DE4215107C1 - Control system for fuel-injected IC engine - calculates required fuel quantity from accelerator pedal position, in turn used to calculate air intake mass flow rate - Google Patents

Control system for fuel-injected IC engine - calculates required fuel quantity from accelerator pedal position, in turn used to calculate air intake mass flow rate

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Publication number
DE4215107C1
DE4215107C1 DE4215107A DE4215107A DE4215107C1 DE 4215107 C1 DE4215107 C1 DE 4215107C1 DE 4215107 A DE4215107 A DE 4215107A DE 4215107 A DE4215107 A DE 4215107A DE 4215107 C1 DE4215107 C1 DE 4215107C1
Authority
DE
Germany
Prior art keywords
fuel
mass flow
setpoint
air
air mass
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 - Fee Related
Application number
DE4215107A
Other languages
German (de)
Inventor
Wolfgang Dr Strauss
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Daimler Benz AG
Original Assignee
Daimler Benz AG
Mercedes Benz AG
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Daimler Benz AG, Mercedes Benz AG filed Critical Daimler Benz AG
Priority to DE4215107A priority Critical patent/DE4215107C1/en
Application granted granted Critical
Publication of DE4215107C1 publication Critical patent/DE4215107C1/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K28/00—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions
    • B60K28/10—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle 
    • B60K28/16—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle  responsive to, or preventing, skidding of wheels
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D11/105—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/0015—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for using exhaust gas sensors
    • F02D35/0023—Controlling air supply
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0614—Position of fuel or air injector
    • B60W2510/0628—Inlet air flow rate
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0616—Position of fuel or air injector
    • B60W2710/0622—Air-fuel ratio
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

The control system uses the detected angular deflection of the accelerator pedal to provide a required torque value used to calculate the fuel injection quantity for the engine, in turn used to calculate the air intake quantity. The latter is regulated via the throttle plate position, with actual injected fuel quantity controlled by the momentary mass flow-rate of the air. The required value for the air mass flow-rate is calculated from the required fuel injection quantity, the required air/fuel ratio by inverting the given air intake pipe dynamic function and the value of the momentary duration of the working play. ADVANTAGE - Correct running of engine during travelling and idling conditions.

Description

Die Erfindung betrifft ein Verfahren zur Steuerung einer Brennkraftmaschine gemäß dem Oberbegriff des Hauptanspruchs.The invention relates to a method for controlling a Internal combustion engine according to the preamble of the main claim.

Aus der DE-OS 40 39 517 ist ein Steuersystem zum Steuern des an die angetriebenen Räder gelieferten Antriebsdrehmoments be­ kannt. Hierbei wird aus der Winkelstellung des Gaspedals mit­ tels Korrekturfaktoren, die beispielsweise den Straßenrei­ bungspegel und die Charakteristik der Kraftübertragung berück­ sichtigen, ein modifiziertes Motorausgangs-Zieldrehmoment ab­ geleitet. Anhand dieses Motorausgangs-Zieldrehmoments werden dann die Sollwerte sowohl für die Kraftstoffeinspritzmenge, als auch für den Öffnungswinkel der Drosselklappe aus einer Tabelle ausgelesen und entsprechend eingestellt.From DE-OS 40 39 517 a control system for controlling the the driven wheels supplied drive torque be knows. Here, the angular position of the accelerator pedal is used corrective factors, for example the road traffic training level and the characteristics of the power transmission a modified engine output target torque headed. Based on this engine output target torque then the target values for both the fuel injection quantity and also for the opening angle of the throttle valve from a table read out and adjusted accordingly.

Außerdem ist aus der DE-PS 32 28 393 eine elektrisch gesteuerte Kraftstoffeinspritzvorrichtung bekannt, bei der in einer Steu­ ereinrichtung auf der Grundlage von vorprogrammierten Spei­ cherwerten aus dem Fahrpedalwinkel Sollwerte für die Kraft­ stoffmenge und den Drosselklappenwinkel ermittelt werden.In addition, from DE-PS 32 28 393 an electrically controlled Fuel injector known in which in a tax set up on the basis of preprogrammed memory values from the accelerator pedal angle Setpoints for the force substance quantity and the throttle valve angle can be determined.

