WO2007049546A1 - Dispositif de commande pour moteur a combustion interne - Google Patents

Dispositif de commande pour moteur a combustion interne Download PDF

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Publication number
WO2007049546A1
WO2007049546A1 PCT/JP2006/321036 JP2006321036W WO2007049546A1 WO 2007049546 A1 WO2007049546 A1 WO 2007049546A1 JP 2006321036 W JP2006321036 W JP 2006321036W WO 2007049546 A1 WO2007049546 A1 WO 2007049546A1
Authority
WO
WIPO (PCT)
Prior art keywords
torque
throttle
ignition timing
target
engine
Prior art date
Application number
PCT/JP2006/321036
Other languages
English (en)
Japanese (ja)
Inventor
Hideki Kubonoya
Yoshikazu Tanaka
Toshiya Oishi
Masami Kondo
Original Assignee
Toyota Jidosha Kabushiki Kaisha
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Toyota Jidosha Kabushiki Kaisha filed Critical Toyota Jidosha Kabushiki Kaisha
Publication of WO2007049546A1 publication Critical patent/WO2007049546A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • 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
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
    • F02D41/023—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission in relation with the gear ratio shifting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/15—Digital data processing
    • F02P5/1502—Digital data processing using one central computing unit
    • F02P5/1504—Digital data processing using one central computing unit with particular means during a transient phase, e.g. acceleration, deceleration, gear change
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F02D2250/21—Control of the engine output torque during a transition between engine operation modes or states
    • 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

