JPH0444089B2 - - Google Patents
Info
- Publication number
- JPH0444089B2 JPH0444089B2 JP57063543A JP6354382A JPH0444089B2 JP H0444089 B2 JPH0444089 B2 JP H0444089B2 JP 57063543 A JP57063543 A JP 57063543A JP 6354382 A JP6354382 A JP 6354382A JP H0444089 B2 JPH0444089 B2 JP H0444089B2
- Authority
- JP
- Japan
- Prior art keywords
- engine
- load
- rotation speed
- supercharging
- injection timing
- 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
- 238000002347 injection Methods 0.000 claims description 16
- 239000007924 injection Substances 0.000 claims description 16
- 239000000446 fuel Substances 0.000 claims description 14
- 238000001514 detection method Methods 0.000 claims description 12
- CURLTUGMZLYLDI-UHFFFAOYSA-N Carbon dioxide Chemical compound O=C=O CURLTUGMZLYLDI-UHFFFAOYSA-N 0.000 description 6
- 230000001133 acceleration Effects 0.000 description 3
- 229910002092 carbon dioxide Inorganic materials 0.000 description 3
- 239000001569 carbon dioxide Substances 0.000 description 3
- 238000002485 combustion reaction Methods 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 238000010521 absorption reaction Methods 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000000979 retarding effect Effects 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/12—Control of the pumps
- F02B37/18—Control of the pumps by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
-
- 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
- Y02T10/12—Improving ICE efficiencies
Description
【発明の詳細な説明】
（産業上を利用分野）
本発明は過給機付デイーゼルエンジンの過給制
御装置に関するものである。DETAILED DESCRIPTION OF THE INVENTION (Industrial Field of Application) The present invention relates to a supercharging control device for a supercharged diesel engine.
（従来技術）
排気ターボ過給機によつて吸気の過給が行なわ
れるデイーゼルエンジンにおいては、低負荷時に
過給を行なうと、燃料量に比して空気量が過剰に
なつて、燃焼室内でのコンプレツシヨンロス、燃
費悪化、NOx増大となつて好ましくない。(Prior art) In a diesel engine in which intake air is supercharged by an exhaust turbo supercharger, when supercharging is performed at low load, the amount of air becomes excessive compared to the amount of fuel, causing the combustion chamber to explode. This is undesirable because it causes compression loss, worsens fuel efficiency, and increases NOx.
このため、実開昭57−58727号公報には、高負
荷時にのみ過給を行なつて、低負荷時には過給を
行なわないようにすることが提案されている。 For this reason, Japanese Utility Model Application Publication No. 57-58727 proposes to perform supercharging only during high loads and not to perform supercharging during low loads.
上記公報には、過給が行なわれる高負荷時に、
エンジン回転数に応じて過給圧を制御して、大き
な過給圧を得つつもエンジン保護のために過給圧
が過大にならないようにすることも開示されてい
る。 The above publication states that during high loads when supercharging is performed,
It is also disclosed that the supercharging pressure is controlled according to the engine rotational speed to obtain a large supercharging pressure while preventing the supercharging pressure from becoming excessive in order to protect the engine.
（従来技術の問題点）
ところで、排気ターボ過給機によつて高負荷時
に過給を行ない場合、エンジン低回転時には十分
な過給圧が得られず、このため加速要求等を十分
に満足させることがむずかしいものとなる。(Problems with the prior art) By the way, when supercharging is performed at high loads using an exhaust turbo supercharger, sufficient supercharging pressure cannot be obtained when the engine speed is low, and therefore it is difficult to sufficiently satisfy acceleration demands, etc. Things become difficult.
（発明の目的）
本発明は以上のような事情を勘案してなされた
もので、排気ターボ過給機によつて吸気の過給を
行なうものを前提として、高負荷かつエンジン低
回転時における過給圧をより十分に得られるよう
にした過給機付デイーゼルエンジンの過給制御装
置を提供することを目的とする。(Objective of the Invention) The present invention has been made in consideration of the above circumstances, and is based on the premise that intake air is supercharged by an exhaust turbo supercharger, and is designed to prevent overcharging at high loads and low engine speeds. It is an object of the present invention to provide a supercharging control device for a diesel engine with a supercharger, which allows more sufficient supply pressure to be obtained.
