EP0130341A2 - Procédé et dispositif de commande d'un moteur à combustion interne en décélération - Google Patents
Procédé et dispositif de commande d'un moteur à combustion interne en décélération Download PDFInfo
- Publication number
- EP0130341A2 EP0130341A2 EP84105760A EP84105760A EP0130341A2 EP 0130341 A2 EP0130341 A2 EP 0130341A2 EP 84105760 A EP84105760 A EP 84105760A EP 84105760 A EP84105760 A EP 84105760A EP 0130341 A2 EP0130341 A2 EP 0130341A2
- Authority
- EP
- European Patent Office
- Prior art keywords
- speed
- negative
- speed change
- fuel
- reinsertion
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 37
- 238000000034 method Methods 0.000 title claims abstract description 17
- 239000000446 fuel Substances 0.000 claims abstract description 57
- 230000008859 change Effects 0.000 claims abstract description 42
- 239000000203 mixture Substances 0.000 claims description 7
- 238000001514 detection method Methods 0.000 claims description 6
- 230000003044 adaptive effect Effects 0.000 claims description 2
- 230000000903 blocking effect Effects 0.000 claims description 2
- 230000002123 temporal effect Effects 0.000 claims description 2
- 230000036962 time dependent Effects 0.000 claims description 2
- 238000011156 evaluation Methods 0.000 claims 1
- 230000006870 function Effects 0.000 description 18
- 238000010586 diagram Methods 0.000 description 16
- 238000002347 injection Methods 0.000 description 12
- 239000007924 injection Substances 0.000 description 12
- 230000003068 static effect Effects 0.000 description 9
- 230000006399 behavior Effects 0.000 description 4
- 230000008901 benefit Effects 0.000 description 4
- 238000006243 chemical reaction Methods 0.000 description 4
- 230000000694 effects Effects 0.000 description 4
- 230000008569 process Effects 0.000 description 4
- 230000036461 convulsion Effects 0.000 description 2
- 230000001419 dependent effect Effects 0.000 description 2
- 238000003780 insertion Methods 0.000 description 2
- 230000009467 reduction Effects 0.000 description 2
- 230000007704 transition Effects 0.000 description 2
- 230000008649 adaptation response Effects 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 230000000994 depressogenic effect Effects 0.000 description 1
- 230000006866 deterioration Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000037431 insertion Effects 0.000 description 1
- 239000000243 solution 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
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/12—Introducing corrections for particular operating conditions for deceleration
- F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
- F02D41/126—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off transitional corrections at the end of the cut-off period
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B1/00—Engines characterised by fuel-air mixture compression
- F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
- F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder
Definitions
- the invention relates to a method according to the preamble of the main claim and a device according to the preamble of the first device claim. It is known to interrupt the fuel supply during the operation of internal combustion engines when the throttle valve is closed at higher and higher speeds, ie the internal combustion engine is in the so-called overrun mode. Overrun is also present when an internal combustion engine has a higher speed than the position of the throttle valve in the Otto engine or the amount of fuel injected in a diesel engine; if the internal combustion engine is in overrun mode, then work is not desired. Therefore, the amount of fuel supplied to the internal combustion engine via carburetors, injection systems or the like is reduced or set to zero.
- the overrun operation is not without problems in that, when the fuel supply is interrupted, the internal combustion engine cools down to a certain extent and then, after the overrun operation has ended, there is also a deterioration in exhaust gas and, under certain circumstances, a reduction in driving comfort during the transition must be accepted from overrun in normal operation.
- Another problem is that it must be ensured that the internal combustion engine must always be safely intercepted in terms of its speed behavior, that is to say it must not go out, even if the condition of the thrust cut-off results, for example, when the internal combustion engine is cold.
- there may be a critical load when setting the thrust cut-off when driving downhill with a cold engine i.e. when the throttle valve is closed, the fuel supply is interrupted and then the clutch is suddenly depressed, causing the internal combustion engine to rotate over the Gear is no longer taken. There is then a risk that the speed will drop so quickly before countermeasures are taken that the machine will shut down.