Definitions

  • the present invention relates to a control device for an internal combustion engine that controls engine torque by using both throttle control and ignition timing control.
  • the ignition timing target torque is obtained based on the throttle target torque. That is, it is obtained as a value power ignition timing target torque that can obtain an appropriate engine torque under the condition that the throttle target torque and the engine torque actually obtained by the throttle control coincide with each other.
  • the control structure of the throttle control is constructed after the relationship between the throttle target torque and the throttle opening at which the throttle target torque is realized is obtained. Nevertheless, it is extremely complicated to adapt the relationship between the throttle target torque and the target throttle opening to the relationship that matches the actual operating state of the control device over the entire engine operating range. Therefore, it is inevitable that a deviation occurs between the throttle target torque and the actually obtained engine torque. This deviation causes a torque difference corresponding to the deviation between the desired engine torque and the actual engine torque.
  • Patent Document 1 Japanese Patent Laid-Open No. 2002-180860
  • An object of the present invention is to provide a control device for an internal combustion engine that can suitably suppress a sudden change in torque.
  • a control device for an internal combustion engine calculates a throttle target torque for controlling the throttle valve of the internal combustion engine and an ignition timing target torque for controlling the ignition timing of the internal combustion engine.
  • the control device obtains the target throttle opening based on the throttle target torque and executes throttle control, and obtains the target ignition timing based on the ignition timing target torque and executes ignition timing control to adjust the engine torque.
  • the control device includes first calculation means and second calculation means.
  • the first calculating means calculates the throttle realization torque realized by the throttle control.
  • the second calculation means calculates the ignition timing target torque based on the throttle actualization torque calculated by the first calculation means.
  • the engine torque obtained by executing the throttle control based on the throttle target torque and the throttle target torque are compared with the configuration in which the ignition timing target torque is calculated based on the throttle target torque. -It is possible to accurately suppress a sudden change in torque due to the failure. As a result, it is possible to favorably suppress a sudden change in torque.
  • the first calculation means calculates the throttle realization torque based on an intake air amount of the internal combustion engine. According to this configuration, it is possible to accurately calculate the throttle realization torque, that is, the engine torque realized by throttle control based on the intake air amount that is the control target of the throttle control.
  • the first calculation means uses the ignition timing of the internal combustion engine as one of the calculation parameters of the throttle realization torque. Even if the control mode of the throttle control is the same, when the ignition timing of the internal combustion engine is different, the value of the throttle realization torque is different. According to the above configuration, a value corresponding to the ignition timing can be calculated as the throttle realization torque, and a value that is more realistic can be calculated.
  • the control device uses the throttle realization torque as a calculation parameter for the target ignition timing in addition to the ignition timing target torque. According to this configuration, the engine torque to be increased or decreased through the ignition timing control can be obtained from the relationship between the ignition timing target torque and the throttle realization torque, and the target ignition that can appropriately increase or decrease the engine torque. The time can be calculated accurately.
  • a transmission is connected to the internal combustion engine, and the control device automatically adjusts the engine torque when switching the shift stage of the transmission.
  • the control device that automatically adjusts the engine torque when the transmission speed of the transmission connected to the internal combustion engine is switched, if the ignition timing target torque is calculated based on the throttle target torque, the following is adopted: Problems arise. In other words, the engine torque obtained by executing the throttle control based on the throttle target torque does not match the throttle target torque, so that a deviation occurs between the actual engine torque and the desired engine torque. This deviation causes a shift shock and a delay in torque transmission when the transmission shifts. According to the above configuration, occurrence of such a shift shock and delay in torque transmission can be suitably suppressed.
  • FIG. 1 is a configuration diagram showing an outline of an internal combustion engine and peripheral devices to which an embodiment of the present invention is applied.
  • FIG. 2 is a flowchart showing a specific procedure of throttle control processing.
  • FIG. 3 is a flowchart showing a specific procedure for target torque calculation processing.
  • FIG. 4 is a flowchart showing a specific procedure for target ignition timing calculation processing.
  • FIG. 5] (a) to (d) are timing charts showing an example of changes in the state of engine operation during execution of various processes.
  • FIG. 1 schematically shows the configuration of an in-vehicle internal combustion engine to which the control device according to this embodiment is applied and its peripheral devices.
  • the combustion chamber 12 of the internal combustion engine 10 The intake pipe 16 is connected via the intake manifold 14.
  • the intake pipe 16 is provided with an air cleaner 18, a throttle valve 20, and a surge tank 22 in the order of upstream force in the direction of intake air flow!
