EP1065364A1 - Engine management system with torque limit override means - Google Patents
Engine management system with torque limit override means Download PDFInfo
- Publication number
- EP1065364A1 EP1065364A1 EP99305202A EP99305202A EP1065364A1 EP 1065364 A1 EP1065364 A1 EP 1065364A1 EP 99305202 A EP99305202 A EP 99305202A EP 99305202 A EP99305202 A EP 99305202A EP 1065364 A1 EP1065364 A1 EP 1065364A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- engine
- torque
- management system
- torque limit
- steady state
- 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.)
- Granted
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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
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/10—Introducing corrections for particular operating conditions for acceleration
-
- 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
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/18—Control of the engine output torque
- F02D2250/21—Control of the engine output torque during a transition between engine operation modes or states
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/18—Control of the engine output torque
- F02D2250/26—Control of the engine output torque by applying a torque limit
Definitions
- the present invention relates to an engine management system for regulating the quantity of fuel supplied to an engine.
- Engine control systems used for the control of diesel engine vehicles limit the amount of fuel injected in given operating conditions to that required to achieve a given torque.
- the torque limit is established by steady state (constant speed) durability tests on the engine. The test results are converted into a look up table or algorithm stored in the control system so that the system has, for any given engine speed, a torque limit. If the driver sets a demand which exceeds the torque limit at the current engine speed the system controls fuelling of the engine so that the torque does not exceed the stored limit.
- an engine management system for regulating the quantity of fuel supplied to the cylinders of an internal combustion engine, the management system including:
- the invention depends on the realisation that any acceleration condition must be transient and that the existence of such a condition can be used to indicate transient conditions during which the engine may be set to higher torque operation without compromising durability.
- the amount of torque increase over the steady state limit may be set using a scaling factor dependent upon acceleration values so that a greater transient torque increase is available during higher accelerations (which, by their nature, exist for shorter periods) than for lower accelerations (which may exist for longer periods).
- the scaling factor also provides for smooth transition into and out of transient torque increases.
- the invention provides a useful increase in torque and hence maximum power output of an engine when it is needed for acceleration.
- a motor vehicle 10 has a diesel engine 11 and front and rear road wheels 12 and 13, respectively.
- the front wheels are driven by the engine 11 via drive shafts 14 through a change speed gearbox 15.
- the engine 11 has fuel injection equipment 16 controlled by an engine management system 17 via line 18. Signals on line 18 determine the quantity and timing of fuel injection by fuel injection equipment 16 and hence the torque produced by the engine.
- Measuring systems grouped in box 19 receive inputs from a driver demand pedal (accelerator) 20 and from gearbox 15 and provides raw engine acceleration, gear (indicating which gear is selected) and driver demand (based on accelerator pedal position) signals to the engine management system 17 via line 21. Other inputs from vehicle sensors are input to the engine management system 17 via line 22.
- a manual change speed gearbox is described, the invention will work equally well with an automatic gearbox or with a continuously variable transmission.
- a torque limit lookup table 23 provides data that establishes for any engine speed 24, a steady state torque limit 25.
- a driver demanded torque lookup table 26 contains data that establishes for any combination of engine speed 27 and accelerator pedal position 28, a driver demanded engine torque signal on line 29.
- Driver demanded torque values on line 29 are input to torque modulation function (box 34) along with other vehicle inputs 35 and the other torque control demands (for example idle torque control) on line 36.
- the torque modulation function provides for modulated transitions between torque demands to reduce shuffle (undesired higher frequency variations in engine speed due to interaction between the engine, the transmission and the vehicle resulting from sudden changes in torque) and for arbitration between torque demands from different sources.
- the torque modulation function outputs an engine torque demand value on line 37.
- a clipping function at box 38 clips the engine torque demand value on line 37 so that it does not exceed the maximum torque value on line 33.