Diese Steuersysteme weisen den Nachteil auf, daß die Tabellen für die Kraftstoffeinspritzmenge und den Drosselklappenöff­ nungswinkel zur Einstellung des gewünschten Motorausgangs- Zieldrehmoments nur für den stationären Betrieb der Brenn­ kraftmaschine korrekte Werte liefert.These control systems have the disadvantage that the tables for fuel injection quantity and throttle opening angle for setting the desired motor output Target torque only for the stationary operation of the burner engine delivers correct values.

Der Erfindung liegt daher die Aufgabe zugrunde, ein Verfahren zu schaffen, mit dem auch im instationären Betrieb einer Brennkraftmaschine der zur Einstellung des gewünschten Aus­ gangs-Zieldrehmoments benötigte Sollwert für den Drosselklap­ penöffnungswinkel aus dem ermittelten Sollwert für die Kraft­ stoffeinspritzmenge korrekt ermittelt werden kann. The invention is therefore based on the object of a method to create with which even in transient operation Internal combustion engine to set the desired off target torque required for the throttle valve Pen opening angle from the determined target value for the force substance injection quantity can be determined correctly.  

Die Aufgabe wird erfindungsgemäß durch die Merkmale des kenn­ zeichnenden Teiles des Hauptanspruches gelöst.The object is achieved by the features of the kenn drawing part of the main claim solved.

Der Vorteil des Verfahrens liegt darin, daß für jedes beliebige Ausgangs-Zieldrehmoment, daß vom Fahrer unabhängig vom jewei­ ligen Fahrzeug durch die Pedalwinkeleinstellung vorgegeben wird, auch im instationären Betrieb der Brennkraftmaschine Sollwerte für die Kraftstoffeinspritzmenge und für den Luft­ massenstrom analytisch berechnet werden können. Der tatsächlich gemessene Luftmassenstrom kann dann in bekannter Weise auf diesen Sollwert eingeregelt werden. Gleichzeitig wird ebenfalls in bekannter Art und Weise aus dem gemessenen Luftmassenstrom die tatsächlich einzuspritzende Kraftstoffmenge bestimmt.The advantage of the method is that for any Output target torque that the driver regardless of current vehicle specified by the pedal angle setting is, even in the transient operation of the internal combustion engine Setpoints for the fuel injection quantity and for the air mass flow can be calculated analytically. The actually Measured air mass flow can then in a known manner this setpoint can be adjusted. At the same time, too in a known manner from the measured air mass flow determines the amount of fuel actually to be injected.

Weitere Vorteile des erfindungsgemäßen Verfahrens gehen aus den Unteransprüchen und der Beschreibung hervor.Further advantages of the method according to the invention are shown in FIGS Subclaims and the description.

Die Zeichnung zeigt einen Ablaufplan des Verfahrens, wobei nach dem Start des Verfahrens in Block 1 aus der vom Fahrer vorge­ gebenen Winkelstellung αp des Gashebels, der Motordrehzahl n und gegebenenfalls weiterer Betriebsparameter der Brennkraft­ maschine ein Sollwert für das auf die Fahrbahn zu übertragende Ausgangs-Zieldrehmoment Msoll ermittelt wird. Anschließend wird dann in Block 2 die zum Aufbringen des gewünschten Ausgangs- Zieldrehmoments Msoll notwendige Kraftstoffmenge mKSoll be­ rechnet. Da aber das vom Motor erzeugte Moment und das an die Fahrbahn abgegebene Moment nicht identisch sind, muß hierzu neben der gesamten Antriebsstrangcharakteristik, einschließlich Getriebeübersetzung und Reibungsverlusten, auch die Fahrbahn­ beschaffenheit, beziehungsweise der Antriebsschlupf berücksichtigt werden.The drawing shows a flowchart of the method, wherein after the start of the method in block 1, a setpoint for the output to be transmitted to the road from the angular position α p of the throttle lever specified by the driver, the engine speed n and possibly further operating parameters of the internal combustion engine. Target torque M is to be determined. Subsequently, then, in block 2, the output of applying the desired target torque M soll required quantity of fuel m Ksoll be calculated. But since the torque generated by the engine and the torque delivered to the road are not identical, this must be taken into account in addition to the entire drivetrain characteristics, including gear ratio and friction losses, the road surface, or the drive slip.

