JPH037019B2 - - Google Patents
Info
- Publication number
- JPH037019B2 JPH037019B2 JP58139842A JP13984283A JPH037019B2 JP H037019 B2 JPH037019 B2 JP H037019B2 JP 58139842 A JP58139842 A JP 58139842A JP 13984283 A JP13984283 A JP 13984283A JP H037019 B2 JPH037019 B2 JP H037019B2
- Authority
- JP
- Japan
- Prior art keywords
- wheel drive
- engine
- output
- state
- control
- 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.)
- Expired - Lifetime
Links
- 238000001514 detection method Methods 0.000 claims description 8
- 239000000446 fuel Substances 0.000 description 12
- 238000002347 injection Methods 0.000 description 11
- 239000007924 injection Substances 0.000 description 11
- 230000006870 function Effects 0.000 description 4
- 230000005540 biological transmission Effects 0.000 description 3
- 238000010586 diagram Methods 0.000 description 3
- 238000006243 chemical reaction Methods 0.000 description 1
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 230000035939 shock Effects 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
- F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
-
- 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
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明は、２輪駆動状態と４輪駆動状態とに切
替えることのできる自動車のエンジン出力を制御
する制御装置に関するものである。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a control device for controlling the engine output of an automobile that can be switched between a two-wheel drive state and a four-wheel drive state.
（従来技術）
従来から、操作レバーの操作によりエンジンか
らの駆動力を２輪駆動系もしくは４輪駆動系のい
ずれかに切替伝達するようにし、例えば、ギヤ等
を介して後輪を常時駆動させる一方、前輪への駆
動力伝達系統に介在させたクラツチを作動させる
ことにより、前輪を従動状態と駆動状態とに切替
えるようにした構造を有する自動車が知られてい
る。このような構造においては、２輪駆動から４
輪駆動に切替わつたとき、前輪（従動状態から駆
動状態に切替えられる側の車輪）に対する駆動力
伝達系統や結合部分の抵抗等により駆動抵抗が増
加する。とくに、２輪駆動時の駆動効率を高める
ため、フリーホイールハブ等により２輪駆動時に
は前輪を前輪側デイフアレンシヤル装置に対して
遊転する構造とした場合、４輪駆動に切替わつた
とき上記デイフアレンシヤル装置においてかなり
の駆動抵抗が生じる。このような場合に、駆動抵
抗の増加に起因した運転性能（走行速度等）の変
動および運転者に与えるシヨツクをできるだけ小
さくすることが、従来から望まれていた。(Prior art) Conventionally, driving force from an engine is selectively transmitted to either a two-wheel drive system or a four-wheel drive system by operating a control lever, and for example, the rear wheels are constantly driven via gears, etc. On the other hand, an automobile is known which has a structure in which the front wheels are switched between a driven state and a driving state by operating a clutch interposed in a drive power transmission system to the front wheels. In such a structure, 2-wheel drive to 4-wheel drive
When switching to wheel drive, drive resistance increases due to resistance of the drive power transmission system and coupling parts to the front wheels (the wheels that are switched from the driven state to the driven state). In particular, in order to increase drive efficiency when driving two-wheel drive, if a structure is used such as a freewheel hub that allows the front wheels to rotate freely relative to the front differential device during two-wheel drive, when switching to four-wheel drive, Considerable drive resistance occurs in the differential device described above. In such cases, it has been desired to minimize fluctuations in driving performance (such as running speed) and shocks to the driver due to the increase in driving resistance.
なお、特開昭57−122138号公報では、このよう
な自動車における駆動状態切替わり時の制御とし
て、操作レバーが操作された時、パルス信号によ
つてエンジン回転数を変動させることにより、
前、後輪の回転数が一致した時点でクラツチが結
合または分離されるようにした装置が提案されて
いる。ただしこの装置は、駆動状態切替わり動作
（クラツチの係脱）を円滑にするようにしたもの
で、４輪駆動への切替わり後の駆動抵抗の増加お
よびそれに起因した運転状態の変動については着
目していなかつた。 In addition, in Japanese Patent Application Laid-Open No. 57-122138, as a control at the time of switching the driving state in such an automobile, when the operating lever is operated, the engine speed is varied by a pulse signal.
