a degree depending on the amount by which cam faces 8a overlaps' the cam roller 10. A plurality of cylinders 14 are formed in a pump housing 13. The plungers 12 are inserted into the cylinders, respectively. High pressure chambers 15 are defined between the distal surfaces of the plungers 12 and the bottom surfaces of the cylinders 14, respectively. Suction grooves 16 and distributor ports 17 are formed around the circumference of the plunger 12 at the distal side with the numbers of grooves 16 and ports 17 being equal to the number of the engine cylinders. Further, the housing 13 includes distributor passages 18 and suction ports 19 which correspond to the suction grooves 16 and distributor ports 17, respectively. According to the pump housing 13 of this embodiment, delivery valves 36 in Fig. 2 formed with constant pressure valves (CPV) are disposed at openings of the distributor passages 18, respectively. The delivery valve 36 prevents the pressurized fuel delivered from the distribute passage 18 from flowing in a reverse direction back into passage 18. Further, the delivery valve 36 opens when the fuel pressure P exceeds the predetermined level allow fuel to be pumped from the fuel pump 1 to the injector nozzle 4. Fuel is introduced into a fuel chamber 21 from a fuel tank (not shown) through a fuel feeding port 20, as the fuel feed pump 6 is driven by the rotational motion of the shaft 5. When the plunger 12 is reversely moved in a suction stroke causing the pressure in the high pressure chamber 15 to be reduced, one of the suction grooves 16 will be in alignment with suction port 19. As a result of the reverse movement of plunger 12, fuel is fed into the high pressure chamber 15 from the fuel chamber 21. On the other hand, when the plunger 12 is moved forward, that is, the compression stroke which causes the pressure in the high pressure chamber 15 to be increased, the pressurized fuel is fed into the fuel injection nozzles 4 of cylinders from the distribute passages through distribute passage 18 and delivery valve 36 and fuel passages 4a. in the pump housing 13, a spill passage 22 for spilling the fuel is formed between the high pressure chamber 15 and fuel chamber 21. An electromagnetic spill valve 23 is disposed midway along the spill passage 22. Spill valve 23 is opened or closed for controlling the spill amount of fuel from the high pressure chamber 15. The electromagnetic valve 23 is a type that is normally opened. In the condition when coil 24 is not energized (i.e., off condition), spill passage 22 is opened by means of a valve member 25 and fuel in the high pressure chamber 15 is spilled to the fuel chamber 21. Conversely, as coil 24 is energized (i.e., on condition), spill passage 22 is closed by means of the valve member 25. The spilling of fuel from the high pressure chamber 15 to the fuel chamber 21 is cut off. Therefore, as the electromagnetic valve 23 is controlled to switch between an on or off condition, i.e., being energized or de-energized, the fuel spill from the high pressure chamber 15 to the fuel chamber 21 is adjusted by opening or closing spill valve 23. When the spill valve 23 is opened while plunger 12 is in a compression stroke, fuel in the high pressure chamber 15 is effectively de-pressurized, such that any fuel injection from the fuel injection nozzle 4 is suspended. That is to say, when the plunger 12 moves forward at a time when spill valve 23 is opened, fuel pressure in the high pressure chamber 15 will not increase, preventing fuel injection from being injected through the nozzle 4. At a time when plunger 12 moves forward, control valve 23 is openly controlled thereby allowing for adjustment to made to termination timing of the fuel injection through the nozzle 4. In this way, the timing and the amount of the fuel to be injected into the cylinders is adjustably controlled. A timing device 26 (shown in Figs. 1 and 2 rotated by 90 degrees) controls fuel injection timing by either advancing or retarding cam rollers 10 against cam face 8a, thereby adjustably controlling the reciprocal movement of plunger 12. That is, cam rollers 10 adjustably engage cam face 8a by means of changing the rotational position of roller ring 9 with respect to the rotational direction of drive shaft 5. This is accomplished by selectively controlling. The advancement or retarding of slide pin 32 controlled by timing device 26. The timing device 26 is driven by the controlled oil pressure, and includes a timing housing 27 and a timing piston 28 disposed in the housing 27. A low pressure chamber 29 and compression chamber 30 are defined by both sides of the timing piston 28 within the housing 27. In the low pressure chamber 29, a timing spring 31 is provided to urge timing piston 28 against the compression chamber 30. Timing piston 28 is also connected with the roller ring 9, via a slide pin 32. Feed pump 6 supplies pressurized fuel to the compression chamber 30. The position of the timing piston 28 is set according to the relation of balancing between the fuel pressure in compression chamber 30 and the urging force of the timer spring 31. The position of the roller ring 9 is set in response to the setting position of the timing piston 28. This allows a reciprocal timing of the plunger 12 to be set. The resent embodiment utilized the fuel pressure in fuel injection pump 1 as the control oil pressure for the timing device 26. To adjust the fuel pressure, the timing device includes a timing control valve (TCV) 33. Specifically, a communicating passage 34 is disposed between the compression chamber 30 and low pressure chamber 29 in the housing 27. The TCV 33, disposed midway along passage 34, is an electromagnetic valve which is opened or closed using a signal modulation signal. As the TCV 33 is opened or closed, the fuel pressure in the compression chamber 30 is thereby adjusted. Likewise as the fuel pressure is adjusted, the reciprocating timing of the plunger 12 is controlled allowing for control in the fuel injection timing. An engine speed sensor 35 formed using an electromagnetic