JPH01113528A - Control device for internal combustion engine - Google Patents
Control device for internal combustion engineInfo
- Publication number
- JPH01113528A JPH01113528A JP26832487A JP26832487A JPH01113528A JP H01113528 A JPH01113528 A JP H01113528A JP 26832487 A JP26832487 A JP 26832487A JP 26832487 A JP26832487 A JP 26832487A JP H01113528 A JPH01113528 A JP H01113528A
- Authority
- JP
- Japan
- Prior art keywords
- fuel
- internal combustion
- sensor
- combustion engine
- engine
- 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.)
- Pending
Links
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 33
- 239000000446 fuel Substances 0.000 claims abstract description 125
- 239000000203 mixture Substances 0.000 claims abstract description 27
- 239000002828 fuel tank Substances 0.000 claims abstract description 21
- 238000002347 injection Methods 0.000 abstract description 20
- 239000007924 injection Substances 0.000 abstract description 20
- OKKJLVBELUTLKV-UHFFFAOYSA-N Methanol Chemical compound OC OKKJLVBELUTLKV-UHFFFAOYSA-N 0.000 description 39
- 239000003502 gasoline Substances 0.000 description 14
- 238000001514 detection method Methods 0.000 description 3
- 230000006866 deterioration Effects 0.000 description 3
- 238000010586 diagram Methods 0.000 description 2
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 230000002542 deteriorative effect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 230000003287 optical effect Effects 0.000 description 1
Landscapes
- Fuel-Injection Apparatus (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
Description
【発明の詳細な説明】
［発明の目的］
（産業上の利用分野）
本発明は、ガソリン及びメタノール等、複数種類の燃料
を使用して動力を発生する内燃機関の制ｍ＋装置にｇｌ
ｌする。Detailed Description of the Invention [Objective of the Invention] (Industrial Field of Application) The present invention provides a glu
I do it.
（従来の技術）
一般に、実用化されている自動車のエンジンは、ガソリ
ンエンジンとディーゼルエンジンとに二分されるが、最
近、省エネルギ、低公害エンジンの開発が望まれる中で
、ガソリン、軽油以外のメタノール等を燃料とするエン
ジンが考えられている。(Prior Art) In general, automobile engines in practical use are divided into gasoline engines and diesel engines, but recently, as the development of energy-saving, low-pollution engines is desired, engines other than gasoline and diesel Engines that use methanol as fuel are being considered.
このメタノールエンジンは、ガソリンエンジンに対して
、構造的には大きく変化する点はないが、空燃比、燃料
噴射タイミング、点火時期等を大幅に変更する必要があ
り、高精度なシステム制御が要求される。Although this methanol engine has no major structural changes compared to a gasoline engine, it requires significant changes in the air-fuel ratio, fuel injection timing, ignition timing, etc., and requires highly accurate system control. Ru.
一方、現状のエンジン制御には、電子制御式のものが多
様されており、起こり得るあらゆる条件下において最適
な制御を行なうことが可能である。On the other hand, there are various electronic control types of engine control currently available, and it is possible to perform optimal control under all possible conditions.
したがって、この電子制御システムを応用することで、
将来的には、ガソリン及びメタノールあるいはその混合
燃料の何れでも使用できるエンジンの実用化が予想され
る。Therefore, by applying this electronic control system,
In the future, it is expected that engines that can use either gasoline, methanol, or a mixture thereof will be put into practical use.
（発明が解決しようとする問題点）
しかしながら、上記のようにガソリンとメタノールとを
切換え、あるいはそれらを混合したそれぞれ混合率の異
なる燃料を切換え、内燃機関で燃焼を図った場合、ガソ
リン使用時とメタノール使用時とで内燃機関に出力差が
生じるため、燃料切換わりの際にノッキング等が発生し
てドライバビリティを悪化させるという問題がある。(Problems to be Solved by the Invention) However, when switching between gasoline and methanol, or switching between fuels with different mixing ratios as described above, and attempting to burn them in an internal combustion engine, Since there is a difference in output between the internal combustion engine and when methanol is used, there is a problem in that knocking or the like occurs when switching fuels, deteriorating drivability.
