CN105715396B - Method and device for determining mass flow through a throttle valve under pulsating pressure - Google Patents
Method and device for determining mass flow through a throttle valve under pulsating pressure Download PDFInfo
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- CN105715396B CN105715396B CN201510959834.XA CN201510959834A CN105715396B CN 105715396 B CN105715396 B CN 105715396B CN 201510959834 A CN201510959834 A CN 201510959834A CN 105715396 B CN105715396 B CN 105715396B
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- 238000000034 method Methods 0.000 title claims abstract description 16
- 238000002485 combustion reaction Methods 0.000 claims abstract description 36
- 230000001419 dependent effect Effects 0.000 claims abstract description 9
- 239000007789 gas Substances 0.000 claims description 77
- 230000036962 time dependent Effects 0.000 claims 2
- 238000004590 computer program Methods 0.000 claims 1
- 238000012935 Averaging Methods 0.000 description 7
- 230000001276 controlling effect Effects 0.000 description 4
- 238000010586 diagram Methods 0.000 description 2
- 230000001105 regulatory effect Effects 0.000 description 2
- 238000011156 evaluation Methods 0.000 description 1
- 230000006698 induction Effects 0.000 description 1
- 238000002347 injection Methods 0.000 description 1
- 239000007924 injection Substances 0.000 description 1
Images
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
- F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
-
- 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
- F02D41/0025—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]
- F02D41/0065—Specific aspects of external EGR control
- F02D41/0072—Estimating, calculating or determining the EGR rate, amount or flow
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/04—Engine intake system parameters
- F02D2200/0402—Engine intake system parameters the parameter being determined by using a model of the engine intake or its components
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/04—Engine intake system parameters
- F02D2200/0406—Intake manifold pressure
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/04—Engine intake system parameters
- F02D2200/0414—Air temperature
-
- 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
- F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
- F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
- F02D41/1448—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an exhaust gas pressure
-
- 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
Abstract
The invention relates to a method and a device for determining a mass flow through a throttle valve under pulsating pressure. Determining a gas mass flow through a correction error of a throttle valve in an engine system (1) having an internal combustion engine (2) using a throttle valve model (1) ((
) The method comprises the following steps: -pressure value(s) by means of a throttle model dependent on the average of the inlet-side and outlet-side pressures at the throttle (6, 81) ((s))
，
) To determine the gas mass flow (
) (ii) a Dependent on the pressure at the outlet side (
) And pressure on the inlet side: (
) Pressure ratio therebetween (
) To obtain a correction amount (
) (ii) a -using said correction amount (
) Loading the determined gas mass flow (
) In order to obtain a corrected gas mass flow: (
）。
Description
Technical Field
The present invention relates generally to the field of modeling throttle behavior in gas-conducting systems, in particular in air-inlet and/or gas-outlet systems of internal combustion engines.
Background
The internal combustion engine has position sensors which are actuated on the basis of state variables to operate the internal combustion engine. These state variables are either detected by sensors or modeled by other measured variables, for example, by means of a physical model.
The knowledge and the adjustability of the gas flow, for example the gas flow of the air mass flow in the air supply system and the exhaust gas mass flow in the exhaust gas discharge system, is decisive for the operation of the internal combustion engine. The cross-section of the flow in the air supply system and the exhaust gas discharge system is often varied by means of throttles for controlling the gas flow in the internal combustion engine, which are used in the form of adjustable throttle flaps or control valves. The mass flow of fresh air introduced into the internal combustion engine is specifically regulated, for example, by means of a throttle position sensor in an air inlet system of the internal combustion engine, in order to control the internal combustion engine.
In order to model the behavior of a position sensor, for example a throttle flap, which controls the gas flow in an internal combustion engine, a mathematical throttle model is used, with which a mass flow through the throttle valve can be calculated from a predetermined throttle position, a predetermined pressure difference across the throttle valve and a pressure on the inlet side of the throttle valve, as well as further parameters. This can be used, for example, in the control of diesel engines for model-based charge control by calculating corresponding nominal opening cross sections for the throttle flap and the exhaust gas return valve from the nominal mass flow through the throttle flap and the exhaust gas return valve by means of a throttle model in a pilot control path.