- the method according to the invention and the device according to the invention, each with the characterizing features of the main claim or the first device claim, have the advantage that it is possible to react considerably more comprehensively to practically all possible operating states of an internal combustion engine in push mode, so that the measures for switching off fuel over a larger operating range can be expanded without resulting in disadvantages in driving behavior and engine stability.
- the invention enables significant consumption advantages in city traffic, especially in automatic vehicles and vehicles with long total gear ratios and, since it adapts adaptively to the thrust cut-off mode, ensures that the internal combustion engine can be intercepted under all circumstances, even if, as indicated above, the Possibilities of extremely strong drops in speed may result
- the particularly flexible and adaptive response to the operating state of the thrust cut-off is ensured by the present invention insofar as not only is the drop below predefined threshold value profiles of the reinsertion speed observed and reacted accordingly, but the speed behavior of the motor is dynamically recorded and evaluated, in other words due to the relationship between interception functions and the variability of the characteristic curve ver speed values determining the reinsertion speed curve due to and in dependence on negative actual value speed changes, reactions can be initiated when and for the reinsertion of the fuel supply.
- the additional control of the fuel quantity with the (calculated) setpoint value, with an additional quantity or with a smaller quantity, in each case based on the information provided by the invention of the negative speed change, advantageously helps.
- This negative speed change is preferably handled as a function of the actual speed of the internal combustion engine, in other words certain measures or interception functions are influenced differently depending on the range of the speed in which the detected, strong or less strong negative speed change occurred.
- certain measures or interception functions are influenced differently depending on the range of the speed in which the detected, strong or less strong negative speed change occurred.
- the motor can always be safely intercepted at a predetermined speed that is above the static re-use speed.
- the invention also reliably avoids a possible idle sawing, which could result as a result of an excessive idle speed in the warm-up phase or in idle phases after a temporary engine shutdown.
- the invention can react in a combination of a static view when the reinsertion speed curve is undershot by the actual speed of the engine and dynamically in such a way that when a predetermined negative speed drop occurs, the fuel supply is always controlled again, in the latter case depending on at which numerical speed value the negative speed change occurred.
- FIG. 1 shows a highly schematic block diagram representation of an injection system in a spark-ignition internal combustion engine as a preferred area of application of the present invention
- FIG. 2 shows in the form of a diagram the course of a reinsertion speed curve
- FIGS. 3, 4 and 5 different operating states for the push mode with indication 1
- Fig. 6 also in the form of a diagram the temperature dependence of time-independent reference variables of the re-insertion speed curve, no thrust cutting
- Fig. 8 shows the course of the reinsertion speed in addition, as a function of the negative speed change of the actual speed
- FIG. 1 shows a highly schematic block diagram representation of an injection system in a spark-ignition internal combustion engine as a preferred area of application of the present invention
- FIG. 2 shows in the form of a diagram the course of a reinsertion speed curve
- FIGS. 3, 4 and 5 different operating states for the push mode with indication 1
- Fig. 6 also in the form of a diagram the temperature dependence of time-independent reference variables of the re-
- FIG. 9 in the form of an embodiment shows the dependency of the fuel quantity supplied when reinserting on the negative speed change of the actual speed
- FIG. 10 shows the time dependence of the feedback on excess or reduced fuel quantities supplied when reinserting 11 the normal quantity
- the basic idea of the present invention is to introduce a dynamic detection of the current speed curve of the internal combustion engine into the existing control options for the overrun operation and thus to be given the opportunity to be able to react immediately to changes in the speed of the internal combustion engine, either by immediate rescue measures or by shifting reference curve profiles which are decisive for the control functions of thrust cutting (SAS) or reinserting (WE) of the fuel supply.
- SAS thrust cutting
- WE reinserting
- a fuel injection system in a spark-ignition internal combustion engine (gasoline engine) is first briefly explained on the basis of the illustration in FIG. 1 in a schematic brief illustration;
- the invention can be applied to any internal combustion engine and any fuel metering system, in particular also to internal combustion engines to which the respectively required amounts of fuel are supplied via carburetor or other systems.
- the basic elements of the injection system shown in FIG. 1 are a sensor 10 for the air mass flowing through or drawn in by the internal combustion engine in the intake pipe, a sensor 11 for detecting the speed n of the internal combustion engine, a temperature sensor 12 and a sensor 13 for idling can be designed as a throttle valve position transmitter and includes a contact that generates an electrical signal-0 or ⁇ DK ⁇ O when the accelerator pedal is withdrawn and the throttle valve is closed.