In Block 3 wird dann aus diesem Sollwert für die Kraftstoff­ menge mKSoll unter Berücksichtigung eines Sollwertes für das Kraftstoff/Luftverhältnis lsoll mittels Invertierung einer be­ kannten Saugrohrdynamikfunktion fs ein Sollwert für die benö­ tigte Luftmasse mLSoll bestimmt. Die Saugrohrdynamikfunktion fs wird bei bekannten Motorsteuerungen dazu verwendet, aus dem gemessenen Luftmassenstrom LIst die in den Brennraum strömende Luftmasse mL zu berechnen.In block 3 , a setpoint for the required air mass m LSoll is then determined from this setpoint for the fuel quantity m KSoll , taking into account a set value for the fuel / air ratio l Soll , by inverting a known intake manifold dynamic function f s . In known engine controls, the intake manifold dynamic function f s is used to calculate the air mass m L flowing into the combustion chamber from the measured air mass flow LIst .

Unter Berücksichtigung der Dauer dt eines Arbeitsspieles kann dann in Block 4 aus dem Sollwert für die Luftmasse mLSoll ein Sollwert für den Luftmassenstrom LSoll bestimmt werden. In Block 5 wird dann der momentan einströmende Luftmassenstrom LIst gemessen und auf allgemein bekannte und daher nicht näher beschriebene Art und Weise durch Einstellung des Drosselklap­ penöffnungswinkels αDk auf den Sollwert LSoll eingeregelt. In Block 6 wird schließlich aus dem momentan einströmenden Luft­ massenstrom LIst und mit Hilfe des Sollwertes für das Kraft­ stoff/Luftverhältnis lsoll die tatsächlich einzuspritzende Kraftstoffmenge mKist, beziehungsweise die hierfür notwendige Einspritzdauer ti ermittelt.Taking into account the duration dt of a work cycle, a setpoint for the air mass flow LSoll can then be determined in block 4 from the setpoint for the air mass m LSoll . In block 5 , the air mass flow LIst that is currently flowing in is then measured and regulated in a generally known and therefore not described manner by adjusting the throttle valve opening angle α Dk to the desired value LSoll . In block 6 , the mass flow LIst that is currently flowing in is finally determined, and with the aid of the setpoint for the fuel / air ratio l , the actual quantity of fuel m kist to be injected, or the injection duration t i required for this, is determined.

Der entscheidende Unterschied zu dem oben beschriebenen Ver­ fahren besteht also darin, daß zur Einstellung des Ausgangs- Zieldrehmoments MSoll die Sollwerte für den Luftmassenstrom LSoll und die Kraftstoffeinspritzmenge mKSoll nicht einfach aus einer fest vorgegebenen Tabelle ausgelesen und eingestellt werden, sondern daß aus der ermittelten Kraftstoffeinspritz­ menge mKSoll durch Invertierung der Saugrohrdynamikfunktion fs der Sollwert für den Luftmassenstrom LSoll analytisch berech­ net wird. Das Verfahren, mit dem der tatsächlich einströmende Luftmassenstrom LIst auf diesen Sollwert LSoll eingeregelt und gleichzeitig die tatsächlich einzuspitzende Kraftstoffmenge mKIst aus dem gemessenen Luftmassenstrom LIst ermittelt wird, gehört zum Stand der Technik und wird daher nicht näher be­ schrieben. Driving the crucial difference to the above described Ver is therefore to be that for setting the initial target torque M Soll the desired values for the air mass flow LSoll and the fuel injection quantity is not m Ksoll simply read from a fixed table, and set, but that determined from the Fuel injection quantity m KSoll is calculated analytically by inverting the intake manifold dynamic function f s the setpoint for the air mass flow LSoll . The method by which the actually flowing air mass flow LIst is adjusted to this setpoint LSoll and at the same time the fuel quantity m Kact actually to be injected is determined from the measured air mass flow Lact is part of the prior art and is therefore not described in more detail.

