GB2312763A - Cylinder cut-out control system - Google Patents

Cylinder cut-out control system Download PDF

Info

Publication number
GB2312763A
GB2312763A GB9706688A GB9706688A GB2312763A GB 2312763 A GB2312763 A GB 2312763A GB 9706688 A GB9706688 A GB 9706688A GB 9706688 A GB9706688 A GB 9706688A GB 2312763 A GB2312763 A GB 2312763A
Authority
GB
United Kingdom
Prior art keywords
load
des
cylinders
sea
actual
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
GB9706688A
Other versions
GB2312763B (en
GB9706688D0 (en
Inventor
Tobias John Pallet
Eric Matthew Storhok
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.)
Ford Motor Co
Original Assignee
Ford Motor Co
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
Application filed by Ford Motor Co filed Critical Ford Motor Co
Publication of GB9706688D0 publication Critical patent/GB9706688D0/en
Publication of GB2312763A publication Critical patent/GB2312763A/en
Application granted granted Critical
Publication of GB2312763B publication Critical patent/GB2312763B/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D17/00—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling
    • F02D17/02—Cutting-out
    • 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
    • F02D11/107—Safety-related aspects
    • 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
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D41/221—Safety or indicating devices for abnormal conditions relating to the failure of actuators or electrically driven elements
    • 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
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D2041/227—Limping Home, i.e. taking specific engine control measures at abnormal conditions
    • 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
    • F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
    • F02D2200/602—Pedal position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2400/00—Control systems adapted for specific engine types; Special features of engine control systems not otherwise provided for; Power supply, connectors or cabling for engine control systems
    • F02D2400/08—Redundant elements, e.g. two sensors for measuring the same parameter
    • 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