  • a throttle motor 24 is connected to the throttle valve 20, and the opening degree of the throttle valve 20 is adjusted through drive control of the throttle motor 24.
  • the opening control of the throttle valve 20 throttle control
  • the pipe area of the intake pipe 16 is adjusted, and the amount of intake air passing through the intake pipe 16 and thus the amount of air sucked into the combustion chamber 12 is adjusted. Is done.
  • the intake manifold 14 is provided with a fuel injection valve 26. Fuel is injected into the intake manifold 14 (specifically, in the intake port) through the valve opening drive of the fuel injection valve 26. The intake air metered through the throttle control is sucked into the combustion chamber 12 together with the fuel injected through the valve opening drive of the fuel injection valve 26, and an air-fuel mixture is formed in the combustion chamber 12.
  • the internal combustion engine 10 is provided with a spark plug 28 corresponding to the combustion chamber 12.
  • the air-fuel mixture formed in the combustion chamber 12 is ignited and burned by driving the spark plug 28 (specifically, an igniter).
  • the crankshaft 30 is rotated by the high-temperature and high-pressure combustion gas generated at this time, and the driving force (engine torque) of the internal combustion engine 10 is obtained.
  • An automatic transmission 32 is connected to the crankshaft 30 of the internal combustion engine 10.
  • the automatic transmission 32 transmits the engine torque to the drive wheels 34 of the vehicle.
  • the automatic transmission 32 is a multi-stage type having a plurality of shift speeds, and the gear ratio is switched by switching those shift speeds. Such switching is a parameter that indicates the running state of the vehicle. This is done automatically.
  • the automatic transmission 32 incorporates a plurality of clutch mechanisms 36, and through the switching control of the operating state of the clutch mechanisms 36 (specifically, switching control between the engaged state and the released state of the clutch mechanism 36), The gear ratio is switched.
  • the control device includes various controls of the internal combustion engine 10, such as throttle control, drive control of the fuel injection valve 26 (fuel injection control), and drive control of the spark plug 28 (ignition timing control). ), And an electronic control unit 40 for controlling the operation of the automatic transmission 32 and the clutch mechanism 36 (shift control).
  • the electronic control unit 40 includes a CPU that executes arithmetic processing that is effective for the above various controls, a ROM that stores programs and data necessary for the control, a RAM that temporarily stores arithmetic results of the CPU, In addition, an input port and an output port for inputting / outputting signals to / from the outside are provided.
  • Various sensors for detecting the operating state of the internal combustion engine 10 and the operating state of the vehicle are connected to the input port of the electronic control unit 40.
  • the intake air amount sensor 42 for detecting the amount of intake air GA passing through the intake pipe 16 and the opening of the throttle valve 20 (throttle opening TA) are detected.
  • a throttle sensor 44 and a crank sensor 46 for detecting the rotational speed of the crankshaft 30 (engine rotational speed NE) are connected.
  • an accelerator sensor 48 for detecting the amount of depression of an accelerator pedal and a vehicle speed sensor 50 for detecting the traveling speed of the vehicle are connected to the input port.
  • a throttle motor 24, a fuel injection valve 26 and a spark plug 28 are connected to the output port of the electronic control unit 40.
  • the electronic control unit 40 grasps the operating state of the internal combustion engine 10 and the vehicle based on the detection signals input from the various sensors. Further, the electronic control unit executes the various controls described above based on the grasped operation state of the engine, and controls the internal combustion engine 10 and the vehicle to meet the situation.
  • the electronic control unit 40 includes an engine ECU 40a that executes various controls on the internal combustion engine 10, and a transmission ECU 40b that executes various controls on the automatic transmission 32.
  • the engine ECU 40a and the transmission ECU 40b communicate with each other to exchange data.
  • the engine torque is automatically adjusted so as to smoothly perform this.
  • the engine torque is adjusted as follows. That is, the clutch mechanism 36 shifts to the released state, and the throttle opening TA is increased accordingly. After that, along with the increasing trend of the actual intake air amount GA, the retard amount of the ignition timing is gradually increased so as to keep the engine torque substantially constant by offsetting the increase in the engine torque accompanying the increase. Adjusted. The retard amount of the ignition timing is gradually decreased based on a predetermined pattern, and the clutch mechanism 36 shifts to the engaged state in accordance with this. The engine torque is adjusted in this way for the following reason.
  • the adjustment of the engine torque is executed as follows. That is, a throttle target torque for controlling the throttle valve 20 of the internal combustion engine 10 and an ignition timing target torque for controlling the ignition timing of the internal combustion engine 10 are calculated.
  • the throttle target torque is the target engine torque in the throttle control
  • the ignition timing target torque is the target engine torque for the ignition timing control.
  • a target value (target throttle opening Tta) of the throttle opening TA capable of realizing the throttle target torque is obtained, and throttle control is executed based on the target throttle opening Tta.
  • a target value of the ignition timing (target ignition timing T rt) capable of realizing the ignition timing target torque is obtained, and ignition timing control is executed based on the target ignition timing Trt.
  • the torque may change abruptly if the value power throttle target torque is a reference.