Die erfindungsgemäße Bestimmung der Sollwerte gewährleistet, daß das Ansprechverhalten des Fahrzeuges auf eine vorgegebene Pedalwinkelstellung αp in allen Betriebszuständen fahrzeug­ unabhängig erfolgt. Da das Einregeln des Luftmassenstroms LIst auf den Sollwert LSoll und die Bestimmung der tatsächlichen Kraftstoffeinspritzmenge mKIst mittels der Saugrohrdynamik­ funktion fs aus dem gemessenen Luftmassenstrom LIst be­ währter Art und Weise erfolgt, kann bei unverändertem Schad­ stoffausstoß und Kraftstoffverbrauch gegenüber bereits be­ kannten Verfahren eine Erhöhung des Fahrkomforts erreicht wer­ den.The determination of the target values according to the invention ensures that the response behavior of the vehicle to a predetermined pedal angle position α p is independent of the vehicle in all operating states. Since the Einregeln the air mass flow LIst to the target value LSoll and the determination of the actual fuel injection amount m KIf function by means of the intake manifold s f from the measured air mass flow LIst be währter manner takes place, can in its unaltered harmful substance emissions and fuel consumption compared to already be known methods, an increase of driving comfort achieved.

Claims (4)

1. Verfahren zur Steuerung einer Brennkraftmaschine mit Kraft­ stoffeinspritzung, bei dem die Winkelauslenkung des Gashebels abgetastet, aus der Winkelauslenkung ein Sollwert für das auf die Fahrbahn zu übertragende Moment ermittelt und zur Bereitstellung dieses Sollmoments ein Sollwert für die in die Brennkraftmaschine einzuspritzende Kraftstoffmenge berechnet wird, und bei dem aus dem Kraftstoffsollwert ein Sollwert für die Ansaugluftmenge ermittelt und die gemessene Ansaugluftmenge durch Regelung des Drosselklap­ penöffnungswinkels auf diesen Ansaugluftsollwert eingestellt wird, dadurch gekennzeichnet,
  • - daß der Sollwert für den Luftmassenstrom (LSoll) aus dem Soll­ wert für die einzuspritzende Kraftstoffmenge (mKSsoll) und aus einem Sollwert für das Kraftstoff/Luftverhältnis (lSoll) durch Invertierung einer vorgegebenen Saugrohrdynamikfunktion (fs) und dem Wert der momentanen Dauer eines Arbeitsspiels (dt) gebildet wird, und
  • - daß die tatsächlich einzuspritzende Kraftstoffmenge (mKIst) aus dem momentan gemessenen Luftmassenstrom (LIst) in an sich bekannter Weise ermittelt wird.
1.Procedure for controlling an internal combustion engine with fuel injection, in which the angular deflection of the gas lever is sensed, a setpoint for the torque to be transmitted to the road is determined from the angular deflection, and a setpoint for the quantity of fuel to be injected into the internal combustion engine is calculated to provide this setpoint torque. and in which a setpoint for the intake air quantity is determined from the fuel setpoint and the measured intake air quantity is set to this intake air setpoint by regulating the throttle valve opening angle, characterized in that
  • - that the desired value for the air mass flow (LSoll) from the desired value for the fuel quantity (m KSsoll) and a target value for the air / fuel ratio (l Soll) by inverting a predetermined Saugrohrdynamikfunktion (f s) and the value of the current duration a working cycle (dt) is formed, and
  • - That the amount of fuel actually to be injected (m KIst ) is determined from the currently measured air mass flow ( LIst ) in a manner known per se .
2. Verfahren nach Anspruch 1, dadurch gekennzeichnet, daß der Sollwert für das Kraftstoff/Luftverhältnis (lSoll) betriebsparameterabhängig bereitgestellt ist. 2. The method according to claim 1, characterized in that the target value for the fuel / air ratio (l target ) is provided depending on the operating parameters. 3. Verfahren nach Anspruch 1 oder 2, dadurch gekennzeichnet, daß der zugeführte Luftmassenstrom (LIst) über den Drossel­ klappenöffnungswinkel (αDk) auf den Sollwert (LSoll) eingere­ gelt wird.3. The method according to claim 1 or 2, characterized in that the supplied air mass flow ( LIst ) via the throttle valve opening angle (α Dk ) is applied to the setpoint ( LSoll ). 4. Verfahren nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, daß die Regelung für den Luftmassenstrom (LIst) über ein luftmassenmessendes System erfolgt.4. The method according to any one of claims 1 to 3, characterized in that the regulation for the air mass flow ( LIst ) takes place via an air mass measuring system.
DE4215107A 1992-05-07 1992-05-07 Control system for fuel-injected IC engine - calculates required fuel quantity from accelerator pedal position, in turn used to calculate air intake mass flow rate Expired - Fee Related DE4215107C1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE4215107A DE4215107C1 (en) 1992-05-07 1992-05-07 Control system for fuel-injected IC engine - calculates required fuel quantity from accelerator pedal position, in turn used to calculate air intake mass flow rate

