JPH03107561A - Throttle valve opening minimum value learning method - Google Patents
Throttle valve opening minimum value learning methodInfo
- Publication number
- JPH03107561A JPH03107561A JP24225389A JP24225389A JPH03107561A JP H03107561 A JPH03107561 A JP H03107561A JP 24225389 A JP24225389 A JP 24225389A JP 24225389 A JP24225389 A JP 24225389A JP H03107561 A JPH03107561 A JP H03107561A
- Authority
- JP
- Japan
- Prior art keywords
- throttle valve
- valve opening
- minimum value
- intake air
- value
- 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
- 238000000034 method Methods 0.000 title claims description 8
- 238000001514 detection method Methods 0.000 claims description 11
- 238000002485 combustion reaction Methods 0.000 claims description 7
- 239000000446 fuel Substances 0.000 abstract description 12
- 238000002347 injection Methods 0.000 abstract description 4
- 239000007924 injection Substances 0.000 abstract description 4
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 4
- 230000000694 effects Effects 0.000 description 3
- 230000001133 acceleration Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 239000007789 gas Substances 0.000 description 2
- 230000000630 rising effect Effects 0.000 description 2
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 230000001276 controlling effect Effects 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 239000002828 fuel tank Substances 0.000 description 1
- 230000007935 neutral effect Effects 0.000 description 1
- 239000001301 oxygen Substances 0.000 description 1
- 229910052760 oxygen Inorganic materials 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 230000004043 responsiveness Effects 0.000 description 1
- 239000007858 starting material Substances 0.000 description 1
- 230000002123 temporal effect Effects 0.000 description 1
- 238000011144 upstream manufacturing Methods 0.000 description 1
Landscapes
- Combined Controls Of Internal Combustion Engines (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
Description
【発明の詳細な説明】
〔産業上の利用分野〕
本発明は、内燃機関の絞り弁全閉状態を検出する方法に
関する。DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a method for detecting a fully closed throttle valve state of an internal combustion engine.
従来の装置は、特公昭６３−１５４６７号に記載のよ゛
うに、絞り弁開度信号が記憶最低信号の値を下回った場
合に、その値を新たに最低信号どして記憶することとし
ている。In the conventional device, as described in Japanese Patent Publication No. 15467/1983, when the throttle valve opening signal falls below the value of the stored minimum signal, that value is stored as a new minimum signal. .
上記従来技術は、電気的ノイズ信号の点について配慮が
されておらず、運転途中−・担最低値（最小値）が通常
より、小さな値に誤学習された場合、最小値を修正でき
ず、絞り弁全閉検出に基づく制御、即ち減速時燃料カッ
１−や点火時期やアイドル回転数制御を正確に行なえな
い現象が発生する。The above conventional technology does not take electrical noise signals into consideration, and if the minimum value (minimum value) is incorrectly learned to be a smaller value than usual during operation, the minimum value cannot be corrected. A phenomenon occurs in which the control based on the detection of the throttle valve being fully closed, that is, the fuel intake during deceleration, the ignition timing, and the idle speed control cannot be performed accurately.
本発明の目的は、絞り弁開度の誤学習を修正し、絞り弁
全閉検出を信頼性高いものにすることにある。An object of the present invention is to correct erroneous learning of the throttle valve opening degree and to make the throttle valve fully closed detection highly reliable.
本発明の他の目的は、減速時絞り弁全閉検出を早め、全
閉時制御の応答性を高めることにある。Another object of the present invention is to speed up the detection of full closure of the throttle valve during deceleration and improve the responsiveness of control when the throttle valve is fully closed.
上記目的を達成するために、絞り弁開度検出手段以外で
、絞り弁全閉相当の検出手段を加え、さらに記憶してあ
る絞り弁開度最小値を増加方向に修正する手段を設けた
ものである。In order to achieve the above object, in addition to the throttle valve opening detection means, a detection means corresponding to a fully closed throttle valve is added, and a means for correcting the stored minimum throttle valve opening value in an increasing direction is provided. It is.
上記他の目的を達成するために、絞り弁全閉相当を検出
した時に、全閉検知とするようにしたものである。In order to achieve the other object mentioned above, when the throttle valve is detected to be equivalent to being fully closed, it is determined that the throttle valve is fully closed.