- Torque limit override means contained with the dotted line 39 in Figure 2 is arranged to set transient torque limits on line 31 higher than the steady state torque limits set by the torque limit lookup table 23 only when the engine is accelerating.
- the torque limit override means subtracts at 40 the steady state torque limit on line 25 from the driver demanded torque on line 29 and at 41 clips the output of the subtraction to be greater than or equal to zero ensuring that the override function only acts to the torque limit, not to decrease it.
- the clipped value on line 42 represents excess driver demand above the steady state torque limit.
- the torque limit override means 39 receives a raw engine acceleration signal on line 43 which is input to a low pass filter 44.
- the low pass filter 44 has a gain input 45.
- the gain is set from a gain lookup table 46 having data relating gain to the selected gear input on line 47.
- the gain sets the time constant of the low pass filter so that frequencies at or above the shuffle frequency for the currently selected gear are largely removed (see Figure 4).
- Low pass filtered acceleration on line 48 is multiplied at 49 by a factor on line 50 set from lookup table 51 from selected gear 52 which sets a higher factor in higher gears than in lower gears. Higher factors are required in higher gears to produce a useful and noticeable increase in performance as the torque transmitted by the gears in lower in higher gears than in lower gears.
- the modified low pass filtered acceleration 53 is clipped at 54 to be between zero and one to establish an excess scale factor on line 55.
- the excess driver demand above the steady state torque limit value on line 42 is multiplied at 56 by the excess scale factor on line 55 to give a transient torque increment on line 57.
- the increment is added at 58 to the steady state torque limit on line 25 to give a transient torque limit on line 31.
- the transient torque limit prevails at minimum wins box 32 unless vehicle inputs require a torque limit lower than the transient torque limit and the clipping function in box 38 ensures that high torque demands on line 37 are limited by the transient torque limit, not by the steady state torque limit.
- the output of the clipping function 38 on line 59 is used to control torque actuators in the fuel injection system 16.
- FIG. 3 The graphs of Figures 3 to 5 illustrate the operation of the invention during a vehicle test, carried out in second gear, which included 7 seconds of overrun operation followed by a full depression (tip in) of the demand pedal 20.
- Figures 4 and 5 show an engine acceleration beginning shortly after the seventh second of the test.
- the raw acceleration signal from line 43 (shown at 60 in Figure 4) is noisy due to inertial effects in the engine and transmission, due to torque peaks produced by successive combustion events in the engine and also due to tolerances in the toothed fly-wheel (not shown) from which engine speed is detected.
- the low pass filter 44 smoothes out the acceleration signal.
- the smoothed acceleration signal is shown at 61.
- a lower pedal demand would result in a lower excess scale factor and a longer period of operation at a transient torque limit.
- Figure 5 also shows at 66 an engine acceleration curve for the same test in the same engine and vehicle combination but using conventional steady state torque limits.
- the time to accelerate from 1500 to 4000 rpm in 2 nd gear was 6.2 seconds without torque limit override and was reduced to 4.9 seconds by addition of the torque limit override feature of the invention.
- An improvement in acceleration of the order of 20% can thus be achieved by use of the invention in suitable vehicles.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
Description
- The present invention relates to an engine management system for regulating the quantity of fuel supplied to an engine.
- Engine control systems used for the control of diesel engine vehicles limit the amount of fuel injected in given operating conditions to that required to achieve a given torque. The torque limit is established by steady state (constant speed) durability tests on the engine. The test results are converted into a look up table or algorithm stored in the control system so that the system has, for any given engine speed, a torque limit. If the driver sets a demand which exceeds the torque limit at the current engine speed the system controls fuelling of the engine so that the torque does not exceed the stored limit.
- According to the present invention, we provide an engine management system for regulating the quantity of fuel supplied to the cylinders of an internal combustion engine, the management system including:
- a) steady state torque limit data indicating, for different engine speeds, a torque limit at which the engine is capable of operation for extended periods; characterised by
- b) torque limit override means arranged to set transient torque limits higher than the steady state torque limits only when the engine is accelerating, whereby increased torque is available during transient operating conditions without compromising durability of the engine.