- 14 designates a timing element which generates basic injection pulses of duration tp as a function of air mass flow and speed.
- the timing element 14 is followed by a logic stage 15, which processes the output signals of a fuel cut-off stage 16, which in turn can be designed in the basic principle as the flow diagram of FIG. 11.
- the fuel cut-off stage 16 in turn processes the output signals of the speed sensor 14, the throttle valve sensor 13 for the idle case and additionally the temperature sensor 12.
- a logic stage 15 is followed by a multiplier stage 17, which then carries out at least one temperature-dependent correction of the injection signals and controls the output thereof via corresponding output stages at 18 injectors.
- This force known for its structure and function fuel injection system shows the sensible classification of the system according to the invention for controlling the overrun operation.
- the speed / time diagram shown in FIG. 2 represents the characteristic curve of a (predetermined) reinsertion speed curve, that is to say the curve of n WE over time t.
- Curve I separates an upper, obliquely dashed cut-off area, in which the supply of further fuel to the internal combustion engine is basically interrupted due to the detection of overrun operation, from a lower fuel supply area, in which, when applied to the present exemplary embodiment, injection pulses are generated and corresponding amounts of fuel are supplied to the internal combustion engine are.
- n WE deceleration time of the dynamic Reinsertion speed
- the prevailing instantaneous speed or actual speed n is also shown as a dashed line II, II 'and II "in the speed / time diagram with the reinsertion speed curve profile.
- FIG. 3 there is pushing operation with a slow speed drop ;
- the representation of FIG. 6 also shows the temperature dependence of these threshold values.
- the curves in FIG. 7 and FIG. 8 show the influence of the negative speed change on the course of the reinstallation speed or speed characteristic as well as the dependence of the negative speed change on the current actual speed of the internal combustion engine.
- the curve III in FIG. 7 distinguishes an upper area in which thrust cut-off functions (SAS), that is to say interruption of the fuel supply, are not permitted, since in this area either the current engine speed is too low, a rapid drop, which could mean the engine is dead, or despite the presence of higher speeds, the negative speed drop is so significant that no Un fuel supply may be interrupted.
- SAS thrust cut-off functions
- Shear cut-off is permitted below curve curve III, which can also be determined empirically depending on the data of the respective internal combustion engine, since either the speed is high enough or the negative speed change curve remains small.
- the curve of FIG. 8 indicates that as the negative speed change -dn / dt increases, the reinsertion speed is increased; In the simplest case, this can be exhausted in that the dynamic reinsertion speed n0 is increased or that the entire curve profile I is increased continuously or in stages, depending on which effective negative speed change is present.
- a further advantageous embodiment of the present invention consists in that, at the same time as the information -dn / dt when it is reinserted (WE), the fuel quantity is controlled with the setpoint value, with an additional quantity (in the case of a fuel injection system via an increase in the normal pulse or through intermediate splashes) or with a reduced quantity .
- the curves in Fig. 10 then indicate that within given times, the excess or short quantity control can be reduced to the normal quantity of 100%, with a short quantity up to a longer point in time t7, while the excess quantity is supplied relatively briefly, for example up to point in time t6, to intercept the drop in speed.
- FIG. 11 can be understood as a flow diagram for a signal processing course; According to such a flowchart, a program sequence can be created for a computer system, for example, and the technical effects described can be implemented using external sensors and actuating means.
- the illustration in FIG. 11 can also be understood as a block diagram for the arrangement of discrete components, which are explained below according to the way in which they work and whose interconnection results from the block diagram.
- a throttle position query designated. If the result is positive, a speed query is carried out at 21 and in block 22 a comparison is made or ascertained whether the actual speed n is above a fixed speed threshold, which can be, for example, the static reinsertion threshold n1 and above which the branch is always cut off, ie in the case of a higher one With a value of n> nl, the thrust cut-off block 23 comes into play with appropriate control of suitable areas, circuit elements or stations of the fuel injection system to interrupt the fuel supply; symbolically represented in FIG. 11 by a switching block 24 which controls a switch 25 in series with an injection valve 26 and which is designed such that a signal coming from a reinsertion block 27 always has priority.
