EP2085591A1 - Steuersystem für einen Verbrennungsmotor - Google Patents

Steuersystem für einen Verbrennungsmotor Download PDF

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Publication number
EP2085591A1
EP2085591A1 EP08172980A EP08172980A EP2085591A1 EP 2085591 A1 EP2085591 A1 EP 2085591A1 EP 08172980 A EP08172980 A EP 08172980A EP 08172980 A EP08172980 A EP 08172980A EP 2085591 A1 EP2085591 A1 EP 2085591A1
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EP
European Patent Office
Prior art keywords
control valve
engine
valve
control
opening
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
Application number
EP08172980A
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English (en)
French (fr)
Other versions
EP2085591B1 (de
Inventor
Yuji Sasaki
Hiroyuki Ohnishi
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Honda Motor Co Ltd
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Honda Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
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Publication of EP2085591A1 publication Critical patent/EP2085591A1/de
Application granted granted Critical
Publication of EP2085591B1 publication Critical patent/EP2085591B1/de
Expired - Fee Related legal-status Critical Current
Anticipated expiration legal-status Critical

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    • 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
    • F02D41/10—Introducing corrections for particular operating conditions for acceleration
    • F02D41/107—Introducing corrections for particular operating conditions for acceleration and deceleration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D11/105—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/17—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the intake system
    • F02M26/20—Feeding recirculated exhaust gases directly into the combustion chambers or into the intake runners
    • 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
    • F02D2041/0015—Controlling intake air for engines with means for controlling swirl or tumble flow, e.g. by using swirl valves
    • 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
    • F02D2041/0017—Controlling intake air by simultaneous control of throttle and exhaust gas recirculation
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • F02M26/05—High pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust system upstream of the turbine and reintroduced into the intake system downstream of the compressor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/09—Constructional details, e.g. structural combinations of EGR systems and supercharger systems; Arrangement of the EGR and supercharger systems with respect to the engine
    • F02M26/10—Constructional details, e.g. structural combinations of EGR systems and supercharger systems; Arrangement of the EGR and supercharger systems with respect to the engine having means to increase the pressure difference between the exhaust and intake system, e.g. venturis, variable geometry turbines, check valves using pressure pulsations or throttles in the air intake or exhaust system
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/45—Sensors specially adapted for EGR systems
    • F02M26/48—EGR valve position sensors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/50—Arrangements or methods for preventing or reducing deposits, corrosion or wear caused by impurities

