CA1146241A - Control method for internal combustion engines - Google Patents
Control method for internal combustion enginesInfo
- Publication number
- CA1146241A CA1146241A CA000359025A CA359025A CA1146241A CA 1146241 A CA1146241 A CA 1146241A CA 000359025 A CA000359025 A CA 000359025A CA 359025 A CA359025 A CA 359025A CA 1146241 A CA1146241 A CA 1146241A
- Authority
- CA
- Canada
- Prior art keywords
- engine
- fuel
- power
- delivered
- signal
- 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.)
- Expired
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
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/0205—Circuit arrangements for generating control signals using an auxiliary engine speed control
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Abstract
CONTROL METHOD FOR INTERNAL COMBUSTION ENGINES
Abstract of the Invention Under Rule 72(b) A fuel control system for improving the driveability of a high power to weight ratio vehicle by using power as the controlled parameter. In the system, an operator command signal is compared to a quantity of fuel per engine revolution signal to develop an error signal proportional to the difference between actual power being delivered from the engine and operator commanded power.
Abstract of the Invention Under Rule 72(b) A fuel control system for improving the driveability of a high power to weight ratio vehicle by using power as the controlled parameter. In the system, an operator command signal is compared to a quantity of fuel per engine revolution signal to develop an error signal proportional to the difference between actual power being delivered from the engine and operator commanded power.
Description
This invention relates generally to a fuel control system and method and more particularly to a fuel control system for a vehicle having a high power to weight ratio wherein an operator commanded power signal is compared to a sensed power signal for controlling the engine response to the difference therebetween.
While the invention will be described in conjunction with a diesel-type engine, it is to be understood that the basic principles of the invention may also be applied to a spark-ignited engine. In a conventional diesel engine with an electronic fuel control including an electric governor ! the controller typically operates as a speed controller and for many purposes this type of control is entirely satisfactory.
However, in a passenger car with a relatively high power to weight ratio, high relative to for example trucks, the vehicle response, or driveability, suffers somewhat with a conventional speed control device since small changes in the operator~s input result in large changes in torque output of the engine.
In conventional spark ignition engines, prior to the ~20 application of severe emission control constraints and very lean operation for better fuel economy, the engines were oper-ated in the rich regime. In such modes of operation, the torque output of the engine is proportional to manifold pressure which results from air flowing into the cylinder past the throttle plate. The throttle plate acts as a restriction to the air flowing into the engine. When the pressure across any orifice !
for example the throttle plate orifice, exceeds a certain ratio to the total inlet pressure, the velocity of the air particles through the orifice become sonic. This type of flow is referred .~ ~ .~
cg/ ~
.
., , :
9.~.
to as sonic, crltical or choked flow. In that condition, the quantity of air flowing through the orifice is independent of the pressure downstream of the orifice, and is only influenced by the upstream pressure and the orifice area.
When a conventional spark ignited enqine operates at heavily throttled conditions (part load), the engine is operated with a nominally constant air/fuel ratio and the power output is directly related to air flow. Since this air flow is only related to throttle area during sonic flow conditions, the power output of the engine is therefore directly related to throttle area which, in turn, is directly reiated to throttle rotation caused by the operator.
Such performance characteristics, the direct relation-ship of throttle pedal movement to power output, is considered by most drivers to represent good driveability, or to have a good response characteristic of the operation of the engine in response to a throttle change.
This invention relates to a method of controlling the fuel being delivered to an internal combustion engine in O accordance with the operator desired power to be delivered from the engine comprising the steps of generating an operator power command signal, sensing an engine parameter representative o$ the power being delivered from the engine including sensing the quantity of fuel being delivered to the engine~ comparing the commanded power with the sensed power and generatin~ an error signal representative of the difference between the commanded and sensed power~ and changing the fuel being deliyered to the engine to drive the error signal toward zero.