- a fixed speed threshold which can be, for example, the static reinsertion threshold n1 and above which the branch is always cut off, ie in the case of a higher one
- the thrust cut-off block 23 comes into play with appropriate control of suitable areas, circuit elements or stations of the fuel injection system to interrupt the fuel
- a block designated 28 creates the characteristic curve n WE as a function of time, temperature and the negative speed change; in the most general case, this can be an influencing of the entire characteristic curve I of FIG. 2; in the simplest case, only a threshold value of a restart speed is shifted depending on the temperature and dependent on the negative speed change -dn / dt.
- Block 28 then simultaneously compares the actual speed value supplied to it with the respective characteristic curve curve n WE or the respective threshold value and determines whether the actual speed is below or above n WE at any time.
- the reinsertion block 27 is actuated directly when the actual speed of the motor is below n WE.
- the block 28 can be implemented, for example, in such a way that a value of the negative speed change -dn / dt is created by forming the difference from the speed signal from the block 21 or in some other way and as an address one Memory is supplied, which generates characteristic curves stored for different -dn / dt values for comparison with the actual speed;
- a function generator can be provided instead of the memory.
- a further differential comparison - block 29 is provided, which from the rotational speed signal from block 21 or from the negative differential of the rotational speed, which is supplied to it by the block 28, a target course of the negative speed variation as a function of the actual speed created.
- Block 28 thus specifies target threshold values for a negative change in speed for certain numerical speed values, above which the respective negative instantaneous speed change leads to an immediate restart signal since the motor must be intercepted.
- Block 29 thus compares the negative change in actual speed with a curve of a target threshold speed change over the speed, as curve III indicates in FIG. 7, and blocks the overrun cut-off via block 27 when the actual value of the negative speed change is above the calculated or entered threshold.
- Blocks 30 and 31 specify fixed threshold values for negative speed changes for additional fuel quantity influencing in the event of reinsertion, which are designated according to FIG. 9 as lower values with - (dn / dt) 1 and as upper values with - (dn / dt) 2 . Is the actual value of the negati If the speed changes below the lower threshold value from block 30, then the shortage of fuel supply is detected and the signal goes via downstream timer 32, which determines the decay behavior of the short supply, to an influencing block 34 for the amount of fuel injection pulses ti; the output signal of block 34 can then be supplied to correction block 17 of FIG. 1, designated 17 ′ in FIG. 11, for example. At the same time, a blocking command for possibly mixture control systems is sent to a circuit block 35, which blocks the ⁇ regulation provided in this case for the mixture composition.
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)
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE3323723 | 1983-07-01 | ||
DE3323723A DE3323723C3 (de) | 1983-07-01 | 1983-07-01 | Verfahren und Vorrichtung zur Steuerung des Schubbetriebs einer Brennkraftmaschine |
Publications (3)
Publication Number | Publication Date |
---|---|
EP0130341A2 true EP0130341A2 (fr) | 1985-01-09 |