Description

2312763 FUEL INJECTOR CUT-OUT OPERATION This invention relates to
electronic engine control of an internal combustion engine.
Torque reduction using injector cut-out and spark retard is known in connection with speed limiting and traction assist control. US Patent 4,779,597 teaches a means for controlling fuel flow or secondary air in the event of a stuck throttle when operating an internal combustion engine. Similarly, US Patent 5,325,832 issued to Maute et al. also teaches an emergency driving function in the event of a fixed or disabled throttle.
While these and other patents teach maintaining some vehicle drivability in the event of a fixed throttle, there is is still a need for improved failure mode operation of an internal combustion engine. Thus, it is still desirable to improve reduction of engine output power. This is one of the problems this invention overcomes.
Applicants' invention includes using injector cut out to control power output during the occurrence of a throttle positioning error. A comparison of inferred actual load from actual throttle position to desired load from desired throttle position determines how many injectors to shut off in order to reduce engine output power when the throttle is opened further than desired. The strategy infers the sea level loads of an engine at standard temperature with current throttle position and the sea level load at standard temperature of the same engine with desired throttle position. The strategy takes the ratio of the two loads to determine how many cylinders to shut off by a fuel cut-out. This is used as part of the electronic throttle control engine control strategy to provide limp home capability.
In general, during this description, the predicted actual and desired loads mentioned are standard temperature and pressure load predictions, i.e. sea level (29.9 inches of Hg) and standard temperature (100'F).
In particular, this invention includes a method for determining how many fuel injectors to cut out when operating an internal combustion engine. The accelerator pedal position is sensed and then a desired throttle position is determined from the pedal input and other engine parameters (i.e. cruise, idle, etc.). From the desired throttle position a desired predicted load can be determined. The actual predicted sea level load at standard temperature is also determined. The actual throttle position is sensed and a predicted actual sea level load at standard temperature is determined based on the actual throttle position. The ratio of desired sea level load to the predicted actual sea level load can be used to determine a percentage of load, which is proportional to the actual engine torque output. This load percentage is then used to determine a. percentage of the total number of cylinders required to produce the desired sea level load. Such a method has an advantageous simplicity because there is no need to compute engine torque and does not require modifiers to spark advance.
The invention will now be described, by way of example, with reference to the accompanying drawings, in which:
Figure 1 is a block diagram of an internal combustion engine with an electronically controlled throttle in accordance with an embodiment of this invention; and Figure 2 is a logic block diagram of an electronic throttle control injector cut out process in accordance with an embodiment of this invention.
To allow a driver to control a vehicle to limp home with a malfunctioning throttle, engine output must be regulated by means other than air flow. One way to do this is to shut off a selected number of fuel injectors. For this strategy, the engine controller interprets the driver demand, via the pedal sensors and other driver inputs and engine parameters, and compares this with the engine output from the actual throttle. The ratio of these values will indicate how many injectors to turn off.
This logic first predicts a potential sea level load at standard temperature using the existing sea level load functions, engine speed, and actual throttle position.
Using the pedal position sensor and other inputs of engine parameters, the logic then determines the desired throttle position. This is used to calculate desired sea level load using existing sea level load functions and engine speed.
Next, the ratio of the predicted desired sea level load and the predicted actual sea level load is calculated and multiplied by the number of total engine cylinders, which results in the number of cylinders which should be running. If this number is greater than the total number of is cylinders, then no fuel injector cut-out is required. If it is less than the total, then the number of injectors desired is rounded down to the nearest whole number (i.e., 4.7 injectors desired, only 4 operate). Another means for determining the number of injectors to turn off is to use a table lookup with inputs including the predicted actual sea level load and the predicted desired sea level load.
Referring to Fig. 1, an electronic throttle control system includes a throttle 100 which is coupled to throttle position sensors 101. Sensors 101 produce a signal indicating throttle position and apply it to an electronic control module (ECU) 102. Throttle return springs 107 are coupled to throttle 100 and act to bias throttle 100 in one direction. ECU 102 also has inputs from pedal position sensors 103 which are coupled to a foot pedal 108. Pedal return springs 109 act to apply a biasing force. EW 102 is coupled to a throttle drive motor 105 through a throttle control unit (TCU) 104. A position sensor 110 is coupled to motor 105 and provides a signal to TCU 104 indicating throttle position. Motor 105 is coupled to throttle 100 through a gear interface 106. An engine 120 is coupled to throttle 100 and includes injectors 121. The output of- engine 120 is an exhaust path 123. Exhaust path 123 includes an exhaust gas oxygen sensor 124 and an exhaust gas recirculation path 125 providing a return path for exhaust gas back to the input of throttle 100. A data feedback path 126 is coupled from exhaust gas oxygen sensor 124 to ECU 102. A data feedback path 127 is coupled from engine 120 to ECU 102.
Referring to Fig. 2, a block 10 converts an angle to counts and receives an input DES TA (desired throttle angle). An output DES-TPREL (desired relative throttle position) from block 10 is applied to block 11 which calculates desired sea load (DES-SEA-LOAD, or engine load at sea level). Block 11 also receives an input N (engine speed) and an input EGRA.CP (exhaust gas recirculation actual percentage). The output of block 11 is DES SEA LOAD and is applied to a block 13. A block 12 infers SEA LOAD calculation and has inputs of TP REL ARB, N, and EGRACT, wherein TP-REL-ARB is relative throttle position. The output of block 12 is SEA LOAD and is applied to block 13. Block 13 calculates the number of cylinders to fire. A first method divides SEA LOA1) into DES SEA LOAD (desired engine load at sea level), multiplies that ratio by the total number of cylinders available and rounds down to the nearest integer to obtain the total number of cylinders to fire. In a second method, SEA LOAD and DES SEA LOAD as indices are used for a table lookup. The table will output the number of injectors to fire in order to reduce engine power. The output of block 13 is an injector on (INJ-ON) signal.
In summary, this strategy calculates the engine output as if the engine were operating at sea level and compares that with a driver demand output, again calculated at sea level. If the engine output exceeds the drive demand output a select number of cylinders are shut off.
Comparing a predicted sea level output to a predicted sea level demand should cancel out the effect of altitude and temperature. However, the effect of spark on engine torque is not taken into account. The ratio of desired sea - level load to sea level load is compared to the percent of engine output, calculated from the number of injectors firing.
More specifically, this strategy is intended for use with electronic throttle control (ETC) pedal follower systems. The strategy is further described below and will determine the number of injectors to turn off based on a ratio of desired sea level load and inferred actual sea level load.
Inputs:
EGRACT Actual EGR rate N Engine Speed NUMCYL Number of cylinders an engine has PPS - REL Relative pedal position TP-REL Relative throttle position Calibration Values:
FNOETC2 Returns DES - TA from PPS1-REL FNTATOTP Converts throttle angle to throttle position counts FN1036A Returns a sea level inferred load level from engine speed and TP - REL FN1037 Returns inferred sea level load correction for EGR Outputs:
DES-SEA-LOAD Desired driver load based on sea level calculations of des-tp_rel and engine speed.
NUM-CYL-ON Number of cylinders should be running for fixed throttle running, rounded down to the nearest whole number.
PERCENT DES LOAD Ratio of DES SEA LOAD and SEA LOAD SEA-LOAD Inferred load based on sea level load based on engine speed and tp_rel 6 Process: SEA-LOAD = M1036A(N,TP-REL) EGRACT/10FN1037(N,TP-REL) DES-TA = FNOETC2(PPS-REL) Note that desired throttle angle can be determined in other ways depending upon the operating state of the engine. For example, at idle it can be determined as a function of engine speed and at cruise it can be determined as a 10 function of vehicle speed. DES-TPREL = M2ATOTP(DES-TA) DES-SEA-LOAD = M036A(N,DES-TPREL)EGRACT/10M037(N,DES TPREL) PERCENT - DES - LOAD = DES-SEA-LOAD/SEA-LOAD - clipped to is 1.0 if > 1.0.
NUM-CYL-ON = NUM=PERCENT-DES-LOAD; Rounded down to the nearest whole integer.