A device has been proposed in which the clutch is engaged or disengaged when the rotational speeds of the front and rear wheels match. However, this device is designed to smooth the drive state switching operation (clutch engagement and disengagement), and attention should be paid to the increase in drive resistance after switching to four-wheel drive and the resulting fluctuations in the operating state. I hadn't done it.
（発明の目的）
本発明はこのような事情に鑑み、２輪駆動から
４輪駆動に切替わつたときにも、駆動抵抗の増大
による影響を補償して２輪駆動と同等の運転性能
を得ることができるエンジンの制御装置を提供す
ることを目的とするものである。(Objective of the Invention) In view of the above circumstances, the present invention provides a driving performance equivalent to that of two-wheel drive by compensating for the influence of increased drive resistance even when switching from two-wheel drive to four-wheel drive. The object of the present invention is to provide an engine control device that can perform the following functions.
（発明の構成）
本発明は、操作レバーの操作によりエンジンか
らの駆動力を２輪駆動系もしくは４輪駆動系のい
ずれかに切替伝達するようにした構造において、
２輪駆動状態と４輪駆動状態との間での切替わり
を検出する検出手段と、エンジンの出力をコント
ロールする出力コントロール手段と、上記検出手
段の出力を受けて、２輪駆動状態から４輪駆動状
態に切替わつたとき上記出力コントロール手段を
エンジン出力を向上する方向に補正制御する制御
手段とを設けたものである。上記出力コントロー
ル手段としては、スロツトルバルブの開度、燃料
供給量、点火時期、あるいは過給機付エンジンに
おける場合の過給圧等を制御するもの等を採用す
ることができる。(Structure of the Invention) The present invention provides a structure in which driving force from an engine is switched and transmitted to either a two-wheel drive system or a four-wheel drive system by operating a control lever.
a detection means for detecting switching between the two-wheel drive state and the four-wheel drive state; an output control means for controlling the output of the engine; and control means for correcting and controlling the output control means in a direction to improve the engine output when the engine is switched to the driving state. The output control means may be one that controls the opening degree of the throttle valve, the amount of fuel supplied, the ignition timing, or the supercharging pressure in the case of a supercharged engine.
（実施例）
第１図において、１はエンジン、２はトランス
ミツシヨン、３は２輪駆動状態と４輪駆動状態と
に切替えるための切替機構であり、この切替機構
３は操作レバー４によつて切替操作されるように
してある。また、５は吸気通路、６は排気通路で
あり、上記吸気通路５には、吸入空気量を検出す
るエアフローメータ７と、燃料噴射弁８と、スロ
ツトルバルブ９とが配設されている。このスロツ
トルバルブ９は、アクセルペダル１０に直線連動
連結されず、電気信号に応じて働くアクチユエー
タ１１によつて作動されるようにしている。１２
はイグニツシヨンコイル１２ａおよびスパークプ
ラグ１２ｂを備えた点火装置である。(Example) In FIG. 1, 1 is an engine, 2 is a transmission, and 3 is a switching mechanism for switching between a two-wheel drive state and a four-wheel drive state, and this switching mechanism 3 is operated by an operating lever 4. It is designed so that the switch can be operated by touching the switch. Further, 5 is an intake passage, and 6 is an exhaust passage. The intake passage 5 is provided with an air flow meter 7 for detecting the amount of intake air, a fuel injection valve 8, and a throttle valve 9. This throttle valve 9 is not linearly connected to an accelerator pedal 10, but is operated by an actuator 11 that operates in response to an electric signal. 12
is an ignition device equipped with an ignition coil 12a and a spark plug 12b.