吸入空気量２機関回転数あるいは吸入負圧によって、あ
るいはそれに基づく値によって、絞り弁の全閉相当を検
出し、その時、記憶している絞り弁開度の最小値が、そ
の時の絞り弁開度より小さい時、最小値を増加方向に修
正する。この全閉栓一
出は、減速状態のみ成立するようにし、最小値の増加は
、その時の絞り弁開度と等しくなるように行うので、制
御系においては本来目的とする事象が得られる。Intake Air Volume 2 The throttle valve is fully closed, which is detected by the engine speed or suction negative pressure, or by a value based on that, and the minimum value of the throttle valve opening that is stored at that time is the throttle valve opening at that time. When it is smaller, the minimum value is modified in the increasing direction. This complete closure is made so that only the deceleration state is established, and the minimum value is increased so that it becomes equal to the throttle valve opening at that time, so that the originally intended event can be obtained in the control system.
以下、本発明の一実施例を第１図を用いて説明する。１
のエアクリーナを通った吸入空気量は、一部が２のバイ
パス通路を通過する際、３の吸入空気量センサによって
計測される。４の燃料タング内の燃料は、５の燃料ポン
プによって加圧され６のプレッシャールギュレータによ
って調圧し、７のインジェクタへ供給される。７のイン
ジェクタは、１５の制御装置で演算された噴射パルス幅
の時間だけ１８のクランク角センサの信号に同期して、
又は加速検出特等前記クランク角センサの信号には非同
期の一定周期ごとに開弁し内燃機関へ燃料を供給する。An embodiment of the present invention will be described below with reference to FIG. 1
The amount of intake air that has passed through the air cleaner is measured by the intake air amount sensor 3 when a portion thereof passes through the bypass passage 2. The fuel in the fuel tank 4 is pressurized by the fuel pump 5, the pressure is regulated by the pressure regulator 6, and the fuel is supplied to the injector 7. The injector 7 synchronizes with the signal of the crank angle sensor 18 for a time corresponding to the injection pulse width calculated by the control device 15.
Or, in response to the signal from the crank angle sensor for acceleration detection, the valve opens at regular intervals asynchronously to supply fuel to the internal combustion engine.
９は内燃機関の吸入空気量を調節する絞り弁であり、１
ｏは前記絞り弁開度を検出する絞り弁開度センサである
。前記絞り弁開度センサは、後で述べる１５の制御装置
に接続されており、所定時間ごとの前記絞り弁開度セン
サの出力変化量から、加速又は減速を判定したり、前記
絞り弁慶センサの出力と所定値とを比較することで、内
燃機関の運転状態が、絞り弁全閉状態のアイドルである
か、所定開度以上であれば高負荷状態である等を検出す
る。１１は、アイドルスピードコントロール（ＩＳＯ）
バルブであり、前記絞り弁の上流と下流を結ぶバイパス
通路の面積を後で述べる１５の制御装置の駆動信号によ
って変化させ、吸入空気量を調節する。主にアイドル回
転数が目標値となる様、吸入空気量を調整したり、エア
コン等外部負荷が接続又は切断された際、回転落ちや吹
は上がり等不用な回転変動が起こらぬ様制御する。9 is a throttle valve that adjusts the intake air amount of the internal combustion engine;
o is a throttle valve opening sensor that detects the throttle valve opening. The throttle valve opening sensor is connected to 15 control devices described later, and determines acceleration or deceleration based on the amount of change in the output of the throttle valve opening sensor at predetermined time intervals. By comparing the output with a predetermined value, it is detected whether the operating state of the internal combustion engine is idling with the throttle valve fully closed, or if the opening is equal to or greater than a predetermined opening, it is in a high load state. 11 is idle speed control (ISO)
The area of the bypass passage connecting the upstream and downstream sides of the throttle valve is changed by a drive signal from 15 control devices, which will be described later, to adjust the amount of intake air. Mainly, the amount of intake air is adjusted so that the idle speed is at the target value, and when an external load such as an air conditioner is connected or disconnected, control is performed to prevent unnecessary rotation fluctuations such as drop in rotation or increase in speed.