  • the engine torque (throttle actual torque) realized through throttle control is calculated, and the ignition timing target torque is calculated based on this throttle actual torque.
  • FIG. 2 is a flowchart showing a specific procedure for the process that is effective for the throttle control.
  • the series of processes shown in this flowchart is performed at predetermined intervals when the gear stage of the automatic transmission 32 is switched by the engine ECU 40a. Executed.
  • the throttle target torque is read (step S100). This throttle target torque is calculated by a process executed by the transmission ECU 40b (a target torque calculation process (FIG. 3) described later).
  • a target intake air amount Tga is calculated based on the throttle target torque and the ignition torque efficiency (step S102).
  • the relationship between the ignition timing and the engine torque is determined in advance for each engine operating region based on the results of experiments, simulations, etc., and the ignition torque efficiency is sequentially calculated based on such relationship. ing. This ignition torque efficiency is referred to when calculating the target intake air amount Tga.
  • the target intake air amount Tga a value corresponding to the intake air amount GA that can obtain an engine torque equal to the throttle target torque at the current ignition timing is calculated. Specifically, since the larger the throttle target torque, the more intake air is required, a higher value is calculated as the target intake air amount Tga. Further, since the intake air amount necessary for obtaining the same engine torque increases as the ignition timing is retarded, a higher value is calculated as the target intake air amount Tga.
  • the target throttle opening degree Tta is calculated from the intake air model (step S104).
  • a physical model intake model
  • an engine intake system including an intake manifold 14, an intake pipe 16, an air cleaner 18, a throttle valve 20, and a surge tank 22 is modeled.
  • the throttle opening (target throttle opening Tta) at which the target intake air amount Tga and the actual intake air amount GA coincide with each other is calculated through the intake model.
  • a model formula with the intake air amount G A, the engine speed NE and the throttle opening TA as variables is predetermined, and the target throttle opening Tta is calculated through the model formula.
  • the target throttle opening degree Tta a larger opening degree is calculated as the engine speed NE is smaller and as the target intake air amount Tga is larger.
  • step S106 After the target throttle opening degree Tta is calculated in this way, drive control of the throttle motor 24 is executed so that the target throttle opening degree Tta and the actual throttle opening degree TA coincide (step S106). . Then, this process is finished.
  • FIG. 3 is a flowchart showing a specific procedure of the target torque calculation process, and a series of processes shown in this flowchart is executed at predetermined intervals when the gear stage of the automatic transmission 32 is switched by the transmission ECU 40b. .
  • the throttle target torque and the ignition timing target torque are changed in advance after the control for switching the shift stage of the automatic transmission 32 is started.
  • the values at which the engine torque changes according to the pattern are calculated (steps S200 and S202).
  • the ignition timing target torque is a value based on the throttle actual torque calculated in the later-described process (target ignition timing calculation process (FIG. 4)), and in accordance with the above change pattern.
  • a value that changes the engine torque is calculated.
  • it functions as a second calculating means for calculating the ignition timing target torque based on the processing force throttle realization torque in step S202.
  • FIG. 4 is a flowchart showing a specific procedure of the target ignition timing calculation process. A series of processes shown in this flowchart is executed at predetermined intervals when the gear stage of the automatic transmission 32 is switched by the engine ECU 40a. .
  • the basic value of the throttle realization torque is calculated from the intake model based on the throttle opening degree TA, the intake air amount GA, and the engine speed NE (Ste S300). Specifically, for example, the engine torque in the steady operation state is obtained based on the intake air amount GA and the engine rotational speed NE, and the basic value is calculated by transiently correcting the engine torque through the intake model.
  • a value corresponding to the engine torque obtained at the current engine operating state, in other words, the current ignition timing is calculated as the basic value.
  • a throttle realization torque is calculated based on the basic value and the ignition torque efficiency (step S302).
  • the basic value is converted into a value corresponding to the engine torque obtained at an arbitrary ignition timing (reference ignition timing), and the throttle realization torque is calculated.
  • the throttle realization torque is calculated as follows. Throttle opening T Even if the control mode of throttle control, such as A and the mode of change thereof, is the same, the throttle actual torque becomes a different value when the ignition timing is different. Specifically, the engine torque when the actual ignition timing is changed to the reference ignition timing increases as the actual ignition timing is retarded. Therefore, a larger value is calculated as the throttle actualizing torque when the ignition timing is the retarded timing. In addition, the larger the basic value, the larger the calculated throttle actual torque.
  • the throttle realization torque that is, the engine torque realized by the throttle control is accurately determined based on the intake air amount GA that is the control target of the throttle control. Calculated well. Also, a value commensurate with the current ignition timing is calculated as the throttle actual torque.
  • the processing of steps S300 and S302 functions as a first calculation means for calculating the throttle realization torque realized by the throttle control.