上記燃料噴射弁８、アクチユエータ１１および
点火装置１２は制御ユニツト１３により制御さ
れ、この制御ユニツト１３は、エンジンの出力の
基本的な制御を行う出力コントロール手段として
の機能を有するとともに、駆動状態が切替わつた
ときに出力コントロール手段を補正制御する制御
手段としての機能も備えている。この制御ユニツ
ト１３には、前記エアフローメータ７と、エンジ
ン回転数を検出する回転数センサ１４と、アクセ
ルペダル１０の踏込み量を検出するアクセルセン
サ１５とからの各検出信号が入力され、さらに、
駆動状態検出器１６からの検出信号も入力されて
いる。上記駆動状態検出器１６は、前記切替機構
３が２輪駆動状態にあるか４輪駆動状態にあるか
を検出するようにしている。 The fuel injection valve 8, actuator 11, and ignition device 12 are controlled by a control unit 13, and this control unit 13 has a function as an output control means that performs basic control of the output of the engine, and also has the function of changing the driving state. It also has a function as a control means for correcting and controlling the output control means when the output is overturned. Detection signals from the air flow meter 7, a rotation speed sensor 14 that detects the engine rotation speed, and an accelerator sensor 15 that detects the amount of depression of the accelerator pedal 10 are input to the control unit 13, and further,
A detection signal from the drive state detector 16 is also input. The drive state detector 16 is configured to detect whether the switching mechanism 3 is in a two-wheel drive state or a four-wheel drive state.
第２図は切替機構３の構造を示し、入力軸１７
の回転がギヤ列１８を介して後輪駆動用のプロペ
ラシヤフト１９に伝達される一方、前輪駆動用の
プロペラシヤフト２０に対しては、前記レバー４
によつて作動されるクラツチ２１が結合されたと
きのみ回転が伝達される。そして、プロペラシヤ
フト１９，２０の回転によりデイフアレンシヤル
装置２２および２３を介して後輪２４，２４およ
び前輪２５，２５が回転される。このようにし
て、操作レバー４の操作によりクラツチ２１が切
られたときは後輪２４，２４にのみ駆動力が伝達
されて、前輪２５，２５は走行に伴つて従動回転
し、また、クラツチ２１が入れられたときは前、
後輪２４，２４，２５，２５に駆動力が伝達され
るようにしている。また、２輪駆動時の駆動効率
を高めるため、前輪２５，２５と前輪側デイフア
レンシヤル装置２３との間には、２輪駆動時にこ
れらを切離して４輪駆動時にのみ連結するフリー
ホイールハブ２６，２６が設けられている。該フ
リーホイールハブ２６は、例えば前記制御ユニツ
ト１３によつて制御される。 FIG. 2 shows the structure of the switching mechanism 3, and shows the input shaft 17.
The rotation of the lever 4 is transmitted to the rear wheel drive propeller shaft 19 via the gear train 18, while the rotation of the lever 4 is transmitted to the front wheel drive propeller shaft 20.
Rotation is transmitted only when the clutch 21 actuated by the clutch 21 is engaged. The rotation of the propeller shafts 19 and 20 rotates the rear wheels 24 and 24 and the front wheels 25 and 25 via the differential devices 22 and 23. In this way, when the clutch 21 is disengaged by operating the operating lever 4, the driving force is transmitted only to the rear wheels 24, 24, and the front wheels 25, 25 are driven to rotate as the vehicle travels. is entered before,
The driving force is transmitted to the rear wheels 24, 24, 25, and 25. In addition, in order to increase drive efficiency during two-wheel drive, a freewheel hub is provided between the front wheels 25, 25 and the front wheel differential device 23, which separates them during two-wheel drive and connects them only during four-wheel drive. 26, 26 are provided. The freewheel hub 26 is controlled by the control unit 13, for example.
