JPS58160530A - Torque fluctuation control method of internal-combustion engine - Google Patents
Torque fluctuation control method of internal-combustion engineInfo
- Publication number
- JPS58160530A JPS58160530A JP57043359A JP4335982A JPS58160530A JP S58160530 A JPS58160530 A JP S58160530A JP 57043359 A JP57043359 A JP 57043359A JP 4335982 A JP4335982 A JP 4335982A JP S58160530 A JPS58160530 A JP S58160530A
- Authority
- JP
- Japan
- Prior art keywords
- engine
- torque
- fluctuations
- torque fluctuation
- fluctuation
- 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
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
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D41/0047—Controlling exhaust gas recirculation [EGR]
- F02D41/005—Controlling exhaust gas recirculation [EGR] according to engine operating conditions
-
- 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
- F02D41/14—Introducing closed-loop corrections
- F02D41/1497—With detection of the mechanical response of the engine
- F02D41/1498—With detection of the mechanical response of the engine measuring engine roughness
-
- 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)
- Electrical Control Of Ignition Timing (AREA)
- Exhaust-Gas Circulating Devices (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
Description
【発明の詳細な説明】
本発明は、内燃機関のトルク変動制御方法に係り、特に
、排気ガス浄化対策が施された自動車用エンジンに用い
るのに好適な、内燃機関の・トルク変動制御方法に関す
る。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a method for controlling torque fluctuations in an internal combustion engine, and more particularly to a method for controlling torque fluctuations in an internal combustion engine, which is suitable for use in an automobile engine that is equipped with exhaust gas purification measures. .
一般に、内燃機関においては、エンジン燃焼圧力変動等
にともなって、トルク変動が発生し、これにより、車両
が前後にガクガクと振動する現象等を発生することがあ
った。従って従来は、空燃比や排気ガス再循環量、点火
時期等を、エンジンのトルク変動が出ないように予め設
定するようにしていたが、これらのエンジン諸元に畔、
いろいろな性能が影響しており、空燃比と排気ガス再循
環１は、排気ガス浄化対策により設定され、又、点火時
期は、ノッキング防止やエンジン出力性能により決定さ
れている。しかしながら、車両特性（駆動系、車両諸元
）の違いや各エンジン単体の違いにより、最適値が異る
ため、あらゆる環境条件やエンジン使用域に対して、前
記のようなエンジン諸元が常に最適値をとるようにマツ
チングをとって各諸元を設定することは難しく、特殊な
使用条件や、車両の個体差により、エンジントルク変動
が発生して、車両が前後にガクガクと振動したり、或い
は、エンジンのトルク変動を押さえるために、燃費性能
等が犠牲になってい九〇本発明は、前記従来の欠点を解
消するべ（なされたもので、車両特性の違いやエンジン
個性の違いに拘らず、あらゆる環境条件やエンジン使用
域で、トルク変動を確実に防止することができる内燃機
関のトルク変動制御方法を提供することを、第１の目的
とする。Generally, in an internal combustion engine, torque fluctuations occur due to fluctuations in engine combustion pressure, etc., and this sometimes causes phenomena such as jerky vibrations of the vehicle back and forth. Therefore, in the past, the air-fuel ratio, exhaust gas recirculation amount, ignition timing, etc. were set in advance to prevent engine torque fluctuations, but depending on these engine specifications,
Various performance factors influence the performance, and the air-fuel ratio and exhaust gas recirculation 1 are set based on exhaust gas purification measures, and the ignition timing is determined based on knock prevention and engine output performance. However, the optimal values differ due to differences in vehicle characteristics (drive system, vehicle specifications) and differences in each engine, so the engine specifications listed above are always optimal for all environmental conditions and engine usage ranges. It is difficult to match and set each specification so that it takes the value, and due to special usage conditions or individual differences between vehicles, engine torque fluctuations may occur, causing the vehicle to vibrate back and forth, or In order to suppress engine torque fluctuations, fuel efficiency, etc. are sacrificed.The present invention has been made to eliminate the above-mentioned conventional drawbacks, regardless of differences in vehicle characteristics or engine characteristics. A first object of the present invention is to provide a method for controlling torque fluctuations in an internal combustion engine that can reliably prevent torque fluctuations under all environmental conditions and engine usage ranges.
又、本発明は、前記第１の目的に加えて、トルク変動が
許容範囲内にある場合には、排気ガス浄化性能、エンジ
ン出力性能、燃費性能等を向上することができる内燃機
関のトルク変動制御方法を提供することを、第２の目的
とする。In addition to the first object, the present invention also provides a method for controlling torque fluctuations of an internal combustion engine, which can improve exhaust gas purification performance, engine output performance, fuel efficiency, etc., when the torque fluctuations are within an allowable range. A second purpose is to provide a control method.
本発明は、内燃機関のトルク変動制御方法において、エ
ンジンのトルク変動を、エンジン回転変動、車両前後方
向の加速度、エンジン燃焼圧力変動、変速機軸の捩れ角
の少なくとも１つから検出し、検出されたトルク変動に
応じて、排気ガス再循環量、点火時期、空燃比の少なく
とも１つをフィードバック制御し、エンジンのトルク変
動を軽減するようにして、前記第１の目的を達成したも
のである。The present invention provides a torque fluctuation control method for an internal combustion engine, in which engine torque fluctuation is detected from at least one of engine rotation fluctuation, vehicle longitudinal acceleration, engine combustion pressure fluctuation, and transmission shaft torsion angle. The first object is achieved by feedback-controlling at least one of exhaust gas recirculation amount, ignition timing, and air-fuel ratio in response to torque fluctuations to reduce engine torque fluctuations.