In its apparatus aspect, the invention relates to a cg/~
.
system for controlling the fuel being delivered to an internal combustion engine in accordance with the operator desired power to be delivered from the enaine comprising means for generating an operat:or power command signal, means for sensing engine parameter representative of the power being delivered from the engine including means for sensing the quantity of fuel being delivered to the engine, means connected to both the sensing means for comparing the commanded power with the sensed power and generating an error signal representative of the difference between the commanded and sensed power, and means connected to the comparing means for changing the fuel being delivered to the engine to drive the error signal toward zero.
Thus, the application describes a method and apparatus for achieving this good driveability type power control over a wide range of throttle inputs. The description will proceed as the invention is applied to a diesel engine fuel control to improve the throttle response - 2a -cg/ ~
~ ~6~
characteristics of the engine and make the engine generally more satisfactory to the driver without sacrificing emissions or performance characteristics.
Accordingly, it is a primary object of the present invention to improve the driveability characteristics of internal combustion engines.
Other objects, features and advantages of the present invention will become readily apparent upon analyzing this specification and the associated drawings in which the single figure of the drawing is a schematic block diagram illustrating the principles of the present invention.
Detailed Description of Invention In a diesel engine which is always operated lean of stoichiometric, generally very lean, the torque output of the engine has been found empirically to be directly related to the quantity of fuel injected per cycle.
Power, of course, can be derived from speed torque in the following fashion:
Power = K(torque x rpm) where the quantity K is a proportionality constant.
Therefore, in the system of the present invention, the operator input will reflect a power level requirement.
Through calculation in an electronic control unit, the actual power being delivered is computed by sensing the fuel quantity being delivered and the engine speed to derive a fuel quantity per engine revolution signal and this signal is utilized to represent actual power being delivered. This computed power signal is compared to the commanded power from the operator's input to develop an error signal. The error signal drives the system to minimize the error and thereby maintain the commanded power level. Obviously, there is an upper limit for any given speed of power output for the engine. This upper limit is recognized by the control unit, the power limit being generally proportional to speed, and the amount of fuel to the engine is limited to that quantity useable by the engine. Also, smoke characteristics, stress levels, and other parameters are taken into consideration in the design of the control unit. Upon generation of the error signal, the correction process utilized in the system of the present invention operates the fuel control system to produce a suitable pulse for the fuel in~ectors to ensure that the operator commanded power level is achieved by the engine.
This same process can be applied to spark ignition engines with some calculation corrections due to varying air/fuel ratios, although as long as the engine is lean of stoichiometric, the torque output can still be considered directly related to the fuel input per cycle. In cases where the air/fuel ratio varies or the engine is rich of stoichiometric, thereby using up essentially all the available oxygen in the cylinder, corrections will need to be made based on manifold density parameters such as manifold pressure and temperature. Accordingly, as soon as the throttle is moved, the power level goes up in the new power point as determined by the throttle area at the new throttle position and, as the engine speed picks up, the power remains the same. Furtherl the torque is reduced causing the engine performance to traverse a road load curve on a torque versus engine speed graph under power control conditions.
Engines with this transient reponse characteristic are considered to have e~cellent driveability. However, for purpose of emission control and fuel economy, it may be desirable to omit the sharp peak which occurs when transferring from one power level to another on initial throttle change. Also, near desired speed, as represented by the new power level, the slope of the engine torque versus speed characteristic may be slightly steeper to give better road speed stabilityO
In the single figure of the drawing there is illustrated a preferred embodiment of the present invention. Particularly, an operator commar.d signal representative of commanded power is generated on an input conductor 10. The command signal on conductor 10 is representative of the power level desired by the operator as commanded by positioning the throttle pedal. This command signal, appropriately scaled, is fed to a comparator 12 as one input thereof. The other input to the comparator is a fuel quantity per engine revolution signal which has been generated on input conductor 14.
The signal on conductor 14 is representative of the power being generated by the engine and will be explained more clearly hereafter. In the event the power commanded by the operator, as represented by the signal and conductor 10, and the power being generated by the engine~ as represented by the signal on conductor 14, are different, an error signal is generated on conductor 16 which is representative of the difference of power between the two input signals.