第３図は制御ユニツト１３を具体的に示し、該
制御ユニツト１３は、記憶回路３１および演算処
理回路３２からなるマイクロコンピユータ３０を
含んでいる。前記各検出信号は制御ユニツト１３
の入力バツフア回路３３に入力され、さらに、吸
入空気量の検出信号はＡ／Ｄ変換回路３４を介
し、回転数検出信号は回転数変換回路３５を介
し、またアクセルペダル踏込み量の検出信号は
Ａ／Ｄ変換回路３６を介してマイクロコンピユー
タ３０に送られている。駆動状態検出器１６は、
前記切替機構３が２輪駆動状態にあるときは０の
信号、４輪駆動状態にあるときは１の信号を入力
バツフア回路３３を介してマイクロコンピユータ
３０に送り、この信号の変化によつてマイクロコ
ンピユータ３０内で駆動状態の切替わりが検出さ
れるようにしている。そして、マイクロコンピユ
ータ３０から出力駆動回路３７および出力バツフ
ア回路３８を介し、燃料噴射弁８のソレノイド
８′と、点火装置１２のイグニツシヨンコイル１
２ａと、スロツトルバルブ９のアクチユエータ１
１とフリーホイールハブ２６とにそれぞれ制御信
号が出力されている。 FIG. 3 specifically shows the control unit 13, which includes a microcomputer 30 consisting of a memory circuit 31 and an arithmetic processing circuit 32. As shown in FIG. Each of the detection signals is sent to the control unit 13.
Further, the detection signal of the intake air amount is inputted to the input buffer circuit 33 of The signal is sent to the microcomputer 30 via the /D conversion circuit 36. The driving state detector 16 is
When the switching mechanism 3 is in the two-wheel drive state, a signal of 0 is sent to the microcomputer 30 via the input buffer circuit 33, and when it is in the four-wheel drive state, a signal of 1 is sent to the microcomputer 30. The switching of the driving state is detected within the computer 30. Then, the solenoid 8' of the fuel injection valve 8 and the ignition coil 1 of the ignition device 12 are connected to the solenoid 8' of the fuel injection valve 8 and the ignition coil 1 of the ignition device 12 from the microcomputer 30 via the output drive circuit 37 and the output buffer circuit 38.
2a and the actuator 1 of the throttle valve 9
A control signal is output to each of the freewheel hub 1 and the freewheel hub 26.
マイクロコンピユータ３０内の記憶回路３１に
は制御プログラムおよび制御データが記憶され、
制御データとしては、種々の運転状態に対応づけ
た燃料噴射量、点火時期およびスロツトルバルブ
開度の各基本制御値、４輪駆動状態に切替わつた
時の補正値等が予め記憶されている。演算処理回
路３２は、吸入空気量、エンジン回転数およびア
クセルペダル踏込み量の各検出信号に応じて基本
制御値を演算し、また、２輪駆動状態から４輪駆
動状態に切替わつたときは出力を高める方向に補
正する演算処理を行うようにしている。 A control program and control data are stored in a storage circuit 31 in the microcomputer 30,
As control data, basic control values for fuel injection amount, ignition timing, and throttle valve opening corresponding to various driving conditions, correction values when switching to four-wheel drive condition, etc. are stored in advance. . The arithmetic processing circuit 32 calculates basic control values according to each detection signal of intake air amount, engine speed, and accelerator pedal depression amount, and also outputs when switching from 2-wheel drive state to 4-wheel drive state. Calculation processing is performed to correct the value in the direction of increasing it.
この制御装置においては、第４図に示すフロー
チヤートに従つて制御が行われる。すなわち、イ
ニシヤライズ（ステツプS1）の後、4WD信号が
Fwレジスタに記憶される（ステツプS2）。次に、
その時の運転状態に応じた燃料噴射量、点火時
期、スロツトルバルブ開度の各基本制御値が演算
され、その各演算処理結果がMfレジスタ、Mig
レジスタおよびMtvレジスタにそれぞれ入力され
る（ステツプS3〜S5）。ついで、前記のステツプ
S2で記憶された4WD信号（Fw）が判別される
（ステツプS6）。ここで上記信号が０と判別された
ときは駆動状態が２輪駆動状態であることを意味
し、このときにはフリーホイールハブ２６がフリ
ーとされる（ステツプS7）。なお、既にフリーと
なつていればこの状態が持続される。そして、上
記基本制御値を制御信号として、燃料噴射量、点
火時期およびスロツトルバルブ開度の制御が行わ
れる（ステツプS8）。 In this control device, control is performed according to the flowchart shown in FIG. In other words, after initialization (step S 1 ), the 4WD signal is
It is stored in the Fw register (step S2 ). next,
Basic control values such as fuel injection amount, ignition timing, and throttle valve opening are calculated according to the operating condition at that time, and the results of each calculation are stored in the Mf register and
The signals are respectively input to the register and the Mtv register (steps S3 to S5 ). Then, follow the steps above.