pick-up coil is provided on the upper portion of the roller ring 9 opposite the circumference of the pulser 7. Sensor 35 outputs pulse signals for indicating the rotation of pulser 7. These signals generated when the protrusions in pulser 7 rotates past the electromagnetic pick-up sensor 35. In effect, the sensor 35 outputs engine revolution pulse signals at the predetermined crank angle intervals as reference signals corresponding to a predetermined crank angle indicated by the associated notches in the pulser 7. Beside providing for output of engine revolution pulse signals for computing an engine speed NE, sensor 35 being integrally formed with the roller ring 9, additionally provides reference signal that effectively function as reference signals for detecting fuel injection timing due to the reciprocal motion of the plunger 12. The diesel engine 3 will now be described. As shown in Fig. 1, the diesel engine 3 includes primary combustion chambers 44 which are defined by cylinder bores 41, pistons 42 and cylinder heads 43 for corresponding cylinders, respectively. precombustion chambers 45 are formed in the cylinder heads 43, which communicate to the primary combustion chambers 44, respectively. The fuel is injected into the precombustion chambers 45 through the fuel injection nozzles 4. Further, it is well known to use grow plugs 46 to warm the air in precombustion chamber as an aid in starting diesel engine 3 under cold condition. According to the present invention, as shown in Figs. 1 and 3, are disposed in the nozzles 4. Furthermore, lift sensors 48 are also disposed in the nozzles 4. When pressure sensor 47 detects the pressure of fuel (i.e., fuel pressure P) delivered from the fuel pump 47 to each one of the nozzles 4, pressure sensor 47 outputs a signal corresponding to the magnitude of the detected value. When lift sensor 48 detects the lifted amount L of the fuel injector's needle valve, which corresponds to the cross sectional area of the opened nozzle 4, lift sensor 48 outputs a signal corresponding to the magnitude of the detected value. Conventional components of diesel engine 3 include a suction passage 49 and exhaust passage 50 which communicate with each of the engine cylinders. A compressor 52 and turbocharger 51 forming a supercharger are positioned along suction passage 49. Turbines 53 of turbocharger 51 are disposed along the exhaust passage 50 while a waste gate valve 50 is disposed along the exhaust passage 50. It is a well known fact that the turbines 53 are rotated by the energy in the exhaust gas in the turbocharger 51. When compressor 52 which is coaxially disposed with the turbocharger is rotated, pressure in the sucked air is increased. As the pressure is increased, the high density air is fed into the primary combustion chambers 44. The result of the supercharger use is the large amounts of fuel injected through the precombustion chambers 45 can be burnt allowing for the output power from the engine 3 to be increased. As the waste gate valve 54 is opened or closed, increasing pressure level of air sucked in the turbo charger 51 is adjusted. An exhaust gas recirculation valve passage (EGR passage ) 56 is disposed between the suction passage 49 and exhaust passage 50. A portion of the exhaust gas from the exhaust passage 50 is recirculated to the vicinity of suction port 55 in the suction passage 49 through the EGR passage 56. An EGR valve 57 is disposed along the EGR passage 56 and controls the amount of exhaust gas (EGR amount) to be recirculated. An electric vacuum regulating valve (EVRV) 58 is disposed between ERG valve 57 and an electronic unit (ECU) 71 for opening or closing the EGR valve 57. The EGR valve 58 is opened or closed by controlling the opening angle of the EVRV 58. Through this opening or closing operation, the EGR amount which is introduced from the exhaust passage 50 to suction passage 49 through EGR passage 56 is adjusted. A throttle valve 59 is disposed along the suction passage 49, and is manipulated to be opened or closed according to the thrust amount of accelerator pedal 60. A bypass passage 61 is disposed in the suction passage 49 in parallel with throttle valve 60. A bypass throttle valve 62 is disposed in the passage 61. A two stage diaphragm chamber type actuator 63 is provided for controlling opening or closing of the throttle valve 62. Two vacuum switching valves (VSV) 64 and 65 are provided for driving the actuator 63. The VSV's are controlled to switch their positions between on and off, so as to enable opening or closing throttle valve 62. For example, under idling conditions, bypass throttle valve 62 is half way opened to reduce the noise and vibration when the engine is running under the idling condition. Under the normal driving condition, valve 62 is completely opened. When the engine is to be stopped, the valve 62 is completely closed in order to effect a smooth engine termination. The above-described electromagnetic spill valve 23, TCV 33, grow plugs 46, EVRV 58 and VSV's 64 , 65 are electrically mutually connected with an electronic control unit (hereinafter referred to as ECU) 71. The drive timing for those components 23, 33, 46, 58, 64, and 65 are controlled by means of the ECU 71, respectively. To detect the running condition of the diesel engine 3, numerous sensors describing hereinafter in addition to the engine speed sensor 35 are used. A suction air temperature sensor 72 disposed in the vicinity of an air cleaner 66 and the opening of the suction passage 49 is designed to detect the temperature of the air sucked from outside engine 3 (hereinafter referred to as air temperature THA) and output a signal according to the amount of detected value. An accelerator sensor 73 is disposed in the vicinity of the throttle valve 59 and detects the opening angle ACCP of the accelerator by outputing a signal to the ECU outputing a signal to the ECU corresponding to the relative open or closed position of throttle valve 59. A suction air pressure sensor 74 is disposed in the vicinity of the suction port 55 for detecting the