Definitions

  • the present invention relates to a control system for an internal combustion engine, and particularly to a control system for an internal combustion engine having a configuration wherein an intake passage branches out to two passages respectively communicating with a combustion chamber, and exhaust gases are recirculated to one of the two branch passages.
  • FIG. 6 a configuration wherein an intake passage 102 of an internal combustion engine 101 branches out to branch passages 102A and 102B respectively communicating with a combustion chamber is shown in Japanese Patent Laid-open No. 2001-73881 .
  • a swirl control valve 104 is disposed in the branch passage 102B, an exhaust gas recirculation passage 105 is connected to the other branch passage 102A.
  • an intake shutter valve 103 for controlling an intake air flow rate is disposed upstream of the branch passages 102A and 102B is also conventionally known.
  • the intake shutter valve 103 When an exhaust gas recirculation valve 106 in the exhaust gas recirculation passage 105 is opened and the exhaust gas recirculation is being performed, the intake shutter valve 103 is normally opened. However, there is a case where the intake shutter valve 103 may be closed when performing the exhaust gas recirculation in a specific engine operating condition. In this case, the recirculated exhaust gases pass near the intake shutter valve 103 and flow around into the branch passage 102B from the branch passage 102A. Therefore, some components in the exhaust gases adhere to the swirl control valve 104, which may cause sticking of the valve.
  • the present invention is made in order to solve the above-described problem, and an object of the invention is to provide a control system for an internal combustion engine, which can prevent the recirculated exhaust gases from flowing into the branch passage where the swirl control valve is disposed, when the exhaust gas recirculation is being performed and a closing operation of the intake shutter valve becomes necessary.
  • the present invention provides a control system for an internal combustion engine having an air supply passage (7) for supplying air to the engine.
  • the air supply passage includes a first and a second branch passages (7A, 7B) respectively communicating with a combustion chamber of the engine.
  • the engine further includes exhaust gas recirculation means (25) for recirculating a part of exhaust gases discharged from the combustion chamber to the first branch passage (7A), a first control valve (26) for controlling an amount of the exhaust gases recirculated by the exhaust gas recirculation means (25), and a second control valve (22) disposed upstream of the first and the second branch passages(7A, 7B) for opening and closing the air supply passage (7).
  • the control system is characterized by including valve operation control means for reducing an operation speed of the second control valve (22) when closing the second control valve (22) during a valve opening operation of the first control valve (26).
  • the valve operation control means reduces the operation speed of the second control valve (22) as an opening of the second control valve (22) decreases.
  • the operation speed of the second control valve is controlled so as to decrease as the opening of the second control valve decreases.
  • the recirculated exhaust gases flow around into the second passage more easily as the opening of the second control valve decreases. Therefore, by reducing the operation speed of the second control valve as the opening decreases, the recirculated exhaust gases are surely prevented from flowing into the second passage when the opening of the second control valve is comparatively small.
  • a rapid control of the second control valve can be performed when the opening of the second control valve is comparatively large and the recirculated exhaust gases hardly flow into the second branch passage.
  • FIG. 1 shows a configuration of an internal combustion engine and a control system therefor according to one embodiment of the present invention
  • FIG. 2 is a flowchart of a process for performing an opening control of the intake shutter valve
  • FIG. 3 shows a table referred to in the process of FIG. 2 ;
  • FIG. 4 is a flowchart of a process for setting a flag referred to in the process of FIG. 2 ;
  • FIG. 5 is a time chart illustrating an operation example of the opening control of the intake shutter valve.
  • FIG. 6 shows a known configuration of an engine.
  • FIG. 1 is a schematic diagram showing a configuration of an internal combustion engine and a control system therefor according to one embodiment of the present invention.
  • An internal combustion engine 1 (hereinafter referred to as “engine”) is a diesel engine in which fuel is injected directly into cylinders, wherein each cylinder is provided with a fuel injection valve 6.
  • the fuel injection valve 6 is electrically connected to the electronic control unit 5 (hereinafter referred to as "ECU").
  • ECU electronice control unit 5
  • a valve opening time period and a valve opening timing of the fuel injection valve 6 are controlled by the ECU 5.
  • the engine 1 has an intake pipe 7, an exhaust pipe 8, and a turbocharger 9.
  • the turbocharger 9 includes a turbine and a compressor connected to the turbine through a shaft. The turbine is rotationally driven by the kinetic energy of exhaust gases. The turbocharger 9 pressurizes (compresses) the intake air of the engine 1.
  • An intercooler 11 is provided downstream of the compressor in the intake pipe 7, and an intake shutter valve 22 (hereinafter referred to as "ISV") is disposed downstream of the intercooler 11.
  • the ISV 22 is configured so as to be opened and closed by an ISV actuator 23.
  • the ISV actuator 23 is connected to the ECU 5.
  • the intake pipe 7 branches out to intake pipes 7A and 7B downstream of the ISV 22, and further branches out corresponding to each cylinder.
  • FIG. 1 shows a configuration corresponding to only one cylinder.
  • Each cylinder of the engine 1 is provided with two intake valves (not shown) and two exhaust valves (not shown).
  • Two intake ports (not shown), which are opened and closed by the two intake valves, are connected respectively to the intake pipes 7A and 7B.
  • the intake pipe 7B is provided with a swirl control valve (hereinafter referred to as "SCV") which restricts an amount of air inhaled through the intake pipe 7B to generate a swirl in the combustion chamber of the engine 1.
  • SCV 19 is configured so as to be opened and closed by a SCV actuator 20.
  • the actuator 20 is connected to ECU 5.
  • the SCV actuator 20 includes a motor which can rotate in normal and reverse directions.
  • the SCV 19 is actuated in the opening direction by driving the motor in the normal direction, and actuated in the closing direction by driving the motor in the reverse direction.
  • An exhaust gas recirculation passage 25 for recirculating exhaust gases to the intake pipe 7A is provided between the exhaust pipe 8 and the intake pipe 7A.
  • the exhaust gas recirculation passage 25 is provided with an exhaust gas recirculation control valve 26 (hereinafter referred to as "EGR valve") for controlling an amount of exhaust gases that are recirculated.
  • the EGR valve 26 is configured to be opened and closed by an EGR actuator 27, and the EGR actuator 27 is connected to the ECU 5.
  • the EGR actuator 27 includes a motor which can rotate in normal and reverse directions.
  • the EGR valve 26 is actuated in the opening direction by driving the motor in the normal direction and actuated in the closing direction by driving the motor in the reverse direction.