Claims (8)

1. A method of operating an electronic engine controller for an internal combustion engine having more than one cylinder including the steps of:
calculating the number of cylinders to fire as a function of desired load based upon desired throttle position and actual load based upon actual throttle position.
2. A method of operating an electronic engine controller for an internal combustion engine as claimed in claim 1, wherein the step of calculating includes the steps of:
dividing desired load by actual load; multiplying the resulting ratio by the total number of cylinders available; and rounding down to the nearest integer to obtain the total number of cylinders to fire.
3. A method of operating an electronic engine controller for an internal combustion engine as claimed in claim 1, including the step of:
using actual load and desired load as indices for a table lookup; and determining from the table the number of injectors to fire in order to reduce engine power.
4. A method of operating an electronic engine controller for an internal combustion engine as claimed in claim 2, further comprising the steps of:
determining the number of cylinders actually firing; and reducing the number of injectors firing upon the detection of an electronic throttle control positioning fault.
5. A method of operating an electronic engine controller for an internal combustion engine including the steps of:
determining the number of cylinders actually firing; calculating the number of cylinders to fire as a function of desired load based upon desired throttle position and actual load based upon actual throttle position, by dividing desired load by actual load; multiplying the resulting ratio by the total number of cylinders available; rounding down to the nearest integer to obtain the total number of cylinders to fire; and reducing the number of injectors firing upon the detection of an electronic throttle control positioning fault.
6. A method of operating an electronic engine controller for an internal combustion engine including the steps of calculating the number of cylinders to fire as a function of desired load based upon desired throttle position and actual load based upon actual throttle position, the method including the steps of:
defining inputs as:
EGRACT Actual EGR rate N Engine Speed NUMCYL Number of cylinders an engine has TP-REL Relative throttle position defining calibration values as:
FNTATOTP Converts throttle angle to throttle position counts Returns a sea level inferred load level from engine speed and TP - REL FN1037 Returns inferred sea level load - correction or EGR 9 defining outputs as:
DES-SEALOAD Desired driver load based on sea level calculations of des tp_rel and engine speed NUM-CYL-ON Number of cylinders should be running for fixed throttle running, rounded down to the nearest whole number. PERCENT - DES-LOAD Ratio of DES-SEA-LOAD and SEA-LOAD SEA-LOAD Inferred load based on sea level load based on engine speed and tp---rel; and using the following processes to determine the number of cylinders to fire:
SEA-LOAD = M036A(N,TP_REL) - EGRACT/10M037(N,TP-REL) DES-TA = Function of engine operating parameters DES-TPREL = FNTATOTP(DES_TA) DES-SEA-LOAD = M036A(N,DES-TPREL)- EGRACT/10M1037(N,1DES_TPREL PERCENT-DES-LOAD = DESSEA-LOAD/SEA-LOAD NUM-CYL-ON = NUMCYLPERCENT-DES-LOAD - orNUM-CYL-ON = Function (DES-SEA-LOAD, SEA-LOAD)
7. A method of operating an electronic engine controller for an internal combustion engine including the steps of calculating the number of cylinders to fire as a function of desired load based upon desired throttle position and actual load based upon actual throttle position as recited in claim 6, further including the steps of:
defining inputs as:
PPS-REL Relative pedal position, and using the following process to determine the number of cylinders to fire:
DES TA = FNOETC2(PPS_REL), wherein FNOETC2 is a calibration function.
8. A method of operating an electronic engine controller for an internal combustion engine substantially as hereinbefore described with reference to the accompanying drawings.
GB9706688A 1996-04-29 1997-04-02 Electronic engine control Expired - Fee Related GB2312763B (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
US08/639,664 US5685277A (en) 1996-04-29 1996-04-29 Fuel injector cutout operation