EP0130341A3 EP0130341A3 (en) | 1985-07-10 |
EP0130341B1 EP0130341B1 (fr) | 1988-04-20 |
Family
ID=6202876
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP84105760A Expired EP0130341B1 (fr) | 1983-07-01 | 1984-05-19 | Procédé et dispositif de commande d'un moteur à combustion interne en décélération |
Country Status (4)
Country | Link |
---|---|
US (1) | US4644922A (fr) |
EP (1) | EP0130341B1 (fr) |
JP (1) | JPH0751906B2 (fr) |
DE (2) | DE3323723C3 (fr) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0216111A2 (fr) * | 1985-08-27 | 1987-04-01 | Hitachi, Ltd. | Système d'injection de carburant et méthode de commande de celui-ci |
Families Citing this family (15)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS6079137A (ja) * | 1983-10-06 | 1985-05-04 | Nissan Motor Co Ltd | 内燃機関の燃料供給制御装置 |
JPS60212644A (ja) * | 1984-04-09 | 1985-10-24 | Nissan Motor Co Ltd | 内燃機関の燃料供給装置 |
US4827887A (en) * | 1988-04-20 | 1989-05-09 | Sonex Research, Inc. | Adaptive charge mixture control system for internal combustion engine |
DE59002933D1 (de) * | 1989-07-07 | 1993-11-04 | Bosch Gmbh Robert | System zur steuerung einer brennkraftmaschine. |
DE3925881A1 (de) * | 1989-08-04 | 1991-02-07 | Bosch Gmbh Robert | Verfahren und vorrichtung zur steuerung und/oder regelung der motorleistung einer brennkraftmaschine eines kraftfahrzeugs |
JP2503703B2 (ja) * | 1989-12-20 | 1996-06-05 | 三菱自動車工業株式会社 | 内燃エンジンの燃料供給制御方法 |
KR0174095B1 (ko) * | 1995-07-21 | 1999-03-20 | 전성원 | 자동차의 속도 제한 제어방법 |
DE19548054C1 (de) * | 1995-12-21 | 1997-06-05 | Siemens Ag | Verfahren zum Steuern einer Brennkraftmaschine im Schubbetrieb |
JP2000282923A (ja) * | 1999-03-31 | 2000-10-10 | Nissan Diesel Motor Co Ltd | 内燃機関の燃料噴射量制御装置 |
DE19943914A1 (de) * | 1999-09-14 | 2001-03-15 | Volkswagen Ag | Vorrichtung und Verfahren zum Betreiben einer Brennkraftmaschine mit Drosselklappe im Schubbetrieb |
DE10102217B4 (de) * | 2001-01-19 | 2009-07-30 | Bayerische Motoren Werke Aktiengesellschaft | Vorrichtung und Verfahren zur Schubabschaltung |
JP4755154B2 (ja) * | 2007-08-30 | 2011-08-24 | 三菱重工業株式会社 | ガスエンジンの始動制御方法及び装置 |
JP5098844B2 (ja) * | 2008-06-23 | 2012-12-12 | 日産自動車株式会社 | エンジンの制御装置 |
DE102009027502B4 (de) * | 2008-07-08 | 2016-02-18 | Toyota Jidosha Kabushiki Kaisha | Steuerung für eine Verbrennungskraftmaschine |
US10145325B2 (en) * | 2016-01-28 | 2018-12-04 | GM Global Technology Operations LLC | System and method for identifying a potential engine stall and controlling a powertrain system to prevent an engine stall |
Citations (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2406080A1 (fr) * | 1977-10-11 | 1979-05-11 | Nissan Motor | Systeme d'injection de carburant pour un moteur a combustion interne de vehicule automobile, equipe d'un generateur de signal de commande de coupure de carburant |
FR2414629A1 (fr) * | 1978-01-17 | 1979-08-10 | Bosch Gmbh Robert | Procede et dispositif pour commander l'alimentation en carburant d'un moteur a combustion interne |
GB2060208A (en) * | 1979-10-12 | 1981-04-29 | Nissan Motor | Automatic control of fuel supply in i.c. engines |
GB2062295A (en) * | 1979-10-12 | 1981-05-20 | Nissan Motor | Automatic control of fuel supply in ic engines |
GB2069180A (en) * | 1980-01-31 | 1981-08-19 | Nissan Motor | Automatic control of fuel supply in ic engines |
FR2511430A1 (fr) * | 1981-08-11 | 1983-02-18 | Peugeot | Dispositif de realimentation en carburant d'un moteur a combustion interne a la suite d'une coupure en deceleration |
EP0074540A1 (fr) * | 1981-09-04 | 1983-03-23 | Robert Bosch Gmbh | Procédé et dispositif pour commander l'alimentation en carburant d'une machine à combustion interne en fonctionnement en poussée |
