EP2670975B1 - Dispositif de commande de bougie de préchauffage pour moteur à combustion interne - Google Patents

Dispositif de commande de bougie de préchauffage pour moteur à combustion interne Download PDF

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Publication number
EP2670975B1
EP2670975B1 EP12702888.4A EP12702888A EP2670975B1 EP 2670975 B1 EP2670975 B1 EP 2670975B1 EP 12702888 A EP12702888 A EP 12702888A EP 2670975 B1 EP2670975 B1 EP 2670975B1
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EP
European Patent Office
Prior art keywords
engine
glow plugs
glow plug
activation
diesel engine
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.)
Not-in-force
Application number
EP12702888.4A
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German (de)
English (en)
Other versions
EP2670975A1 (fr
Inventor
Hiroshi Enomoto
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.)
Toyota Motor Corp
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Toyota Motor Corp
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Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Priority to EP15159253.2A priority Critical patent/EP2902618B1/fr
Publication of EP2670975A1 publication Critical patent/EP2670975A1/fr
Application granted granted Critical
Publication of EP2670975B1 publication Critical patent/EP2670975B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P19/00—Incandescent ignition, e.g. during starting of internal combustion engines; Combination of incandescent and spark ignition
    • F02P19/02—Incandescent ignition, e.g. during starting of internal combustion engines; Combination of incandescent and spark ignition electric, e.g. layout of circuits of apparatus having glowing plugs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
    • F02D41/029—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a particulate filter
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop

Definitions

  • the present invention relates to a controller for a glow plug arranged in an internal combustion engine that is automatically stopped and started.
  • PTL 1 describes an example of a controller that controls glow plugs for internal combustion engines.
  • An internal combustion engine includes an exhaust purification device that purifies exhaust, which is generated when the engine bums air-fuel mixture.
  • the purification device includes a catalyst that is activated when the temperature becomes greater than or equal to a predetermined level.
  • a technique for keeping glow plugs activated to raise the temperature of the exhaust and warm the catalyst has been proposed. When such control of the glow plugs is performed to warm the catalyst, the time from when the engine is started to when the catalyst becomes sufficiently warm (required time) is first determined, and the glow plug remains activated from when the engine is started until the required time elapses.
  • the control of the glow plugs is effective for ensuring the starting of the engine and the warming of the catalyst.
  • the application of such control to an internal combustion engine that is automatically stopped results in the drawback described below.
  • the glow plugs When the engine is automatically stopped, the glow plugs remain activated until the required time elapses from when an ignition switch is operated and the engine is started.
  • each glow plug when each glow plug remains activated in a state in which the engine is stopped due to automatic stopping, there is no flow of gas in the corresponding combustion chamber. Due to the absence of a gas flow, the temperature of the glow plug may become excessively high. This may lower the reliability of the glow plug.
  • the present invention provides a glow plug controller for controlling activation and deactivation of a glow plug with a relay in an internal combustion engine that undergoes automatic stopping and automatic starting.
  • the glow plug controller deactivates the glow plug with the relay, restarts activation of the glow plug when the engine starts operating due to the automatic starting, and prohibits activation of the glow plug when the number of times the automatic stopping is performed exceeds a predetermined value during the period in which the activation is required.
  • a glow plug controller for an internal combustion engine according to a first exemplary embodiment not forming part of the present invention will now be described with reference to Figs. 1 to 8 .
  • a diesel engine 1 includes a cylinder block.
  • a plurality of cylinders 10 are formed in the cylinder block.
  • a cylinder head 11 is arranged on the cylinder block.
  • the cylinder head 11 includes a fuel injection valve 12 and a glow plug 13 for each cylinder 10.
  • An intake manifold 21, which sends ambient air into the cylinders 10, is coupled to the cylinder head 11.
  • An intake passage 22 is coupled to the intake manifold 21.
  • a throttle valve 23 is arranged in the intake passage 22 to adjust the amount of intake air.
  • An exhaust manifold 31 is arranged on the cylinder head 11 to discharge combustion gas from the cylinders 10.
  • An exhaust passage 32 is coupled to the exhaust manifold 31.
  • a catalyst converter 40 which purifies exhaust components, is arranged at the downstream side of the exhaust passage 32.
  • the diesel engine 1 includes an exhaust gas recirculation device 50, which draws some of the exhaust into the intake air to lower the combustion temperature in the cylinders 10 and reduce the generation amount of NOx.
  • the EGR device 50 includes an EGR passage 51, which connects the intake manifold 21 and the exhaust manifold 31, an EGR valve 52, which is arranged in the EGR passage 51, and an EGR cooler. The opening of the EGR valve 52 is adjusted to adjust an EGR amount, which is the amount of exhaust drawn from the exhaust manifold 31 to the intake manifold 21.
  • the EGR cooler lowers the temperature of the exhaust flowing through the EGR passage 51.
  • An electronic control unit 90 controls the operation of the diesel engine 1 based on signal inputs from various sensors.
  • the electronic control unit 90 for example controls the amount of fuel injected from the fuel injection valves 12, the open amount of the throttle valve 23, the open amount of the EGR valve 52, and the activation of the glow plugs 13.
  • the electronic control unit 90 receives a signal indicating that a starter activation operation has been performed. In this case, the electronic control unit 90 produces rotation with the starter and starts the diesel engine 1.
  • the electronic control unit 90 starts and stops the diesel engine 1 in accordance with the vehicle travel state.
  • the starting of the diesel engine 1 by switching ON the ignition switch IG is referred to as "normal starting”.
  • the starting of the diesel engine 1 that is not based on the operation of the ignition switch IG in a state in which the ignition switch IG is ON, that is, the starting of the diesel engine 1 based on whether automatic starting conditions are satisfied is referred to as “automatic starting”.
  • the stopping of the diesel engine 1 when the ignition switch IG is ON that is, the stopping of the diesel engine 1 based on whether automatic stopping conditions are satisfied is referred to as "automatic stopping”.
  • Examples of automatic stopping conditions include the speed of the vehicle being lower than a reference speed and the depression amount of the acceleration pedal being zero.
  • Examples of automatic starting conditions include the acceleration pedal being depressed when the diesel engine 1 is automatically stopped.
  • the electronic control unit 90 controls activation of the glow plugs 13.
  • the glow plugs 13 are connected to the electronic control unit 90 by a power supply unit 100.
  • the power supply unit 100 includes a relay 100a, which activates and deactivates the glow plugs 13, and a power regulator 100b, which varies the amount of power supplied to the glow plug 13 when activating the glow plugs 13 with the relay 100a.
  • the power regulator 100b changes the duty ratio of the voltage applied to the glow plugs 13 to vary the power supplied to the glow plugs 13. That is, the power regulator 100b performs the so-called duty control.
  • the glow plugs 13 are heated by the power supplied from the power supply unit 100. This raises the temperature in the combustion chambers and ensures the starting of the diesel engine 1 in a cold state. To warm the catalyst converter 40, the glow plugs 13 remain activated after the diesel engine 1 is started.
  • Fig. 2 is a flowchart showing the procedures for processing a request for activating the glow plugs 13. This process is repeated in predetermined intervals by the electronic control unit 90.
  • step S100 the electronic control unit 90 determines whether the ignition switch IG has been switched ON.
  • step S200 the electronic control unit 90 performs a process for activating the glow plugs 13. The process for activating the glow plugs 13 will be descried later in detail.
  • step S300 the electronic control unit 90 determines whether an activation time Tr of the glow plugs 13 has reached a required time Tx. Step S200 is repeated until the activation time exceeds the required time Tx.
  • the activation time Tr is the total activation time of the glow plugs 13 after the diesel engine 1 is started.
  • the required time Tx is set as a time that is sufficient for completion of the warming of the catalyst converter 40. Further, the required time Tx is set in a variable manner based on, for example, the engine coolant temperature when the engine is started and the temperature of the catalyst converter 40.
  • step S400 the electronic control unit 90 deactivates the glow plugs 13.
  • the glow plugs 13 are activated until the activation time Tr reaches the required time Tx.
  • step S1200 when the electronic control unit 90 determines that the diesel engine 1 is being automatic stopped, in step S121O, the electronic control unit 90 sets an engine stop target temperature Tps.
  • step S1240 when determining in step S1200 that the diesel engine 1 is not being automatically stopped, the electronic control unit 90 proceeds to step S1240 and sets the engine operation target temperature Tpd.
  • the engine stop target temperature Tps is a target temperature set for the glow plugs 13 when the diesel engine 1 is stopped.
  • the operation target temperature Tpd is a target temperature for the glow plugs 13 when the diesel engine 1 is operating.
  • the engine stop target temperature Tps is variably set based on the engine speed NE.
  • the engine stop target temperature Tps decreases as the engine speed decreases.
  • the electronic control unit 90 has determined in step S1200 that the diesel engine 1 is being automatically stopped.
  • the engine speed NE is decreasing to "0" and ultimately becomes “0".
  • the engine stop target temperature Tps is set to minimize power consumption while ensuring that the temperature of the glow plugs 13 rises to the engine operation target temperature Tpd when the diesel engine 1 is automatically started.
  • the engine operation target temperature Tpd is variably set based on the engine speed NE and the engine load KL.
  • the engine operation target temperature Tpd increases as the engine speed NE increases or the engine load KL increases.
  • the fuel injection amount is used as a value indicating the engine load KL.
  • the engine operation target temperature Tpd is set as a value that properly warms the catalyst converter 40 and is basically higher than the engine stop target temperature Tps.
  • the electronic control unit 90 sets in step S1220 an engine stop duty ratio Ds that corresponds to the engine step target temperature Tps. As shown in Fig. 6 , the engine stop duty ratio Ds increases as the engine stop target temperature Tps increases or the battery voltage Bt decreases.
  • the glow plugs 13 When the glow plugs 13 are activated in a state in which the diesel engine 1 is stopped, the flow of gas in the combustion chambers does not decrease the temperature of the glow plugs 13 as much when the diesel engine 1 is operating. Thus, even if the target temperature of the glow plugs 13 is the same, the power supplied in correspondence with the target temperature is less when the diesel engine 1 is stopped than when the diesel engine I is operating. Accordingly, even when the target temperature and the battery voltage are the same, the engine stop duty ratio Ds is set to be smaller than an engine operation duty ratio Dd, which will be described later. In other words, when the diesel engine 1 is automatically stopped, the duty ratio corresponding to the target temperature of the glow plug 13 is lower than the duty ratio set when the diesel engine 1 is operating.
