JPS59208113A - Exhaust valve control device in engine - Google Patents
Exhaust valve control device in engineInfo
- Publication number
- JPS59208113A JPS59208113A JP58084315A JP8431583A JPS59208113A JP S59208113 A JPS59208113 A JP S59208113A JP 58084315 A JP58084315 A JP 58084315A JP 8431583 A JP8431583 A JP 8431583A JP S59208113 A JPS59208113 A JP S59208113A
- Authority
- JP
- Japan
- Prior art keywords
- engine
- exhaust valve
- amount
- exhaust
- valve
- 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
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Valve Device For Special Equipments (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
Description
【発明の詳細な説明】
本発明はエンジンの排気ガス中に含まれる窒素酸化物（
ＮＯｘ）を排気ガス再循環（ＥＧＲ）によらずにエンジ
ンの排気弁の閉時期の制御によって低減させるようにし
たエンジンの排気弁制御装置に関するものである。DETAILED DESCRIPTION OF THE INVENTION The present invention aims to reduce nitrogen oxides (
The present invention relates to an engine exhaust valve control device that reduces NOx) by controlling the closing timing of the engine's exhaust valve without using exhaust gas recirculation (EGR).
従来、４サイクルエンジンにおいては、排気ガス中のＮ
Ｏｘを低減させるため、排気ガスの一部を吸気管へ再循
環させるいわゆるＥＧＲが一般に行われている。Conventionally, in four-stroke engines, N in exhaust gas
In order to reduce Ox, so-called EGR, in which part of the exhaust gas is recirculated to the intake pipe, is generally performed.
このＥＧＲ方式の基本構成は第１図に示すようになって
おシ、１はシリンダ９内に混合気又は空気を吸入するた
めの吸気弁、２はシリンダ９内の燃焼済ガスを外部へ排
出するための排気弁、３，４はクランク軸６によって駆
動され、吸気弁１および排気弁２を夫々作動させるカム
、５はシリンダ９内を往復動するピストン、７は吸気管
、８は排気管、９はシリンダ、ｌｏはエンジンへ供給す
る混合気量を調整する絞シ弁、１１は吸入される空気に
燃料を混合させる、例えば気化器や燃料噴射装置に代表
される混合気生成手段、１００はＥＧＲ弁、１００ａは
その弁体、１００ｂは排気通路、１００ｃはダイアフラ
ム、１００ｄは負圧室、１００ｅは大気室、１０２，１
０３は制御弁、１０１，１０４〜１０６は配管で、配管
１０６は大気に連通している。The basic configuration of this EGR system is shown in Figure 1. 1 is an intake valve for sucking air-fuel mixture or air into the cylinder 9, and 2 is an intake valve for discharging the burned gas in the cylinder 9 to the outside. 3 and 4 are cams driven by the crankshaft 6 to operate the intake valve 1 and exhaust valve 2, respectively; 5 is a piston that reciprocates within the cylinder 9; 7 is an intake pipe; 8 is an exhaust pipe , 9 is a cylinder, lo is a throttle valve that adjusts the amount of air-fuel mixture supplied to the engine, 11 is an air-fuel mixture generating means, such as a carburetor or a fuel injection device, that mixes fuel with intake air, 100 is an EGR valve, 100a is its valve body, 100b is an exhaust passage, 100c is a diaphragm, 100d is a negative pressure chamber, 100e is an atmospheric chamber, 102,1
03 is a control valve, 101, 104 to 106 are piping, and piping 106 is connected to the atmosphere.