The 4WD signal (Fw) stored in S2 is determined (step S6 ). Here, when the signal is determined to be 0, it means that the drive state is a two-wheel drive state, and in this case, the freewheel hub 26 is set free (step S7 ). Note that if it is already free, this state will be maintained. Then, the fuel injection amount, ignition timing, and throttle valve opening degree are controlled using the basic control value as a control signal (step S 8 ).
また、上記のステツプS6で4WD信号が１と判
別されたときは駆動状態が４輪駆動状態であるこ
とを意味し、このときにはフリーホイールハブ２
６が連結される（ステツプS9）。なお、既に連結
されていればこの状態が持続される。そして、こ
の場合には出力を向上させる補正として、燃料噴
射量Mfを［（Mf）・（１＋Kf）］、点火時期Migを
［（Mig）＋（Kig）］、スロツトルバルブ開度Mtvを
［（Mtv）・（１＋Ktv）］とそれぞれ補正する演算
処理が行われる（ステツプS10）。Kf，Kig，Ktv
はそれぞれ正の定数であり、従つて燃料噴射量は
増量され、点火時期は進められ、スロツトルバル
ブ開度は大きくなるように補正される。 Furthermore, when the 4WD signal is determined to be 1 in step S6 above, it means that the drive state is the 4-wheel drive state, and in this case, the freewheel hub 2
6 are connected (step S 9 ). Note that if they are already connected, this state will be maintained. In this case, as a correction to improve the output, the fuel injection amount Mf is set to [(Mf)・(1+Kf)], the ignition timing Mig is set to [(Mig)+(Kig)], and the throttle valve opening Mtv is set to [(Mf)・(1+Kf)]. (Mtv)・(1+Ktv)], respectively, are corrected (step S10 ). Kf, Kig, Ktv
are positive constants, so the fuel injection amount is increased, the ignition timing is advanced, and the throttle valve opening is corrected to be larger.
このような制御により、２輪駆動状態から４輪
駆動状態に切替わつたとき、運転性能の変動が防
止される。つまり、この切替わり時には、前記ク
ラツチ２１が結合され、かつ、前記フリーホイー
ルハブ２６，２６が連結状態に作動されることに
よつて前輪２５，２５にも駆動力が伝達され、こ
の際、前輪側デイフアレンシヤル装置２３等が抵
抗となつて駆動抵抗が増加する。これに対し、エ
ンジン出力が向上される方向に補正制御されるこ
とにより、駆動抵抗の増加による出力ロスが補わ
れるため、４輪駆動状態に切替わつても２輪駆動
状態時と同等の運転性能が得られることになる。 Such control prevents fluctuations in driving performance when switching from a two-wheel drive state to a four-wheel drive state. That is, at the time of this switching, the clutch 21 is engaged and the freewheel hubs 26, 26 are operated in a connected state, so that driving force is also transmitted to the front wheels 25, 25. The side differential device 23 and the like act as resistance, increasing drive resistance. On the other hand, the output loss due to the increase in drive resistance is compensated for by corrective control in the direction of improving engine output, so even when switching to 4-wheel drive mode, driving performance is equivalent to that of 2-wheel drive mode. will be obtained.
なお、上記実施例では後輪駆動と４輪駆動とに
切替えられるようにしているが、前輪駆動と４輪
駆動とに切替えられるようにしてもよい。また、
駆動状態が切替わつたときのエンジン出力の補正
制御は、燃料噴射量、点火時期およびスロツトル
バルブ開度のうちのいずれか一つもしくは二つを
制御することによつても行うことができ、あるい
はまた、過給機付エンジンの場合は過給圧を制御
するようにしてもよい。 In the above embodiment, the vehicle can be switched between rear wheel drive and four-wheel drive, but it may also be possible to switch between front-wheel drive and four-wheel drive. Also,
Correction control of the engine output when the driving state is switched can also be performed by controlling any one or two of the fuel injection amount, ignition timing, and throttle valve opening, Alternatively, in the case of a supercharged engine, the supercharging pressure may be controlled.