本発明は上記のような問題点に鑑みなされたもので、例
えばそれぞれ混合率の異なるガソリン及びメタノールの
混合燃料を適宜使用する場合でも、燃料切換わりの際に
ノッキング等が発生することなく、ドライバビリティの
悪化を防止することが可能となる内燃機関の制御Ｉｇｉ
置を提供することを目的とする。The present invention has been developed in view of the above-mentioned problems. For example, even when mixed fuels of gasoline and methanol with different mixing ratios are appropriately used, the present invention does not cause knocking or the like when switching fuels, and the driver Internal combustion engine control Igi that makes it possible to prevent deterioration of performance
The purpose is to provide a
［発明の構成］
（問題点を解決するための手段及び作用）すなわち本発
明に係わる内燃機関のｉｌＪ ｔａｌｌ装置は、複数種
類の燃料が貯蔵される燃料タンクと、この燃料タンクか
ら供給される燃料を燃焼させて動力を発生する内燃機関
と、この内燃機関と上記燃料タンクとの間の燃料供給経
路の下流側に設けられ供給燃料の組成を検出する燃料セ
ンサと、この燃料センサによる供給燃料の組成検出結果
に応じて上記内燃機関における燃料供給・燃焼動作を制
御する手段とを備え、使用する燃料の混合率に応じて空
燃比２点火時期等の制御目標値を最適値に変イヒさせる
よう構成したものである。[Structure of the Invention] (Means and Actions for Solving the Problems) That is, the ilJ tall device for an internal combustion engine according to the present invention includes a fuel tank in which a plurality of types of fuel are stored, and fuel supplied from the fuel tank. an internal combustion engine that generates power by burning fuel; a fuel sensor that is installed downstream of a fuel supply path between the internal combustion engine and the fuel tank to detect the composition of supplied fuel; and a fuel sensor that detects the composition of supplied fuel. and means for controlling fuel supply and combustion operations in the internal combustion engine according to the composition detection result, so as to change control target values such as air-fuel ratio 2 ignition timing to optimum values according to the mixture ratio of the fuel used. It is composed of
（実施例） 以下図面を参照して本発明の一実１例を説明する。(Example) An example of the present invention will be described below with reference to the drawings.
第１図はその構成を示すもので、同図において、１１は
エンジン本体、１２はこのエンジン本体１１の燃焼室吸
気側に設けられた燃料噴射装置、１３は同排気側に設け
られた排気管、そして、１４ａ〜１４ｄは各気筒毎に設
けられた点火プラグ、１５はその点火装置であり、例え
ば燃料噴射［Ｗ１１２には空燃比制御信りが、点火装置
１５には点火時期制御信号が、それぞれ各種センサ信号
に基づき動作する制御部１６から与えられる。Fig. 1 shows its configuration. In the figure, 11 is the engine body, 12 is a fuel injection device installed on the intake side of the combustion chamber of the engine body 11, and 13 is an exhaust pipe installed on the exhaust side of the engine body 11. , 14a to 14d are spark plugs provided for each cylinder, and 15 is an ignition device thereof, for example, fuel injection [W112 is an air-fuel ratio control signal, the ignition device 15 is an ignition timing control signal, Each signal is given from a control section 16 that operates based on various sensor signals.
つまり、燃料タンク１７から燃料噴射装置１２を介しエ
ンジン本体１１内の各気筒燃焼室に送込まれた気化燃料
は、点火プラグ１４ａ〜１４ｄの点火動作により着火・
爆発・燃焼し、排気ガスとなって排気管１３から外部に
排出される。That is, vaporized fuel sent from the fuel tank 17 to each cylinder combustion chamber in the engine body 11 via the fuel injection device 12 is ignited and ignited by the ignition operation of the spark plugs 14a to 14d.
It explodes and burns, becomes exhaust gas, and is discharged to the outside from the exhaust pipe 13.