（発明の構成）
上記目的を達成するため、本発明にあつては次
のような構成としてある。すなわち、
排気ガスのエネルギによつて駆動され、吸気を
過給するための排気ターボ式過給機と、
前記過給機によると過給圧を調整する過給圧調
整手段と、
エンジン回転数を検出する回転数検出手段と、
エンジン負荷を検出する負荷検出手段と、
エンジンに供給する燃料の噴射タイミングを調
整する噴射タイミング調整手段と、
前記負荷検出手段と回転数検出手段からの出力
を受け、エンジン負荷が所定負荷よりも大きい高
負荷時でかつエンジン回転数が所定回転数よりも
大きい高回転時のときに、エンジン回転数に応じ
た過給圧となるように前記過給圧調整手段を制御
する第１制御手段と、
前記負荷検出手段と回転数検出手段からの出力
を受け、エンジン負荷が前記所定負荷よりも大き
い高負荷時でかつエンジン回転数が前記所定回転
数以下の低回転時のときに、前記噴射タイミンン
グ調整手段を制御して燃料噴射タイミングをリタ
ードさせる第２制御手段と、
を備えた構成としてある。(Structure of the Invention) In order to achieve the above object, the present invention has the following structure. That is, an exhaust turbo supercharger that is driven by the energy of exhaust gas and supercharges intake air, a supercharging pressure adjustment means that adjusts the supercharging pressure according to the supercharger, and a supercharging pressure adjusting means that adjusts the engine rotation speed. a rotation speed detection means for detecting the engine load; a load detection means for detecting the engine load; an injection timing adjustment means for adjusting the injection timing of fuel supplied to the engine; and receiving outputs from the load detection means and the rotation speed detection means; The supercharging pressure adjusting means is configured to adjust the supercharging pressure so that the supercharging pressure is in accordance with the engine speed when the engine load is higher than a predetermined load and the engine rotation speed is higher than the predetermined rotation speed. a first control means for controlling; and receiving outputs from the load detection means and the rotational speed detection means, when the engine load is high load greater than the predetermined load and the engine rotational speed is low rotational speed less than the predetermined rotational speed. and a second control means for controlling the injection timing adjustment means to retard the fuel injection timing when .
（発明の効果）
以上のように構成された本発明にあつては、高
負荷かつエンジン高回転時で過給圧が過大になる
おそれがあるときは、第１制御手段によつてエン
ジン回転数に応じた過給圧制御を行なつて、十分
な過給圧を得つつ過給圧が過大になつてしまうの
を防止することができる。(Effects of the Invention) In the present invention configured as described above, when there is a risk that the supercharging pressure becomes excessive under high load and high engine speed, the first control means controls the engine speed. It is possible to prevent the supercharging pressure from becoming excessive while obtaining sufficient supercharging pressure by controlling the supercharging pressure according to the above.
また、高負荷かつエンジン低回転時には、第２
制御手段によつて燃料噴射タイミングをリタード
させることにより、後燃え現象が生起されて排気
ターボ過給機のタービンの回転力が増大され、過
給圧を上昇させることができ、低回転時での加速
要求を満足させることができる。 Also, when the load is high and the engine speed is low, the second
By retarding the fuel injection timing by the control means, an afterburning phenomenon occurs and the rotational force of the turbine of the exhaust turbo supercharger is increased, making it possible to increase the supercharging pressure and increasing the Acceleration requirements can be satisfied.
（実施例）
以下本発明の実施例を添付した図面に基づいて
説明する。(Example) Examples of the present invention will be described below based on the attached drawings.
第１図において、１はエンジン本体で、該エン
ジン本体１に吸気を供給する吸気通路２には、排
気ターボ過給機４のブロア６が配設されている。
また、エンジン本体１からの排気ガスが排出され
る排気通路３には、上記過給機４のタービン５が
配設されている。タービン５とブロア６とは連結
軸７により連結され、これにより、タービン５が
排気エネルギを受けて回転されると、ブロア６が
回転されて吸気の過給が行なわれる。 In FIG. 1, reference numeral 1 denotes an engine body, and an intake passage 2 that supplies intake air to the engine body 1 is provided with a blower 6 of an exhaust turbo supercharger 4.
Further, a turbine 5 of the supercharger 4 is disposed in the exhaust passage 3 through which exhaust gas from the engine body 1 is discharged. The turbine 5 and the blower 6 are connected by a connecting shaft 7, so that when the turbine 5 receives exhaust energy and rotates, the blower 6 is rotated and supercharging of intake air is performed.