pressure of air sucked in (i.e., supercharged pressure PiM) by the turbocharger 51, and outputs a signal to ECU 71 corresponding to the amount of detected value. Further, a coolant temperature sensor 75 is provided for detecting the temperature of coolant (i.e., coolant temperature THW) of the engine 3, and outputs a signal to ECU 71 corresponding to the amount of detected value. A crank angle sensor 76 is provided for detecting a rotational reference position of crank shaft 40 (i.e., rotational position of shaft 40 with respect to the top dead center of the specific cylinder), and outputs a signal to ECU 71 corresponding to the amount of detected value. Furthermore, a vehicle speed sensor 77 is provided in a transmission (not shown) for detecting vehicle speed SPD. The speed sensor 77 includes magnets 77a which are rotated by the drive shaft of transmission. The magnets 77a cause a lead switch 77b to be periodically activated and output pulsed signals corresponding to the vehicle speed SPD. The ECU 71 connects with the above-described sensors 72 through 77, the engine speed sensor 35, pressure sensor 47 and lift sensor 48, respectively. The ECU 71 preferably controls the electromagnetic spill valve 23, TCV 33, grow plugs 46, EVRV 58 and VSV's 64, 65 based on the output signals from the sensors 35, 47, 48 and 72 through 77. The construction of the ECU 71 will now be described referring to a block diagram in Fig. 4. The ECU 71 includes a central processing unit (CPU) 81, read only memory (ROM) 82 for storing preprogrammed control programs and computational relationship, etc., random access memory (RAM) 83 for temporarily storing the operational results, and backup RAM 84 for safeguarding the stored data. The ECU 71 is formed as a logical operation circuit with the above-described components 81 through 84, input port 85 and output port 86 which are mutually connected, via buses 87. ECU input port 85 connects with the suction air temperature sensor 72, accelerate sensor 73, suction air pressure sensor 74, coolant temperature sensor 75, pressure sensor 47 and lift sensor 48, via buffers 88 through 93, multiplexer 94 and analog/digital converter (A/D converter) 95. The engine speed sensor 35, crank angle sensor 76 and vehicle speed sensor 77 are connected to the input port 85, by means of a wave form shaping circuit 96. The CPU 81 inputs or loads signals as input values output from the sensors 35, 47, 48 and 72 through 77, via the input port 85, respectively. The electromagnetic spill valve 23, TCV 33, grow plugs 46, EVRV 58 and VSV's 64, 65 are connected to the output port 86, via drive circuits 97 through 102, respectively. The CPU 81 preferably controls spill valve 23, TCV 33, glow plugs 46, EVRV 58 and VSV's 64 and 65 based on the read input values from the sensors 35, 47, 48, and 72 through 77, respectively. CPU 81 further provides ECU 71 with a timing function as is typical for CPU. The glow plug 46, pressure sensor 47 and lift sensor 48 are provided with each of the cylinders in diesel engine 3. To simplify the explanation, only one set of those is shown in the block diagram of Fig. 4. The operations for controlling the amount of fuel for injection which are carried out by the ECU 71 will now be described in detail referring to Figs. 5 through 9. Fig. 5 shows an operational flowchart of a sub-routine which is carried out by ECU 71 during every timing cycle ti initiated by the timing function of the CPU 81. When this sub-routine is initiated, the ECU 71 samples a fuel pressure P and lift amount L of needle valve according to the signals from pressure sensor 47 and lift sensor 48, respectively, at stop 110. The ECU 71 next computes the fuel pressure Pi using an initial time value ti at step 120. The ECU 71 then computes a lift amount Li of needle valve using timing value ti at step 130. ECU 71 next computes an first derivative value (dPi/dti) as a changing rate of fuel pressure Pi at timing value ti at step 140. Following this, ECU 71 computes a second derivative value (d 2 Pi/dti 2 ) as a changing rate of fuel pressure Pi at timing value ti at step 150. The ECU 71 next stores the fuel pressure Pi, lift amount Li of needle valve, first derivative value (Dpi/dti) and second derivative value (d 2 Pi/dti 2 ) as operational data in the RAM 83 at step 150. Finally ECU 71 terminates this routine. According to the operations of the above-described sub-routine, as every single fuel injection cycle is carried out, the fuel pressure Pi, lift amount Li of needle valve, first derivative value (dPi/dti) and second derivative value (d 2 Pi/dti 2 ) corresponding to each timing cycle value ti are sequentially stored as operational data in the RAM 83. Fig. 6 shows a flowchart another operational routine carried out by ECU 71 for computing a fuel injection deviation value ΔQ which controls the amount of fuel supplied to fuel injector 4. This routine is periodically carried out by predetermined intervals. At the initiation of this routine, ECU 71 first reads the fuel pressure Pi corresponding to a time at ti, its first derivative value (dPi/dti), and the fuel pressure P(i-1) corresponding to the previous time t(i-1) which are stored in the RAM 83, respectively at step 201. The ECU 71 next determined whether or not the fuel pressure Pi corresponding to timing ti is larger than the fuel pressure P(i-1) at a time corresponding to t(i-1) at step 202. When the fuel pressure Pi is not larger than the previous fuel pressure P(i-1), ECU 71 determines the fuel pressure P is not increasing, and repeats the operations of steps 201 and 202. When the fuel pressure Pi is larger than the previous fuel pressure P(i-1) at step 202, ECU 71 determines the fuel pressure P is currently increasing, and carries out the operation of step 203. The ECU 71 at step 203 determines whether or not a predetermined reference time T1 has elapsed since the first derivative value (dPi/dti) exceeded the predetermined threshold value d1. Upon determining that the predetermined reference time T1 did not elapse since the first derivative value (dPi/dti) exceeded the threshold value d1, ECU 71 repeatedly carries out the operations of steps 201 through 203. Upon determining that predetermined reference time T1 did elapse since the first derivative value (dPi/dti) exceeded the threshold value d1, ECU 71 at step 204 determines the fuel pressure P is increasing and approaching a point when fuel injection will be initialized. The ECU 71 next reads the first derivative value (dPi/dti) and second derivative value (d 2 Pi/dti 2 ) of the fuel pressure Pi corresponding to timing ti which are stored in the RAM 83 at step 204. The ECU 71 then determines whether or not the read second derivative value (d 2 Pi/dti 2 ) is smaller than the reference value a at step 205. When the second derivative value (d 2 Pi/dti 2 ) is larger than reference value α, ECU 71 determines the changing rate of fuel pressure Pi has not significantly dropped, and repeats the operations of steps 204 and 205. When the second derivative value (d 2 Pi/dti 2 ) is smaller than the reference value α, the ECU 71 determines the changing rate has significantly dropped during a time when fuel pressure P has increased, and carries out the operation of step 206. The ECU 71 at step 206 determines whether or not the predetermined reference time T2 has elapsed since a time when the first derivative value (dPi/dti) dropped below a predetermined threshold value d2. If the predetermined reference time T2 has not elapsed since the first derivative value (dPi/dti) fell below the predetermined threshold value d2, ECU 71 determines that the change in the first derivative value (dPi/dti) does not call for an initiation of a new fuel injection cycle, and repeats the operations at steps 204 through 206. When the predetermined reference time T2 has elapsed since the first derivative value (dpi/dti) fell below the predetermined threshold value d2 at step 206, the ECU 71 then determines that the change in the first derivative value (dpi/dti) is requires initiation of a new fuel injection originated in cycle. The ECU 71 refers to operational data timing value ti stored in the RAM 83 for timing value ti when the derivative value (dPi/dti) is "0". (step 207) ECU 71 sets the timing value ti as a fuel injection initiation time ts interval while at step 208, ECU71 sets the fuel pressure Pi at timing ti as the fuel injection initiating pressure Ps. The ECU 71 sequentially reads the fuel pressure Pi at each timing interval ti after determining the fuel injection initiating time ts at step 209. Then at step 210 the ECU 71 determines whether or not the value for the fuel pressure Pi is smaller or equal to the value for the fuel injection termination pressure Ph corresponding to the predetermined fuel pressure P for the fuel injection termination time. When the fuel pressure Pi is greater than the fuel injection termination pressure Ph, the ECU 71 repeatedly carries out the operations at steps 209 and 210. On the other hand, when the fuel pressure Pi is less than or equal to the fuel injection termination pressure Ph, ECU 71 caries out the next operation. At step 211, ECU 71 sets the values for timing interval ti and the fuel pressure Pi after the fuel injection initiating time ts becomes equal to the fuel injection terminating pressure Ph at a fuel injection terminating time te. The ECU 71 reads the operational data corresponding to each timing interval ti during a period between the fuel injection initiating time ts and fuel injection terminating time te at step 212. The ECU 71 next at step 213 computes each of lift coefficiency KLi corresponding to the cross-sectional area of opened nozzle 4 based on the corresponding the lift amount of needle valve during the period between the fuel injection initiating time ts and fuel injection terminating time te (step 213). The computation for the lift coefficiency KLi is illustrated by the graph of Fig. 7 which indicates the correlation between the lift amount L of needle valve L and lift coefficiency KL. Referring to Fig 7, the ECU 71 next at step 214 computes an amount of fuel for injection Qi (i.e., amount of fuel for injection at timing ti) according to the corresponding lift coefficiency KLi and fuel pressure Pi during the period between the fuel injection initiating time ts and the fuel injection terminating time te. The amount of fuel for injection Qi can be obtained through the following equation. Qi = KLi * √Pi ECU 71 then at step 215 computes an actual amount of injected fuel Qr corresponding to the total amount of fuel injected fuel injector 4 summing the value of fuel amount Qi of injected fuel at each timing ti during the period between the fuel injection initiating time ts and the fuel injection terminating time te. In other words, the ECU 71 computes an integral value of each amount Qi of injected fuel during this period. Next at step 216, ECU 71 reads the target amount of fuel for injection Qo which was utilized in the last fuel injection amount control routine for carrying out the fuel injection operation, which will now be described. The ECU 71 subtracts the actual amount of fuel Qr computed this time from the previous target amount Qo fuel for injection Qo. The result is set as a fuel injection deviation value ΔQ at step 217 and then terminates ΔQ routine. Accordingly, during the ΔQ routine, ECU 71 computes the fuel injection initiating time ts and fuel injection initiating pressure Ps every time a single fuel injection operation is carried out. The actual amount Qr f fuel is computed based on data computed during the routine. The difference between the previous target amount of fuel Qo and the actual amount of fuel Qr is used as data to derive fuel injection deviation value ΔQ which itself is utilized to compensate the amount of fuel for injection for the following cycle. Those values are stored in the RAM 83. Operations relating to a fuel injection initiating time ts, fuel injection terminating time te, fuel pressures P, first derivative value (dPi/dti) and actual amount Qr of fuel are computed using the ΔQ operational routine every time a fuel