Publications (3)

Publication Number Publication Date
GB9706688D0 GB9706688D0 (en) 1997-05-21
GB2312763A true GB2312763A (en) 1997-11-05
GB2312763B GB2312763B (en) 2000-01-12

Family

ID=24565057

Family Applications (1)

Application Number Title Priority Date Filing Date
GB9706688A Expired - Fee Related GB2312763B (en) 1996-04-29 1997-04-02 Electronic engine control

Country Status (4)

Country Link
US (1) US5685277A (en)
JP (1) JPH1030464A (en)
DE (1) DE19714624C2 (en)
GB (1) GB2312763B (en)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0874146A2 (en) * 1997-04-25 1998-10-28 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Control apparatus of internal combustion engine equipped with electronic throttle control device
WO2000026523A1 (en) * 1998-10-30 2000-05-11 Robert Bosch Gmbh Method for operating an internal combustion engine

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2000192838A (en) * 1998-12-25 2000-07-11 Mitsubishi Electric Corp Engine controller for automobile
US6199535B1 (en) * 1999-05-13 2001-03-13 Denso Corporation Throttle control for internal combustion engine having failure detection function
US6360724B1 (en) * 2000-05-18 2002-03-26 Brunswick Corporation Method and apparatus for controlling the power output of a homogenous charge internal combustion engine
JP4054547B2 (en) * 2001-06-01 2008-02-27 株式会社日立製作所 Control device for internal combustion engine
EP1779204B1 (en) * 2004-08-04 2011-05-18 Fisher Controls International Llc System and method for transfer of feedback control for a process control device
DE102013104374A1 (en) 2013-04-30 2014-10-30 Hella Kgaa Hueck & Co. Control device for the control of an adjusting device

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4550704A (en) * 1983-04-12 1985-11-05 Robert Bosch Gmbh Multi-cylinder internal combustion engine having disconnectable groups of cylinders
EP0276003A2 (en) * 1987-01-23 1988-07-27 Hitachi, Ltd. Fail-safe method and system for automotive engines
GB2266603A (en) * 1992-04-30 1993-11-03 Daimler Benz Ag Failsafe arrangement for throttle valve
US5408974A (en) * 1993-12-23 1995-04-25 Ford Motor Company Cylinder mode selection system for variable displacement internal combustion engine
US5425335A (en) * 1991-12-26 1995-06-20 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Automobile engine
US5503129A (en) * 1995-05-18 1996-04-02 Ford Motor Company Apparatus and method for mode recommendation in a variable displacement engine