又、同じく内燃機関のトルク変動制御方法において、エ
ンジンのトルク変動を、エンジン回転変動、車両前後方
向の加速度、エンジン燃焼圧力変動、変速機軸の捩れ角
の少なくとも１つから検出し、検出されたトルク変動が
第１の所定値を超えている場合には、トルク変動が該第
１の所定値以下となる迄、排気ガス再循ａｔ、点火時期
、空燃比の少なくとも１つをフィードバック制御して、
エンジンのトルク変動を軽減し、一方、検出されたトル
ク変動が、前記第１の所定値より小ざい第２の所定値未
満である場合には、トルク変動が該第２０所足値以上と
なる迄、排気ガス再循環量、点火時期、空燃比の少なく
とも１つを最適制御し、排気ガス浄化性能、エンジン出
力性能、燃費性能等を向上するようにして、前記第１の
目的に加えて、前記第２の目的を達成したものである。Further, in the same method for controlling torque fluctuations in an internal combustion engine, engine torque fluctuations are detected from at least one of engine rotation fluctuations, acceleration in the longitudinal direction of the vehicle, engine combustion pressure fluctuations, and torsion angle of a transmission shaft, and the detected torque is detected. If the fluctuation exceeds the first predetermined value, feedback control is performed on at least one of exhaust gas recirculation, ignition timing, and air-fuel ratio until the torque fluctuation becomes equal to or less than the first predetermined value,
The torque fluctuation of the engine is reduced, and on the other hand, when the detected torque fluctuation is smaller than the first predetermined value and less than the second predetermined value, the torque fluctuation becomes equal to or greater than the 20th predetermined value. In addition to the first objective, by optimally controlling at least one of the exhaust gas recirculation amount, ignition timing, and air-fuel ratio to improve exhaust gas purification performance, engine output performance, fuel efficiency, etc. This achieves the second objective.
更に、前記トルク変動を、人間の体感振動特性に合わせ
たフィルタを介して抽出するようにしたものである。Furthermore, the torque fluctuations are extracted through a filter that is matched to human-sensible vibration characteristics.
以下図面を参照して、本発明に係る内燃機関のトルク変
動制御方法が採用された、自動車用エンジンの電子制御
装置の実施例を詳細に説明する。DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of an electronic control device for an automobile engine in which a method for controlling torque fluctuations in an internal combustion engine according to the present invention is adopted will be described in detail with reference to the drawings.
本実施例は、゛第１図に示す如（、外気を取入れ。In this embodiment, as shown in Fig. 1, outside air is taken in.
るためのエアクリーナ１１と、エンジンの吸気通路に配
設された、エンジンの吸入空気流量を検出するためのエ
アフローメータ１２と、吸気通路中に配設され、運転席
に配設されたアクセルペダル（図示省略）と連動して開
閉するようにされた、吸入空気の流量を制御するための
絞り弁１４と、吸気マニホルド１６に配設された、エン
ジン１０の吸気ボートに向けて燃料を噴射するためのイ
ンジェクタ１８と、エンジン１０のクランク軸１０１の
先端に固着された歯車２０の回転からエンジン回転状態
を検出する几めの、例えば電磁ピックアップからなるエ
ンジン回転センサ２２と、エンジン１０のクランク軸の
回転と連動して回転するディストリビュータ軸を有し、
点火信号會各気筒の点火プラグ２６に分配するためのデ
ィストリビュータ２８と、排気マニホルド３０と触媒コ
ンバータ３２の間の排気管３１に形成された吸気孔３１
＆と絞り弁１４と吸気マニホルド１６０間の吸気管１５
に形成された吸気孔１５ｍを連通する、途中に排気ガス
再循環量制御弁（以下ＥＧＲ弁と称する）３４が配設さ
れた排気ガス再循環通路（以下ＥＧＲ通路と称する）３
６と、前記エアフローメータ１２出力の吸入空気流量と
前記エンジン回転センサ２２の出力から求められるエン
ジン回転数に応じてエンジン一工程当りの基本噴射量を
算出すると共に、これを、前記絞り弁１４の開度、空燃
比、エンジン冷却水ＩＢ郷に応じて補正することによっ
て、燃料噴射量を決定して前記インジェクタ１８に開弁
時間信号を出力し、又、エンジン運転状態に応じて点火
時期を決定してディストリビュータ２８に点火信号を出
力し、更に、同じ（エンジン運転状態に応じて排気ガス
再循環量（以下ＥＧＲ量と称する）ｔ−決定して前記Ｅ
ＧＲ弁３４の開度を制御するデジタル制御回路４０とを
備えた自動軍用エンジン１０の電子制御装置において、
前記デジタル制御回路４０？ｂ内で、エンジンのトルク
変動を、前記エンジン回転センナ２２の出力から求めら
れるエンジン回転変動から検出し、検出されたトルク変
動が第１の所定値を超えている場合には、トルク変動が
該第１の所定値以下となる迄、ＥＧＲｌｉ、点火時期、
空燃比（燃料噴射量）をフィードバック制御して、エン
ジンのトルク変動を軽減し、一方、検出されたトルク変
動が、前記第１の所定値より小さい第２の所定値未満で
ある場合には、トルク変動が該第２の所定値以上となる
迄、ＥＧＲ量、点火時期、空彎比を最適制御して、排気
ガス浄化性能、エンジン出力性能、燃費性能を向上する
ようにしたものである。an air cleaner 11 disposed in the intake passage of the engine for detecting the intake air flow rate of the engine; and an accelerator pedal disposed in the intake passage and disposed at the driver's seat. a throttle valve 14 for controlling the flow rate of intake air, which is opened and closed in conjunction with a valve (not shown), and a throttle valve 14 for injecting fuel toward the intake boat of the engine 10, which is disposed in the intake manifold 16. , an engine rotation sensor 22 consisting of, for example, an electromagnetic pickup, which detects the engine rotation state from the rotation of a gear 20 fixed to the tip of the crankshaft 101 of the engine 10, and a rotation of the crankshaft of the engine 10. It has a distributor shaft that rotates in conjunction with the
A distributor 28 for distributing the ignition signal to the spark plugs 26 of each cylinder, and an intake hole 31 formed in the exhaust pipe 31 between the exhaust manifold 30 and the catalytic converter 32.