By operating the internal combustion engine, suction pulses or exhaust pulses occur in the respective gas mass flows via the inlet valve and the outlet valve which are operated in the air inlet system or the exhaust gas outlet system. Due to the computational performance of the engine control unit provided in a limited manner for controlling the internal combustion engine, the throttle model is generally applied only to the averaged physical variables. In the calculation of the opening cross section for the throttle flap and the exhaust gas return valve, the model-based charge control for controlling the diesel engine therefore also uses the pressure values for the average of the pressures on the inlet side and on the outlet side. The exhaust and intake pulses in the pressure values characterizing the operation of the internal combustion engine are therefore not taken into account. The throttle model is of course non-linear and therefore introduces errors when using an averaged pressure signal instead of the actual pulsed pressure signal.
Disclosure of Invention
According to the invention, a method for determining an average mass flow through a throttle valve at pulsed pressures according to claim 1 and a device according to the accompanying claims are proposed.
Further embodiments are given in the dependent claims.
According to a first aspect, a method for determining an error-corrected gas mass flow via a throttle valve in an engine system having an internal combustion engine by means of a throttle valve model is proposed, having the following steps:
determining the gas mass flow by means of a throttle model as a function of the pressure values averaged over the inlet-side and outlet-side pressures at the throttle;
-finding a correction amount in dependence on a pressure ratio between the pressure on the outlet side and the pressure on the inlet side; and is
-applying a correction quantity to the determined gas mass flow in order to obtain a corrected gas mass flow.
Due to the non-linearity of the throttle model, errors arise in the calculated determination of the gas mass flow through the throttle using the averaged pressure signal. The method described above provides for correcting the error by loading with a correction amount. In detail, it is proposed to determine the mass flow first of all as a function of the averaged pressure values for calculating the gas mass flow and to correct the erroneous values of the gas mass flow thus obtained by means of a correction quantity.
In this way, deviations that may occur by using pressure values averaged in a nonlinear throttle model can be compensated for. The above method is particularly advantageous when a large error occurs due to pulses in the inlet-side and outlet-side pressures on the throttle valve having a high magnitude by using the pressure value averaged at the time of calculating the throttle model. This applies in particular if the pressure ratios on the outlet side and on the inlet side likewise have pulses with a high amplitude. In particular, errors are caused by the fact that the calculation of the throttle model using the pressure value, which is averaged over the mass flow through the throttle, is described to be much worse for strongly pulsating pressure ratios, so that increased errors occur. The error can be balanced by using the correction amount.
It can be provided that the correction amount is determined as a function of the pulse amplitude of the pressure ratio of the pulse between the outlet-side pressure and the inlet-side pressure and the averaged pressure ratio.
The correction value is also determined as a function of any one or several of the following variables:
-the pulse amplitude of the pressure at the inlet side;
-pressure on the inlet side;
-pressure on the outlet side;
-the pressure ratio between the pressure on the outlet side and the pressure on the inlet side;
-a pulse frequency;
-a pressure amplitude of a pressure difference across the throttle valve;
-temperature of the inlet side; and
-temperature at the outlet side.
The correction value can be determined, in particular, from a predetermined characteristic map.
It can be provided that the corrected gas mass flow is determined by multiplication or addition with the correction quantity.
According to one specific embodiment, the air mass flow through a throttle flap in an air supply system of the internal combustion engine or the exhaust gas mass flow of the combustion exhaust gases which are returned from the gas supply system into the air supply system via an exhaust gas return valve is determined as the error-correcting gas mass flow.
The gas mass flow can furthermore be determined as a function of the effective opening cross-sectional area of the throttle flap, the predetermined gas constant and the temperature on the inlet side of the gas mass flow at the throttle flap.