１２は点火コイルであり、１５の制御装置は、各種セン
サからの入力から点火時期を演算し、１７のロータと１
８のクランク角センサにより内燃機関の所定のクランク
角を示すＲＥＦ信号を基準に１次側電圧を制御すること
で、１６のディストリビュータによって配電を行ない所
定の気筒に点火を行なう。１３は温度センサであり内燃
機関の暖機状態を検出し、１５の制御装置へ信号を与え
る。12 is an ignition coil, 15 a control device calculates ignition timing from inputs from various sensors, and 17 rotors and 1
By controlling the primary side voltage using a REF signal indicating a predetermined crank angle of the internal combustion engine using a crank angle sensor 8, power is distributed by a 16 distributor to ignite a predetermined cylinder. A temperature sensor 13 detects the warm-up state of the internal combustion engine and provides a signal to the control device 15.
最後に１４は、排気ガス中の酸素濃度を検知する０２セ
ンサである。１５の制御装置は、３の吸入空気量センサ
によって計測された吸入空気量信号Ｑａと１８のクラン
ク角センサのＲＥＦ信号の周期から求めたエンジン回転
数から各運転状態で要求される基本燃料対量を示すパル
ス幅を求め各種センサから求めた補正係数乗じ、７のイ
ンジェクタの所で述べた噴射パルス幅を求める。Finally, 14 is an 02 sensor that detects the oxygen concentration in exhaust gas. The control device 15 calculates the basic fuel amount required in each operating state from the engine rotation speed obtained from the intake air amount signal Qa measured by the intake air amount sensor 3 and the period of the REF signal of the crank angle sensor 18. Find the pulse width that indicates this, and multiply it by the correction coefficients found from various sensors to find the injection pulse width mentioned in section 7 of the injector.
第２図は、制御装置１５の内部を示したものである。入
力部には、クランク角基準信号１０１ＲＥＦパルスのパ
ルス入力部１５０、第１図には図示していないスタータ
ＳＷ信号１１１．エアコンＳＷ信号１１２．ニュートラ
ルＳＷ信号１１３等のディジタル入力部１５１．吸入空
気量信号１２１、絞り弁開度信号１２２９機関の水温信
号１２３．０２信号１２４．バッテリ電圧信号の１２５
のアナログディジタル入力部１５２がある。FIG. 2 shows the inside of the control device 15. As shown in FIG. The input section includes a pulse input section 150 for the crank angle reference signal 101REF pulse, and a starter SW signal 111. which is not shown in FIG. Air conditioner SW signal 112. Digital input section 151 for neutral SW signal 113, etc. Intake air amount signal 121, throttle valve opening signal 1229, engine water temperature signal 123.02, signal 124. 125 of the battery voltage signal
There is an analog digital input section 152.
電源回路工の１５３は、ディジタル回路用の電源電圧と
アナログディジタル変換用基準電圧を作っている。電源
回路■の］−５９は、ＲＡＭ １５６の電源回路であり
、常時バッテリに接続されている。Power supply circuit engineer 153 creates power supply voltage for digital circuits and reference voltage for analog-to-digital conversion. The power supply circuit (2)]-59 is a power supply circuit for the RAM 156, and is always connected to the battery.
１５８はマイクロプロセッサであり、燃料噴射量、点火
時期等を各センサ入力に応じて演算する。158 is a microprocessor that calculates fuel injection amount, ignition timing, etc. according to each sensor input.
１５７はリートオンリメモリであり、プログラム及び固
定のデータが格納されており、１５６はＲＡ、Ｍ（ラン
ダムアクセスメモリ）であり、−時的なデータや、演算
結果が格納される。１５５はパルス出カポ−１へであり
、インジェクタ、点火コイル、へのパルス出力インシエ
クタ駆動信号２０１゜点火信号２０２．アイトルスピー
ドコントロールハルブへのチューティ出力ＩＳＣバルブ
駆動信号２０３を行う。１５４は、ＯＮ、ＯＦＦのディ
ジタル出力を行い、図示していないエアコンリレー出力
、故障表示ランプ出力２０５等を出力する。157 is a read-only memory in which programs and fixed data are stored, and 156 is RA, M (random access memory) in which temporal data and calculation results are stored. 155 is a pulse output to the capo-1, and a pulse output injector drive signal 201 to the injector and ignition coil, an ignition signal 202. Tutee output ISC valve drive signal 203 to the Aitor Speed Control Halve is performed. 154 performs digital output of ON and OFF, and outputs an air conditioner relay output, a failure indicator lamp output 205, etc. (not shown).