& intake pipe 15 between throttle valve 14 and intake manifold 160
An exhaust gas recirculation passage (hereinafter referred to as the EGR passage) 3 in which an exhaust gas recirculation amount control valve (hereinafter referred to as the EGR valve) 34 is disposed in the middle, which communicates with the intake hole 15m formed in the
6, the basic injection amount per engine stroke is calculated according to the intake air flow rate of the air flow meter 12 output and the engine rotation speed determined from the output of the engine rotation sensor 22, and this is The fuel injection amount is determined by correcting it according to the opening degree, air-fuel ratio, and engine cooling water IB ratio, and a valve opening time signal is output to the injector 18, and the ignition timing is determined according to the engine operating state. The ignition signal is output to the distributor 28, and the same (exhaust gas recirculation amount (hereinafter referred to as EGR amount) t- is determined according to the engine operating condition) and the EGR amount is determined.
An electronic control device for an automatic military engine 10 including a digital control circuit 40 that controls the opening degree of the GR valve 34,
The digital control circuit 40? In step b, engine torque fluctuations are detected from engine rotational fluctuations determined from the output of the engine rotation sensor 22, and if the detected torque fluctuations exceed a first predetermined value, the torque fluctuations are determined to correspond to the engine rotational fluctuations. EGRli, ignition timing,
Feedback control of the air-fuel ratio (fuel injection amount) is performed to reduce engine torque fluctuation, and on the other hand, if the detected torque fluctuation is less than a second predetermined value that is smaller than the first predetermined value, The EGR amount, ignition timing, and air curvature ratio are optimally controlled until the torque fluctuation exceeds the second predetermined value, thereby improving exhaust gas purification performance, engine output performance, and fuel efficiency.
図において、５０は、変速機である。In the figure, 50 is a transmission.
前記デジタル制御回路４０は、同じく第１図に示す如く
、各種演算処理を行うマイクロプロセッサからなる中央
処理装置（以下ＣＰＵと称する）４２と、プログラムや
各種計数等を記憶するためのメモリ４４と、前記エア７
０−メータ１２、エンジン回転センサ２２ケ等の出力信
号を順次ＣＰＵ４２に取り込むと共に、ＣＰＵ４２にお
ける演算結果を、所定のタイミングで、前記インジェク
！１８、ディストリビュータ２８、ＥＧＲ弁３４等に出
力する入出カポ・−ト４６と、前記各構成機器間を接続
７するデータバス４８とから構成されている。The digital control circuit 40, as shown in FIG. 1, includes a central processing unit (hereinafter referred to as CPU) 42 consisting of a microprocessor that performs various arithmetic operations, a memory 44 for storing programs and various counts, etc. Said air 7
The output signals of the 0-meter 12, 22 engine rotation sensors, etc. are sequentially taken into the CPU 42, and the calculation results in the CPU 42 are sent to the injector at a predetermined timing. 18, a distributor 28, an input/output port 46 for outputting to the EGR valve 34, etc., and a data bus 48 for connecting the respective component devices.
以下作用を説明する。デジタル制御回路４０は、まず、
エアフローメータ１２出力の吸入空気流量Ｑと、エンジ
ン回転センサ２２の出力から算出されるエンジン回転数
ＮＫにより、次式を用いて、基本噴射時間ＴＰを算出す
る。The action will be explained below. The digital control circuit 40 firstly
Based on the intake air flow rate Q output from the air flow meter 12 and the engine rotation speed NK calculated from the output of the engine rotation sensor 22, the basic injection time TP is calculated using the following equation.
ＴＰ＝に・−９−・・・・・・・・・・・・・・・・・
・ （１）Ｅ
ここで、Ｋは係数である。TP=ni・−9−・・・・・・・・・・・・・・・・
・(1)E Here, K is a coefficient.
更に、各センサからの信号に応じて、次式を用いて、前
記基本噴射時間ＴＰを補正することにより、有効噴射時
間ＴＡＵＩを算出する。Furthermore, the effective injection time TAUI is calculated by correcting the basic injection time TP using the following equation according to the signals from each sensor.
ＴＡＵ１＝ＴＰ＠Ｆ ・・・・・・・・・・・・ （
２）ここで、Ｆは、エンジン状態等に応じて各種補正を
行う几めの補正係数である。TAU1=TP@F ・・・・・・・・・・・・ (
2) Here, F is a refined correction coefficient that performs various corrections depending on the engine state and the like.
このようにして求められた有効噴射時間ＴＡＵＩに、次
式に示す如く、バッテリ電圧が低下した際のインジェク
タ１８の応答遅れ時間に対応する無効噴射時間ＴＡＵＶ
を加えることにより、噴射時間ＴＡＵを算出する・
ＴＡＵ＝ＴＡＵ１＋〒Ａ Ｕ Ｖ ・・−・−・・−
（３）この噴射時間ＴＡＵに対応する開弁時間信号が、
インジェクタ１８に出力され、エンジン回転と同期して
、インジェクタ１８が噴射時間ＴＡＵだけ開かれて、エ
ンジンの吸気マニホルド１６内に燃料が噴射される。The effective injection time TAUI obtained in this way is added to the invalid injection time TAUV corresponding to the response delay time of the injector 18 when the battery voltage decreases, as shown in the following equation.
Calculate the injection time TAU by adding ・TAU=TAU1+〒A U V ・−・−・・−
(3) The valve opening time signal corresponding to this injection time TAU is
The fuel is output to the injector 18, and in synchronization with the engine rotation, the injector 18 is opened for an injection time TAU, and fuel is injected into the intake manifold 16 of the engine.
又、同様にして、エンジン運転状態に応じて、点火時期
及びＥＧＲ量がデジタル制御回路４０で決定され、点火
時期及びＥ Ｇ ′Ｒ量が制御される。Similarly, the ignition timing and the EGR amount are determined by the digital control circuit 40 according to the engine operating state, and the ignition timing and the EGR amount are controlled.
本実施例におけるトルク変動に応じた制御は、第２図に
示すようなプログラムに従って実行される。Control according to torque fluctuations in this embodiment is executed according to a program as shown in FIG.