According to a further aspect, a device, in particular an engine control unit, is provided for determining a gas mass flow through a correction error of a throttle valve in an engine system having an internal combustion engine using a throttle valve model, wherein the device is designed for:
determining the gas mass flow by means of a throttle model as a function of the pressure values averaged over the inlet-side and outlet-side pressures at the throttle;
-finding a correction amount in dependence on a pressure ratio between the pressure on the outlet side and the pressure on the inlet side;
-loading the determined gas mass flow with the correction quantity in order to obtain a corrected gas mass flow.
Drawings
Embodiments are further explained below with reference to the drawings. In the drawings:
FIG. 1 is a schematic illustration of an engine system having a throttle flap disposed in an air induction system and an exhaust gas recirculation mechanism having an exhaust gas recirculation valve;
FIG. 2 is an illustration of a curve of a throttle model implemented in an engine control apparatus, the throttle model indicating flow with respect to a pressure ratio between outlet-side and inlet-side pressures over a throttle valve;
FIG. 3 is a block diagram illustrating a function for finding a corrected mass flow; and is
Fig. 4 is a comprehensive characteristic curve for determining the correction amount depending on the pulse amplitude of the pressure ratio of the pulse and the averaged pressure ratio.
Detailed Description
Fig. 1 shows an engine system 1 with an internal combustion engine 2. The internal combustion engine can be designed as a gasoline or diesel engine and has a number of cylinders 3 (4 in the present exemplary embodiment). The cylinders 3 are provided with inlet and outlet valves (not shown), by means of which air can be drawn into the combustion chambers of the cylinders 3 or can be discharged by means of combustion exhaust gases. Fresh air is introduced into the internal combustion engine 2 via an air inlet system 4 and combustion exhaust gases are removed via an exhaust system 5. The internal combustion engine 2 is operated in a known four-stroke operation, so that the intake of air and the discharge of combustion exhaust gases are carried out only in stages.
In the air inlet system 4, a throttle flap 6 is arranged, which can be adjusted by means of a throttle position sensor. The throttle flap 6 serves to set the air mass flow of the fresh air to be introduced at the internal combustion engine 2.
The exhaust gas discharge system 5 is connected via an exhaust gas return line 8 to an intake pipe section 41 between the throttle flap 6 and the internal combustion engine 2. An exhaust gas return valve 81 is arranged in the exhaust gas return line 8 in order to set the mass flow of the returned exhaust gas.
The internal combustion engine 2 is operated by means of an engine control device 10 as a function of state variables of the engine system 1. These state variables can be provided as measured variables or as variables modeled from measured variables. For this purpose, the engine control unit 10 adjusts position sensors, such as a throttle position sensor, an exhaust gas return valve 81, and the like.
In order to operate the internal combustion engine 2, the throttle flap 6 and the exhaust gas return valve 81 must be adjusted to provide a predetermined mass flow. This requires a calculation of the air or exhaust gas mass flow regulated by the throttle flap 6 or the exhaust gas return valve 81 in the engine control unit 10 on the basis of the parameters and state variables of the air supply and removal systems 4, 5.
The throttle flap 6 and the exhaust gas return valve 81 as well as further means for controlling the gas mass flow are denoted throttle valves in the following. By means of a throttle model, the mass flow of gas flowing through the throttle
Can be dependent on the pressure on the outlet side bearing against the throttle flap
And pressure at the inlet side
Pressure ratio therebetween, temperature of inlet side
Pressure at the inlet side
Determining the cross-sectional area of the opening
Is determined according to the following equation:
the root term of the above equation corresponds to the flow function
Wherein
Corresponding to the outletLateral pressure
And pressure at the inlet side
Pressure ratio therebetween and
corresponding to the pressure on the outlet side averaged
And the pressure on the inlet side averaged
The average resulting pressure ratio therebetween.
Corresponding to a specific gas constant, and
this index corresponds to an isotropic or adiabatic index, which is gas-dependent and is predetermined to be 1.4 for automotive applications.