The signal on conductor 16 is fed to an up-down counter 20 having a set count therein, which signal increments or decrements the counter depending on the polarity of the signal on conductor 16. The output of the counter 20 is fed to a pulse generator 22 through a limlter 24. The limiter is utilized to limit the maximum signal which can be fed to the pulse generator. The output of the pulse generator 22 is a fuel pulse signal which is fed to the injector by means of a power amplifier 24 and an output conductor 26. The output signal to the injector solenoid connected to conductor 26 is controlled by a trigger pulse generated by the electronic control unit and fed to input conductor 28.
The feedback circuit to generate the actual power si~nal on conductor 14 includes a multiplier circuit 30 having plural inputs, one of which is a fuel pulse width signal on conductor 32. This signal is the pulse width ~ ~t~
signal fed out of the pulse generator, the duration of which is representative of fuel quantity for that particular fuel pulse. This signal is multiplied by an engine speed signal fed to the other input of multiplier 30 by means of a conductor 36 which is connected to an engine speed sensor. Thus, the output of multiplier 30 is representative of the quantity of fuel being fed to the engine. As was seen from the description above, this fuel quantity is directly related to the power being generated by the engine.
The limiter circuit 24 is provided an input from an air/fuel limiter table storage means 40 which is provided engine speed inputs from the input signal on conductor 36 and a mass air density signal from a mass air density sensor connected to input conductor 42. Thus, the combination of the engine speed and mass air density signals provides an output signal on conductor 44 which dictates the maximum pulse width that can be generated by the pluse generator 22. The limiter acts to limit the maximum signal to which the up/down counter 20 can be incremented.
In operation, the operator changes throttle position and, for example, increases the throttle angle. This changes the input signal on conductor 10 and creates an error signal out of comparator 12 due to the fact that the signal on conductor 14 represents the previous power setting. The error signal changes the count in counter 20 to increase the pulse width of the signal out of amplifier 24. This is true as long as the limit of table storage means 40 is not exceeded.
Accordingly, it is seen that a fuel control system and method has been described to control fuel being fed to an engine in accordance with the desired power from the engine. While the signal attained by multiplying the fuel pulse width and engine speed is not exactly equal to engine power, it is obviously monotonically related to engine power in a straight-forward fashion. This multiplication of the two signals is adequate for the purposes of the power control scheme in order to produce a preferred level of driveability. Modifications to the circuit may be made to refine the control scheme or change the manner in which the data signals are processed without departing from the scope of the invention. For example, a time delay mechanism in the feedback circuit may be provided between the pulse generator 22 and the multiplier 30 to maintain stability of the system. Also, the system could be modified to incorporate the air/fuel ratio limiter into the operators input command signal circuitry so that the operator's commanded power signal would be a percent of the maximum or limit fuel per cycle which could be fed the engine. Accordingly, the appended claims should be given a broad scope of interpretation.
While the invention will be described in conjunction with a diesel-type engine, it is to be understood that the basic principles of the invention may also be applied to a spark-ignited engine. In a conventional diesel engine with an electronic fuel control including an electric governor ! the controller typically operates as a speed controller and for many purposes this type of control is entirely satisfactory.
However, in a passenger car with a relatively high power to weight ratio, high relative to for example trucks, the vehicle response, or driveability, suffers somewhat with a conventional speed control device since small changes in the operator~s input result in large changes in torque output of the engine.
In conventional spark ignition engines, prior to the ~20 application of severe emission control constraints and very lean operation for better fuel economy, the engines were oper-ated in the rich regime. In such modes of operation, the torque output of the engine is proportional to manifold pressure which results from air flowing into the cylinder past the throttle plate. The throttle plate acts as a restriction to the air flowing into the engine. When the pressure across any orifice !
for example the throttle plate orifice, exceeds a certain ratio to the total inlet pressure, the velocity of the air particles through the orifice become sonic. This type of flow is referred .~ ~ .~
cg/ ~
.
., , :
9.~.
to as sonic, crltical or choked flow. In that condition, the quantity of air flowing through the orifice is independent of the pressure downstream of the orifice, and is only influenced by the upstream pressure and the orifice area.