ここで、上記燃料噴射￥Ａ置１２と燃料タンク１７との
間の燃料供給経路には、その経路の最下流側、つまり燃
料噴射装置１２の燃料供給口の直前位置に燃料センサ１
８を設ける。この燃料センサ１８は、エンジン側に供給
される燃料の組成（例えばガソリン、メタノール、ある
いはその混合率）を検出するもので、この燃料センサ１
８からの燃料組成検出信号は上記制御部１６に供給され
る。この場合、制御部１６は、上記燃料センサ１８から
与えられる供給燃料の組成データに応じて、それぞれの
燃料を燃焼させるに最適な空燃比制御信号及び点火時期
制御信号を、各対応する燃料噴射装置１２及び点火装置
１５に出力する。ここで、上記ガソリン及びメタノール
の混合率を検出する燃料センサ１８としては、光屈折率
、！ｌｔ電率、静電容量等の相違を利用づるものを用い
る。Here, in the fuel supply path between the fuel injection station 12 and the fuel tank 17, a fuel sensor is installed at the most downstream side of the path, that is, at a position immediately before the fuel supply port of the fuel injection device 12.
8 will be provided. This fuel sensor 18 detects the composition of fuel (for example, gasoline, methanol, or a mixture ratio thereof) supplied to the engine.
The fuel composition detection signal from 8 is supplied to the control section 16. In this case, the control unit 16 transmits an air-fuel ratio control signal and an ignition timing control signal optimal for burning each fuel to each corresponding fuel injection device according to the composition data of the supplied fuel given from the fuel sensor 18. 12 and an ignition device 15. Here, the fuel sensor 18 that detects the mixture ratio of gasoline and methanol has an optical refractive index of ! A method that takes advantage of differences in electrical conductivity, capacitance, etc. is used.
第２図は上記燃料センサ１８の取付は位置を示すもので
、１９ａ〜１９ｄはエンジン本体１１の各気筒毎に対応
する燃料噴射装置１２のインジェクタであり、このイン
ジェクタ１９ａ〜１９ｄにはデリバリパイプ２０を通し
て燃料が与えられ、このデリバリパイプ２０の一端側に
は燃料タンク１７からのメインホース２１が９、また、
他端側には燃料タンク１７に対するリターンホース２２
が接続される。２３は燃圧レギュレータ、２４はバキュ
ームホース、２５はサージタンクである。そして、燃料
センサ１８は、このエンジン本体１１に対する燃料噴射
装置１２のデリバリパイプ２０における燃料供給口の直
前、つまり、燃料タンク１７からの燃料供給経路となる
メインホース２１の最も下流側に取付けられ、エンジン
本体１１の各気筒燃焼室に対する燃料噴射の直前に、そ
の供給燃料の組成（例えばガソリン／メタノール混合率
）が検出される。FIG. 2 shows the mounting positions of the fuel sensors 18, and 19a to 19d are injectors of the fuel injection device 12 corresponding to each cylinder of the engine main body 11, and the injectors 19a to 19d have delivery pipes 20 Fuel is supplied through the delivery pipe 20, and a main hose 21 from the fuel tank 17 is connected to one end of the delivery pipe 20.
At the other end is a return hose 22 for the fuel tank 17.
is connected. 23 is a fuel pressure regulator, 24 is a vacuum hose, and 25 is a surge tank. The fuel sensor 18 is installed immediately before the fuel supply port in the delivery pipe 20 of the fuel injection device 12 to the engine body 11, that is, at the most downstream side of the main hose 21, which is the fuel supply path from the fuel tank 17. Immediately before fuel is injected into each cylinder combustion chamber of the engine body 11, the composition of the supplied fuel (eg, gasoline/methanol mixture ratio) is detected.
すなわち、上記構成の内燃機関の制御装置において、燃
料タンク１７には、例えば３０％ガソリン、７０％メタ
ノールの混合燃料（Ｍ２Ｏ）が貯蔵されている。That is, in the internal combustion engine control device configured as described above, the fuel tank 17 stores a mixed fuel (M2O) of, for example, 30% gasoline and 70% methanol.