第３図、第４図、第５図は、本発明の一実施例のフロー
チャ＝１・である。第３図の３０１は、イグニッション
キーＳＷがＯＦＦからＯＮになった時の図示していない
リセツ１−信号にて起動される。FIG. 3, FIG. 4, and FIG. 5 are flowcharts of one embodiment of the present invention. 301 in FIG. 3 is activated by a reset 1- signal (not shown) when the ignition key SW is turned from OFF to ON.
３０２では、１５０，１５１．．１５２，１．５４゜１
５５及びＲＡ、Ｍ１５６等のイニシャライズ処理を行う
。３０３では、水温によりテーブル検索し、前述ワック
ス特性に見合った絞り弁全閉開度ｔ： ｈ ｉ ｄ ｌ
ｓを計算し、３０４ては絞り弁開度ｔν０の最小値１
；ｈｊ、ｄｌにｔｈｊｄｌｓを初期値として格納する。302, 150, 151. ．． 152, 1.54゜1
55, RA, M156, etc. In 303, a table search is performed based on the water temperature, and the throttle valve fully closed opening degree t that matches the aforementioned wax characteristics is determined: h i d l
s is calculated, and 304 is the minimum value 1 of the throttle valve opening tν0.
; Store thjdls in hj and dl as initial values.
第４図の３０５はクランク角センサ１８からクランク角
１８０°毎に出力されるパルスの立上りにて起動される
。クランク角１８０°の周期時間は、図示していないカ
ウンタでカラン１−され、クランク角パルスの立上りで
ランチされる。その値ｔｓにｔを３０６でリードし、３
０６では、ｔｓｇｔよりエンジン回転数ｎｃをｉＳ１算
する。計算式は、ランク角１８０°毎の処理の終了処理
を行し）、中断した処理へ戻る。305 in FIG. 4 is activated at the rising edge of a pulse output from the crank angle sensor 18 every 180 degrees of crank angle. The cycle time of the crank angle of 180° is counted by a counter (not shown) and is started at the rising edge of the crank angle pulse. Lead t by 306 to that value ts, 3
In 06, the engine rotation speed nc is calculated by iS1 from tsgt. The calculation formula performs termination processing for each rank angle of 180°) and returns to the interrupted processing.
第５図の３０９は１０ ｍ ｓ毎の周期で起動される。309 in FIG. 5 is activated at a cycle of every 10 ms.
３」０では吸入空気量センサ３の出力信号をＡ／［）変
換し、吸入空気量ｑａ を算出する。３１１では、負圧
情報としても使用するＣｘ を算出する。3"0, the output signal of the intake air amount sensor 3 is converted to A/[) to calculate the intake air amount qa. In step 311, Cx, which is also used as negative pressure information, is calculated.
計算式は、Ｃｘ” ｑａ’ｋ ｔ ｓ ｇ ｔ ＊ Ｋ
Ｃｘであり、１シリンダ当りに流れている空気量に比例
する。The calculation formula is Cx” qa'k t s g t * K
Cx, which is proportional to the amount of air flowing per cylinder.