  • step S1240 the electronic control unit 90 sets in step S1250 the engine operation duty ratio Dd corresponding to the engine operation target temperature Tpd.
  • the engine operation duty ratio Dd increases as the engine operation target temperature Tpd increases or the battery voltage Bt decreases.
  • step S1230 activates the glow plug 13 with the set duty ratio and then temporarily ends the present processing.
  • Fig. 8 shows an example of the glow plug control performed in the present exemplary embodiment not forming part of the invention.
  • the glow plugs 13 are activated until the required time Tx elapses, which is based on the coolant temperature or the like when the diesel engine 1 is started (time t1 to t6).
  • the engine operation target temperature Tpd is calculated and the engine operation duty ratio Dd is set in correspondence with the engine operation target temperature Tpd (time t1 to t2 and time t4 to t6).
  • the engine stop target temperature Tps is calculated and the engine operation duty ratio Ds is set in correspondence with the engine stop target temperature Tps (time t2 to t4).
  • the engine stop duty ratio Ds is set in correspondence with the engine stop target temperature Tps (time t2 to t4).
  • the target temperature of the glow plugs 13 is switched from the engine operation target temperature Tpd to the engine step target temperature Tps. This lowers the target temperature of the glow plugs 13 from time t2.
  • the present embodiment decreases the engine stop target temperature Tps in accordance with the decrease in the engine speed NE. Accordingly, at time t2 to t3, when the engine speed NE is decreasing due to the automatic stopping, the engine stop target temperature Tps gradually decreases accordingly. This prevents undershooting in relation with the temperature of the glow plugs 13.
  • the target temperature of the glow plugs 13 is switched from the engine stop target temperature Tps to the engine operation target temperature Tpd, and the target temperature of the glow plugs 13 is raised from time t4.
  • the target temperature is suddenly increased, the temperature of the glow plugs 13 may rapidly increase and overshoot the target.
  • the present exemplary embodiment not forming part of the invention increases the engine operation target temperature Tpd in accordance with the increase in the engine speed NE. Accordingly, at time t4 to t5, when the engine speed NE is increasing due to the automatic starting, the engine operation target temperature Tpd gradually increases accordingly. This prevents overshooting in relation with the temperature of the glow plugs 13.
  • a glow plug controller for an internal combustion engine according to a first embodiment of the present invention will now be described with reference to Figs. 9 to 11 .
  • step S200 of Fig. 2 a glow plug activation process that differs from that of the first exemplary embodiment not forming part of the invention is performed.
  • the glow plug controller of the present embodiment will now be described centering on differences from the first exemplary embodiment not forming part of the present invention.
  • the electronic control unit 90 of the present embodiment also performs activation control of the glow plugs 13.
  • the glow plugs 13 are connected by a relay 110 to the electronic control unit 90.
  • the power supplied to the glow plugs 13 is changed by the ON/OFF operation of the relay 110.
  • the electronic control unit 90 activates the relay 110, power is supplied to the glow plugs 13.
  • the electronic control unit 90 deactivates the relay 110, the supply of power to the glow plugs 13 is stopped.
  • the electronic control unit 90 first determines whether the diesel engine 1 has been automatically started, that is, whether the diesel engine 1 has just been switched from an automatically stopped state to an automatically started state (S2200).
  • the electronic control unit 90 determines whether the diesel engine 1 is being automatically stopped (S2210). When the diesel engine 1 is not being automatically stopped (S2210: NO), the electronic control unit 90 activates the relay 110 to activate the glow plugs 13 (S2230). This ends the activation process.
  • the relay 110 When determining that the diesel engine 1 is being automatically stopped (S2210: YES), the relay 110 is deactivated to deactivate the glow plugs 13 (S2220). Then, the electronic control unit 90 determines whether the present state is prior to the in-crementing of an automatic stop frequency NS (S2240).
  • the automatic stop frequency NS is the number of times automatic stopping has been performed when activation of the glow plugs 13 is required, that is, the number of times automatic stopping is executed from when the activation of the glow plugs 13 is started to when the required time Tx elapses.
  • the electronic control unit 90 In a state that is not prior to incrementing of the automatic stop frequency NS (S2240: NO), the electronic control unit 90 temporarily terminates processing. In a state that is prior to the incrementing of the automatic stop frequency (S2240: YES), the electronic control unit 90 proceeds to step S2250 to increment the automatic stop frequency NS by "1" and then temporarily terminates processing.
  • step S2200 When determining in step S2200 that automatic starting is being performed (S2200: YES), the electronic control unit 90 determines whether the automatic stop frequency NS is less than a predetermined determination value A (S2260).
  • the determination value A is set to keep the number of times the relay 110 goes ON and OFF less than or equal to a predetermined number and takes into account the operational life of the relay 110 and an expected total number of times automatic stopping occurs.
  • the electronic control unit 90 activates the relay 110 (S2270). This activates the glow plugs 13 during operation of the diesel engine 1 after the automatic starting.
  • the relay 100a is deactivated (S2280) to deactivate the glow plugs 13 during operation of the diesel engine 1 after automatic starting. More specifically, even when the activation time Tr has not reached the required time Tx and activation of the glow plugs 13 is required, activation of the relay 110 is prohibited once the automatic stop frequency NS becomes greater than or equal to the determination value A.
  • Fig. 11 shows an example of a process for controlling the glow plugs 13 in the present embodiment.
  • the required time Tx is calculated based on the coolant temperature or the like when the diesel engine 1 is started. Further, the relay 110 is activated to start activation of the glow plugs 13. When the activation of the glow plugs 13 raises the temperature of the exhaust, the warming of the catalyst converter 40 is enhanced. Further, when the glow plugs 13 are activated, the activation time Tr increases (time t1 to t2, t3 to t4, and t5 to t6).
  • the relay 110 is deactivated to deactivate the glow plugs 13 (time t2 to t3 and t4 to t5).
  • the deactivation prevents the temperature of the glow plugs 13 from excessively rising when the diesel engine 1 is undergoing automatic stopping.
  • the automatic stop frequency NS is incremented (time t2, t4, t5, and t6).
  • the electronic control units activates the relay 110 to activate the glow plugs 13 if the diesel engine 1 is operating after automatic starting.
  • the electronic control unit 90 deactivates the relay 110 (substantially keeps the relay deactivated when the diesel engine 1 is stopped) to prohibit activation of the relay 110. Accordingly, frequent activation and deactivation of the relay 110 is prevented if the diesel engine 1 is often automatically stopped and started when activation of the glow plugs 13 is required. This prevents the life of the relay 110 from being shortened.
  • the present embodiment has the advantages described below.
  • the glow plugs 13 are deactivated by the relay 110.
  • the glow plugs 13 are reactivated. In this manner, the glow plugs 13 are deactivated when the diesel engine 1 is stopped by automatic stopping. This prevents the temperature of the glow plugs 13 from excessively rising when the diesel engine 1 is being automatically stopped.
  • the relay 110 activates and deactivates the glow plugs 13
  • the relay 110 deactivates the glow plugs 13 when the diesel engine 1 is automatically stopped and activates the glow plugs 13 when the diesel engine 1 is automatically started.
  • the relay 110 frequently goes ON and OFF. This may shorten the life of the relay 110.
  • the present embodiment prohibits activation of the relay 110 if the number of times automatic stopping has been performed during the period in which activation of the glow plugs 13 is required (automatic stop frequency NS) becomes greater than or equal to the determination value A.
  • automatic stop frequency NS automatic stop frequency
  • the power supplied to the glow plugs 13 is variably set by performing duty control but may be set through other methods. For example, current or voltage may be directly varied.
  • the battery voltage BT when setting the duty ratio of the voltage applied to the glow plugs 13, the battery voltage BT is taken into account. However, this parameter (battery voltage BT) may be eliminated.
  • the ignition switch IG of the vehicle including the internal combustion engine is required to be switched ON.
  • the glow plugs 13 may be activated at the same time as when a regeneration process is performed on a filter, which is arranged in an exhaust passage of the internal combustion engine to capture particulate matter suspended in the exhaust. The regeneration process reduces the particulate matter captured in the filter.
  • Fig. 12 shows an example of such a process.
  • step S100 of Fig. 2 which determines whether the ignition switch IG has been switched on, is replaced by step S500, which determines whether a regeneration process of the filter has been started.
  • the glow plugs 13 are deactivated when the activation time Tr of the glow plugs 13 exceeds the required time Tx.
  • the deactivation of the glow plugs 13 need not be based on such a condition.
  • the temperature of the engine coolant or the temperature of the catalyst converter 40 may be used to determine deactivation of the glow plugs 13.
  • the present invention is applied to a diesel engine.
  • the present invention may be applied to any engine that includes glow plugs.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Claims (3)