  • the ECU 5 supplies a driving control signal of a variable duty ratio to the EGR actuator 27 and the SCV actuator 20, and performs opening controls of the SCV 19 and the EGR valve 26 through the EGR actuator 27 and the SCV actuator 20.
  • An intake air flow rate sensor 31 for detecting an intake air flow rate GA and a boost pressure sensor 32 for detecting a boost pressure PB are disposed in the intake pipe 7. Further, an ISV opening sensor 34 for detecting an opening IS of the ISV 22, a SCV opening sensor 35 for detecting an opening SC of the SCV 19, and an EGR valve opening sensor 36 for detecting an opening (lift amount) LACT of the EGR valve 26 are provided. The detection signals of these sensors 31 to 36 are supplied to the ECU 5.
  • the ECU 5 includes an input circuit having various functions including a function of shaping the waveforms of input signals from the various sensors, a function of correcting the voltage levels of the input signals to a predetermined level, and a function of converting analog signal values into digital signal values.
  • the ECU 5 further includes a central processing unit (hereinafter referred to as "CPU"), a memory circuit, and an output circuit.
  • the memory circuit preliminarily stores various operating programs to be executed by the CPU and the results of computation or the like by the CPU.
  • the output circuit supplies drive signals to the various actuators.
  • FIG. 2 is a flowchart of a process for calculating an opening command value ISCMD of the ISV 22. This process is executed by the CPU in the ECU 5 at predetermined time intervals (e.g., 20 milliseconds).
  • step S11 a basic ISV opening command value ISCMDB(%) is calculated according to the accelerator pedal operation amount AP and the engine rotational speed NE.
  • step S12 it is determined whether or not a speed reduction flag FVRED is equal to "1".
  • the speed reduction flag FVRED is set to "1" by the process of FIG. 4 described below when the engine 1 is in a predetermined operating condition.
  • step S12 If the answer to step S12 is negative (NO), the process immediately proceeds to step S17. If FVRED is equal to "1" in step S12, a reduction control command value ISCMDR is calculated in order to perform a control for reducing the ISV opening (step S13). The reduction control command value ISCMDR is set so that the ISV opening is gradually reduced.
  • a TC table shown in FIG. 3 is retrieved according to the reduction control command value ISCMDR, to calculate a filter time constant TC.
  • the TC table is set so that the filter time constant TC increase as the reduction control command value ISCMDR decreases.
  • Predetermined preset values TC1 and TC2 shown in FIG. 4 are set, for example, to 0.15 seconds and 0.01 seconds, respectively.
  • step S15 a filtering, specifically, a first-order delay filtering of the reduction control command value ISCMDR is performed.
  • the filter time constant TC is applied to the first-order delay filtering.
  • the reduction speed of the reduction control command value ISCMDR is decreased.
  • step S16 the basic ISV opening command value ISCMDB is set to the reduction control command value ISCMDR, and the process proceeds to step S 17.
  • step S17 the basic ISV opening command value ISCMDB is corrected according to the engine coolant temperature TW, to calculate the ISV opening command value ISCMD.
  • the calculated ISV opening command value ISCMD is supplied to the ISV actuator 23, and the ISV 22 is controlled so that the ISV opening IS coincides with the ISV opening command value ISCMD.
  • FIG. 4 is a flowchart of a process for setting a speed reduction flag FVRED which is referred to in step S12 of FIG. 2 . This process is executed by the CPU in the ECU 5 in the same cycle as that of the process of FIG. 2 .
  • step S21 it is determined whether or not the engine operating condition is in a predetermined EGR region where the exhaust gas recirculation is performed. Specifically, it is determined whether or not the detected coolant temperature TW and the detected ambient temperature TA are in the predetermined EGR region. If the answer to step S21 is negative (NO), the EGR valve 26 is closed (step S22) to stop the exhaust gas recirculation. The process proceeds to step S26, in which the speed reduction flag FVRED is set to "0".
  • step S21 If the answer to step S21 is affirmative (YES), the EGR valve 26 is opened to perform the exhaust gas recirculation (step S23).
  • step S24 it is determined whether or not the coolant temperature TW is equal to or less than a predetermined water temperature TWL (e.g., 60 degrees centigrade). If the answer to step S24 is affirmative (YES), it is determined whether or not the fuel cut operation in which the fuel supply to the engine 1 is interrupted, is being performed. (step S25).
  • a predetermined water temperature TWL e.g. 60 degrees centigrade
  • step S24 or S25 If the answer to step S24 or S25 is negative (NO), the process proceeds to the above-described step S26. On the other hand, if the answer to step S25 is affirmative (YES), i.e., if the coolant temperature TW is equal to or less than the predetermined water temperature TWL and the fuel cut operation is being performed, the speed reduction flag FVRED is set to "1" (step S27).
  • the control for reducing the opening of the ISV 22 is performed.
  • the filtering for decreasing the reducing speed of the ISV opening is performed. According to this control of the ISV opening, the recirculated exhaust gases are prevented from flowing around into the intake pipe 7B from the intake pipe 7A.
  • the filter time constant TC is set to a greater value, i.e., the reduction speed of the ISV opening is set to a smaller value as the reduction control command value ISCMDR decreases. Therefore, the recirculated exhaust gases are surely prevented from flowing around into the intake pipe 7B when the ISV opening is comparatively small. On the other hand, a rapid control of the ISV opening can be performed when the ISV opening is comparatively large and the recirculated exhaust gases hardly flow into the intake pipe 7B.
  • FIG. 5 is a time chart for illustrating an example of the control operation of the ISV opening in this embodiment.
  • the solid line shows changes in the ISV opening when the filtering is performed.
  • the dashed line shows changes in the ISV opening when the filtering is not performed (only the solid line is shown in the portion of the dashed line overlapped with the solid line).
  • the reduction speed of the ISV opening is controlled so as to decrease as the reduction speed of the ISV opening decreases during the periods TR1 and TR2 in which the speed reduction flag FVRED is set to "1" and the filtering is performed.
  • the intake pipe 7 corresponds to the air supply passage.
  • the intake pipes 7A and 7B respectively correspond to the first and the second branch passages.
  • the exhaust gas recirculation passage 25 and the EGR valve 26 respectively correspond to the exhaust gas recirculation means and the first control valve.
  • the intake shutter valve 22 corresponds to the second control valve.
  • the ECU 5 constitutes the valve operation control means. Specifically, the process shown in FIGs. 2 and 4 correspond to the valve operation control means.
  • the process for decreasing the reduction speed of the ISV opening is not limited to the first-order delay filtering but other methods of the low pass filtering can be applied.
  • the present invention can be applied to a control system for a watercraft propulsion engine such as an outboard engine having a vertically extending crankshaft.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
EP08172980.8A 2008-01-29 2008-12-29 Steuersystem für einen Verbrennungsmotor Expired - Fee Related EP2085591B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2008017011A JP4536783B2 (ja) 2008-01-29 2008-01-29 内燃機関の制御装置