この混合燃料（Ｍ２Ｏ）が燃料タンク１７から吸出され
ると、その燃料混合率は、燃料噴射装置１２の直前に設
けられた燃料センサ１８により検出され制御部１６に与
えられる。すると、制御部１６は、上記供給燃料Ｍ７０
を燃焼させるに最適な空燃比及び点火時期を、予め記憶
されるマツプ等により瞬時に求め、その空燃比制御信号
を燃料噴射装置１２に、点火時期制御信号を点火装置１
５に対して出力する。こうして、上記混合燃料（Ｍ２Ｏ
）が燃料噴射装置１２を介し最適な空燃比に調整されて
エンジン本体１１内の各気筒燃焼室に送込まれると、各
気ｎ毎の点火プラグ１４８〜１４ｄが、それぞれ制御部
１６において予め設定されるＭ２Ｏ用の点火時期に同期
して点火駆動される。すると、上記燃焼室内に送込まれ
た混合燃料（Ｍ２Ｏ）が、確実且つ効率良″（着火・爆
発・燃焼し、クランク軸に回転動力が発生される。When this mixed fuel (M2O) is sucked out from the fuel tank 17, its fuel mixture ratio is detected by a fuel sensor 18 provided immediately before the fuel injection device 12 and provided to the control unit 16. Then, the control unit 16 controls the supply fuel M70.
The optimum air-fuel ratio and ignition timing for combustion are instantaneously determined from a map etc. stored in advance, and the air-fuel ratio control signal is sent to the fuel injection device 12, and the ignition timing control signal is sent to the ignition device 1.
Output for 5. In this way, the above mixed fuel (M2O
) is adjusted to the optimum air-fuel ratio via the fuel injection device 12 and sent to each cylinder combustion chamber in the engine body 11, the spark plugs 148 to 14d for each air are set in advance by the control unit 16. The ignition is driven in synchronization with the ignition timing for M2O. Then, the mixed fuel (M2O) sent into the combustion chamber ignites, explodes, and burns reliably and efficiently, and rotational power is generated at the crankshaft.
ここで、例えば上記燃料タンク１７内の混合燃料（Ｍ２
Ｏ）が消費され、これに伴いガソリンが加えられること
で、燃料タンク１７から吸出される燃料が例えば４０％
メタノール、６０％ガソリンの混合燃料（Ｇ６０）とな
ると、このＧ６０への切換ねりは、上記と同様にして燃
料噴射装置１２の直前に設けた燃料センサ１８により検
出され制御部１６に知らされる。すると、制御部１６は
、上記供給燃料Ｇ６０を燃焼させるに最適な空燃比及び
点火時期を、予め記憶されるマツプ等により瞬時に求め
、その空燃比制御信号を燃料噴射１ｉ１１１２に、点火
時期制御信号を点火装置１５に対して出力する。こうし
て、上記混合燃料（Ｇ６０）が燃料噴射袋Ｗ１１２を介
し最適な空燃比に調整されてエンジン本体１１内の各気
筒燃焼室に送込まれると、各気筒毎の点火プラグ１４ａ
〜１４ｄが、それぞれ制御部１６において予め設定され
るＧ６０用の点火時期に同期して点火駆動される。する
と、上記燃焼室内に送込まれた混合燃料（Ｇ６０）が、
確実且つ効率良く着火・爆発・燃焼し、クランク軸に回
転動力が発生される。Here, for example, the mixed fuel (M2
O) is consumed and gasoline is added accordingly, so that the fuel sucked out from the fuel tank 17 is reduced to 40%, for example.
When the mixed fuel (G60) of methanol and 60% gasoline is used, the switching to G60 is detected by the fuel sensor 18 provided immediately before the fuel injection device 12 in the same manner as described above, and is notified to the control unit 16. Then, the control unit 16 instantaneously determines the optimal air-fuel ratio and ignition timing for burning the supplied fuel G60 using a map stored in advance, and sends the air-fuel ratio control signal to the fuel injection 1i 1112 and the ignition timing control signal. is output to the ignition device 15. In this way, when the mixed fuel (G60) is adjusted to the optimum air-fuel ratio through the fuel injection bag W112 and sent to each cylinder combustion chamber in the engine body 11, the spark plug 14a of each cylinder is
-14d are ignited in synchronization with the G60 ignition timing preset in the control unit 16, respectively. Then, the mixed fuel (G60) sent into the combustion chamber becomes
It ignites, explodes, and burns reliably and efficiently, generating rotational power at the crankshaft.