Flow function
This is illustrated in fig. 2 as curve K1. The flow function represents the flow
And in one embodiment at a critical pressure ratio
Reaches its maximum value at 0.53
0.48. For lower pressure ratios
In other words, the flow rate is again reduced to the maximum value
The following. When the pressure on the inlet side continues to rise relative to the pressure on the outlet side, a pressure ratio is generated
A small value. Pressure-to-area ratio expressed by the throttle model
<
The drop in flow is non-physical and is set by a throttle model commonly used in engine control equipment at pressure ratios
Pressure ratio less than critical
Flow rate of about 0.53
0.48 holds its maximum value. The flow function used in the engine control apparatus 10 is derived
As it is shown in curve K2.
During operation of the internal combustion engine 2, pulses are generated in the air supply system 4 and in the exhaust gas discharge system 5 by the valve play of the inlet and outlet valves. The pulses lead to pressure values of the inlet-side and outlet-side pulses of the throttle flap 6 or of the exhaust gas return valve 81. The calculation of the throttle model is averaged due to the limited calculation capacity in the engine control apparatus 10Pressure value of
、
Is carried out on a basis. The pressure values are averaged, in particular, over a pulse period, which is determined by the speed n [ revolutions per minute ] of the internal combustion engine 2]As 720 °/(number of 60 × n cylinders).
Due to flow function
About the pressure values obtained without averaging
、
、
Calculating flow
While using the pressure value obtained by averaging
、
、
The calculated flow rate is brought when the flow rate is calculated
Or the error in the gas mass flow. Error generation in FIG. 2 according to an example with an average pressure ratio at 0.8
Pressure ratio of surrounding pulse and pressure ratio of 0.15
Is used to indicate the pulse amplitude. The modeled flow can be seen
Is between 0.2 and 0.45. By pressure ratio
Flow rate obtained without averaging
As an average of
To indicate. If the average pressure ratio
When applied to the throttle model, the trend is shown by the dashed line
. The flow rate from the average determined by the pressure ratio of the pulses can be seen
And flow determined by the averaged pressure ratio
The deviation therebetween. It can be seen that the pressure ratio at the pulse
The error increases as the magnitude of (c) increases.
FIG. 3 shows a function for illustrating a correction for a gas mass flow determined by a throttle model on the basis of an averaged pressure valueBlock diagram of numbers. Fig. 3 shows the evaluation function for the gas mass flow through the throttle flap, for example, through the throttle flap 6 or the exhaust gas return valve 81. The pressure value of the inlet side
And pressure value of outlet side
Detected or modeled and imported into the averaging function 21. The averaging function 21 will provide corresponding pressure values within one pulse period
、
Averaging and averaging the resulting pressure values
、
And effective opening cross-sectional area depending on the position of the throttle valve
As described above, into the flow function 22 of the throttle model.
The flow rate thus obtained
To a multiplying element 23, the other input variable of which corresponds to the correction quantity
. Derived corrected flow
。
Correction amount
Mean-dependent pressure ratio by means of a predetermined characteristic function 24
And pressure on the outlet side not averaged
And pressure at the inlet side
Pressure ratio of
Pulse amplitude of the pulse of (2)
To be determined. The correction amount
In particular can be used as
To obtain the result. From the pressure on the inlet side and the pressure on the outlet side in the amplitude-finding function 25
、
The pulse amplitude is determined in a conventional manner from the original pressure value
。
The correction quantity can also be determined as a function of any one or several of the following variables: pulse frequency (by cylinder)Quantity and speed of the internal combustion engine), pressure amplitude of the pressure difference across the throttle (overall from the actual filling and/or injection quantity), pressure on the inlet side
Pressure amplitude, pressure at the inlet side
Temperature of the inlet side
And the temperature at the outlet side.
In the mass flow calculation function 27, the corrected flow rate is now determined
Dependent on the temperature of the inlet side
Pressure at the inlet side
Cross sectional area of opening determined by position of throttle valve
And specific gas constant
Determining a corrected gas mass flow according to the throttle model described above
：
Alternatively, the throttle equation described above can also be in terms of opening cross-sectional area
Pressure at the inlet side
Or temperature of the inlet side
Any one of these parameters is modified, so that correction can be performed when a throttle equation for determining any one of the parameters is used correspondingly.