injection cycle is carried out. These operations will now be described referring to the timing chart of Fig. 8. At the moment when a fuel injection cycle is initiated, the plunger 12 of the fuel injection pump 1 starts moving forward forcing fuel into high pressure chamber is. The change in fuel pressure over time is illustrated in Fig.8 (a). From a time t1 to t2, the fuel pressure increases linearly. As the plunger 12 moves further forward, the fuel pressure P gradually increases. At the same time, the first derivative value (dP/dt) of fuel pressure P is indicated in the graph of Fig. 8 (b). Assume the reference time T1 has elapsed since the first derivative value (dP/dt) exceeded the threshold value d1 in the plus side just after the timing t1, the ECU 71 determines now is time when the fuel pressure P is in the increasing stage for initiating the fuel injection. At time t2, there is a marked negative change in the rate of fuel pressure increase and consequently the first derivative value (dP/dt) undergoes a sharp drop. As the reference time T2 has elapsed since the first derivative value (dP/dt) dropped below the threshold value d2 in the negative side just after the timing t2, the ECU 71 determines the change rate of fuel pressure P is definitely dropped which is originated in the initiation of fuel injection. The ECU 71 refers to the timing t2 when the first derivative value (dP/dt) becomes "0" as the ECU 71 is going back from the this determination time. The timing t2 is then obtained as a fuel injection initiating time ts. The fuel pressure at timing t2 is obtained as a fuel injection initiating pressure Ps. In other words, as shown in Fig. 8 (a), the fuel injection initiating time ts corresponding to a turning point A where the increasing rate of fuel pressure P becomes first time from the positive to negative value, and a fuel injection initiating pressure Ps at that time. When the fuel injection cycle has begun from timing point t2, fuel pressure P and first derivative value (dPi/dti) will change as shown in Figs. 8 (a) and (b). When the fuel pressure P reaches the fuel injection terminating pressure Ph at time t3, the ECU 71 sets the timing t3 as a fuel injection terminating time te. Therefore, the period between the fuel injection initiating time ts and fuel injection terminating time te is considered as a period when the actual fuel injection is carried out. Fig. 8 (c) shows the change in the actual amount of fuel injected Qr during the injection period. The actual amount of fuel injected Qr is obtained by summing the amount of injected fuel Qi at each timing interval ti during the period between ts and te. The fuel injection deviation ΔQ is computed by taking the difference between the actual amount of fuel injected Qr and the fuel injected Qr and the target amount of fuel to be injected Qo. According to this embodiment, the computed fuel injection deviation value ΔQ is used by ECU 71 to monitor and compensate the ongoing control of the amount of fuel be injected into engines. Fig. 9 is a flowchart of fuel injection amount control routine which utilizes the deviation ΔQ, that is carried out by the ECU 71. This routine is periodically performed at predetermined time intervals. When the ECU 71 initiates the operations of this routine at step 310, ECU 71 reads an engine speed NE and accelerator opening angle ACCP from the sensors 35, 73, respectively. Further, ECU 71 reads the fuel injection deviation ΔQ which was obtained through the ΔQ operational routine. The ECU 71 at step 320 computes a reference amount of fuel for injection Qb which corresponds to the current driving condition, based on the collected engine speed data NE and the accelerator's opening angle ACCP. Next at step 330, ECU 71 computes a target amount of fuel for injection Q for this fuel injection cycle, based on the reference amount Qb and the deviation value ΔQ. According to the present embodiment, fuel injection deviation value ΔQ is added to the reference amount Qb of fuel injection, to derive a target value for the amount of fuel Q to be injected. This derivation make use of only the latest fuel injection deviation value ΔQ detected during the last fuel injection cycle in order that a current value of ΔQ is added to the reference amount of fuel Qb for fuel injection. Possibly, a simple mean value derived from the plurality of fuel injection deviation values ΔQ obtained in the past and the latest fuel injection deviation value ΔQ could likewise be added to the reference amount Qb. Further the present embodiment envisages the fuel injection deviation value ΔQ determined from the learned values which are based on the data of actually utilized individual fuel injection deviation values ΔQ for computing the target amount Q of fuel for injection in the past can be added to the reference amount Qb of fuel for injection. The ECU 71 carries out the fuel injection based on the target amount of fuel to be injected Q at step 340. In so ding ECU 71 controls the pressurized fuel fed into the fuel injection nozzles 4 from the fuel injection pump 1 by controlling the electromagnetic spill valve based on the target amount Q. The ECU 71 next at step 350 sets the target amount of fuel to be injected Q as the previous target fuel amount Qo of fuel, and terminates this routine. As described above, according to the fuel injection amount control of this embodiment, every time the fuel injection cycle is initiated, the actual amount of fuel to be injected Qr is computed according to the fuel pressure P at the associated fuel injection nozzles 4 and to the amount of lift L of the fuel injector's needle valve. The fuel injection deviation value ΔQ is derived from the difference between the actual amount of fuel for injection Qr and target fuel amount of fuel to be injected Qo. The fuel injection cycle is next carried out based on both the new target fuel amount Q of fuel together with the fuel injection deviation value ΔQ. That is, the fuel injection control is carried out such that the actual amount of fuel injected Qr converges to the