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Publication Number Publication Date
EP2085591A1 true EP2085591A1 (de) 2009-08-05
EP2085591B1 EP2085591B1 (de) 2017-04-05

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102650244A (zh) * 2012-05-17 2012-08-29 大连理工大学 一种低排放直喷式柴油机的实现方法
CN108204299A (zh) * 2016-12-16 2018-06-26 福特环球技术公司 用于分流式排气发动机系统的系统和方法

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4310839A1 (de) * 1993-04-02 1994-10-06 Bayerische Motoren Werke Ag Luftverdichtende Einspritz-Brennkraftmaschine, insbesondere direkt einspritzende Dieselmaschine
JP2001073881A (ja) 1999-08-31 2001-03-21 Honda Motor Co Ltd 内燃機関の吸気装置
US20030196636A1 (en) * 2002-04-19 2003-10-23 Nissan Motor Co., Ltd Engine control apparatus
EP1617056A2 (de) * 2004-07-14 2006-01-18 HONDA MOTOR CO., Ltd. System zur Steuerung einer Brennkraftmaschine

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH04292562A (ja) * 1991-03-19 1992-10-16 Mazda Motor Corp エンジンの吸気装置
JP2006316742A (ja) * 2005-05-13 2006-11-24 Honda Motor Co Ltd 内燃機関の制御装置
DE102006010095A1 (de) * 2006-03-06 2007-09-13 Robert Bosch Gmbh Verfahren und Vorrichtung zur Regeneration einer Abgasreinigungsanlage

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4310839A1 (de) * 1993-04-02 1994-10-06 Bayerische Motoren Werke Ag Luftverdichtende Einspritz-Brennkraftmaschine, insbesondere direkt einspritzende Dieselmaschine
JP2001073881A (ja) 1999-08-31 2001-03-21 Honda Motor Co Ltd 内燃機関の吸気装置
US20030196636A1 (en) * 2002-04-19 2003-10-23 Nissan Motor Co., Ltd Engine control apparatus
EP1617056A2 (de) * 2004-07-14 2006-01-18 HONDA MOTOR CO., Ltd. System zur Steuerung einer Brennkraftmaschine

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102650244A (zh) * 2012-05-17 2012-08-29 大连理工大学 一种低排放直喷式柴油机的实现方法
CN108204299A (zh) * 2016-12-16 2018-06-26 福特环球技术公司 用于分流式排气发动机系统的系统和方法

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JP4536783B2 (ja) 2010-09-01
EP2085591B1 (de) 2017-04-05
JP2009180087A (ja) 2009-08-13

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