When a conventional spark ignited enqine operates at heavily throttled conditions (part load), the engine is operated with a nominally constant air/fuel ratio and the power output is directly related to air flow. Since this air flow is only related to throttle area during sonic flow conditions, the power output of the engine is therefore directly related to throttle area which, in turn, is directly reiated to throttle rotation caused by the operator.
Such performance characteristics, the direct relation-ship of throttle pedal movement to power output, is considered by most drivers to represent good driveability, or to have a good response characteristic of the operation of the engine in response to a throttle change.
This invention relates to a method of controlling the fuel being delivered to an internal combustion engine in O accordance with the operator desired power to be delivered from the engine comprising the steps of generating an operator power command signal, sensing an engine parameter representative o$ the power being delivered from the engine including sensing the quantity of fuel being delivered to the engine~ comparing the commanded power with the sensed power and generatin~ an error signal representative of the difference between the commanded and sensed power~ and changing the fuel being deliyered to the engine to drive the error signal toward zero.
In its apparatus aspect, the invention relates to a cg/~
.
system for controlling the fuel being delivered to an internal combustion engine in accordance with the operator desired power to be delivered from the enaine comprising means for generating an operat:or power command signal, means for sensing engine parameter representative of the power being delivered from the engine including means for sensing the quantity of fuel being delivered to the engine, means connected to both the sensing means for comparing the commanded power with the sensed power and generating an error signal representative of the difference between the commanded and sensed power, and means connected to the comparing means for changing the fuel being delivered to the engine to drive the error signal toward zero.
Thus, the application describes a method and apparatus for achieving this good driveability type power control over a wide range of throttle inputs. The description will proceed as the invention is applied to a diesel engine fuel control to improve the throttle response - 2a -cg/ ~
~ ~6~
characteristics of the engine and make the engine generally more satisfactory to the driver without sacrificing emissions or performance characteristics.
Accordingly, it is a primary object of the present invention to improve the driveability characteristics of internal combustion engines.
Other objects, features and advantages of the present invention will become readily apparent upon analyzing this specification and the associated drawings in which the single figure of the drawing is a schematic block diagram illustrating the principles of the present invention.
Detailed Description of Invention In a diesel engine which is always operated lean of stoichiometric, generally very lean, the torque output of the engine has been found empirically to be directly related to the quantity of fuel injected per cycle.
Power, of course, can be derived from speed torque in the following fashion:
Power = K(torque x rpm) where the quantity K is a proportionality constant.
Therefore, in the system of the present invention, the operator input will reflect a power level requirement.
Through calculation in an electronic control unit, the actual power being delivered is computed by sensing the fuel quantity being delivered and the engine speed to derive a fuel quantity per engine revolution signal and this signal is utilized to represent actual power being delivered. This computed power signal is compared to the commanded power from the operator's input to develop an error signal. The error signal drives the system to minimize the error and thereby maintain the commanded power level. Obviously, there is an upper limit for any given speed of power output for the engine. This upper limit is recognized by the control unit, the power limit being generally proportional to speed, and the amount of fuel to the engine is limited to that quantity useable by the engine. Also, smoke characteristics, stress levels, and other parameters are taken into consideration in the design of the control unit. Upon generation of the error signal, the correction process utilized in the system of the present invention operates the fuel control system to produce a suitable pulse for the fuel in~ectors to ensure that the operator commanded power level is achieved by the engine.
This same process can be applied to spark ignition engines with some calculation corrections due to varying air/fuel ratios, although as long as the engine is lean of stoichiometric, the torque output can still be considered directly related to the fuel input per cycle. In cases where the air/fuel ratio varies or the engine is rich of stoichiometric, thereby using up essentially all the available oxygen in the cylinder, corrections will need to be made based on manifold density parameters such as manifold pressure and temperature. Accordingly, as soon as the throttle is moved, the power level goes up in the new power point as determined by the throttle area at the new throttle position and, as the engine speed picks up, the power remains the same. Furtherl the torque is reduced causing the engine performance to traverse a road load curve on a torque versus engine speed graph under power control conditions.