即ち、エンジンの燃焼変動によりエンジンのトルク変動
が生じると、エンジン回転の微小な変動が発生する。エ
ンジン回転センサ２２で検出されたエンジン回転変動信
号は、ステップ１０１で、第３図に示すような特性のフ
ィルタを用いて、フィルタリングされる。これは、車両
の不快な振動として表われる１〜８Ｈｚ成分を人間の等
感度特性に合わせた成分として取り出すと共に、維音等
の影響による誤動作を防止するためである。なお、人間
が体感するトルク変動の周波数は、変速機５０のシフト
位置によっても変化するので、フィルタ特性をシフト位
置に応じて変化させることも可能である。フィルタリン
グ後の信号は、第４図に示す如（、エンジントルク変動
量と比例関係にあるので、適当な定数演算によりトルク
変動量６丁に変換する。ついで、ステップ１０２に進み
、変換されたトルク変動量ΔＴが、第１の所定値ｌＴ１
を超えているか否かを判定する０判定結果が正である場
合には、ステップ１０３に進み、その時のＥＧＲｌＥが
、ＥＧＲ最低必要量ＥＭｌ）ｌを超えているか否かを判
定する。このＥＧＲ最低必要量ｇＭｔ、は、例えば、第
５図に示すような、エンジとＥＧＲＩＩ Ｅの関係に応
じて設定されている。ステップ１０３における判定結果
が正である場合には一ステップ１０４に進み、第６図に
示すような、トルク変動量△ＴとＫＧＲ弁３４の開度の
関係から、ＩＧＲ量Ｅｔ減少ζせるように、ＩＧＲ弁開
度を閉じ側に設定し、ステップ１０５で、ＥＧＲｌＥの
減少制御を行う、又、前出ステップ１０４で、トルク変
動量ΔＴに対応するＥＧＲｌＥが設定された時には、同
時にステップ１０６に進み、第７図に示すような、ＥＧ
ＲｌｌＥと空燃比Ａ／Ｆ及び点火時期０の関係か−ら、
点火時期θを遅角側に設定し、ステップ１０７で、点火
時期０の遅角飼ａｔリーン制御を実行する。That is, when engine torque fluctuations occur due to engine combustion fluctuations, minute fluctuations in engine rotation occur. The engine rotation fluctuation signal detected by the engine rotation sensor 22 is filtered in step 101 using a filter having characteristics as shown in FIG. This is to extract the 1 to 8 Hz component that appears as unpleasant vehicle vibrations as a component that matches the human's equal sensitivity characteristics, and to prevent malfunctions due to the influence of fiber noise and the like. Note that since the frequency of torque fluctuations that humans experience also changes depending on the shift position of the transmission 50, it is also possible to change the filter characteristics depending on the shift position. As shown in FIG. 4, the filtered signal is proportional to the engine torque fluctuation amount, so it is converted into a torque fluctuation amount by an appropriate constant calculation.Next, the process proceeds to step 102, where the converted torque The amount of variation ΔT is the first predetermined value lT1
If the zero determination result is positive, the process proceeds to step 103, where it is determined whether the current EGRlE exceeds the minimum required EGR amount EMl)l. This minimum required EGR amount gMt is set, for example, according to the relationship between the engine and EGR II E as shown in FIG. If the determination result in step 103 is positive, the process proceeds to step 104, where the IGR amount Et is decreased ζ based on the relationship between the torque fluctuation amount ΔT and the opening degree of the KGR valve 34 as shown in FIG. , the IGR valve opening is set to the closing side, and in step 105, EGRlE is controlled to decrease.Also, when EGRlE corresponding to the torque fluctuation amount ΔT is set in step 104, the process simultaneously proceeds to step 106. , EG as shown in FIG.
From the relationship between RllE, air-fuel ratio A/F and ignition timing 0,
The ignition timing θ is set to the retarded side, and in step 107, retard feed at lean control with ignition timing 0 is executed.
一方、前出ステップ１０３における判定結果が否である
場合、即ち、その時のＥＧＲｌＥが既にＥＧＲ最低必要
景ＥＭＩ舅以下である場合には、ＥＧＲｌＥの制御を完
了したものと判断して、更にトルク変動量ΔＴ管減少す
るために、ステップ１１０に進み、点火時期θが、ノッ
キングの余裕度を考慮した最大点火進角時期θ穎ムＸ未
満であるか否かを判定する。この最大点火進角時期θＭ
Ａｘは、例えば、第８図に示すような、エンジン回転数
ＮΣ及びエンジン負荷（＝−！１−）と点火時期θの関
係にＭｌ
応じて設定されている。ステップ１１０における判定結
果が正である場合には、ステップ１１１に進み、第９図
に示すような、トルク変動量ΔＴと点火時期θの関係か
ら、点火時期θを進角側に設定し、ステップ１１２で、
点火時期θの進角制御を実行する。On the other hand, if the determination result in step 103 is negative, that is, if the EGR1E at that time is already equal to or less than the EGR minimum required EMI, it is determined that the control of the EGR1E is completed, and the torque is further changed. In order to decrease the amount ΔT, the process proceeds to step 110, where it is determined whether or not the ignition timing θ is less than the maximum ignition advance timing θ which takes into account the margin for knocking. This maximum ignition advance timing θM
Ax is set, for example, in accordance with the relationship between engine speed NΣ, engine load (=-!1-), and ignition timing θ, as shown in FIG. If the determination result in step 110 is positive, the process proceeds to step 111, where the ignition timing θ is set to the advanced side based on the relationship between the torque fluctuation amount ΔT and the ignition timing θ as shown in FIG. At 112,
Executes advance control of ignition timing θ.
一方、前出ステップ１１０における判定結果が否である
場合には、ステップ１１３に進み、第１０図に示すよう
な、トルク変動量ΔＴと空燃比Ａ／Ｆの関係から、９燃
比Ａ／Ｆをリッチ側に設定し、ステップ１１４で、空燃
比Ａ／Ｆのリッチ制御１を実行する。On the other hand, if the determination result in step 110 is negative, the process proceeds to step 113, and the fuel ratio A/F is determined from the relationship between the torque fluctuation amount ΔT and the air-fuel ratio A/F as shown in FIG. It is set to the rich side, and in step 114, rich control 1 of the air-fuel ratio A/F is executed.