上記構成において、エンジン燃焼後の排気ガスは排気弁
２が開いている時には排気管８へ送出され、この排気ガ
スの一部が配管】０１を通ってＥＧＲ弁１００に導入さ
れる。この排気ガスの吸気管７への導入量は弁体１００
ａの上下動によシ排気通路１００ｂと弁体１００ａとの
ギャップが変化することにより決まる。弁体１００ａは
ダイアフラム１００Ｃに固着されておシ、ダイアフラム
１００Ｃは大気室１００ｅと負圧室１００ｄとの圧力差
に応じて上下に移動し、弁体１００ａの位置を変化させ
る。負圧室１００ｄは配管１０４を介して制御弁１０２
，１０３に接続され、制御弁１０２は配管１０５を介し
て吸気管７に接続され、また制御弁１０３は配管１０６
を介して大気に開放されるので、制御弁１０２を開弁す
ることにより吸気管７の負圧が負圧室１００ｄに導入さ
れ、制御弁１０３を開弁することによシ犬気が負圧室１
００ｄに導入される。従って、制御弁１０２，１０３を
オンオフさせることにより負圧室１００ｄの圧力が制御
され、この負王室１００ｄの圧力と大気室１００ｅの圧
力の差に応じてダイアフラム１００Ｃが上下方向に移動
し、弁体１００ａと排気通路１００ｂとの開口面積が変
化し、吸気管７に導入される排気ガス量が調整される。In the above configuration, exhaust gas after engine combustion is sent to the exhaust pipe 8 when the exhaust valve 2 is open, and a portion of this exhaust gas is introduced into the EGR valve 100 through the pipe 01. The amount of this exhaust gas introduced into the intake pipe 7 is determined by the valve body 100.
This is determined by the change in the gap between the exhaust passage 100b and the valve body 100a due to the vertical movement of the valve a. The valve body 100a is fixed to a diaphragm 100C, and the diaphragm 100C moves up and down according to the pressure difference between the atmospheric chamber 100e and the negative pressure chamber 100d, changing the position of the valve body 100a. Negative pressure chamber 100d is connected to control valve 102 via piping 104.
, 103, the control valve 102 is connected to the intake pipe 7 via a pipe 105, and the control valve 103 is connected to a pipe 106.
The negative pressure in the intake pipe 7 is introduced into the negative pressure chamber 100d by opening the control valve 102, and the negative pressure in the intake pipe 7 is introduced into the negative pressure chamber 100d by opening the control valve 103. Room 1
Introduced in 00d. Therefore, the pressure in the negative pressure chamber 100d is controlled by turning the control valves 102 and 103 on and off, and the diaphragm 100C moves up and down in accordance with the difference between the pressure in the negative pressure chamber 100d and the pressure in the atmospheric chamber 100e. The opening areas of the exhaust passage 100a and the exhaust passage 100b change, and the amount of exhaust gas introduced into the intake pipe 7 is adjusted.
しかるに、上記の従来装置においては、長期間使用する
とＥＧＲ弁１００にデポジットが付着してＥＧＲ量が変
化してしまうこと、急激な加減速に対する応答が遅く過
渡的に排気ガス浄化性能が低下して運転性能も悪化する
こと、吸気管７内に排気ガスが導入されるため吸気脈動
によシ混合気生成手段が汚損されるなどの欠点を有して
いた。However, in the conventional device described above, when used for a long period of time, deposits adhere to the EGR valve 100 and the EGR amount changes, and the response to sudden acceleration/deceleration is slow and the exhaust gas purification performance deteriorates transiently. This has drawbacks such as deterioration in driving performance and contamination of the air-fuel mixture generating means due to intake pulsation since exhaust gas is introduced into the intake pipe 7.
本発明は上記のような従来の欠点を除去するために成さ
れたものであり、ＥＧＲ弁を用いずにエンジンの排気弁
の閉時期の制御によりシリンダ内の残留ガス量を調整し
て窒素酸化物を低減させるようにしたエンジンの排気弁
制御装置を提供することを目的とする。The present invention has been made to eliminate the above-mentioned drawbacks of the conventional technology, and is capable of reducing nitrogen oxidation by adjusting the amount of residual gas in the cylinder by controlling the closing timing of the exhaust valve of the engine without using an EGR valve. It is an object of the present invention to provide an engine exhaust valve control device that reduces the amount of exhaust gas.
以下、本発明の実施例を図面とともに説明する。Embodiments of the present invention will be described below with reference to the drawings.