-
- The invention depends on the realisation that any acceleration condition must be transient and that the existence of such a condition can be used to indicate transient conditions during which the engine may be set to higher torque operation without compromising durability.
- The amount of torque increase over the steady state limit may be set using a scaling factor dependent upon acceleration values so that a greater transient torque increase is available during higher accelerations (which, by their nature, exist for shorter periods) than for lower accelerations (which may exist for longer periods). The scaling factor also provides for smooth transition into and out of transient torque increases.
- The invention provides a useful increase in torque and hence maximum power output of an engine when it is needed for acceleration.
- The invention will now be described further, by way of example, with reference to the accompanying drawing, in which :
- Figure 1 is a diagrammatic plan view of a diesel engine vehicle having an engine management system embodying the invention;
- Figure 2 is a block diagram of those parts of the engine management system that are relevant to the present invention;
- Figure 3 is a graph showing scale factor (solid line) and increase in fuel limit/torque limit (dotted line) over a test period that includes an increase in driver torque demand (tip-in);
- Figure 4 is a graph showing raw engine acceleration and low pass filtered acceleration over the same period as is covered in Figure 4; and
- Figure 5 is a graph showing engine speed over the same period as is covered in Figure 4.
-
- In Figure 1, a
motor vehicle 10 has adiesel engine 11 and front andrear road wheels engine 11 viadrive shafts 14 through achange speed gearbox 15. - The
engine 11 has fuel injection equipment 16 controlled by anengine management system 17 vialine 18. Signals online 18 determine the quantity and timing of fuel injection by fuel injection equipment 16 and hence the torque produced by the engine. - Measuring systems grouped in
box 19 receive inputs from a driver demand pedal (accelerator) 20 and fromgearbox 15 and provides raw engine acceleration, gear (indicating which gear is selected) and driver demand (based on accelerator pedal position) signals to theengine management system 17 vialine 21. Other inputs from vehicle sensors are input to theengine management system 17 vialine 22. Although a manual change speed gearbox is described, the invention will work equally well with an automatic gearbox or with a continuously variable transmission. - Referring now to Figure 2, there is shown in block form the elements of the engine management system that are involved in torque control in accordance with the invention.
- A torque limit lookup table 23 provides data that establishes for any
engine speed 24, a steadystate torque limit 25. A driver demanded torque lookup table 26 contains data that establishes for any combination ofengine speed 27 andaccelerator pedal position 28, a driver demanded engine torque signal online 29. - Based on vehicle inputs on
line 22, other torque limits (for example for traction control purposes) are established inbox 30 and are compared inminimum wins box 32 with torque limit values online 31. The minimum wins box puts a maximum torque value online 33. - Driver demanded torque values on
line 29 are input to torque modulation function (box 34) along withother vehicle inputs 35 and the other torque control demands (for example idle torque control) online 36. The torque modulation function provides for modulated transitions between torque demands to reduce shuffle (undesired higher frequency variations in engine speed due to interaction between the engine, the transmission and the vehicle resulting from sudden changes in torque) and for arbitration between torque demands from different sources. The torque modulation function outputs an engine torque demand value online 37. - A clipping function at
box 38 clips the engine torque demand value online 37 so that it does not exceed the maximum torque value online 33. - Torque limit override means contained with the
dotted line 39 in Figure 2 is arranged to set transient torque limits online 31 higher than the steady state torque limits set by the torque limit lookup table 23 only when the engine is accelerating. - The torque limit override means subtracts at 40 the steady state torque limit on
line 25 from the driver demanded torque online 29 and at 41 clips the output of the subtraction to be greater than or equal to zero ensuring that the override function only acts to the torque limit, not to decrease it. The clipped value online 42 represents excess driver demand above the steady state torque limit. - The torque limit override means 39 receives a raw engine acceleration signal on