Fig. 4 shows an example of a pressure ratio for pulsing
Pulse amplitude of
And the average resulting pressure ratio
Determining a correction value on the basis thereof
The comprehensive characteristic curve of (1). Deriving corrected flow as a result
Converting the flow rate into a corrected gas mass flow corresponding to a predetermined throttle model
。
In the described embodiment, the correction amount
As a correction quantity which is applied to the flow rate in a multiplied manner. In principle, the added correction quantity can also be taken into account depending on the provided characteristic function 24.
Claims (10)
1. Determining a gas mass flow through a correction error of a throttle valve in an engine system (1) having an internal combustion engine (2) using a predetermined throttle valve model (1) ((
) The method comprises the following steps:
-a pressure value which is determined by means of the throttle model as a function of the average of the inlet-side and outlet-side pressures at the throttle (6, 81) ((
，
) To determine the gas mass flow (
）；
Dependent on the pressure at the outlet side (
) And pressure on the inlet side: (
) Pressure ratio therebetween (
) To obtain a correction amount (
）；
-using said correction amount (
) Loading the determined gas mass flow (
) So as to eliminate the pressure ratio (in) in place of the actual pulse
) Using the average resulting pressure ratio of (
) Time-dependent errors and a corrected gas mass flow (
）。
2. The method of claim 1, wherein the correction amount (C &
) Dependent on the pressure on the outlet side (
) And pressure on the inlet side: (
) Pulse amplitude of pressure ratio of pulses in between and pressure ratio averaged (
) To obtain the result.
3. The method of claim 1, wherein the correction amount (C &
) It is also determined depending on any one or several of the following variables:
-the pulse amplitude of the pressure at the inlet side;
pressure on the inlet side (
）；
Pressure at the outlet side (
）；
Pressure at the outlet side (
) And pressure on the inlet side: (
) Pressure ratio therebetween;
-a pulse frequency;
-a pressure amplitude of a pressure difference across the throttle valve;
temperature on the inlet side (
) (ii) a And
-temperature at the outlet side.
4. The method of claim 1, wherein the correction amount (C &
) From a predetermined characteristic map.
5. The method of claim 1, wherein the corrected gas mass flow is passed with the correction amount (c
) Or multiplied or added.
6. The method of claim 1, wherein the error-corrected gas mass flow (C
) An air mass flow is determined which passes through a throttle flap (6) in an air intake system of the internal combustion engine (2) or an exhaust gas mass flow of combustion exhaust gases which is conducted back from an exhaust gas discharge system (5) into the air intake system (4) via an exhaust gas return valve (81).
7. Method according to claim 1, wherein the gas mass flow depends on the effective opening cross-sectional area of the throttle flap (6, 81), on a predetermined gas constant and on the temperature of the inlet side of the gas mass flow over the throttle flap (6, 81) ((
) To obtain the result.
8. Determining a gas mass flow through a correction error of a throttle valve (6, 81) in an engine system (1) having an internal combustion engine (2) by means of a throttle valve model (1) ((
) Wherein the apparatus is configured to:
-a pressure value which is determined by means of the throttle model as a function of the average of the inlet-side and outlet-side pressures at the throttle (6, 81) ((
，
) To determine the gas mass flow (
）；
Dependent on the pressure at the outlet side (
) And pressure on the inlet side: (
) The correction amount is obtained by the pressure ratio;