第２図において、１２は排気弁２を開閉作動させるアク
チュエータ、１３はエンジンの負荷状態を検出する負圧
センサ、１４は負圧センサ１３、クランク角センサ２１
およびアイドルスイッチ２２からの入力情報を基にして
アクチュエータ１２を制御する制御装置、２ｏはクラン
ク軸６に結合された回転体、２１は回転体２ｏの回転を
ピックアップするクランク角センサ、２２は絞シ弁１ｏ
の全閉位置を検出するアイドルスイッチである。In FIG. 2, 12 is an actuator that opens and closes the exhaust valve 2, 13 is a negative pressure sensor that detects the load condition of the engine, 14 is a negative pressure sensor 13, and a crank angle sensor 21.
and a control device that controls the actuator 12 based on input information from the idle switch 22, 2o is a rotating body coupled to the crankshaft 6, 21 is a crank angle sensor that picks up the rotation of the rotating body 2o, and 22 is an aperture switch. Valve 1o
This is an idle switch that detects the fully closed position of the
次に、上記装置の動作について説明する。従来では排気
弁２はクランク軸６の回転に対して一義的に定まる開閉
時期を有しておシ、通常は排気弁２は排気工程の上死点
近傍において閉じられるのでシリンダ９内に残留する排
気ガス量は微少である。しかし、本実施例では排気弁２
のクランク軸６の回転即ちピストン５の位置に対する閉
時期をアクチュエータ１２により自在に制御することが
可能であり、第３図に示すように排気工程における下死
点後の排気弁２の閉時期を早めることによりシリンダ５
内の残留ガス量を増大させ、これにより次の燃焼工程に
おける燃焼温度を低下させ、ＮＯｘを低減させることが
できる。Next, the operation of the above device will be explained. Conventionally, the exhaust valve 2 has an opening/closing timing that is uniquely determined with respect to the rotation of the crankshaft 6, and normally the exhaust valve 2 is closed near the top dead center of the exhaust process, so it remains in the cylinder 9. The amount of exhaust gas is minimal. However, in this embodiment, the exhaust valve 2
The rotation of the crankshaft 6, that is, the closing timing relative to the position of the piston 5 can be freely controlled by the actuator 12, and as shown in FIG. By accelerating cylinder 5
It is possible to increase the amount of residual gas in the combustion chamber, thereby lowering the combustion temperature in the next combustion step and reducing NOx.
第４図は排気弁２の開閉作動時期を制御するアクチュエ
ータ１２を駆動する制御装置１４の構成を示し、５ｏは
クランク角センサ２１がエンジンの回転に伴って発生す
るパルス数を計数してエンジンの回転数を算出する回転
数検出回路、５１は負圧センサ１３の吸気管７内の圧力
に比例したアナログ電圧をディジタル値に変換するＡＤ
コンバータ、５２は回転数検出回路５０．ＡＤコンバー
タ５」およびアイドルスイッチ２２の出力信号を入力と
してＲＯＭ（メモリ）５３がらデータを読み出し、排気
弁２の駆動タイミングを演算する例えばマイクロコンピ
ュータから成る制御回路、５４は制御回路５２およびク
ランク角センサ２１の信号を受けてアクチュエータ１２
を駆動する駆動回路である。FIG. 4 shows the configuration of the control device 14 that drives the actuator 12 that controls the opening/closing timing of the exhaust valve 2, and 5o indicates a crank angle sensor 21 that counts the number of pulses generated as the engine rotates. A rotation speed detection circuit that calculates the rotation speed; 51 is an AD that converts an analog voltage proportional to the pressure in the intake pipe 7 of the negative pressure sensor 13 into a digital value;
Converter, 52 is a rotation speed detection circuit 50. A control circuit consisting of, for example, a microcomputer reads out data from a ROM (memory) 53 by inputting the output signals of the AD converter 5 and the idle switch 22, and calculates the drive timing of the exhaust valve 2. Reference numeral 54 indicates the control circuit 52 and a crank angle sensor. Actuator 12 receives the signal from 21.
This is a drive circuit that drives the.