  • the target ignition timing T rt is calculated based on the torque down rate ⁇ Tr and the ignition torque efficiency (step S308).
  • a retard amount that can reduce the engine torque by the amount corresponding to the torque down rate ATr is obtained based on the ignition torque efficiency.
  • the target ignition timing Trt is calculated by reflecting the retard amount in the reference ignition timing. After the target ignition timing Trt is calculated in this way, this process is temporarily terminated.
  • the ignition plug 28 is operated at the target ignition timing Trt calculated in this way, and an ignition operation is performed.
  • FIGS. 5 (a) to (d) show when the automatic adjustment of the engine torque is performed when the shift stage of the automatic transmission 32 is switched, that is, when the various processes described above are executed.
  • 2 shows an example of the transition of the operating state of the engine at the time.
  • Fig. 5 (a) shows the change in throttle opening TA
  • Fig. 5 (b) shows the change in intake air amount GA
  • Fig. 5 (c) shows the change in ignition timing
  • Fig. 5 (d) shows the engine. It shows the transition of torque.
  • Fig. 5 (a) first, the throttle opening TA increases (time tl). Thereby, as shown in FIG. 5 (b), the intake air amount GA thereafter increases (time tl to t2). On the other hand, as shown in FIG. 5 (c), the ignition timing is gradually retarded as the intake air amount GA increases. At this time, as shown in Fig. 5 (d), the increase in the engine torque due to the increase in the intake air amount GA is offset by the decrease in the engine torque due to the retard of the ignition timing, and the engine torque becomes substantially constant. Maintained.
  • the advance of the ignition timing is started at an arbitrary predetermined timing (time t3), and thereafter the ignition timing is gradually advanced with an arbitrary predetermined pattern (time t3).
  • time t3 to t4 the throttle opening TA is maintained at a constant opening.
  • the engine torque increases rapidly in accordance with the advance of the ignition timing, and the engine speed NE increases accordingly.
  • the ignition timing target torque is calculated based on the throttle realization torque, the rotational speed NCi of the input-side rotary shaft and the rotational speed NCo of the output-side rotary shaft are accurately matched. In this state, the shift to the engaged state of the clutch mechanism 36 is started, and the occurrence of the above-mentioned speed change shock and the delay in torque transmission are suppressed.
  • the throttle actual torque realized by the throttle control is calculated, and the ignition timing target torque is calculated based on the throttle actual torque. Therefore, compared with the conventional device in which the ignition timing target torque is calculated based on the throttle target torque, the same throttle torque as the engine torque obtained by executing the throttle control based on the throttle target torque. It is possible to accurately suppress a sudden change in torque due to the fact that the torque target torque does not match. Therefore, it is possible to suitably suppress a sudden change in torque.
  • the ignition timing target torque and the throttle actual torque are parameters for calculating the target ignition timing Trt
  • the engine torque to be increased or decreased through the ignition timing control is determined by the ignition timing target torque and the throttle actual torque. It can be obtained from the relationship. Therefore, it is possible to accurately calculate the target ignition timing Trt that can appropriately increase or decrease the engine torque.
  • the parameter for calculating the throttle actual torque may be changed as appropriate.
  • the intake air amount GA and the ignition timing can be specified based on other engine parameters. Therefore, by calculating the throttle actual torque based on such engine parameters, a value corresponding to the engine torque realized by the throttle control may be calculated as the throttle actual torque.
  • the intake air amount GA is specified by the throttle opening TA, the intake pipe pressure, or the engine rotational speed NE, and the ignition timing may be specified by, for example, the engine rotational speed NE or the intake air amount GA. .
  • the calculation parameter for the target ignition timing Trt may be arbitrarily changed as long as it includes at least the ignition timing target torque and the ignition timing (or its index value).
  • the target ignition timing Trt may be calculated through calculation based on the ignition timing target torque and the ignition torque efficiency without using the throttle realization torque.
  • an ignition timing or an engine parameter that can specify the ignition timing may be used as the calculation parameter.
  • the present invention is not limited to a control device that automatically adjusts the engine torque when switching the shift stage of the automatic transmission, but a control device that calculates the throttle target torque and the ignition timing target torque when adjusting the engine torque. If so, the present invention may be applied to a control device other than the control device according to the present embodiment.
  • the present invention also includes a control device for an internal combustion engine to which a multi-stage automatic transmission is connected, an internal combustion engine control apparatus to which a multi-stage manual transmission is connected, and a continuously variable automatic transmission.
  • the present invention may be applied to a control device for an internal combustion engine or a control device for an internal combustion engine in which these transmissions are not connected.
  • the present invention may be applied to an internal combustion engine other than an internal combustion engine mounted on a vehicle.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Theoretical Computer Science (AREA)
  • Signal Processing (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Ignition Timing (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