Engines with this transient reponse characteristic are considered to have e~cellent driveability. However, for purpose of emission control and fuel economy, it may be desirable to omit the sharp peak which occurs when transferring from one power level to another on initial throttle change. Also, near desired speed, as represented by the new power level, the slope of the engine torque versus speed characteristic may be slightly steeper to give better road speed stabilityO
In the single figure of the drawing there is illustrated a preferred embodiment of the present invention. Particularly, an operator commar.d signal representative of commanded power is generated on an input conductor 10. The command signal on conductor 10 is representative of the power level desired by the operator as commanded by positioning the throttle pedal. This command signal, appropriately scaled, is fed to a comparator 12 as one input thereof. The other input to the comparator is a fuel quantity per engine revolution signal which has been generated on input conductor 14.
The signal on conductor 14 is representative of the power being generated by the engine and will be explained more clearly hereafter. In the event the power commanded by the operator, as represented by the signal and conductor 10, and the power being generated by the engine~ as represented by the signal on conductor 14, are different, an error signal is generated on conductor 16 which is representative of the difference of power between the two input signals.
The signal on conductor 16 is fed to an up-down counter 20 having a set count therein, which signal increments or decrements the counter depending on the polarity of the signal on conductor 16. The output of the counter 20 is fed to a pulse generator 22 through a limlter 24. The limiter is utilized to limit the maximum signal which can be fed to the pulse generator. The output of the pulse generator 22 is a fuel pulse signal which is fed to the injector by means of a power amplifier 24 and an output conductor 26. The output signal to the injector solenoid connected to conductor 26 is controlled by a trigger pulse generated by the electronic control unit and fed to input conductor 28.
The feedback circuit to generate the actual power si~nal on conductor 14 includes a multiplier circuit 30 having plural inputs, one of which is a fuel pulse width signal on conductor 32. This signal is the pulse width ~ ~t~
signal fed out of the pulse generator, the duration of which is representative of fuel quantity for that particular fuel pulse. This signal is multiplied by an engine speed signal fed to the other input of multiplier 30 by means of a conductor 36 which is connected to an engine speed sensor. Thus, the output of multiplier 30 is representative of the quantity of fuel being fed to the engine. As was seen from the description above, this fuel quantity is directly related to the power being generated by the engine.
The limiter circuit 24 is provided an input from an air/fuel limiter table storage means 40 which is provided engine speed inputs from the input signal on conductor 36 and a mass air density signal from a mass air density sensor connected to input conductor 42. Thus, the combination of the engine speed and mass air density signals provides an output signal on conductor 44 which dictates the maximum pulse width that can be generated by the pluse generator 22. The limiter acts to limit the maximum signal to which the up/down counter 20 can be incremented.
In operation, the operator changes throttle position and, for example, increases the throttle angle. This changes the input signal on conductor 10 and creates an error signal out of comparator 12 due to the fact that the signal on conductor 14 represents the previous power setting. The error signal changes the count in counter 20 to increase the pulse width of the signal out of amplifier 24. This is true as long as the limit of table storage means 40 is not exceeded.
Accordingly, it is seen that a fuel control system and method has been described to control fuel being fed to an engine in accordance with the desired power from the engine. While the signal attained by multiplying the fuel pulse width and engine speed is not exactly equal to engine power, it is obviously monotonically related to engine power in a straight-forward fashion. This multiplication of the two signals is adequate for the purposes of the power control scheme in order to produce a preferred level of driveability. Modifications to the circuit may be made to refine the control scheme or change the manner in which the data signals are processed without departing from the scope of the invention. For example, a time delay mechanism in the feedback circuit may be provided between the pulse generator 22 and the multiplier 30 to maintain stability of the system. Also, the system could be modified to incorporate the air/fuel ratio limiter into the operators input command signal circuitry so that the operator's commanded power signal would be a percent of the maximum or limit fuel per cycle which could be fed the engine. Accordingly, the appended claims should be given a broad scope of interpretation.