エンジンの回転数とエンジン負荷（負圧センサ１３の出
力）とに対応して要求されるシリンダ９内の残留ガス量
はＮＯｘ低減のため通常第５図に示す」：うにエンジン
回転数およびエンジン負荷に対Ｕ７て用液できる特性が
要求される。このような要求値に対応してＲＯＭ５３に
は予め第６図に示すようにエンジン回転数と吸気管７の
負圧に対するマツプとして排気弁２の閉時期が記憶され
ておシ、制御回路５２は回転数検出回路５０およびＡＤ
コンバータ５１の信号を受けてＲＯＭ５３から排気弁２
の閉時期データを読み出す。このデータはクランク角セ
ンザ２１から得られるピストン５の下死点位置く基準値
）を基準とした閉時期（回転角）に対応しており、この
データとクランク角センザ２Ｊから得られる微小回転角
信号の数とを照合し、両者が一致した時点で駆動回路５
４を介してアクチュエータ１２を制御する。このように
排気弁２の下死点後の閉時期はエンジンの回転数とエン
ジン負荷に対応して予めＲＯＭ５３に記憶されたデータ
に従って制御されるのでシリンダ９内の残留ガス量を任
意に調整できる。尚、エンジン負荷の検出は必ずしも負
圧センサ１３による必要はなく、絞シ弁１０の開度や吸
入空気量によって行っても良い。The amount of residual gas required in the cylinder 9 according to the engine speed and engine load (output of the negative pressure sensor 13) is normally shown in Figure 5 for NOx reduction.'': Sea urchin engine speed and engine load It is required to have properties that allow it to be used as a liquid for U7. Corresponding to such a request value, the ROM 53 stores in advance the closing timing of the exhaust valve 2 as a map for the engine speed and the negative pressure of the intake pipe 7, as shown in FIG. Rotation speed detection circuit 50 and AD
After receiving the signal from the converter 51, the exhaust valve 2 is transferred from the ROM 53.
Read the closing timing data. This data corresponds to the closing timing (rotation angle) based on the bottom dead center position of the piston 5 (reference value) obtained from the crank angle sensor 21, and this data and the minute rotation angle obtained from the crank angle sensor 2J. The number of signals is compared, and when the two match, the drive circuit 5
4 to control the actuator 12. In this way, the closing timing of the exhaust valve 2 after the bottom dead center is controlled according to the data stored in the ROM 53 in advance in accordance with the engine speed and engine load, so the amount of residual gas in the cylinder 9 can be adjusted as desired. . Incidentally, the engine load does not necessarily have to be detected by the negative pressure sensor 13, but may be detected by the opening degree of the throttle valve 10 or the amount of intake air.
一方、減速時には絞り弁１０の開度がほぼ全閉でアイド
ルスイッチ２２が作動してエンジンブレーキ状態となる
が、エンジンブレーキの強さはボンピングロスに大きく
依存シ、ボンピングロスの大きさは排気弁２の開閉時期
に大きく左右される。On the other hand, during deceleration, the opening of the throttle valve 10 is almost fully closed and the idle switch 22 is activated, resulting in an engine braking state, but the strength of the engine braking largely depends on the pumping loss, and the magnitude of the pumping loss is It depends greatly on the timing of opening and closing of 2.
第７図に示すように、排気弁２の閉時期を早めるとボン
ピングロスが減少するため絞シ弁１０が全閉時でエンジ
ン回転数がアイドル回転数よりも高い減速状態において
は、排気弁２の下死点後の閉時期が上死点近傍となるよ
うにアクチュエータ１２を作動させる。また、エンジン
がアイドル回転状態にあるときはシリンダ９内に吸入さ
れる混合気量が少ないためシリンダ９内に燃焼筒のガス
が多く残留すると燃焼の安全性が悪化し、失火を招いた
りエンジン回転が乱調になるという問題を発生する。こ
のため、絞り弁１０の開度が全閉近傍のアイドル状態に
あっては、減速時と同様に排気弁２の閉時期が排気工程
のピストン５の上死点近傍となるようにアクチュエータ
１２を制御し、シリンダ９内の燃焼後の残留ガスを極力
小さくしている。As shown in FIG. 7, when the closing timing of the exhaust valve 2 is advanced, the pumping loss is reduced. The actuator 12 is operated so that the closing timing after the bottom dead center is near the top dead center. In addition, when the engine is in an idling state, the amount of air-fuel mixture sucked into the cylinder 9 is small, so if a large amount of gas from the combustion tube remains in the cylinder 9, the safety of combustion deteriorates, causing misfires and engine speed. This causes a problem that the output becomes out of order. Therefore, when the throttle valve 10 is in an idling state where the opening degree is close to fully closed, the actuator 12 is operated so that the exhaust valve 2 closes at a time close to the top dead center of the piston 5 in the exhaust stroke, as in the case of deceleration. The residual gas in the cylinder 9 after combustion is kept as small as possible.