排気通路３は、タービン５をバイパスするバイ
パス通路８を有する。このバイパス通路８の入口
９には、過給圧調整用の弁体１０が配設されてい
る。弁体１０は、アクチユエータ８１によつて駆
動される。アクチユエータ８１は、圧力室１３を
画成するダイヤフラム１２を有し、このダイヤフ
ラム１２が、連結ロツド１８，８２を介して弁体
１０には連結されている。そして、ダイヤフラム
１２は、復帰ばね１４によつて所定方向に付勢さ
れている。 The exhaust passage 3 has a bypass passage 8 that bypasses the turbine 5. A valve body 10 for adjusting supercharging pressure is disposed at the inlet 9 of the bypass passage 8. The valve body 10 is driven by an actuator 81. The actuator 81 has a diaphragm 12 defining a pressure chamber 13, and the diaphragm 12 is connected to the valve body 10 via connecting rods 18,82. The diaphragm 12 is urged in a predetermined direction by a return spring 14.
圧力室１３の圧力を調整することにより、弁体
１０が開閉されると共にその開度が調整される。
このため圧力室１３は、通路２２を介して、圧縮
空気発生源としてのコンプレツサ２０に接続され
ている。この通路２２の途中には、三方ソレノイ
ド２１が接続されている。この三方ソレノイド２
１は、圧力室１３はコンプレツサ２０に連通され
る状態と大気に解放する状態とを切換えると共
に、この切換度合が例えばデユーテイ制御するこ
とによつて調整される。 By adjusting the pressure in the pressure chamber 13, the valve body 10 is opened and closed, and its opening degree is adjusted.
For this purpose, the pressure chamber 13 is connected via a passage 22 to a compressor 20 as a compressed air generation source. A three-way solenoid 21 is connected in the middle of this passage 22. This three-way solenoid 2
1, the pressure chamber 13 is switched between a state in which it is communicated with the compressor 20 and a state in which it is released to the atmosphere, and the degree of this switching is adjusted by, for example, duty control.
第１図中８３は燃料噴射ポンプ、８４は燃料噴
射ポンプ８３における燃料供給制御用の電磁弁で
あり、電磁弁８４を制御することによつて燃料噴
射タイミングが変更される。 In FIG. 1, 83 is a fuel injection pump, and 84 is a solenoid valve for controlling fuel supply in the fuel injection pump 83. By controlling the solenoid valve 84, the fuel injection timing is changed.
また、第１図中８６はメモリ、８７は中央処理
装置である。メモリ８６は、前記三方ソレノイド
２１制御用の制御値と、前記電磁弁８４制御用の
制御値とを記憶している。ソレノイド２１用の制
御値は、高負荷状態での所定回転数R0よりも大
きいエンジン回転数に対応したデユーティ比とさ
れる。電磁弁８４用の制御値は、高負荷状態での
所定回転数R0以下のエンジン回転数に対応した
燃料噴射タイミングのリタード量とされている。 Further, in FIG. 1, 86 is a memory, and 87 is a central processing unit. The memory 86 stores control values for controlling the three-way solenoid 21 and control values for controlling the electromagnetic valve 84. The control value for the solenoid 21 is set to a duty ratio that corresponds to an engine rotation speed that is higher than a predetermined rotation speed R0 in a high load state. The control value for the electromagnetic valve 84 is set to be a retard amount of the fuel injection timing corresponding to an engine rotational speed below a predetermined rotational speed R0 in a high load state.
中央処理装置８７には、エンジン回転数センサ
８５からの信号の他、タービン５の下流側の排気
通路３に設けられた排気センサ２５からの信号を
受ける。排気センサ２５は、排気ガス中の二酸化
炭素濃度を検出するもので、例えば二酸化炭素は
赤外線の特定波長を吸収する特性があることを利
用して、赤外線の特定波長吸収割合に応じて二酸
化炭素濃度を検出する構成としている。そして、
排気センサ２５からの検出信号に応じて、排気ガ
ス中の空気過剰率λ決定され、この決定された空
気過剰率λは、エンジン負荷を示すパラメータと
して用いられる。 The central processing unit 87 receives not only signals from the engine speed sensor 85 but also signals from the exhaust sensor 25 provided in the exhaust passage 3 on the downstream side of the turbine 5 . The exhaust sensor 25 detects the carbon dioxide concentration in the exhaust gas. For example, by utilizing the fact that carbon dioxide has the property of absorbing a specific wavelength of infrared rays, the exhaust sensor 25 detects the carbon dioxide concentration according to the absorption rate of a specific wavelength of infrared rays. It is configured to detect. and,
The excess air ratio λ in the exhaust gas is determined according to the detection signal from the exhaust sensor 25, and the determined excess air ratio λ is used as a parameter indicating the engine load.