一方、前出ステップ１０２における判定結果が否である
場合、即ち、トルク変動量６丁が第１の所定値ＴＩ以下
である場合には、ステップ１１５に進み、トルク変動量
ΔＴが、第２の所定値Ｔ、未満であるか否かを判定する
。判定結果が正である場判定する。判定結果が正である
場合には、ス゛テップ１１７に進み、前出第６図に示す
ような関係から、トルク変動量ΔＴに応じてＥＧＲ弁３
４の開変を開き側に設定する。ついで、ステップ１１８
に進み、ＥＧＲｌＥの増大制御を実行する。又、同時に
ステップ１１９に進み、前出第７図に示すような関係か
ら、ステップ１１７で設定されたＥＧＲｌｌＫに応ｌユ
て点大時期＃を進角側に設定する。On the other hand, if the determination result in step 102 is negative, that is, if the six torque fluctuation amounts are less than or equal to the first predetermined value TI, the process proceeds to step 115, and the torque fluctuation amount ΔT is equal to or lower than the second predetermined value TI. It is determined whether or not it is less than a predetermined value T. If the determination result is positive, it is determined. If the determination result is positive, the process proceeds to step 117, and from the relationship shown in FIG.
Set the opening change in step 4 to the open side. Then, step 118
Then proceed to execute EGRlE increase control. At the same time, the process proceeds to step 119, where the high point timing # is set to the advanced side in accordance with the EGRllK set in step 117, based on the relationship shown in FIG. 7 mentioned above.
ついでステップ１２０に進み、点火時期θの進角制御を
実行する。更に、ステップ１２１に進み、同じく前出第
７図に示すような関係から、ステップ１１７で設定され
たＥＧＲｔＥに応じて空燃比ム／Ｆをリッチ側に設定す
る。更に、ステップ１２２に進み、空燃比ム／Ｆのリッ
チ制御管実行する。Next, the process proceeds to step 120, where advance control of the ignition timing θ is executed. Furthermore, the process proceeds to step 121, and the air-fuel ratio m/F is set to the rich side according to the EGRtE set in step 117, based on the relationship shown in FIG. 7 mentioned above. Furthermore, the process proceeds to step 122, where a rich control pipe for the air-fuel ratio m/F is executed.
一方、前出ステップ１１６における判定結果が否である
場合には、ステップ１２３に進み、その時の点火時期−
が、最小点火進角時期＃ Ｍｌ）ｆを超えているか否か
管判定する０判定結果が正である場合には、ステップ１
２４に進み、前出第９図に示すような関係から、トルク
変動量６丁に応じて点大時期０ｔ−遅角側に設定し、ス
テップ１２５で、点火時期０の遅角制御１−実行する。On the other hand, if the determination result in step 116 is negative, the process proceeds to step 123, where the ignition timing at that time is -
However, if the 0 judgment result for determining whether or not exceeds the minimum ignition advance timing #Ml)f is positive, step
In step 24, the ignition timing is set to 0t-retard side according to the torque fluctuation amount based on the relationship shown in FIG. do.
又、前出ステップ１２３における判定結果が否である場
合には、ステップ１２６に進み、前出第１０ｆｆｉＯに
示すような関係から、トルク変動量ΔＴに応じて空燃比
ム／Ｆｔ−リーン側に設定し、ステップ１２７で、空燃
比ム／Ｆのリーン制御を実行する。If the determination result in step 123 is negative, the process proceeds to step 126, where the air-fuel ratio M/Ft is set to the lean side according to the torque fluctuation amount ΔT based on the relationship shown in the 10th ffiO mentioned above. Then, in step 127, lean control of the air-fuel ratio m/F is executed.
一方、前出ステップ１０２及び１１５における判定結果
がいずれも否である場合、即ち、トルク変動量６丁が、
第１の所定値Ｔ１以下、第２の所定値Ｔ１以上である場
合には、ＩＧＲ量、点火時期、空燃比等の制御を行うこ
となく、このプログラムを終了する。On the other hand, if the determination results in steps 102 and 115 are both negative, that is, the torque fluctuation amount is
If it is below the first predetermined value T1 and above the second predetermined value T1, this program is ended without controlling the IGR amount, ignition timing, air-fuel ratio, etc.
以上のようにして、トルク変動量ΔＴが第１の所定値Ｔ
、を超えている場合には、トルク変ａｔが小ζ（なるよ
うに制御し、一方、トルク変動量ΔＴが第２の所定値７
１未満である場合には、トルク変動を増大させても良い
と判定し、その余裕から、ＥＧＲ量の増大、空燃比のリ
ーン化、点火時期の遅角を行って、排気ガス中の有害成
分である窒素酸化物の発生量を減少し、燃費を低減し、
ノッキングを低減することによって、トルク変動と、排
気ガス浄化性能、エンジン出方性能、燃費性能の最適制
御を行うことができる。As described above, the torque fluctuation amount ΔT is set to the first predetermined value T.
, the torque variation at is controlled to be small ζ(, while the torque variation ΔT is set to a second predetermined value 7
If it is less than 1, it is determined that the torque fluctuation can be increased, and based on the margin, the amount of EGR is increased, the air-fuel ratio is made leaner, and the ignition timing is retarded to reduce harmful components in the exhaust gas. This reduces the amount of nitrogen oxides generated and reduces fuel consumption.
By reducing knocking, torque fluctuations, exhaust gas purification performance, engine output performance, and fuel efficiency can be optimally controlled.