以」二のように本発明においては、エンジンの排気弁を
開閉駆動するアクチュエータを設けるとともに、排気中
の窒素酸化物量が小さくなるような排気弁の閉時期デー
タをエンジン回転数およびエンジン負荷に対応して記憶
する記憶手段を有する制御手段を設け、制御手段により
前記閉時期データに基づいてアクチュエータを制御する
ようにしている。このため、シリンダ内に残留する燃焼
筒ガスの量を最適に調整することができ、排気中の窒素
酸化物］１１を低減することができる。しかも従来のよ
うにＥ Ｇ Ｒ弁、その制御弁およびこれらに付属する
配管を設ける必要がないため構成が大幅に簡素化される
とともにＥＧＲ弁や配管中にデポジットが堆積して排気
ガス浄化性能が低下することもなく、かつ排気ガス中の
各種成分（タールや酸性液体）によって吸気系の気化器
や吸気管が汚損されることがない。又、エンジンの各工
程単位でシリンダ内の残留ガス量が制御されるので従来
のＥＧＲ方式に比して著しく応答性が改善され、加減速
時の過渡状態においても窒素酸化物の低減性能に支障が
生ぜず、運転性能も損われることがないという優れた効
果を有する。さらに、減速時やアイドル時においてはシ
リンダ内の残留排気ガス量が略最小となる即ち排気弁の
閉時期を排気工程の上死点近傍となるように制御してお
シ、エンジンブレーキ性能やアイドル時の燃焼の安定性
が損われることがない。As described above, in the present invention, an actuator is provided to open and close the exhaust valve of the engine, and data on the closing timing of the exhaust valve that reduces the amount of nitrogen oxide in the exhaust gas is provided in response to the engine speed and engine load. A control means having a storage means for storing the closing timing data is provided, and the control means controls the actuator based on the closing timing data. Therefore, the amount of combustion cylinder gas remaining in the cylinder can be optimally adjusted, and nitrogen oxides [11] in the exhaust gas can be reduced. Moreover, since there is no need to provide the EGR valve, its control valve, and the piping attached to these as in the past, the configuration is greatly simplified, and the exhaust gas purification performance is reduced due to the accumulation of deposits in the EGR valve and piping. It also prevents the intake system's carburetor and intake pipe from being contaminated by various components (tar and acidic liquid) in the exhaust gas. In addition, since the amount of residual gas in the cylinder is controlled for each engine process, response is significantly improved compared to conventional EGR systems, and even transient conditions during acceleration and deceleration can interfere with nitrogen oxide reduction performance. It has an excellent effect in that it does not cause any problems and does not impair driving performance. Furthermore, during deceleration and idling, the amount of residual exhaust gas in the cylinder is approximately minimum, that is, the closing timing of the exhaust valve is controlled to be near the top dead center of the exhaust stroke, which improves engine braking performance and idling. The stability of combustion is not impaired at any time.
第１図は従来装置の構成図、第２図は本発明装置の構成
図、第３図、第５図および第７図は本発明に係る工ｙジ
ン特性図、第４図は本発明に係る制御装置の構成図、第
６図は本発明に係る記憶手段の記憶内容図である。
１−・・吸気弁、２・・・排気弁、５・・・ピストン、
６・・・クランク軸、７−・−吸気管、８・・排気看、
９・・・シリンダ、１０・・・絞り弁、１１・・・混合
気生成手段、１２・・・アクチュエータ、１３・・・負
圧センサ、１４・・・制衛ｊ装置、２１・・・クランク
角センサ、２２・・・アイドルスイッチ、５３・・・Ｒ
ＯＭ。
尚、図中同一符号は同−又は相当部分を示す。
代理人 大 岩 増 雄
第１図
第２図
４
第３図
第５図
エンヅン回転饗欠Fig. 1 is a block diagram of a conventional device, Fig. 2 is a block diagram of a device of the present invention, Figs. 3, 5, and 7 are process characteristic diagrams of the present invention. FIG. 6, which is a block diagram of the control device, is a diagram of the contents of the storage means according to the present invention. 1-...Intake valve, 2...Exhaust valve, 5...Piston,
6...Crankshaft, 7--Intake pipe, 8...Exhaust pipe,
9... Cylinder, 10... Throttle valve, 11... Air-fuel mixture generation means, 12... Actuator, 13... Negative pressure sensor, 14... Control device, 21... Crank Angle sensor, 22...Idle switch, 53...R
OM. Note that the same reference numerals in the figures indicate the same or corresponding parts. Agent Masuo Oiwa Fig. 1 Fig. 2 Fig. 4 Fig. 3 Fig. 5 Engine rotation function
Claims (2)
段と、エンジン負荷を検出するエンジン負荷検出手段と