ここで、上記燃料センサ１８は、燃料供給経路の最も下
流側に当たる、燃焼室に対する燃料噴射位置の直前に設
けであるので、実際の供給燃料に同一か極めて近い正確
な燃料混合率を検出することができ、リアルタイムに高
精度なエンジン制御が可能となる。Here, since the fuel sensor 18 is installed at the most downstream side of the fuel supply path, just before the fuel injection position with respect to the combustion chamber, it is possible to detect an accurate fuel mixture ratio that is the same as or very close to the actual supplied fuel. This enables highly accurate engine control in real time.
したがって、上記構成の内燃機関の制−装置によれば、
供給燃料の組成を燃料センサ１８により検出して、Ｒ適
な空燃比及び点火時期等のエンジン制御データを求め、
例えばガソリン及びメタノールの混合燃料であればその
混合率に応じたエンジン制御を行なえるばかりか、燃料
センサ１８を燃料供給経路の最下流側に設けたことで、
実際の供給燃料に最も近い燃料組成データが得られるの
で、異なる混合率の供給燃料切換わりに伴う高精度なエ
ンジン制御が可能となり、ドライバビリティの悪化を防
止することができる。Therefore, according to the control device for an internal combustion engine having the above configuration,
The composition of the supplied fuel is detected by the fuel sensor 18, and engine control data such as R-appropriate air-fuel ratio and ignition timing are obtained.
For example, in the case of a mixed fuel of gasoline and methanol, not only can the engine be controlled according to the mixture ratio, but also by providing the fuel sensor 18 at the most downstream side of the fuel supply path,
Since the fuel composition data closest to the actual supplied fuel can be obtained, highly accurate engine control is possible when the supplied fuel is switched to a different mixture ratio, and deterioration of drivability can be prevented.
尚、上記実施例では、燃料センサ１８により検出される
供給燃料の組成に応じて、主に、空燃比及び点火時期の
制御データを求めているが、例えば燃料噴射タイミング
や圧縮比等の制御データも求め、ざらに細かなエンジン
制御を行なってもよい。In the above embodiment, control data such as the air-fuel ratio and ignition timing are mainly obtained in accordance with the composition of the supplied fuel detected by the fuel sensor 18. However, for example, control data such as fuel injection timing and compression ratio may also be obtained. It is also possible to perform rough and fine engine control by determining the engine speed.
［発明の効果］
以上のように本発明によれば、複数種類の燃料が貯蔵さ
れる燃料タンクと、この燃料タンクから供給される燃料
を燃焼させて動力を発生する内燃機関と、この内燃機関
と上記燃料タンクとの間の燃料供給経路の下流側に設け
られ供給燃料の組成を検出する燃料センサと、この燃料
センサによる供給燃料の組成検出結果に応じて上記内燃
機関における燃料供給・燃焼動作を制御する手段とを備
え、使用ザる燃料の混合率に応じて空燃比９点火時期等
の制御目標値が最適値に変化するよう構成したので、例
えばそれぞれ混合率の異なるガソリン及びメタノールの
混合燃料を適宜使用する場合でも、燃料切換わりの際に
ノッキング等が発生することなく、ドライバビリティの
悪化を防止することが可能になる内燃機関の制御装置を
提供できる。[Effects of the Invention] As described above, according to the present invention, there is provided a fuel tank in which a plurality of types of fuel are stored, an internal combustion engine that generates power by burning the fuel supplied from the fuel tank, and this internal combustion engine. A fuel sensor is provided on the downstream side of the fuel supply path between the fuel tank and the fuel tank, and detects the composition of the supplied fuel; and a fuel supply/combustion operation in the internal combustion engine according to the composition detection result of the supplied fuel by the fuel sensor. Since the control target values such as the air-fuel ratio 9 and ignition timing change to the optimum values according to the mixture ratio of the fuel used, for example, when mixing gasoline and methanol with different mixture ratios, It is possible to provide a control device for an internal combustion engine that can prevent deterioration of drivability without causing knocking or the like during fuel switching even when using fuel appropriately.