本実施例においては、トルク変動が＠２の所定値未満で
ある場合に、トルク変動が該第２０所足値以上となる迄
、排気ガス再循環量、点火時期、空燃比を最適制御する
ようにしているので、排気ガス渉化性能、エンジン出力
性能、□燃費性能等を向上することができるものである
が、トルク変動が第２の所定値未満である場合の制御を
省略し、トルク変動を軽減する目的で、−前出第２Ｆｙ
Ｊのステップ１０１乃至１１４の制御を単独で採用する
ことも勿論可能である。In this embodiment, when the torque fluctuation is less than the predetermined value @2, the exhaust gas recirculation amount, ignition timing, and air-fuel ratio are optimally controlled until the torque fluctuation becomes equal to or higher than the 20th desired value. This method can improve exhaust gas conversion performance, engine output performance, fuel efficiency, etc.; however, the control when the torque fluctuation is less than the second predetermined value is omitted, and the torque fluctuation For the purpose of reducing - the aforementioned 2nd Fy
Of course, it is also possible to independently employ the control in steps 101 to 114 of J.
又、本実施例においては、エンジン回転センサ２２で検
出されるエンジン回転変動信号を直ちにトルク変動の制
御に用いることなく、前出第３図に示すような、人間の
体感振動特性に合わせた周波数特性を有するフィルタを
介して得られる信号に応じて、トルク変動量タ
るので、人間の体感状態と合致すると共に、雑音等の影
響を受けることな（、効果的□にトルク変動を制御する
ごとが口Ｊ能である。なお、センサ特性によっては、フ
ィルタリングを省略することも勿論可能である。Furthermore, in this embodiment, the engine rotational fluctuation signal detected by the engine rotational sensor 22 is not immediately used to control torque fluctuation, but is changed to a frequency that matches the human-sensible vibration characteristics as shown in FIG. 3 above. The amount of torque fluctuation is determined according to the signal obtained through a filter with specific characteristics, so it matches the human sensation state and is not affected by noise etc. Note that depending on the sensor characteristics, it is of course possible to omit filtering.
更に、本実施例においては、エンジンのトルク変動を、
通常の電子制御エンジンで既に配設されているエンジン
回転センサの出力から検知されるエンジン回転変動から
求めるようにしているので、別体のセンサを追加する必
要がな（、本発明を容易に実施することができる。なお
、エンジンのトルク変動を検出する方法は前記実施例に
限定されず、第１図に破線で示す如（、自動車ボディ６
０に配設した、比較的単純な構成の加速度センサ６２に
よって検出される車両前後方向の加速度からトルク変動
を検出するようｋてしたり、＊いは、同じく第１図に破
線で示す如（、エンジン１０の燃焼室に配設した圧力セ
ンサ６４によって検知されるエンジン燃焼圧力の変動か
らトルク変動を検出するようにしたり、更には、同じく
第１図に破線で示す如く、変速機５０の軸５０ｍの入力
側と出力側にそれぞれ配設した歯車６６．６８の回転状
態を検出するための、例えば電磁ピックアップからなる
変速機軸回転角センサ７０，７２から検出される変速機
軸の捩れ負からトルク変動を検出することも可能である
。Furthermore, in this embodiment, engine torque fluctuations are
Since the calculation is made from engine rotation fluctuations detected from the output of an engine rotation sensor that is already installed in a normal electronically controlled engine, there is no need to add a separate sensor (the present invention can be easily implemented). Note that the method for detecting engine torque fluctuations is not limited to the above-mentioned embodiment;
Alternatively, the torque fluctuation may be detected from the acceleration in the longitudinal direction of the vehicle detected by the acceleration sensor 62, which has a relatively simple configuration and is arranged at the center of the vehicle. , torque fluctuations are detected from fluctuations in engine combustion pressure detected by a pressure sensor 64 disposed in the combustion chamber of the engine 10, and furthermore, as shown by the broken line in FIG. The torque fluctuation is caused by the negative torsion of the transmission shaft detected by transmission shaft rotation angle sensors 70 and 72, which are composed of electromagnetic pickups, for example, to detect the rotational state of the gears 66 and 68 arranged on the input side and the output side of the 50m, respectively. It is also possible to detect.
又、本実施例においては、検出され九トルク変動に応じ
て、トルク変動に対する寄与率が箭い排気ガス再循＊ｔ
、応答性の良い点火時期、及び空燃比をすべて制御する
ようにしていたので、良好なトルク変動制御が可能であ
るが、検出されたトルク変動に応じて制御すべき対象は
、これに限定されず、排気ガス再循環量、点火時期、空
燃比のうち１つ或いは２つを組み合せて制御したり、或
いは、他のエンジン諸元を制御することも勿論可能であ
る。In addition, in this embodiment, the contribution rate to the torque fluctuation increases depending on the detected torque fluctuation, and the exhaust gas recirculation *t
, ignition timing with good responsiveness, and air-fuel ratio are all controlled, so good torque fluctuation control is possible, but the targets to be controlled according to detected torque fluctuations are limited to this. Of course, it is also possible to control one or a combination of the exhaust gas recirculation amount, ignition timing, and air-fuel ratio, or to control other engine specifications.
前記実施例は、本発明を、電子制御燃料噴射装置を備え
た自動車用エンジンに適用したものであるが、本発明の
適用範囲はこれに限定されず、本発明を、気化器等を備
え友一般の内燃機関にも同様に適用できることは明らか
である。In the above embodiment, the present invention is applied to an automobile engine equipped with an electronically controlled fuel injection device, but the scope of application of the present invention is not limited thereto. It is clear that the invention can be similarly applied to general internal combustion engines.
以上説明した通り、本発明によれば、環境条件やエンジ
ン使用条件に拘らず、確実にエンジンのトルク変動を軽
減することができる。従って、車両特性の違いや、各エ
ンジン個体の違いに応じたマツチングが不要とＩＬす、
車両開発時のチューニングが不必要となる。更に、エン
ジントルク変動のある領域とない領域に対し別々の制御
が可能となり、排気ガス浄化性能、エンジン田方性能、
燃費性能等の最適制御を行うことが可能となる等の優れ
た効果を有する。As explained above, according to the present invention, engine torque fluctuations can be reliably reduced regardless of environmental conditions and engine usage conditions. Therefore, there is no need for matching according to differences in vehicle characteristics or individual engine differences.