中央処理装置８７の制御内容について、図２に
示すフローチヤートを参照しつつ説明する。 The control contents of the central processing unit 87 will be explained with reference to the flowchart shown in FIG.
先ず、201において、排気センサ２５からの信
号、すなわち空気過剰率λが入力される。次い
で、202において、空気過剰率λが1.5よりも小さ
いか否か、すなわち、高負荷であるか否が判別さ
れる。この202の判別でNOのときは、低負荷得
のときなので、このままリターンされるが、この
低負荷時では、弁体１０が全開状態となるように
ソレノイド２１が制御される。すなわち、低負荷
時には過給が行なわれないものとなる。 First, in 201, a signal from the exhaust sensor 25, that is, an excess air ratio λ is input. Next, in 202, it is determined whether the excess air ratio λ is smaller than 1.5, that is, whether the load is high. If the determination in step 202 is NO, this means that the load is low, so the process returns as is, but at this low load, the solenoid 21 is controlled so that the valve body 10 is fully open. In other words, supercharging is not performed when the load is low.
202の判別でYESのとき、すなわち高負荷時の
ときは、203において回転数センサ８５で検出さ
れた実際のエンジン回転数Ｒが読込まれる。次い
で、204において、実際の回転数Ｒが所定回転数
R0よりも大きいか否がが判別される。この204の
判別でYESのときは、205，206の処理によつて、
メモリ８６に記憶されているエンジン回転数に対
応したデユーテイ比でもつて三方にソレノイド２
１がデユーテーイ制御される。これにより、過給
圧がエンジン回転数に応じたものとなり、このと
きの過給圧を第３図に示してある。 When the determination in 202 is YES, that is, when the load is high, the actual engine rotation speed R detected by the rotation speed sensor 85 is read in 203. Next, in 204, the actual rotation speed R becomes the predetermined rotation speed.
It is determined whether or not it is larger than R0. If the determination in 204 is YES, the processing in 205 and 206 will result in
Solenoids 2 are connected on three sides at a duty ratio corresponding to the engine speed stored in the memory 86.
1 is duty-controlled. As a result, the supercharging pressure becomes dependent on the engine speed, and the supercharging pressure at this time is shown in FIG.
前記204の判別でNOのときは、207、208の処
理によつて、メモリ８６に記憶されているエンジ
ン回転数に対応したリタード量となるように電磁
弁８４が制御される。この207、208の処理によつ
て、燃料噴射タイミングがリタードされることに
なるが、これにより後燃え現象が生起されてター
ビン５の回転力が増大され、過給圧が増大される
（第３図参照）。したがつて、エンジン低回転状態
からアイドルを大きく踏込んだ加速時には、上記
燃料噴射タイミングのリタードが行なわれて過給
圧が増大され、十分な加速を得ることができる。 When the determination in step 204 is NO, the solenoid valve 84 is controlled by the processes in steps 207 and 208 so that the retard amount corresponds to the engine speed stored in the memory 86. The fuel injection timing is retarded by the processing in steps 207 and 208, which causes an afterburning phenomenon, increases the rotational force of the turbine 5, and increases the supercharging pressure (the third (see figure). Therefore, when accelerating from a low engine speed state by greatly stepping on the idle, the fuel injection timing is retarded, the supercharging pressure is increased, and sufficient acceleration can be obtained.
以上実施例では、空気過剰率λ＝1.5を境とし
て過給をON−OFF的切換える構成としたが、空
気過剰率λの変化に応じて漸次過給圧を変化させ
る構成としてもよい。 In the embodiments described above, the supercharging is switched ON and OFF at the excess air ratio λ=1.5, but the supercharging pressure may be changed gradually in accordance with changes in the excess air ratio λ.
第１図は本発明の一実施例を示す全体系統図。
第２図は本発明の制御例を示すフローチヤート。
第３図は第２図に示す制御によつて得られる過給
圧特性を示す図。
１：エンジン本体、２：吸気通路、３：排気通
路、４：排気ターボ過給機、５：ブロア、６：タ
ービン、８：バイパス通路、９：弁体、８１：ア
クチユエータ、１３：圧力室、１４：ばね、２
０：コンプレツサ、２１：三方ソレノイド、２
２：通路、２５：排気センサ（エンジン負荷検
出）、８３：燃焼噴射ポンプ、８４：電磁弁（リ
タード用）、８５：エンジン回転数センサ、８
６：メモリ。
FIG. 1 is an overall system diagram showing one embodiment of the present invention.
FIG. 2 is a flowchart showing a control example of the present invention.