target fuel amount of fuel to be injected Q. In view of the invention of this embodiment, despite having conditions where component part of the fuel injection pump 1 deform are deformed either from long use, or from variances in manufacturing tolerances, or even despite having varying qualities or temperatures of fuel, ECU controls the actual amount of fuel for injection Qr to converge to the target fuel amount Q every time the fuel injection cycle is carried out. As a result, the fuel injection amount is controlled control with a high degree of accuracy that can be steadily achieved for a longer period of time than has prior control derives of this kind. The effect of this is that even when the lift amount of plunger 12 is effected by a change due to the wear of the cam plate 8 and roller ring 9 in the fuel pump 1, or when the predetermined open pressure of nozzle 4 is dropped or even when the fuel temperature rises in pump 1, the amount of fuel to be injected through the nozzles 4 will not be increased. Fuel injection control is achieved with a high degree of accuracy that can be adjusted according to the driving condition at any particular time. As a result, smoke generation from the engine 3 is significantly reduced, and dispersion in the exhaust gas is easily regulated and fuel efficiency can be achieved with great success. In the current embodiment determining both the fuel injection initiation time and an accurate value for the actual amount of fuel injected Qr is accomplished using sensory input from various sources. Fuel pressure P is detected by the pressure sensors 47 disposed in the fuel injection nozzles 4. The rate of change in the increasing fuel pressure, which is to say its first derivative value, is computed as is the direction and time of its positive or negative swings. For example Fig. 8 (b) shows the time when the first derivative value (dP/dt) has an initial change from positive to negative. This swing corresponds to a momentary drop of fuel pressure P due to the initiation of fuel injection. It is at this time, at point A on the graph, where the fuel pressure P is momentary decreased during a period of generally increasing values. Fuel injection initiating time is thereby set at time a based on the change of fuel pressure and change of the first derivative value (dPi/dti). As a result, in the diesel engine 3 with the fuel injection pump 1 and fuel injection nozzles 4, the fuel injection initiating time can be accurately computed when the fuel injection is carried out in comparison to the conventional technology, without influence from deformation of mechanic parts due to long periods use or variations in manufacturing tolerance thereof. Therefore, the actual amount Qr of fuel injected which is utilized for the actual amount of fuel injected through the fuel injection nozzles 4 to converge to the target fuel amount Q of fuel can be accurately detected. In this embodiment, since the fuel injection initiating time is determined through the wave form patterns of fuel pressure P and its first derivative value (dPi/dti), that the reference time T1 has elapsed since the first derivative value (dPi/dti) exceeded the threshold value d1 is determined, as described in the ΔQ operational routine of Fig. 6. In addition, that the reference time T2 has elapsed since the first derivative value (dPi/dti) dropped below the threshold value d2 is determined. Therefore, even when extraneous noise results in the detection by ECU 71 of a sight change in the wave form of fuel pressure P, those changes will not cause turning-point of A to be mis-determined. Therefore, considering the above-described matter, the determination for the fuel injection initiating time can be accurately carried out. Furthermore, in view of this embodiment, when the actual amount of fuel to be injected Qr is computed based on the computed fuel injection initiating time, the lift coefficiency KLi are computed according to the actual lift amounts Li of needle valves which are detected by the lift sensors 48 at every timing interval ti. The actual amount of fuel to be injected Qr is based in part on the computation of lift coefficiency KLi and fuel pressure P. This allow, the actual operations of needle valves, when the fuel is injected through the fuel injection nozzles 4 to correspond to the actual amount Qr of fuel. As a result, the actual amount of fuel to pressure P. This allow, the actual operations of needle valves, when the fuel is injected through the fuel injection nozzles 4 to correspond to the actual amount Qr of fuel. As a result, the actual amount Qr of the fuel to be injected can be accurately controlled. Second Embodiment The second embodiment of the present invention will now be described referring to Figs. 10 through 13. Fig. 10 is a flow chart of sub-routine which is carried out daring every timing cycle ti. The timings of these cycles are provided for a timer function of the CPU 81, which in turn is one of many routines carried out by the ECU 71. At the initiation of this routine at step 410, the ECU 71 samples the fuel pressure P and lift amount L of needle valve, based on the signals from the pressure sensors 47 and lift sensor 48. The ECU 71 next at step 420 computes a fuel pressure Pi at the timing interval ti and the lift amount Li of the fuel injector needle valve. Then, at step 430, the ECU 71 computes a lift coefficiency KLi corresponding to the cross-sectional area of the fully opened fuel injection nozzle 4 using the recorded valve for Li. The computation for the lift coefficiency KLi is carried out with referring to the graph show in Fig. 7, similar to the first embodiment. The ECU 71 at step 440 computes a first derivative value (dPi/dti) as the rate of change in the fuel pressure Pi at timing interval ti. Next at step 450, ECU 71 computes a second derivative value (d 2 Pi/dti 2 ) which corresponds to the rate of change in fuel pressure Pi at timing interval ti. ECU 71 then sequentially stores values for the fuel pressure Pi, the lift coefficiency KLi, the first derivative value (dPi/dti) and the second derivative value (d 2 Pi/dti 2 ) as operational data into the RAM 83 at step 460, and then terminates this routine. The ECU 71 performs this routine for every cycle of the fuel injector. Fig. 11 shows a flowchart of a ts, Ps operational routine carried out by the ECU 71 for computing the fuel injection initiating time ts and the fuel injection initiating pressure Ps. This routine is periodically carried out at predetermined intervals. Since the operations at steps 510, 520, 530, 540, 550, 560, 570 and 580 are similar to those of steps 201 through 208 of the ΔQ operational routine in Fig. 6, the description here will be omitted. Therefore, according to the ts Ps operational routine, a fuel injection initiating timing value ts and fuel injection initiating pressure Ps are computed for every cycle of fuel injection carried out and their values temporarily stored in the RAM 83. In this embodiment, the fuel injection control is carried out according to the computed the fuel injection initiating timing ts and the fuel injection initiating pressure Ps. Fig. 12 shows a flowchart of a fuel injection amount control routine carried out by the ECU 71 at predetermined intervals which utilizes the fuel injection initiating timing ts and fuel injection initiating pressure Ps. When the ECU 71 initiates this fuels injection amount control routine at step 610, it first reads the fuel injection initiating timing ts computed through the ts, Ps operational routine (step 610). The ECU 71 then reads an engine speed NE and accelerate opening amount ACCP detected by the engine speed sensor 35 and the accelerate sensor 73 at step 620. Next at step 630, the ECU 71 computes a target fuel amount Q to be injected which corresponds to the particular driving conditions at that time based on the engine speed NE and accelerate opening angle ACCP. In this embodiment, a reference amount Qb of fuel to be injection is likewise computed based on the engine speed NE and accelerate opening angle ACCP. The target amount Q of fuel to be injected is computed by adding to value Qb an additional compensatory value of fuel computed using coolant temperature THW. The ECU 71 at step 640 sequentially reads the operational data corresponding to each timing interval ti starting from the fuel injection initiating timing value ts to the lift coefficiency KLi and fuel pressure Pi, both of which are required for computing the actual amount Qr of the fuel to be injected. The ECU 71 computes a fuel amount Qi baead on the corresponding lift coefficiency KLi and fuel pressure Pi at each timing interval ti starting from the fuel injection initiating timing at step 650. The fuel amount Qi is computed through the similar equation used in the first embodiment. Qi = KLi * √Pi Further, the ECU 71 at step 660 cumulates every fuel amount Qi computed at each timing interval ti starting with the fuel injection initiating timing ts in order to determine the actual fuel amount Qr to be injected which is corresponds to total amount of fuel injected actually injected until this timing (step 660). In other words, the ECU 71 computes an integral value of injection amount Qi of fuel of each timing ti starting from the fuel injection initiating time ts. The ECU 71 at step 670 determines whether or not the actual amount Qr of fuel to be injected computed for each timing interval ti starting from the fuel injection initiating time ts is equal to the target fuel amount Q. When the value of Qr does not match the value of Q, the ECU 71 determines the actual amount Qr of fuel injected has not reached the target fuel amount Q of fuel for injection, and the operations of steps 640 through 670 are repeatedly carried out. On the other hand, if Qr is equal to Q, the ECU 71 determines the actual amount Qr until the current timing ti has reached the target fuel amount Q, and thus carries out the operation of step 680. Next at step 670, the ECU 71 de-actuates or turns the electromagnetic spill valve 23 off to terminate the transmission of pressurized fuel from the fuel injection pump 1 to the fuel injection nozzles 4. The ECU 71 then finally terminates this routine. In effect, the ECU 71 through this routine controls the current fuel injection terminating time. The operations of fuel injection initiating timing ts, fuel injection terminating timing te, the fuel pressure P, its first derivative value (dPi/dti), the actual amount of fuel for injection Qr, and the operation of electromagnetic spill valve 23 will now be described referring to the time chart of Fig. 13. As the fuel injection is carried out and the plunger 12 of the fuel injection pump 1 is moved forward, the fuel pressure P is gradually increased starting from timing t1, as shown in Fig. 13 (a). At the same time, the first derivative value (dP/dt) of fuel pressure P changes accordingly the graph shown in Fig. 13 (b). Following reference time T1, due to the condition that the first derivative value (dP/dt) exceeds the threshold value d1 just as it had just after the time t1, the ECU 71 determines the fuel pressure P is in increasing and is ready for the initiation of a fuel injection cycle. At timing t2, the fuel pressure P in the increasing stage is significantly changes, its first derivative value (dP/dt) drops greatly. Following reference time T2 due to the condition that the first derivative value (dP/dt) dropped below the threshold value d2 just as it had after time t2, the ECU 71 determines that the rate of change of fuel pressure P has definitely dropped as a result of the initiation of the fuel injection cycle. The ECU 71 sets the value of t2 at a time when the value of the first derivative (dPi/dti) becomes "0" and reoognizes t2 as the time ts to begin fuel injection initialization. Likewise, the fuel pressure P at time t2 is set as a fuel injection pressure Ps. From timing point t2, the fuel injection is continuously carried with the fuel pressure P and first derivative value (dPi/dti) changing as shown in Figs. 13 (a) and (b) and with the change in the actual amount of fuel injected Qr