（発明の効果）
以上のように本発明は、２輪駆動状態から４輪
駆動状態に切替わつたとき、エンジンの出力を向
上する方向に補正制御することにより、駆動抵抗
の増加による出力ロスを補うようにしているた
め、このような切替わり時のシヨツクを低減し、
２輪駆動、４輪駆動の両状態で同等の運転性能を
得ることができるものである。(Effects of the Invention) As described above, the present invention corrects and controls the engine output in the direction of increasing the engine output when switching from a two-wheel drive state to a four-wheel drive state, thereby reducing output loss due to an increase in drive resistance. By compensating for the
It is possible to obtain equivalent driving performance in both two-wheel drive and four-wheel drive states.
第１図は本発明の実施例を示す全体概略図、第
２図は駆動状態切替機構の説明図、第３図は制御
系統のブロツク図、第４図はフローチヤートであ
る。
１……エンジン、３……駆動状態切替機構、８
……燃料噴射弁、９……スロツトルバルブ、１２
……点火装置、１３……制御ユニツト、１６……
駆動状態検出器。
FIG. 1 is an overall schematic diagram showing an embodiment of the present invention, FIG. 2 is an explanatory diagram of a drive state switching mechanism, FIG. 3 is a block diagram of a control system, and FIG. 4 is a flowchart. 1... Engine, 3... Drive state switching mechanism, 8
... Fuel injection valve, 9 ... Throttle valve, 12
...Ignition device, 13...Control unit, 16...
Drive status detector.
Claims (1)
力を２輪駆動系もしくは４輪駆動系のいずれかに
切替伝達するようにした構造において、２輪駆動
状態と４輪駆動状態との間での切替わりを検出す
る検出手段と、エンジンの出力をコントロールす
る出力コントロール手段と、上記検出手段の出力
を受けて、２輪駆動状態から４輪駆動状態に切替
わつたとき上記出力コントロール手段をエンジン
出力を向上する方向に補正制御する制御手段とを
設けたことを特徴とするエンジンの制御装置。1 In a structure in which the driving force from the engine is switched and transmitted to either a two-wheel drive system or a four-wheel drive system by operating a control lever, switching between the two-wheel drive state and the four-wheel drive state a detection means for detecting the engine output; an output control means for controlling the output of the engine; and upon receiving the output of the detection means, the output control means increases the engine output when the two-wheel drive state is switched to the four-wheel drive state. 1. A control device for an engine, comprising: a control means for performing correction control in a direction in which the engine is controlled.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP13984283A JPS6030433A (en) | 1983-07-29 | 1983-07-29 | Control device of engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP13984283A JPS6030433A (en) | 1983-07-29 | 1983-07-29 | Control device of engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6030433A JPS6030433A (en) | 1985-02-16 |
| JPH037019B2 true JPH037019B2 (en) | 1991-01-31 |
Family
ID=15254780
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP13984283A Granted JPS6030433A (en) | 1983-07-29 | 1983-07-29 | Control device of engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6030433A (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP5942946B2 (en) * | 2013-09-02 | 2016-06-29 | トヨタ自動車株式会社 | Control device for four-wheel drive vehicle |
| EP3112204B1 (en) | 2014-02-28 | 2018-07-25 | Nissan Motor Co., Ltd | Clutch control device for 4-wheel drive vehicle |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5779216A (en) * | 1980-10-31 | 1982-05-18 | Fuji Heavy Ind Ltd | Engine cooling control device of four-wheel drive car |
| JPS5853658A (en) * | 1981-09-24 | 1983-03-30 | Mitsubishi Motors Corp | Supply amount control method of mixture in automobile |
-
1983
- 1983-07-29 JP JP13984283A patent/JPS6030433A/en active Granted
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5779216A (en) * | 1980-10-31 | 1982-05-18 | Fuji Heavy Ind Ltd | Engine cooling control device of four-wheel drive car |
| JPS5853658A (en) * | 1981-09-24 | 1983-03-30 | Mitsubishi Motors Corp | Supply amount control method of mixture in automobile |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6030433A (en) | 1985-02-16 |
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