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS58200048A (en) * 1982-05-18 1983-11-21 Fuji Heavy Ind Ltd Controller for number of cylinders to which fuel is supplied
JPS5974346A (en) * 1982-10-22 1984-04-26 Toyota Motor Corp Divided operation control type internal-combustion engine
JPH0396633A (en) * 1989-09-07 1991-04-22 Nissan Motor Co Ltd Cylinder number control device for 2 stroke engine
JPH086626B2 (en) * 1990-05-09 1996-01-29 本田技研工業株式会社 Fail-safe device for intake throttle control device
DE4229774C2 (en) * 1992-09-05 2002-06-20 Bosch Gmbh Robert Device for controlling an internal combustion engine
US5368000A (en) * 1993-07-15 1994-11-29 Onan Corporation Engine efficiency improvement system
US5579736A (en) * 1993-09-01 1996-12-03 Sanshin Kogyo Kabushiki Kaisha Combustion control system for internal combustion engine
US5429090A (en) * 1994-02-28 1995-07-04 Coltec Industries Inc. Fail safe throttle positioning system
JP3175491B2 (en) * 1994-09-01 2001-06-11 トヨタ自動車株式会社 Control device for variable cylinder engine
US5555871A (en) * 1995-05-08 1996-09-17 Ford Motor Company Method and apparatus for protecting an engine from overheating
US5623906A (en) * 1996-01-22 1997-04-29 Ford Motor Company Fixed throttle torque demand strategy

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4550704A (en) * 1983-04-12 1985-11-05 Robert Bosch Gmbh Multi-cylinder internal combustion engine having disconnectable groups of cylinders
EP0276003A2 (en) * 1987-01-23 1988-07-27 Hitachi, Ltd. Fail-safe method and system for automotive engines
US5425335A (en) * 1991-12-26 1995-06-20 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Automobile engine
GB2266603A (en) * 1992-04-30 1993-11-03 Daimler Benz Ag Failsafe arrangement for throttle valve
US5408974A (en) * 1993-12-23 1995-04-25 Ford Motor Company Cylinder mode selection system for variable displacement internal combustion engine
US5503129A (en) * 1995-05-18 1996-04-02 Ford Motor Company Apparatus and method for mode recommendation in a variable displacement engine

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0874146A2 (en) * 1997-04-25 1998-10-28 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Control apparatus of internal combustion engine equipped with electronic throttle control device
EP0874146A3 (en) * 1997-04-25 2000-09-06 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Control apparatus of internal combustion engine equipped with electronic throttle control device
EP1486656A2 (en) * 1997-04-25 2004-12-15 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Control apparatus of internal combustion engine equipped with electronic throttle control device
EP1486656A3 (en) * 1997-04-25 2005-02-09 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Control apparatus of internal combustion engine equipped with electronic throttle control device
WO2000026523A1 (en) * 1998-10-30 2000-05-11 Robert Bosch Gmbh Method for operating an internal combustion engine

Also Published As

Publication number Publication date
US5685277A (en) 1997-11-11
GB2312763B (en) 2000-01-12
DE19714624A1 (en) 1997-11-06
DE19714624C2 (en) 1999-12-09
GB9706688D0 (en) 1997-05-21
JPH1030464A (en) 1998-02-03

Similar Documents

Publication Publication Date Title
EP0785351B1 (en) Torque control system for engine with fixed throttle
US6078859A (en) System and method for torque based vehicle speed control
EP0926032B1 (en) Brake booster negative pressure controller
US6178371B1 (en) Vehicle speed control system and method
US6619258B2 (en) System for controllably disabling cylinders in an internal combustion engine
US6964260B2 (en) Electronic engine control device
US7082936B2 (en) Internal combustion engine control device
JP2002532646A5 (en)
US5685277A (en) Fuel injector cutout operation
JP2000282931A (en) Method and device for controlling internal combustion engine
US5983861A (en) Throttle valve control device and control method thereof
US6263858B1 (en) Powertrain output monitor
US6295967B1 (en) Powertrain output monitor
US6705286B1 (en) Method and system for minimizing torque intervention of an electronic throttle controlled engine
US6567739B2 (en) Control system and method of internal combustion engine, for suppressing load variation and improving self-diagnosis
CA2021431C (en) Traction control system for a vehicle with an internal combustion engine
US6205394B1 (en) Automatic engine power control system for motor vehicles having a power control element
JPH0774625B2 (en) Control device for internal combustion engine
JPH0664460A (en) Constant speed running control device
JP3294894B2 (en) Evacuation traveling device for vehicles
JP2005127277A (en) Control device for internal combustion engine
JP2535799B2 (en) Output control device for internal combustion engine
US9194324B2 (en) Internal combustion engine control methods
JPH05312076A (en) Idling speed controller
JP3104023B2 (en) Engine output control device

Legal Events

Date Code Title Description
PCNP Patent ceased through non-payment of renewal fee

Effective date: 20050402