line 43 which is input to alow pass filter 44. Thelow pass filter 44 has again input 45. The gain is set from a gain lookup table 46 having data relating gain to the selected gear input online 47. The gain sets the time constant of the low pass filter so that frequencies at or above the shuffle frequency for the currently selected gear are largely removed (see Figure 4). - Low pass filtered acceleration on
line 48 is multiplied at 49 by a factor online 50 set from lookup table 51 from selectedgear 52 which sets a higher factor in higher gears than in lower gears. Higher factors are required in higher gears to produce a useful and noticeable increase in performance as the torque transmitted by the gears in lower in higher gears than in lower gears. - The modified low pass filtered
acceleration 53 is clipped at 54 to be between zero and one to establish an excess scale factor online 55. - The excess driver demand above the steady state torque limit value on
line 42 is multiplied at 56 by the excess scale factor online 55 to give a transient torque increment online 57. The increment is added at 58 to the steady state torque limit online 25 to give a transient torque limit online 31. - The transient torque limit prevails at
minimum wins box 32 unless vehicle inputs require a torque limit lower than the transient torque limit and the clipping function inbox 38 ensures that high torque demands online 37 are limited by the transient torque limit, not by the steady state torque limit. The output of theclipping function 38 online 59 is used to control torque actuators in the fuel injection system 16. - The graphs of Figures 3 to 5 illustrate the operation of the invention during a vehicle test, carried out in second gear, which included 7 seconds of overrun operation followed by a full depression (tip in) of the
demand pedal 20. Figures 4 and 5 show an engine acceleration beginning shortly after the seventh second of the test. The raw acceleration signal from line 43 (shown at 60 in Figure 4) is noisy due to inertial effects in the engine and transmission, due to torque peaks produced by successive combustion events in the engine and also due to tolerances in the toothed fly-wheel (not shown) from which engine speed is detected. Thelow pass filter 44 smoothes out the acceleration signal. The smoothed acceleration signal is shown at 61. - In Figure 3 the excess scale factor on line 55 (shown at 62) goes to its maximum value of one at tip in and the transient torque increment on line 57 (labelled increase in fuel limit in Figure 4 and shown at 63) goes to its maximum value of 10 units and the fuelling of the engine is increased by a corresponding amount over the steady state limit.
- Referring now to Figure 5, the engine speed 64 (and hence vehicle speed) can be seen increasing (following initial shuffle 65) due to the resulting torque demand to the torque actuators on
line 59. - As the engine speed increases, so does vehicle load and the acceleration decreases. By t = 12 seconds, the acceleration has fallen to a level such that the excess scale factor falls below 1 and the transient torque increase begins to fall. It is negligible by t = 15, even though the demand pedal is fully depressed.
- A lower pedal demand would result in a lower excess scale factor and a longer period of operation at a transient torque limit.
- Figure 5 also shows at 66 an engine acceleration curve for the same test in the same engine and vehicle combination but using conventional steady state torque limits. The time to accelerate from 1500 to 4000 rpm in 2nd gear was 6.2 seconds without torque limit override and was reduced to 4.9 seconds by addition of the torque limit override feature of the invention. An improvement in acceleration of the order of 20% can thus be achieved by use of the invention in suitable vehicles.
Claims (7)
- An engine management system for regulating the quantity of fuel supplied to the cylinders of an internal combustion engine (11), the management system (17) including:a) steady state torque limit data (23) indicating, for different engine speeds (24), a torque limit (25) at which the engine is capable of operation for extended periods; characterised byb) torque limit override means (39) arranged to set transient torque limits (31) higher than the steady state torque limits (23) only when the engine is accelerating, whereby increased torque is available during transient operating conditions without compromising durability of the engine.