Family Cites Families (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS589260B2 (ja) * | 1975-08-08 | 1983-02-19 | 株式会社デンソー | デンシセイギヨシキネンリヨウフンシヤソウチ |
DE2605059C2 (de) * | 1976-02-10 | 1984-11-22 | Robert Bosch Gmbh, 7000 Stuttgart | Kraftstoffeinspritzanlage für eine Brennkraftmaschine |
JPS602504B2 (ja) * | 1976-07-13 | 1985-01-22 | 日産自動車株式会社 | 燃料噴射装置 |
JPS6059418B2 (ja) * | 1977-05-31 | 1985-12-25 | 株式会社デンソー | 電子式燃料噴射制御装置 |
JPS602508B2 (ja) * | 1977-07-15 | 1985-01-22 | 株式会社デンソー | 電子制御式燃料噴射装置の燃料停止装置 |
US4237830A (en) * | 1978-10-18 | 1980-12-09 | General Motors Corporation | Vehicle engine air and fuel mixture controller with engine overrun control |
DE2948867A1 (de) * | 1979-12-05 | 1981-06-11 | Robert Bosch Gmbh, 7000 Stuttgart | Steuereinrichtung fuer ein kraftstoffzumesssystem einer brennkraftmaschine |
US4270147A (en) * | 1980-02-11 | 1981-05-26 | Exxon Research & Engineering Company | Apparatus for limiting facsimile transmission durations |
JPS57105531A (en) * | 1980-12-23 | 1982-07-01 | Toyota Motor Corp | Fuel injection controlling method for internal combustion engine |
DE3210512C2 (de) * | 1982-03-23 | 1994-05-11 | Bosch Gmbh Robert | Elektronische Steuereinrichtung für das Kraftstoffzumeßsystem einer Brennkraftmaschine |
JPS58162740A (ja) * | 1982-03-23 | 1983-09-27 | Toyota Motor Corp | 電子制御機関の燃料遮断方法 |
-
1983
- 1983-07-01 DE DE3323723A patent/DE3323723C3/de not_active Expired - Lifetime
-
1984
- 1984-05-19 EP EP84105760A patent/EP0130341B1/fr not_active Expired
- 1984-05-19 DE DE8484105760T patent/DE3470584D1/de not_active Expired
- 1984-06-14 JP JP59120890A patent/JPH0751906B2/ja not_active Expired - Lifetime
-
1985
- 1985-10-22 US US06/790,041 patent/US4644922A/en not_active Expired - Lifetime
Patent Citations (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2406080A1 (fr) * | 1977-10-11 | 1979-05-11 | Nissan Motor | Systeme d'injection de carburant pour un moteur a combustion interne de vehicule automobile, equipe d'un generateur de signal de commande de coupure de carburant |
FR2414629A1 (fr) * | 1978-01-17 | 1979-08-10 | Bosch Gmbh Robert | Procede et dispositif pour commander l'alimentation en carburant d'un moteur a combustion interne |
GB2060208A (en) * | 1979-10-12 | 1981-04-29 | Nissan Motor | Automatic control of fuel supply in i.c. engines |
GB2062295A (en) * | 1979-10-12 | 1981-05-20 | Nissan Motor | Automatic control of fuel supply in ic engines |
GB2069180A (en) * | 1980-01-31 | 1981-08-19 | Nissan Motor | Automatic control of fuel supply in ic engines |
FR2511430A1 (fr) * | 1981-08-11 | 1983-02-18 | Peugeot | Dispositif de realimentation en carburant d'un moteur a combustion interne a la suite d'une coupure en deceleration |
EP0074540A1 (fr) * | 1981-09-04 | 1983-03-23 | Robert Bosch Gmbh | Procédé et dispositif pour commander l'alimentation en carburant d'une machine à combustion interne en fonctionnement en poussée |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0216111A2 (fr) * | 1985-08-27 | 1987-04-01 | Hitachi, Ltd. | Système d'injection de carburant et méthode de commande de celui-ci |
EP0216111A3 (en) * | 1985-08-27 | 1988-02-03 | Hitachi, Ltd. | Fuel injection system and control method therefor |
Also Published As
Publication number | Publication date |
---|---|
DE3470584D1 (en) | 1988-05-26 |
EP0130341A3 (en) | 1985-07-10 |
US4644922A (en) | 1987-02-24 |
DE3323723A1 (de) | 1985-01-10 |
DE3323723C2 (fr) | 1992-02-13 |
EP0130341B1 (fr) | 1988-04-20 |
DE3323723C3 (de) | 1999-02-11 |
JPS6013937A (ja) | 1985-01-24 |
JPH0751906B2 (ja) | 1995-06-05 |
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