  1. Commande de bougie de préchauffage pour commander l'activation et la désactivation d'une bougie de préchauffage avec un relai dans un moteur à combustion interne qui subit un arrêt automatique et un démarrage automatique, dans laquelle dans un état dans lequel le moteur est stoppé du fait de l'arrêt automatique pendant une période pendant laquelle une activation de la bougie de préchauffage est nécessaire, la commande de bougie de préchauffage désactive la bougie de préchauffage avec le relai, redémarre l'activation de la bougie de préchauffage quand le moteur commence à fonctionner du fait du démarrage automatique, et empêche l'activation de la bougie de préchauffage quand le nombre de fois où l'arrêt automatique est réalisé dépasse une valeur prédéterminée pendant la période pendant laquelle l'activation est nécessaire.
  2. Commande de bougie de préchauffage selon la revendication 1, dans laquelle la commande de bougie de préchauffage démarre l'activation de la bougie de préchauffage quand un interrupteur d'allumage, qui est agencé dans un véhicule incluant le moteur à combustion interne, est allumé.
  3. Commande de bougie de préchauffage selon la revendication 1, dans laquelle le moteur à combustion interne inclut un passage d'échappement et un filtre agencé dans le passage d'échappement, le filtre capture la matière particulaire suspendue dans l'échappement, et la commande de bougie de préchauffage démarre l'activation de la bougie de préchauffage quand un processus de régénération qui réduit la matière particulaire dans le filtre est réalisé.
EP12702888.4A 2011-02-04 2012-01-19 Dispositif de commande de bougie de préchauffage pour moteur à combustion interne Not-in-force EP2670975B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP15159253.2A EP2902618B1 (fr) 2011-02-04 2012-01-19 Contrôleur de bougie de préchauffage pour moteur à combustion interne