第１図は本発明の一実施例に係わる内燃機関の制御装置
を示ず構成図、第２図は上記内燃機関のｔＪＪ ｍ１Ｖ
４ＩＦにおける燃料センサの取付は状態を示す図である
。
１１・・・エンジン本体、１２・・・燃料噴射装置、１
４ａ〜１４ｄ・・・点火プラグ、１５・・・点火装置、
１６・・・制御部、１７・・・燃料タンク、１８・・・
燃料センサ、１９ａ〜１９ｄ・・・インジェクタ、２０
・・・デリバリパイプ、２１・・・メインホース、２２
・・・リターンホース。
出願人代理人 弁理士 鈴江武彦
第 １ 囚FIG. 1 is a configuration diagram (not showing a control device) of an internal combustion engine according to an embodiment of the present invention, and FIG. 2 is a diagram showing the tJJ m1V of the internal combustion engine.
The figure shows how the fuel sensor is installed in 4IF. 11... Engine body, 12... Fuel injection device, 1
4a to 14d... Spark plug, 15... Ignition device,
16...Control unit, 17...Fuel tank, 18...
Fuel sensor, 19a to 19d... Injector, 20
... Delivery pipe, 21 ... Main hose, 22
...Return hose. Applicant's representative Patent attorney Takehiko Suzue 1st prisoner
Claims (1)
タンクから供給される燃料を燃焼させて動力を発生する
内燃機関と、この内燃機関と上記燃料タンクとの間の燃
料供給経路の下流側に設けられ供給燃料の組成を検出す
る燃料センサと、この燃料センサによる供給燃料の組成
検出結果に応じて上記内燃機関における燃料供給・燃焼
動作を制御する手段とを具備したことを特徴とする内燃
機関の制御装置。A fuel tank in which multiple types of fuel are stored, an internal combustion engine that generates power by burning the fuel supplied from the fuel tank, and a downstream side of the fuel supply path between the internal combustion engine and the fuel tank. An internal combustion engine comprising: a fuel sensor for detecting the composition of the supplied fuel; and means for controlling fuel supply and combustion operations in the internal combustion engine according to the detected composition of the supplied fuel by the fuel sensor. control device.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP26832487A JPH01113528A (en) | 1987-10-26 | 1987-10-26 | Control device for internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP26832487A JPH01113528A (en) | 1987-10-26 | 1987-10-26 | Control device for internal combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH01113528A true JPH01113528A (en) | 1989-05-02 |
Family
ID=17456959
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP26832487A Pending JPH01113528A (en) | 1987-10-26 | 1987-10-26 | Control device for internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH01113528A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7673613B2 (en) | 2007-07-23 | 2010-03-09 | Denso Corporation | Controller for internal combustion engine |
| US8463524B2 (en) | 2008-08-29 | 2013-06-11 | Denso Corporation | Air quantity control device of internal combustion engine |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5666424A (en) * | 1979-11-01 | 1981-06-04 | Nissan Motor Co Ltd | Internal combustion engine |
| JPS56104131A (en) * | 1980-01-25 | 1981-08-19 | Hitachi Ltd | Internal combustion engine control device |
-
1987
- 1987-10-26 JP JP26832487A patent/JPH01113528A/en active Pending
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5666424A (en) * | 1979-11-01 | 1981-06-04 | Nissan Motor Co Ltd | Internal combustion engine |
| JPS56104131A (en) * | 1980-01-25 | 1981-08-19 | Hitachi Ltd | Internal combustion engine control device |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7673613B2 (en) | 2007-07-23 | 2010-03-09 | Denso Corporation | Controller for internal combustion engine |
| US8463524B2 (en) | 2008-08-29 | 2013-06-11 | Denso Corporation | Air quantity control device of internal combustion engine |
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