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE4215107A DE4215107C1 (en) 1992-05-07 1992-05-07 Control system for fuel-injected IC engine - calculates required fuel quantity from accelerator pedal position, in turn used to calculate air intake mass flow rate

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Publication Number Publication Date
DE4215107C1 true DE4215107C1 (en) 1994-01-20

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Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19537465A1 (en) * 1995-10-07 1997-04-10 Bosch Gmbh Robert Control of vehicle IC engine
DE19630213C1 (en) * 1996-07-26 1997-07-31 Daimler Benz Ag Method of adjusting engine torque of IC engine
EP0987417A2 (en) * 1998-09-18 2000-03-22 Hitachi, Ltd. Method and apparatus for controlling intake airflow rate of an engine and method for controlling output
FR2804472A1 (en) * 2000-02-02 2001-08-03 Sagem Method of controlling airflow through motor vehicle internal combustion engine intake involves determining position of butterfly valve as a function of flow across valve and external parameters
EP1234964A1 (en) * 2001-02-20 2002-08-28 Sagem S.A. Method and apparatus for controlling the flow rate of a gas passing a throttle element
EP1270910A2 (en) * 2001-06-19 2003-01-02 Hitachi, Ltd. Control apparatus for internal combustion engine
EP2146081A4 (en) * 2007-05-16 2018-01-10 Toyota Jidosha Kabushiki Kaisha Controller of internal combustion engine

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3228393C2 (en) * 1981-07-29 1989-02-09 Mikuni Kogyo K.K., Tokio/Tokyo, Jp
DE4039517A1 (en) * 1989-12-11 1991-08-01 Nissan Motor CONTROL SYSTEM FOR CONTROLLING THE DRIVE TORQUE DELIVERED TO DRIVE WHEELS

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3228393C2 (en) * 1981-07-29 1989-02-09 Mikuni Kogyo K.K., Tokio/Tokyo, Jp
DE4039517A1 (en) * 1989-12-11 1991-08-01 Nissan Motor CONTROL SYSTEM FOR CONTROLLING THE DRIVE TORQUE DELIVERED TO DRIVE WHEELS

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
LENZ, H.P.: Gemischbildung bei Ottomotoren, Springer-Verlag Wien u.a., 1990, S. 64-65 *

Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19537465B4 (en) * 1995-10-07 2007-07-12 Robert Bosch Gmbh Method and device for controlling an internal combustion engine
DE19537465A1 (en) * 1995-10-07 1997-04-10 Bosch Gmbh Robert Control of vehicle IC engine
DE19630213C1 (en) * 1996-07-26 1997-07-31 Daimler Benz Ag Method of adjusting engine torque of IC engine
US6047681A (en) * 1996-07-26 2000-04-11 Daimlerchrysler Ag Process and apparatus for adjusting the torque of an interal-combustion engine
EP0987417A2 (en) * 1998-09-18 2000-03-22 Hitachi, Ltd. Method and apparatus for controlling intake airflow rate of an engine and method for controlling output
EP0987417A3 (en) * 1998-09-18 2001-01-17 Hitachi, Ltd. Method and apparatus for controlling intake airflow rate of an engine and method for controlling output
FR2804472A1 (en) * 2000-02-02 2001-08-03 Sagem Method of controlling airflow through motor vehicle internal combustion engine intake involves determining position of butterfly valve as a function of flow across valve and external parameters
EP1234964A1 (en) * 2001-02-20 2002-08-28 Sagem S.A. Method and apparatus for controlling the flow rate of a gas passing a throttle element
EP1270910A3 (en) * 2001-06-19 2004-04-21 Hitachi, Ltd. Control apparatus for internal combustion engine
EP1726808A2 (en) * 2001-06-19 2006-11-29 Hitachi, Ltd. Control apparatus for internal combustion engine
EP1726808A3 (en) * 2001-06-19 2007-02-21 Hitachi, Ltd. Control apparatus for internal combustion engine
EP1270910A2 (en) * 2001-06-19 2003-01-02 Hitachi, Ltd. Control apparatus for internal combustion engine
EP2146081A4 (en) * 2007-05-16 2018-01-10 Toyota Jidosha Kabushiki Kaisha Controller of internal combustion engine

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