Tuning during vehicle development becomes unnecessary. Furthermore, separate control is possible for areas with and without engine torque fluctuations, improving exhaust gas purification performance, engine performance,
This has excellent effects such as making it possible to perform optimal control of fuel efficiency, etc.
第１図は、本発明に係る内燃機関のトルク変動前記笑施
例で用いられている、トルク変動を制御する之めのプロ
グラムを示す流れ図、第３図は、同じ（、フィルタの周
波数特性を示す線図、第４図は、同じ（、フィルタリン
グ後の二／ジン回転変動量とトルク変動量の関係を示す
線図、嬉５図は、同じ（、エンジン回転数、及、びエン
ジン負荷と排気ガス最循環量の関係を示す線図、酊６図
は、同じく、エンジントルク変動量と排気ガス再循環量
制御弁の開度の関係を示す線図、第７図は、同じく、排
気ガス再循環蓋及び窒燃比と点火時期の関保全示す線図
、第８図は、同じ（、エンジン回転数及びエンジン負荷
と点火時期の関係を示す線図、第９図は、同じ＜、トル
ク賀動蓄と点火時期の関係を示す線図、第１０図は、同
じ（、トルク変動量と９燃比の関係を示す線図である。
ＩＯ・・・エンジン、１２・・・工°ｆフローメータ、
１８・・・インジェクタ、２２・・・エンジン回転セン
サ、２６・・・点火プラグ、２８・・・ディストリビュ
ータ、３４・・・排気ガス再循環量制御弁、４０・・・
デジタル制御回路、５０・・・変速機、６２・・・加速
度センサ、６４・・・圧力センサ、７０．７２・・・変
速機軸回転角センサ。
代理人 高 矢 翫
（ほか１名）FIG. 1 is a flowchart showing a program for controlling torque fluctuations of an internal combustion engine according to the present invention, which is used in the above-mentioned embodiment, and FIG. The diagram shown in Figure 4 is the same (, the diagram showing the relationship between the engine speed fluctuation amount and the torque fluctuation amount after filtering, and the diagram shown in Figure 5 is the same (, engine speed and engine load). Figure 6 is a diagram showing the relationship between the amount of exhaust gas recirculation, and Figure 7 is a diagram showing the relationship between the amount of engine torque fluctuation and the opening degree of the exhaust gas recirculation amount control valve. Figure 8 is a diagram showing the relationship between the recirculation lid and nitrous fuel ratio and ignition timing, and Figure 9 is a diagram showing the relationship between engine speed, engine load, and ignition timing. Figure 10 is a diagram showing the relationship between dynamic storage and ignition timing, and is a diagram showing the relationship between torque fluctuation amount and 9 fuel ratio. ,
18... Injector, 22... Engine rotation sensor, 26... Spark plug, 28... Distributor, 34... Exhaust gas recirculation amount control valve, 40...
Digital control circuit, 50...Transmission, 62...Acceleration sensor, 64...Pressure sensor, 70.72...Transmission shaft rotation angle sensor. Agent Takaya Kan (and 1 other person)
Claims (3)
・車両前後方向の加速度、エンジン燃焼圧力変動、変速
機軸の捩れ角の少なくとも１つから検出し、検出され念
トルク変動に応じて、排気ガス再循環量、点火時期、空
燃比の少なくとも１つをフィードバック制御して、エン
ジンのトルク変動全軽減するようにしたことを特徴とす
る内燃機関のトルク変動制御方法。(1) Engine torque fluctuations are detected from at least one of engine rotational fluctuations, vehicle longitudinal acceleration, engine combustion pressure fluctuations, and transmission shaft torsion angle, and exhaust gas is recirculated according to the detected torque fluctuations. 1. A method for controlling torque fluctuations in an internal combustion engine, characterized in that the torque fluctuations in the engine are completely reduced by feedback-controlling at least one of the amount, ignition timing, and air-fuel ratio.
わせたフィルタを介して抽出されたものである特許請求
の範囲第１項に記載の内燃機関のトルク変動制御方ｌＦ
：。(2) The torque fluctuation control method for an internal combustion engine according to claim 1, wherein the torque fluctuation is extracted through a filter adapted to human-sensible vibration characteristics.
:.
、車両前後方向の加速度、エンジン燃焼圧力変動、変速
機軸の捩れ角の少なくとも１つがら検出し、検出された
トルク変動が第１の所定値を超えている場合には、トル
ク変動が該第１の所定値以下となる迄、排気ガス再循環
量、点火時期、空燃比の少な（とも１つをフィードバッ
ク制御して、エンジンのトルク変動を軽減し、一方、検
出されたトルク変動が、前記第１の所定値より小さい第
２の所定値未満である場合には、トルク変動が該第２の
所定値以上となる迄、排気ガス再循環量、点火時期、空
燃比の少な（とも１つを最適制御して、排気ガス浄化性
能、エンジン出力性能、燃費性能等を向上するようにし
たことを特徴とする内燃機関のトルク変動制御方法。(3) Engine torque fluctuations are detected from at least one of engine rotation fluctuations, vehicle longitudinal acceleration, engine combustion pressure fluctuations, and transmission shaft torsion angle, and the detected torque fluctuations exceed a first predetermined value. If the torque fluctuation is below the first predetermined value, feedback control of the exhaust gas recirculation amount, ignition timing, and air-fuel ratio is performed to reduce the engine torque fluctuation. , On the other hand, if the detected torque fluctuation is less than a second predetermined value that is smaller than the first predetermined value, the exhaust gas recirculation amount, A torque fluctuation control method for an internal combustion engine, characterized by optimally controlling one of the ignition timing and air-fuel ratio to improve exhaust gas purification performance, engine output performance, fuel efficiency, etc.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57043359A JPS58160530A (en) | 1982-03-18 | 1982-03-18 | Torque fluctuation control method of internal-combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57043359A JPS58160530A (en) | 1982-03-18 | 1982-03-18 | Torque fluctuation control method of internal-combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS58160530A true JPS58160530A (en) | 1983-09-24 |
| JPH0366505B2 JPH0366505B2 (en) | 1991-10-17 |
Family
ID=12661653
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP57043359A Granted JPS58160530A (en) | 1982-03-18 | 1982-03-18 | Torque fluctuation control method of internal-combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS58160530A (en) |