Claims (8)
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. A method of controlling the fuel being delivered to an internal combustion engine in accordance with the operator desired power to be delivered from the engine and improving the operator perceived operation of the engine comprising the steps of generating an operator power command signal in response solely to an operator command, sensing the power being delivered by the engine by sensing the speed and the fuel being delivered to the engine and generating a power signal representative of the quantity of fuel being delivered to the engine per engine revolution, comparing the commanded power signal with the sensed delivered fuel per revolution power signal and generating an error signal representative of the difference between the commanded power and sensed fuel delivery power signal, and changing the fuel being delivered to the engine to drive the error signal toward zero.
2. The method of claim 1 further including multiplying the fuel quantity and speed signals.
3. The method of claim 2 wherein the engine is a pulsed fuel injected engine and the step of changing the fuel being delivered includes varying the width of the fuel pulses.
4. The method of claim 1 further including the step of limiting the maximum fuel to be fed to the engine by sensing the engine speed and air density of air being fed to the engine and generating a limiting signal in response to addressing a limiter table with said sensed engine speed and said air density, and limiting the fuel being fed to the engine per engine revolution in response to the output of the limiter table.
5. A system for controlling the fuel being delivered to an internal combustion engine in accordance with the operator desired power to be delivered from the engine and improving the operator perceived operation of the engine comprising means for generating an operator power command signal in response to an operator command, means for sensing engine speed and the fuel being delivered to the engine and generating a power signal representative of the power being delivered from the engine per engine revolution as a function of the quantity of fuel being delivered to the engine per engine revolution, means connected to both said sensing means and said operator power command signal generating means for comparing the commanded power with the sensed power signal and generating an error signal representative of the difference between the commanded and sensed power signal, and means connected to said comparing means for changing the fuel being delivered to the engine to drive the error signal toward zero.
6. The system of claim 5 further including sensing engine speed, and means for multiplying the fuel quantity and engine speed signals.
7. The system of claim 6 wherein the engine is a pulsed fuel injected engine and said means for changing the fuel being delivered includes means for varying the width of the fuel pulses.
8. The system of claim 5 including means for limiting the maximum fuel to be fed to the engine, said limiting means including said means for sensing engine speed and means for sensing air being fed the engine, a limiter table circuit for generating a limiting signal in response to said sensed speed and air, limiting means for limiting the fuel in response to said limiting signal.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US8036779A | 1979-10-01 | 1979-10-01 | |
| US80,367 | 1979-10-01 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1146241A true CA1146241A (en) | 1983-05-10 |
Family
ID=22156928
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000359025A Expired CA1146241A (en) | 1979-10-01 | 1980-08-26 | Control method for internal combustion engines |
Country Status (7)
| Country | Link |
|---|---|
| JP (1) | JPS5660833A (en) |
| AT (1) | ATA487780A (en) |
| CA (1) | CA1146241A (en) |
| DE (1) | DE3036363A1 (en) |
| FR (1) | FR2466618B1 (en) |
| GB (1) | GB2059633B (en) |
| IT (1) | IT1132772B (en) |
Families Citing this family (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3204842A1 (en) * | 1982-02-11 | 1983-08-18 | Volkswagenwerk Ag, 3180 Wolfsburg | Device for controlling a spark-ignition internal-combustion engine |