、エンジンの排気弁を開閉駆動するアクチュエータと、
エンジンから排出される窒素酸化物量が小さくなるよう
な排気弁の閉時期データをエンジン回転数およびエンジ
ン負荷に対応して／ 記憶する記憶手段を有し、前記各検出手段からの入力に
応じ前記閉時期データに基づいてアクチュエータを制御
し、排気弁の閉時期を制御する制御手段を備えたことを
特徴とするエンジンの排気弁制御装置。(1) An engine rotation speed detection means for detecting the engine rotation speed, an engine load detection means for detecting the engine load, and an actuator for opening and closing the exhaust valve of the engine;
It has a memory means for storing exhaust valve closing timing data corresponding to the engine rotation speed and engine load so as to reduce the amount of nitrogen oxides emitted from the engine, and the exhaust valve closes according to the input from each of the detection means. An exhaust valve control device for an engine, comprising control means for controlling an actuator based on timing data and controlling the closing timing of an exhaust valve.
ドル状態にあるときにはエンジンのシリンダ内に残留す
る排気ガス量が略最小となるようにアクチュエータを制
御するようにしたことを特徴とする特許請求の範囲第１
項記載のエンジンの排気弁制御装置。(2) The control means controls the actuator so that when the engine is in a deceleration state or an idle state, the amount of exhaust gas remaining in the cylinder of the engine becomes substantially minimum. Range 1
Exhaust valve control device for the engine described in Section 3.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58084315A JPS59208113A (en) | 1983-05-12 | 1983-05-12 | Exhaust valve control device in engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58084315A JPS59208113A (en) | 1983-05-12 | 1983-05-12 | Exhaust valve control device in engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS59208113A true JPS59208113A (en) | 1984-11-26 |
Family
ID=13827070
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP58084315A Pending JPS59208113A (en) | 1983-05-12 | 1983-05-12 | Exhaust valve control device in engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS59208113A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR20010059054A (en) * | 1999-12-30 | 2001-07-06 | 이계안 | A mixed valve system of internal combustion engines |
| JP2008075557A (en) * | 2006-09-21 | 2008-04-03 | Toyota Motor Corp | Control device for internal combustion engine |
| JP2008286206A (en) * | 1997-10-03 | 2008-11-27 | Jacobs Vehicle Systems Inc | Engine performance optimizing method for internal combustion engine |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5264511A (en) * | 1975-11-22 | 1977-05-28 | Nissan Motor Co Ltd | Internal combustion engine |
| JPS572887A (en) * | 1980-06-05 | 1982-01-08 | Dowa Mining Co Ltd | Treatment of speiss which contains copper |
| JPS6113106A (en) * | 1984-06-29 | 1986-01-21 | Nippon Denso Co Ltd | Steering angle detector for vehicle |
-
1983
- 1983-05-12 JP JP58084315A patent/JPS59208113A/en active Pending
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5264511A (en) * | 1975-11-22 | 1977-05-28 | Nissan Motor Co Ltd | Internal combustion engine |
| JPS572887A (en) * | 1980-06-05 | 1982-01-08 | Dowa Mining Co Ltd | Treatment of speiss which contains copper |
| JPS6113106A (en) * | 1984-06-29 | 1986-01-21 | Nippon Denso Co Ltd | Steering angle detector for vehicle |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2008286206A (en) * | 1997-10-03 | 2008-11-27 | Jacobs Vehicle Systems Inc | Engine performance optimizing method for internal combustion engine |
| KR20010059054A (en) * | 1999-12-30 | 2001-07-06 | 이계안 | A mixed valve system of internal combustion engines |
| JP2008075557A (en) * | 2006-09-21 | 2008-04-03 | Toyota Motor Corp | Control device for internal combustion engine |
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