Cited By (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH01179180U (en) * | 1988-06-09 | 1989-12-22 | ||
| US4909224A (en) * | 1987-02-27 | 1990-03-20 | Mitsubishi Denki Kabushiki Kaisha | Electronic controller for internal combustion engine |
| JPH02102371A (en) * | 1988-10-12 | 1990-04-13 | Japan Electron Control Syst Co Ltd | Ignition timing control device of internal combustion engine |
| DE4013943A1 (en) * | 1989-05-01 | 1990-11-08 | Toyota Motor Co Ltd | METHOD AND DEVICE FOR SUPPRESSING REVERSIBLE VIBRATIONS OF A MOTOR VEHICLE |
| US5060618A (en) * | 1990-01-30 | 1991-10-29 | Toyota Jidosa Kabushiki Kaisha | Method and apparatus for controlling torque variations in an internal combustion engine |
| JPH03279650A (en) * | 1990-03-28 | 1991-12-10 | Japan Electron Control Syst Co Ltd | Output warning device for internal combustion engine |
| FR2698407A1 (en) * | 1992-11-24 | 1994-05-27 | Renault | Method for controlling the exhaust gas recirculation system of an internal combustion engine. |
| EP0687809A2 (en) | 1994-06-17 | 1995-12-20 | Hitachi, Ltd. | An output torque control apparatus and method for an internal combustion engine |
| US5560336A (en) * | 1994-03-11 | 1996-10-01 | Nissan Motor Co., Ltd. | Apparatus and method for estimating stability factor of combustion applicable to vehicular internal combustion engine |
| US8712652B2 (en) | 2010-11-30 | 2014-04-29 | Toyota Jidosha Kabushiki Kaisha | Control device of hybrid vehicle |
Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS4920506A (en) * | 1972-04-24 | 1974-02-23 | ||
| JPS50145729A (en) * | 1974-04-09 | 1975-11-22 | ||
| JPS5420244A (en) * | 1977-07-14 | 1979-02-15 | Daimler Benz Ag | Method of avoiding mechanical damage in spark ignition internal combustion engine and internal combustion engine of executing this method |
| JPS54147327A (en) * | 1978-05-08 | 1979-11-17 | Bendix Corp | Internal combustion engine controller |
| JPS5648530A (en) * | 1979-09-28 | 1981-05-01 | Nippon Soken Inc | Torque detector for internal combustion engine |
| JPS56168135A (en) * | 1979-12-20 | 1981-12-24 | United Technologies Corp | Method of and apparatus for measuring relative contribution of power between cylinders of internal combustion engine |
-
1982
- 1982-03-18 JP JP57043359A patent/JPS58160530A/en active Granted
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS4920506A (en) * | 1972-04-24 | 1974-02-23 | ||
| JPS50145729A (en) * | 1974-04-09 | 1975-11-22 | ||
| JPS5420244A (en) * | 1977-07-14 | 1979-02-15 | Daimler Benz Ag | Method of avoiding mechanical damage in spark ignition internal combustion engine and internal combustion engine of executing this method |
| JPS54147327A (en) * | 1978-05-08 | 1979-11-17 | Bendix Corp | Internal combustion engine controller |
| JPS5648530A (en) * | 1979-09-28 | 1981-05-01 | Nippon Soken Inc | Torque detector for internal combustion engine |
| JPS56168135A (en) * | 1979-12-20 | 1981-12-24 | United Technologies Corp | Method of and apparatus for measuring relative contribution of power between cylinders of internal combustion engine |
Cited By (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4909224A (en) * | 1987-02-27 | 1990-03-20 | Mitsubishi Denki Kabushiki Kaisha | Electronic controller for internal combustion engine |
| JPH01179180U (en) * | 1988-06-09 | 1989-12-22 | ||
| JPH02102371A (en) * | 1988-10-12 | 1990-04-13 | Japan Electron Control Syst Co Ltd | Ignition timing control device of internal combustion engine |
| DE4013943A1 (en) * | 1989-05-01 | 1990-11-08 | Toyota Motor Co Ltd | METHOD AND DEVICE FOR SUPPRESSING REVERSIBLE VIBRATIONS OF A MOTOR VEHICLE |
| US5016593A (en) * | 1989-05-01 | 1991-05-21 | Toyota Jidosha Kabushiki Kaisha | Method and apparatus for preventing surging of vehicle having internal combustion engine |
| US5060618A (en) * | 1990-01-30 | 1991-10-29 | Toyota Jidosa Kabushiki Kaisha | Method and apparatus for controlling torque variations in an internal combustion engine |
| JPH03279650A (en) * | 1990-03-28 | 1991-12-10 | Japan Electron Control Syst Co Ltd | Output warning device for internal combustion engine |
| FR2698407A1 (en) * | 1992-11-24 | 1994-05-27 | Renault | Method for controlling the exhaust gas recirculation system of an internal combustion engine. |
| EP0599729A1 (en) * | 1992-11-24 | 1994-06-01 | Société Anonyme dite: REGIE NATIONALE DES USINES RENAULT | Method for controlling the exhaust gas recirculation in an internal combustion engine |
| US5385130A (en) * | 1992-11-24 | 1995-01-31 | Societe Anonyme Dite Regie Nationale Des Usines Renault | Process for controlling the exhaust gas recirculation system of an internal combustion engine |
| US5560336A (en) * | 1994-03-11 | 1996-10-01 | Nissan Motor Co., Ltd. | Apparatus and method for estimating stability factor of combustion applicable to vehicular internal combustion engine |
| EP0687809A2 (en) | 1994-06-17 | 1995-12-20 | Hitachi, Ltd. | An output torque control apparatus and method for an internal combustion engine |
| US8712652B2 (en) | 2010-11-30 | 2014-04-29 | Toyota Jidosha Kabushiki Kaisha | Control device of hybrid vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0366505B2 (en) | 1991-10-17 |
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