よって、Ｃｘとインテークマニホールド内の負圧はほぼ
反比例関係にある。３１２ては絞り弁開度センサ１０の
出力信号をＡ／Ｄ変換しｔｖｏｍをリードし３１３では
電圧ｔｖｏｍから、角度単位のｔｖｏを計算する。３１
４，３１５は、減速時、全閉相当か否かの判定を行って
いる。３１４では、エンジン回転数が一定回転数ＫＳＮ
ＤＪＬ（１６００ｒｐｍ）より犬かの判定を行い、３１
５ては、Ｃｘが一定値ＫＳＣＥＤｊ’（６００ｍｍＨｇ
未満かの判定を行っている。両者成立時は、高回転から
の全閉減速相当の状態であり、システムの処理も本来全
閉として、処理すべき状態にある。よって、３］−６で
は、システムが全閉として認識できない状態、つまり絞
り弁開度ｔｖｏが、アイドル開度ｔｈｊｄｌ をより大
きい時は、３１８で強制的に、アイドル開度ｔｈｉｄｌ
をｔｖｏと同し値にまで増加させる処理を行う。Therefore, Cx and the negative pressure within the intake manifold are approximately inversely proportional. At 312, the output signal of the throttle valve opening sensor 10 is A/D converted to read tvom, and at 313, tvo in angle units is calculated from the voltage tvom. 31
No. 4,315 determines whether or not the valve is fully closed during deceleration. 314, the engine speed is a constant speed KSN
Judging whether it is a dog from DJL (1600 rpm), 31
5, Cx is a constant value KSCEDj' (600mmHg
It is determined whether the value is less than or equal to the value. When both are satisfied, the state is equivalent to fully closed deceleration from high rotation, and the system should originally process as fully closed. Therefore, in 3]-6, when the system cannot be recognized as fully closed, that is, when the throttle valve opening tvo is larger than the idle opening thjdl, the idle opening thidl is forcibly changed in 318.
Processing is performed to increase tvo to the same value as tvo.
３１７では、３］、４，３１５が不成立の時であり、水
温によりワックス８が膨張し、アイドル開度が小さくな
るのを追いかける形て、ｔｖｏ＜ｔｈｊｄｌ成立時には
、３］８で、ｔｈｊ、ｄｌ、 ＝ ｔ ｖｏ処理を行う
。In 317, 3], 4, and 315 do not hold, and as the wax 8 expands due to water temperature and the idle opening decreases, when tvo<thjdl holds, 3]8, thj, dl. , = Perform t vo processing.
３１．９，３２０，３２１では、走行中の場合３１７の
条件不成立時に、水温上昇に応じてｔｈｉｄｌが小さく
なるよう処理を行う。３２３，３２４，３２５では、ｔ
ｖｏがアイドル開度であるか否かの判定処理を行う。ｘ
ｉｄｌはフラグてあり、アイドル時に３２４でセラ１〜
され、アイドル外では３２５でリセッ１−される。３２
３のｋｓｔｖは、アイドル判定用のオフセット分てあり
、特にフローチャートでは示していないが、ｘｉｄｌ
＝ Ｏの時、０ 、７ ｄｅｇ、 ｘｊｄｌｌの時、１
．４ｄｅｇとなる値である。３２６でアイドル判定処理
を終了する。In steps 31.9, 320, and 321, when the condition 317 is not satisfied while the vehicle is running, processing is performed so that thidl becomes smaller in accordance with the rise in water temperature. 323, 324, 325, t
A process for determining whether vo is the idle opening degree is performed. x
Idl has a flag, and when idle it is 324 and Sera 1~
and is reset at 325 outside of idle. 32
kstv of 3 has an offset for idle determination, and although it is not particularly shown in the flowchart, xidl
= When O, 0, 7 deg, When xjdll, 1
．． This is a value of 4deg. At 326, the idle determination process ends.
本発明によれば、絞り弁開度の最小値の誤学習を修正で
きるので、運転中、アイドル判定を正確にでき、燃料カ
ット、点火時期、アイドル回転数制御を正常に動作させ
る効果がある。According to the present invention, since erroneous learning of the minimum value of the throttle valve opening can be corrected, idle judgment can be made accurately during operation, and fuel cut, ignition timing, and idle rotation speed control can be operated normally.
また、減速時、アイ１〜ル検知を早めることができ、例
えば、ダッシュポットによってアイドル近辺の絞り弁の
戻りを除に行う装置をつけたとしても、不要な燃料を噴
射することなく燃料カットを行えるので、燃費排気ガス
の浄化を向上の効果もある。In addition, when decelerating, idle detection can be made faster. For example, even if a dashpot is installed to prevent the throttle valve from returning near the idle, the fuel can be cut off without injecting unnecessary fuel. This has the effect of improving fuel efficiency and purifying exhaust gas.