- An engine management system as claimed in claim 1 in which the transient torque limits (31) are higher than corresponding steady state torque limits by an amount dependent on acceleration (43), greater increase in torque over the steady state limits (23) being allowed for higher accelerations than for lower accelerations.
- An engine management system as claimed in claim 1 in which the torque limit override means (39) determines from the steady state torque limit (25) and driver demanded torque (29), an excess driver demand value (42) representing the amount by which driver demanded torque (29) exceeds the steady state torque limit (25), the excess driver demand value being combined with a scaling factor (55) and with the steady state torque limit (25) to give the transient torque limit (31).
- An engine management system as claimed in claim 3 in which the scaling factor (55) is determined from acceleration values (43) and is zero for acceleration less than a predetermined value and one for acceleration values exceeding another higher predetermined value.
- An engine management system as claimed in claim 4 including scaling factor determining means (44, 49, 51, 54) comprising a low pass filter (44) responsive to acceleration values (43) and means (54) for clipping the filtered acceleration values to between zero and one.
- An engine management system as claimed in claim 5 in which the scaling factor determining means (44, 49, 51, 54) is responsive to a gear indicating signal (47) to set a time constant for the low pass filter (44).
- An engine management system as claimed in any one of the preceding claims in which the engine (11) is a diesel engine.
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP99305202A EP1065364B1 (en) | 1999-07-01 | 1999-07-01 | Engine management system with torque limit override means |
DE69920673T DE69920673D1 (en) | 1999-07-01 | 1999-07-01 | Device for controlling the maximum torque of an internal combustion engine |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP99305202A EP1065364B1 (en) | 1999-07-01 | 1999-07-01 | Engine management system with torque limit override means |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1065364A1 true EP1065364A1 (en) | 2001-01-03 |
EP1065364B1 EP1065364B1 (en) | 2004-09-29 |
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Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP99305202A Expired - Lifetime EP1065364B1 (en) | 1999-07-01 | 1999-07-01 | Engine management system with torque limit override means |
Country Status (2)
Country | Link |
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EP (1) | EP1065364B1 (en) |
DE (1) | DE69920673D1 (en) |
Cited By (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2833041A1 (en) * | 2001-12-05 | 2003-06-06 | Renault | METHOD FOR ADJUSTING THE PERFORMANCE OF A DIESEL ENGINE AND MOTOR EQUIPPED WITH A CORRESPONDING CONTROL UNIT |
WO2004065773A1 (en) * | 2003-01-22 | 2004-08-05 | Mtu Friedrichshafen Gmbh | Method for regulating the rotational speed of an internal combustion engine |
FR2870888A1 (en) * | 2004-05-26 | 2005-12-02 | Peugeot Citroen Automobiles Sa | Internal combustion engine e.g. diesel engine, controlling process, involves comparing engine`s induced operation criterion with its threshold condition, and modulating delivered torque based on relative values of criterion and condition |
CN108340908A (en) * | 2017-01-25 | 2018-07-31 | 福特全球技术公司 | Vehicle driveline controller and method |
US10202911B2 (en) | 2013-07-10 | 2019-02-12 | Ford Global Technologies, Llc | Method and system for an engine for detection and mitigation of insufficient torque |
US10677196B2 (en) | 2014-05-05 | 2020-06-09 | Ford Global Technologies, Llc | Method for increasing vacuum production for a vehicle |
Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2630501A1 (en) * | 1988-04-21 | 1989-10-27 | Daimler Benz Ag | METHOD AND DEVICE FOR CONTROLLING THE FUEL SUPPLY FOR AN INTERNAL COMBUSTION ENGINE INVOLVING A VEHICLE |
EP0732491A2 (en) * | 1995-03-15 | 1996-09-18 | MAN Nutzfahrzeuge Aktiengesellschaft | Closed loop control method of the operating characteristics of an internal combustion engine, especially diesel, of a vehicle |
US5819705A (en) * | 1995-10-27 | 1998-10-13 | Mercedes-Benz Ag | Process and system for controlling a motor vehicle diesel engine |
DE19739565A1 (en) * | 1997-09-10 | 1999-03-11 | Bosch Gmbh Robert | Torque control method for motor vehicle drive unit adjusted at least to driver wish |
US5894829A (en) * | 1996-11-04 | 1999-04-20 | Daimler-Benz Ag | Method for regulating the full-load injection quantity of a diesel internal combustion engine |
-
1999
- 1999-07-01 DE DE69920673T patent/DE69920673D1/en not_active Expired - Lifetime
- 1999-07-01 EP EP99305202A patent/EP1065364B1/en not_active Expired - Lifetime
Patent Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2630501A1 (en) * | 1988-04-21 | 1989-10-27 | Daimler Benz Ag | METHOD AND DEVICE FOR CONTROLLING THE FUEL SUPPLY FOR AN INTERNAL COMBUSTION ENGINE INVOLVING A VEHICLE |
EP0732491A2 (en) * | 1995-03-15 | 1996-09-18 | MAN Nutzfahrzeuge Aktiengesellschaft | Closed loop control method of the operating characteristics of an internal combustion engine, especially diesel, of a vehicle |
US5819705A (en) * | 1995-10-27 | 1998-10-13 | Mercedes-Benz Ag | Process and system for controlling a motor vehicle diesel engine |
US5894829A (en) * | 1996-11-04 | 1999-04-20 | Daimler-Benz Ag | Method for regulating the full-load injection quantity of a diesel internal combustion engine |
DE19739565A1 (en) * | 1997-09-10 | 1999-03-11 | Bosch Gmbh Robert | Torque control method for motor vehicle drive unit adjusted at least to driver wish |
Cited By (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2833041A1 (en) * | 2001-12-05 | 2003-06-06 | Renault | METHOD FOR ADJUSTING THE PERFORMANCE OF A DIESEL ENGINE AND MOTOR EQUIPPED WITH A CORRESPONDING CONTROL UNIT |
EP1318287A2 (en) * | 2001-12-05 | 2003-06-11 | Renault s.a.s. | Diesel engine performance control method and engine equipped with a corresponding control unit |
EP1318287A3 (en) * | 2001-12-05 | 2005-01-19 | Renault s.a.s. | Diesel engine performance control method and engine equipped with a corresponding control unit |
WO2004065773A1 (en) * | 2003-01-22 | 2004-08-05 | Mtu Friedrichshafen Gmbh | Method for regulating the rotational speed of an internal combustion engine |
US7182064B2 (en) | 2003-01-22 | 2007-02-27 | Mtu Friedrichshafen Gmbh | Method for regulating the rotational speed of an internal combustion engine |
FR2870888A1 (en) * | 2004-05-26 | 2005-12-02 | Peugeot Citroen Automobiles Sa | Internal combustion engine e.g. diesel engine, controlling process, involves comparing engine`s induced operation criterion with its threshold condition, and modulating delivered torque based on relative values of criterion and condition |
EP1607608A1 (en) * | 2004-05-26 | 2005-12-21 | Peugeot Citroen Automobiles S.A. | Method for controlling an internal combustion engine |
US10202911B2 (en) | 2013-07-10 | 2019-02-12 | Ford Global Technologies, Llc | Method and system for an engine for detection and mitigation of insufficient torque |
US10677196B2 (en) | 2014-05-05 | 2020-06-09 | Ford Global Technologies, Llc | Method for increasing vacuum production for a vehicle |
CN108340908A (en) * | 2017-01-25 | 2018-07-31 | 福特全球技术公司 | Vehicle driveline controller and method |
CN108340908B (en) * | 2017-01-25 | 2023-03-10 | 福特全球技术公司 | Vehicle powertrain controller and method |
Also Published As
Publication number | Publication date |
---|---|
EP1065364B1 (en) | 2004-09-29 |
DE69920673D1 (en) | 2004-11-04 |
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