La présente invention concerne un dispositif de commande pour un moteur à combustion interne, capable de supprimer de façon excellente un changement soudain de couple. Durant le réglage de couple de moteur, le dispositif calcule individuellement et de façon initiale un couple cible d’étranglement pour commander un papillon des gaz du moteur et un couple cible pour commander un calage d’allumage du moteur. Ensuite, un degré cible d’ouverture d’étranglement est obtenu sur la base du couple cible d’étranglement, et une commande d’étranglement est réalisée. Un calage d’allumage cible est obtenu sur la base du couple cible pour le calage d’allumage, et une commande de calage d’allumage est réalisée. Un couple de réalisation d’étranglement réalisé par la commande d’étranglement est calculé. Le couple cible de calage d’allumage est calculé sur la base du couple de réalisation d’étranglement.
PCT/JP2006/321036 2005-10-24 2006-10-23 Dispositif de commande pour moteur a combustion interne WO2007049546A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2005308860A JP2007113555A (ja) 2005-10-24 2005-10-24 内燃機関の制御装置
JP2005-308860 2005-10-24

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8688357B2 (en) 2009-01-15 2014-04-01 Toyota Jidosha Kabushiki Kaisha Control device for internal combustion engine

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Publication number Priority date Publication date Assignee Title
JP4389990B2 (ja) * 2007-10-05 2009-12-24 トヨタ自動車株式会社 車両駆動ユニットの制御装置
JP5012766B2 (ja) * 2008-11-11 2012-08-29 トヨタ自動車株式会社 内燃機関の吸気制御装置
JP5949583B2 (ja) * 2013-01-29 2016-07-06 トヨタ自動車株式会社 異常検出装置
JP6168480B2 (ja) * 2015-09-30 2017-07-26 マツダ株式会社 エンジンの制御装置
JP6168479B2 (ja) * 2015-09-30 2017-07-26 マツダ株式会社 エンジンの制御装置
JP6168484B2 (ja) * 2015-11-20 2017-07-26 マツダ株式会社 エンジンの制御装置

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JPH05163996A (ja) * 1991-12-11 1993-06-29 Mazda Motor Corp エンジンの制御装置
JPH08218911A (ja) * 1995-02-14 1996-08-27 Honda Motor Co Ltd 車両用内燃エンジン制御装置
JP2003155941A (ja) * 2001-11-20 2003-05-30 Toyota Motor Corp 車両の総合制御装置
JP2005113877A (ja) * 2003-10-10 2005-04-28 Denso Corp 内燃機関の制御装置

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JP2900598B2 (ja) * 1990-11-26 1999-06-02 日産自動車株式会社 エンジンのスロットル制御装置
JP2636498B2 (ja) * 1990-11-29 1997-07-30 日産自動車株式会社 エンジンの制御装置
JP4019866B2 (ja) * 2002-09-10 2007-12-12 日産自動車株式会社 内燃機関の制御装置
JP2004263647A (ja) * 2003-03-04 2004-09-24 Hitachi Ltd 車両の発進制御装置

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH05163996A (ja) * 1991-12-11 1993-06-29 Mazda Motor Corp エンジンの制御装置
JPH08218911A (ja) * 1995-02-14 1996-08-27 Honda Motor Co Ltd 車両用内燃エンジン制御装置
JP2003155941A (ja) * 2001-11-20 2003-05-30 Toyota Motor Corp 車両の総合制御装置
JP2005113877A (ja) * 2003-10-10 2005-04-28 Denso Corp 内燃機関の制御装置

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8688357B2 (en) 2009-01-15 2014-04-01 Toyota Jidosha Kabushiki Kaisha Control device for internal combustion engine

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