FIG. 3 is a diagram showing boost pressure characteristics obtained by the control shown in FIG. 2. 1: Engine body, 2: Intake passage, 3: Exhaust passage, 4: Exhaust turbo supercharger, 5: Blower, 6: Turbine, 8: Bypass passage, 9: Valve body, 81: Actuator, 13: Pressure chamber, 14: Spring, 2
0: Compressor, 21: Three-way solenoid, 2
2: Passage, 25: Exhaust sensor (engine load detection), 83: Combustion injection pump, 84: Solenoid valve (for retard), 85: Engine speed sensor, 8
6: Memory.
Claims (1)
を過給するための排気ターボ式過給機と、 前記過給機による過給圧を調整する過給圧調整
手段と、 エンジン回転数を検出する回転数検出手段と、 エンジン負荷を検出する負荷検出手段と、 エンジンに供給する燃料の噴射タイミングを調
整する噴射タイミング調整手段と、 前記負荷検出手段と回転数検出手段からの出力
を受け、エンジン負荷が所定負荷よりも大きい高
負荷時でかつエンジン回転数が所定回転数よりも
大きい高回転時のときに、エンジン回転数に応じ
た過給圧となるように前記過給圧調整手段を制御
する第１制御手段と、 前記負荷検出手段と回転数検出手段からの出力
を受け、エンジン負荷が前記所定負荷よりも大き
い高負荷時でかつエンジン回転数が前記所定回転
数以下の低回転時のときに、前記噴射タイミング
調整手段を制御して燃料噴射タイミングをリター
ドさせる第２制御手段と、 を備えていることを特徴とする過給機付デイーゼ
ルエンジンの過給制御装置。[Scope of Claims] 1. An exhaust turbo supercharger that is driven by the energy of exhaust gas and supercharges intake air; A supercharging pressure adjustment means that adjusts the supercharging pressure by the supercharger; A rotation speed detection means for detecting the engine rotation speed; a load detection means for detecting the engine load; an injection timing adjustment means for adjusting the injection timing of fuel supplied to the engine; The supercharging is performed so that the supercharging pressure is in accordance with the engine speed when the engine load is higher than a predetermined load and the engine speed is higher than a predetermined speed. a first control means for controlling the pressure adjustment means; and a first control means that receives outputs from the load detection means and the rotation speed detection means when the engine load is higher than the predetermined load and the engine rotation speed is less than or equal to the predetermined rotation speed. A supercharging control device for a supercharged diesel engine, comprising: second control means that controls the injection timing adjustment means to retard the fuel injection timing when the engine is running at a low rotation speed.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57063543A JPS58180725A (en) | 1982-04-15 | 1982-04-15 | Supercharge controller of diesel engine with supercharger |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57063543A JPS58180725A (en) | 1982-04-15 | 1982-04-15 | Supercharge controller of diesel engine with supercharger |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS58180725A JPS58180725A (en) | 1983-10-22 |
| JPH0444089B2 true JPH0444089B2 (en) | 1992-07-20 |
Family
ID=13232233
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP57063543A Granted JPS58180725A (en) | 1982-04-15 | 1982-04-15 | Supercharge controller of diesel engine with supercharger |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS58180725A (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE4243448A1 (en) * | 1992-12-22 | 1994-06-23 | Bosch Gmbh Robert | Device for controlling the compression performance of an exhaust gas turbocharger |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS4967024A (en) * | 1972-11-01 | 1974-06-28 | ||
| JPS54155310A (en) * | 1978-05-27 | 1979-12-07 | Bosch Gmbh Robert | Method that control turboocharger and internal combustion engine belonging to said charger and prevent its overload and its device |
| JPS5758727B2 (en) * | 1975-01-10 | 1982-12-10 | Anterunashonaru Puuru Ranfuorumateiku See I I Haniiueruburu Co |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6042191Y2 (en) * | 1980-09-25 | 1985-12-24 | いすゞ自動車株式会社 | Bypass path control device for engine with exhaust turbocharger |
-
1982
- 1982-04-15 JP JP57063543A patent/JPS58180725A/en active Granted
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS4967024A (en) * | 1972-11-01 | 1974-06-28 | ||
| JPS5758727B2 (en) * | 1975-01-10 | 1982-12-10 | Anterunashonaru Puuru Ranfuorumateiku See I I Haniiueruburu Co | |
| JPS54155310A (en) * | 1978-05-27 | 1979-12-07 | Bosch Gmbh Robert | Method that control turboocharger and internal combustion engine belonging to said charger and prevent its overload and its device |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS58180725A (en) | 1983-10-22 |
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