| JPS60156942A (en) * | 1984-01-25 | 1985-08-17 | Nissan Motor Co Ltd | Controller for driving power of automobile |
| DE3403394A1 (en) * | 1984-02-01 | 1985-08-01 | Robert Bosch Gmbh, 7000 Stuttgart | FUEL-AIR MIXING SYSTEM FOR AN INTERNAL COMBUSTION ENGINE |
| JPS6143244A (en) * | 1984-08-06 | 1986-03-01 | Nissan Motor Co Ltd | Control device of engine |
| DE3839462A1 (en) * | 1988-11-23 | 1990-05-31 | Kloeckner Humboldt Deutz Ag | Drive system with steplessly adjustable output transmission ratio |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE1911828C3 (en) * | 1969-03-08 | 1979-04-26 | Robert Bosch Gmbh, 7000 Stuttgart | Electronic controller for the speed of an internal combustion engine, especially a diesel engine |
| US3808882A (en) * | 1971-07-21 | 1974-05-07 | Dresser Ind | Engine torque control system |
| GB1416861A (en) * | 1971-12-03 | 1975-12-10 | Cav Ltd | Control systems for internal combustion engines |
| US3973537A (en) * | 1971-12-03 | 1976-08-10 | C.A.V. Limited | Fuel supply systems for internal combustion engines |
| DE2807924A1 (en) * | 1978-02-24 | 1979-09-06 | Bosch Gmbh Robert | PROCEDURE AND DEVICE FOR CORRECTING THE AMOUNT OF FUEL ADJUSTED TO A COMBUSTION ENGINE |
| DE2811574A1 (en) * | 1978-03-17 | 1979-09-27 | Bosch Gmbh Robert | DEVICE FOR THE CONTROL OF A DRIVE MOTOR-GEAR UNIT OF A MOTOR VEHICLE |
-
1980
- 1980-08-26 CA CA000359025A patent/CA1146241A/en not_active Expired
- 1980-09-19 GB GB8030298A patent/GB2059633B/en not_active Expired
- 1980-09-26 DE DE19803036363 patent/DE3036363A1/en not_active Ceased
- 1980-09-26 IT IT24946/80A patent/IT1132772B/en active
- 1980-09-30 AT AT0487780A patent/ATA487780A/en unknown
- 1980-10-01 JP JP13592680A patent/JPS5660833A/en active Granted
- 1980-10-01 FR FR8021018A patent/FR2466618B1/en not_active Expired
Also Published As
| Publication number | Publication date |
|---|---|
| FR2466618A1 (en) | 1981-04-10 |
| FR2466618B1 (en) | 1986-05-30 |
| GB2059633B (en) | 1983-05-05 |
| ATA487780A (en) | 1983-02-15 |
| IT8024946A0 (en) | 1980-09-26 |
| JPS5660833A (en) | 1981-05-26 |
| JPS6321817B2 (en) | 1988-05-09 |
| DE3036363A1 (en) | 1981-04-16 |
| GB2059633A (en) | 1981-04-23 |
| IT1132772B (en) | 1986-07-02 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US4126107A (en) | Electronic fuel injection system | |
| EP0239095B1 (en) | A control system and method for internal combustion engines | |
| US4335695A (en) | Control method for internal combustion engines | |
| EP0247626B1 (en) | System and method for electronic control of internal combustion engine | |
| US4789939A (en) | Adaptive air fuel control using hydrocarbon variability feedback | |
| US4159697A (en) | Acceleration enrichment circuit for fuel injection system having potentiometer throttle position input | |
| US4184461A (en) | Acceleration enrichment for closed loop control systems | |
| US4736724A (en) | Adaptive lean limit air fuel control using combustion pressure sensor feedback | |
| JPH0218297Y2 (en) | ||
| US4284053A (en) | Electronic engine control | |
| US4538573A (en) | Electronic engine control | |
| US4590912A (en) | Air-fuel ratio control apparatus for internal combustion engines | |
| GB2243462A (en) | I.C. engine control apparatus | |
| US4237830A (en) | Vehicle engine air and fuel mixture controller with engine overrun control | |
| US4408582A (en) | Electronic engine control | |
| US4401087A (en) | Method and apparatus for engine control | |
| EP1570169B1 (en) | Egr speed-based modification during fueling transients | |
| US4924835A (en) | Method of and device for the electronic determination of the fuel amount for an internal combustion engine | |
| CA1146241A (en) | Control method for internal combustion engines | |
| US4437446A (en) | Electronically controlled fuel injection system | |
| JPH09287507A (en) | Throttle valve controller for internal combustion engine | |
| SE509805C2 (en) | Method and system for the control of internal combustion engines | |
| EP0210766B1 (en) | Adaptive control system for an internal combustion engine | |
| US5775295A (en) | Process for controlling a direct-injection internal combustion engine | |
| US5642708A (en) | Method of modifying the motion of an output-varying control element |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKEX | Expiry |