-using said correction amount (
) Loading the determined gas mass flow (
) So as to eliminate the pressure ratio (in) in place of the actual pulse
) Using the average resulting pressure ratio of (
) Time-dependent errors and a corrected gas mass flow (
）。
9. The apparatus of claim 8, wherein the apparatus is an engine control device.
10. Machine-readable storage medium, on which a computer program is stored which, when being executed in a data processing device, is set up to carry out all the steps of the method according to one of claims 1 to 7.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102014226769.2 | 2014-12-22 | ||
| DE102014226769.2A DE102014226769A1 (en) | 2014-12-22 | 2014-12-22 | Method and apparatus for determining mass flow through a throttle at pulsating pressures |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN105715396A CN105715396A (en) | 2016-06-29 |
| CN105715396B true CN105715396B (en) | 2021-08-24 |
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ID=56097879
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201510959834.XA Active CN105715396B (en) | 2014-12-22 | 2015-12-21 | Method and device for determining mass flow through a throttle valve under pulsating pressure |
Country Status (2)
| Country | Link |
|---|---|
| CN (1) | CN105715396B (en) |
| DE (1) | DE102014226769A1 (en) |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110631835B (en) * | 2019-09-25 | 2021-07-09 | 潍坊内燃机质量检验中心有限公司 | Supercharging pressure credibility detection method and device |
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|---|---|---|---|---|
| JPS59206632A (en) * | 1983-05-05 | 1984-11-22 | Mikuni Kogyo Co Ltd | Method and device for supplying mixture of air and fuel to internal-combustion engine |
| JPH05187305A (en) * | 1991-08-05 | 1993-07-27 | Nippondenso Co Ltd | Air amount calculating device of internal combustion engine |
| JP2003254149A (en) * | 2002-02-27 | 2003-09-10 | Mitsubishi Motors Corp | Device for calculating suction air quantity for engine |
| CN1701173A (en) * | 2003-07-10 | 2005-11-23 | 丰田自动车株式会社 | Suction air amount predicting device of internal combustion engine |
| CN1977100A (en) * | 2005-01-13 | 2007-06-06 | 丰田自动车株式会社 | Controller of internal combustion engine |
| CN101042066A (en) * | 2006-03-20 | 2007-09-26 | 本田技研工业株式会社 | Fuel control system for internal combustion engine |
| JP2008144641A (en) * | 2006-12-08 | 2008-06-26 | Toyota Motor Corp | Atmospheric pressure estimation device |
| CN101818693A (en) * | 2008-12-22 | 2010-09-01 | 通用汽车环球科技运作公司 | Throttle control systems and methods for internal combustion engines to reduce throttle oscillations |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102005018272B4 (en) * | 2005-04-20 | 2019-10-31 | Robert Bosch Gmbh | Method and device for operating an internal combustion engine |
-
2014
- 2014-12-22 DE DE102014226769.2A patent/DE102014226769A1/en active Pending
-
2015
- 2015-12-21 CN CN201510959834.XA patent/CN105715396B/en active Active
Patent Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS59206632A (en) * | 1983-05-05 | 1984-11-22 | Mikuni Kogyo Co Ltd | Method and device for supplying mixture of air and fuel to internal-combustion engine |
| JPH05187305A (en) * | 1991-08-05 | 1993-07-27 | Nippondenso Co Ltd | Air amount calculating device of internal combustion engine |
| JP2003254149A (en) * | 2002-02-27 | 2003-09-10 | Mitsubishi Motors Corp | Device for calculating suction air quantity for engine |
| CN1701173A (en) * | 2003-07-10 | 2005-11-23 | 丰田自动车株式会社 | Suction air amount predicting device of internal combustion engine |
| CN1977100A (en) * | 2005-01-13 | 2007-06-06 | 丰田自动车株式会社 | Controller of internal combustion engine |
| CN101042066A (en) * | 2006-03-20 | 2007-09-26 | 本田技研工业株式会社 | Fuel control system for internal combustion engine |
| JP2008144641A (en) * | 2006-12-08 | 2008-06-26 | Toyota Motor Corp | Atmospheric pressure estimation device |
| CN101818693A (en) * | 2008-12-22 | 2010-09-01 | 通用汽车环球科技运作公司 | Throttle control systems and methods for internal combustion engines to reduce throttle oscillations |
Also Published As
| Publication number | Publication date |
|---|---|
| CN105715396A (en) | 2016-06-29 |
| DE102014226769A1 (en) | 2016-06-23 |
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