changing as shown in Fig. 13 (c). The ECU 71 computes an injection amount Qi of fuel at each timing interval ti based on the values for fuel pressure Pi and lift coefficiency KLi which are also computed at each timing interval ti beginning with the fuel injection initiating time ts. The ECU 71 accumulates the injection amounts Qi of fuel computed at each timing interval ti starting from the fuel injection initiating time ts as an actual amount Qr of the fuel. When the actual amount Qr of the fuel reaches the target amount of fuel to be injected for any given this fuel injection cycle, the ECU 71 recognizes a time t3 as the fuel injection terminating time, and causes electromagnetic spill valve 23 to change its state from ON to OFF. As clearly described above, according to. the fuel injection amount control of this embodiment, the ECU 71 computes the fuel injection cycle initiation time ts and fuel injection initiating pressure Ps every time a fuel injection cycle is carried out. Like the value for Qi, the actual amount Qr of the fuel injected is computed based on the values for the fuel pressure Pi and lift coefficiency KLi which are also computed at each timing interval ti beginning with the fuel injection initiating time ts. when the actual amount Qr reaches the target fuel amount Q, the transmission of pressurized fuel from the pump 1 to the nozzles 4 is terminated. Thus is effect, when the each cycle of fuel injection is carried out, the fuel amount of fuel for injection is adjusted in the real time base such that the actual amount Qr of the fuel converges to the target fuel amount Q. Just as with the previous embodiment, even given conditions where the construction parts of the fuel injection pump 1 either deform due to the long use or contain variations in manufacturing tolerances or even where physical characteristic of the fuel in use vary, the actual amount Qr of fuel injected is controlled to converge to the target fuel amount Q every time a fuel injection cycle is carried out. As a result, the fuel injection control with high accuracy can be steadily achieved for a long periods of time according to the driving condition at particular time, smoke generation from engine 3 can be significantly reduced, and dispersion of the exhaust gas can be regulated and fuel efficiency can be achieved. Dispersion of fuel injection amounts and irregular fuel injection among the cylinders can be prevented by the fuel injection control of the present embodiment at each cylinders. In this embodiment, to compute a more accurate actual amount Qr of fuel, the wave form of fuel pressure P detected by the pressure sensor 47 is computed. The ECU 71 detects when the first derivative value (dPi/dti) initially changes from positive to negative during a time of an overall increase in the fuel pressure. This value reflects the time when the fuel pressure P momentarily drops due to the initialization of fuel injection by fuel injectors 4. This time is designated in Fig. 13(A) as turning point d, which is recognized by the ECU 71 as the fuel injection initiation time t3. The ECU 71 further carries out fuel injection initialization by compensating the value of ts for the effects of outside noise etc. Referring to Fig. 11, ECU 71 at step 530 determines that the reference time T1 has elapsed since the first derivative value (dPi/dti) exceeded the threshold value d1 based on the change in the first derivative value (dPi/dti) and the fuel pressure P. The determination whether the reference time T2 has elapsed, since the first derivative value (dPi/dti) dropped below the threshold value, d2 is made by the ECU at step 560. Utilizing the processes at steps 530 and 560 effectively allows the ECU 71 to accurately determine the fuel injection initiation time with disregard for the influence of noise on the wave form. Again this allows an accurate determination of the fuel injection initiation. Furthermore, in this embodiment, when the ECU 71 computes the actual amount Or of the injected fuel, it does so by reference to data collected on lift coefficient KLi, needle valve lift amount Li and fuel pressure amount P corrected at every time interval ti. Therefore, the actual operations of the fuel injector needle valves during the fuel injection through nozzles 4 corresponds directly to the determination of the actual amount Qr of the injected fuel allowing amount Qr to be accurately controlled.

Claims: A fuel injection control apparatus for a combustion engine comprising a nozzle (4) injecting pressurized fuel into the engine when a fuel pressure value is in excess of a predetermined value, a pump (1) supplying the fuel to the nozzle (4) means (47) detecting fuel pressure values P i in a fuel passage (4a) between the pump (1) and the nozzle (4) and means (71) determining a fuel injection initiation time (t s ) and a fuel injection termination time (t e ) in accordance with a variation ratio dP i /dt i of the detected fuel pressure values P i at specific timing values t i characterized by means (48) detecting opening amounts L i of the nozzle (4) and computing means (71) determining fuel pressure values P i in the fuel passage (4a) at said specific time values t i between the fuel injection initiation (t s ) and termination time (t e ), respectively wherein said computing means (71) determines fuel injection amounts Q i based on said opening amounts L i and fuel pressure values P i for computing a total amount of injected fuel (Q r ) out of said determined fuel injections amounts Q i , compares said total amount of injected fuel (Q r ) with reference values (Q 0 , Q) and controls the fuel injection on the basis of the comparison result.

Inventors: HIROSE KATSUHIKO, IWAHASHI KAZUHIRO, KAMOSHITA SHINJI, NAKAMURA NORIHIKO, SATO TAKESHI, TATE TAKAO, YAMANAKA AKIHIRO, HIROSE, KATSUHIKO, IWAHASHI, KAZUHIRO, KAMOSHITA, SHINJI, NAKAMURA, NORIHIKO, SATO, TAKESHI, TATE, TAKAO, YAMANAKA, AKIHIRO
Applicants: TOYOTA MOTOR CO LTD, TOYOTA JIDOSHA KABUSHIKI KAISHA
Application year: 1993
Main classification: F02D41
IPC codes: F02D41, F02B3, F02D35