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2011022795A JP5899621B2 (ja) 2011-02-04 2011-02-04 内燃機関のグロープラグ制御装置
PCT/JP2012/000322 WO2012105173A1 (fr) 2011-02-04 2012-01-19 Dispositif de commande de bougie de préchauffage pour moteur à combustion interne

Related Child Applications (2)

Application Number Title Priority Date Filing Date
EP15159253.2A Division EP2902618B1 (fr) 2011-02-04 2012-01-19 Contrôleur de bougie de préchauffage pour moteur à combustion interne
EP15159253.2A Division-Into EP2902618B1 (fr) 2011-02-04 2012-01-19 Contrôleur de bougie de préchauffage pour moteur à combustion interne

Publications (2)

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EP2670975A1 EP2670975A1 (fr) 2013-12-11
EP2670975B1 true EP2670975B1 (fr) 2015-06-03

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EP12702888.4A Not-in-force EP2670975B1 (fr) 2011-02-04 2012-01-19 Dispositif de commande de bougie de préchauffage pour moteur à combustion interne
EP15159253.2A Not-in-force EP2902618B1 (fr) 2011-02-04 2012-01-19 Contrôleur de bougie de préchauffage pour moteur à combustion interne

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JP (1) JP5899621B2 (fr)
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JP2015101994A (ja) * 2013-11-22 2015-06-04 トヨタ自動車株式会社 内燃機関の制御装置

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EP2902618A1 (fr) 2015-08-05
WO2012105173A1 (fr) 2012-08-09
JP2012163013A (ja) 2012-08-30
EP2670975A1 (fr) 2013-12-11
EP2902618B1 (fr) 2018-04-25
JP5899621B2 (ja) 2016-04-06

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