第１図は本発明の一実施例のシステム構成図、第２図は
第１図のコントロールユニット内の回路構成図、第３図
、第４図、第５図はフローチャートである。
７・・・インジェクタ、３・・・吸入空気量センサ、９
・・・絞り弁、１０・・・絞り弁開度センサ、１８・・
・クランク角センサ、１１・・・アイドルスピードコン
トロー１１−FIG. 1 is a system configuration diagram of an embodiment of the present invention, FIG. 2 is a circuit configuration diagram within the control unit of FIG. 1, and FIGS. 3, 4, and 5 are flowcharts. 7... Injector, 3... Intake air amount sensor, 9
... Throttle valve, 10... Throttle valve opening sensor, 18...
・Crank angle sensor, 11...Idle speed controller 11-
Claims (1)
機関回転数検出手段、絞り弁開度検出手段、運転状態に
応じ絞り弁開度検出手段による絞り弁開度情報の最小値
を判定し、記憶する手段を有した装置において、全閉相
当の減速検知手段を設け、かつその条件下で記憶してあ
る絞り弁開度の最小値を増加方向に一担修正するように
したことを特徴とする絞り弁開度の最小値学習方法。 ２、特許請求の範囲第１項において、全閉相当の減速検
出手段を、吸入空気量と機関回転数あるいは吸入負圧に
よつて、あるいはそれらに基因する値を特定値と比較す
ることによつて行うことを特徴とする絞り弁開度の最小
値学習方法。 ３、特許請求の範囲第１項または第２項において、全閉
相当の減速検知時に、絞り弁開度の最小値を増加方向に
一担修正する処理とその値は、その時の絞り弁開度検出
値がその最小値より大きい場合とし、その時の絞り弁開
度検出値を最小値とすることによつて行うことを特徴と
する絞り弁開度の最小値学習方法。[Claims] 1. Means for detecting intake air amount or intake negative pressure of an internal combustion engine;
In a device having an engine rotation speed detection means, a throttle valve opening detection means, and a means for determining and storing the minimum value of throttle valve opening information by the throttle valve opening detection means according to the operating state, 1. A method for learning the minimum value of a throttle valve opening, characterized in that a detecting means is provided and the minimum value of the throttle valve opening stored under that condition is corrected in an increasing direction. 2. In claim 1, the deceleration detection means equivalent to fully closed is determined by the amount of intake air, engine speed, or negative intake pressure, or by comparing values based on these with a specific value. A method for learning the minimum value of the throttle valve opening. 3. In claim 1 or 2, when a deceleration equivalent to a fully closed state is detected, the minimum value of the throttle valve opening is corrected by one step in the increasing direction, and the value is the throttle valve opening at that time. A method for learning the minimum value of a throttle valve opening, characterized in that the detected value is larger than the minimum value, and the throttle valve opening detected value at that time is set as the minimum value.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP24225389A JPH03107561A (en) | 1989-09-20 | 1989-09-20 | Throttle valve opening minimum value learning method |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP24225389A JPH03107561A (en) | 1989-09-20 | 1989-09-20 | Throttle valve opening minimum value learning method |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH03107561A true JPH03107561A (en) | 1991-05-07 |
Family
ID=17086523
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP24225389A Pending JPH03107561A (en) | 1989-09-20 | 1989-09-20 | Throttle valve opening minimum value learning method |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH03107561A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH04241762A (en) * | 1991-01-09 | 1992-08-28 | Japan Electron Control Syst Co Ltd | Idle detecting device for internal combustion engine |
| US5477826A (en) * | 1992-05-25 | 1995-12-26 | Nippondenso Co., Ltd. | Throttle control apparatus for internal combustion engine |
-
1989
- 1989-09-20 JP JP24225389A patent/JPH03107561A/en active Pending
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH04241762A (en) * | 1991-01-09 | 1992-08-28 | Japan Electron Control Syst Co Ltd | Idle detecting device for internal combustion engine |
| US5477826A (en) * | 1992-05-25 | 1995-12-26 | Nippondenso Co., Ltd. | Throttle control apparatus for internal combustion engine |
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