JPH0447140B2 - - Google Patents
Info
- Publication number
- JPH0447140B2 JPH0447140B2 JP58075954A JP7595483A JPH0447140B2 JP H0447140 B2 JPH0447140 B2 JP H0447140B2 JP 58075954 A JP58075954 A JP 58075954A JP 7595483 A JP7595483 A JP 7595483A JP H0447140 B2 JPH0447140 B2 JP H0447140B2
- Authority
- JP
- Japan
- Prior art keywords
- throttle valve
- engine
- auxiliary
- opening
- main
- 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 11
- 230000000694 effects Effects 0.000 description 6
- 239000000446 fuel Substances 0.000 description 3
- 230000001771 impaired effect Effects 0.000 description 2
- 229920006395 saturated elastomer Polymers 0.000 description 2
- 238000000889 atomisation Methods 0.000 description 1
- 238000005452 bending Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000002347 injection Methods 0.000 description 1
- 239000007924 injection Substances 0.000 description 1
- 239000013589 supplement Substances 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
- F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明はエンジンのスロツトル弁制御装置、特
に詳細にはメインスロツトル弁が所定開度開かれ
てから開かれる補助スロツトル弁の開度を制御す
る装置に関するものである。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention is an engine throttle valve control device, in particular, it controls the opening of an auxiliary throttle valve that is opened after the main throttle valve is opened to a predetermined opening. This relates to a device for
（従来技術）
従来より、燃料室に供給される燃料の霧化と出
力とを低速域から高速域に亘つて良好に保つため
に、吸気通路をメイン吸気通路と補助吸気通路の
２系統に分け、メイン吸気通路には低速域から開
かれるメインスロツトル弁を設け、補助吸気通路
には上記メインスロツトル弁が所定開度開かれて
から開かれる補助スロツトル弁を設けたエンジン
が提供されている。(Prior art) Conventionally, in order to maintain good atomization of the fuel supplied to the fuel chamber and good output from the low speed range to the high speed range, the intake passage has been divided into two systems: the main intake passage and the auxiliary intake passage. An engine is provided in which a main intake passage is provided with a main throttle valve that is opened from a low speed range, and an auxiliary intake passage is provided with an auxiliary throttle valve that is opened after the main throttle valve is opened to a predetermined opening degree. .
上記補助スロツトル弁は例えば特公昭50−
12048号公報に示されるように、メインスロツト
ル弁が所定開度開かれたならば該メインスロツト
ル弁と機械的に連結して開かれるか、あるいはメ
インスロツトル弁が所定開度開かれてメイン吸気
通路のベンチユリ負圧が所定以上になると、該ベ
ンチユリ負圧によつて作動する負圧式アクチユエ
ータによつて開かれるようになつていた。 The above auxiliary throttle valve is, for example,
As shown in Publication No. 12048, when the main throttle valve is opened to a predetermined opening, the main throttle valve is mechanically connected to the main throttle valve and opened, or when the main throttle valve is opened to a predetermined opening. When the negative pressure of the vent in the main intake passage reaches a predetermined level or higher, the main intake passage is opened by a negative pressure actuator operated by the negative pressure in the vent.
第２Ａ，２Ｂ図は各々、上記のように負圧式ア
クチユエータによつて操作される補助スロツトル
弁を有するエンジンにおける、メインスロツトル
弁開度と補助スロツトル弁開度の関係、およびメ
インスロツトル弁開度とトルクの関係の一例を示
すものである。なお第２Ｂ図において横軸はトル
ク零を示すラインであり、このラインよりも下側
はエンジン減速域である。またこの第２Ｂ図にお
いて各特性線の屈折点は補助スロツトル弁が開き
始める点である（以下の第３Ｂ，４Ｂ，５Ｂ図に
おいても同様である）。そして第３Ａ，３Ｂ図は
補助スロツトル弁が上記のように負圧式アクチユ
エータによつて作動され、かつメインスロツトル
弁側吸気通路と補助スロツトル弁側吸気通路とは
それぞれ独立した状態で同一気筒に連通したエン
ジンにおいて、補助スロツトル弁側の吸気通路に
機械式過給機（エンジンによつて駆動されるエア
ポンプ）を取り付けたエンジンにおける、メイン
スロツトル弁開度と補助スロツトル弁開度の関
係、およびメインスロツトル弁開度とトルクの関
係を示すものである。 Figures 2A and 2B respectively show the relationship between the main throttle valve opening and the auxiliary throttle valve opening in an engine having the auxiliary throttle valve operated by a negative pressure actuator as described above, and the relationship between the main throttle valve opening and the main throttle valve opening. This shows an example of the relationship between power and torque. Note that in FIG. 2B, the horizontal axis is a line indicating zero torque, and the area below this line is the engine deceleration region. Further, in this Fig. 2B, the bending point of each characteristic line is the point at which the auxiliary throttle valve begins to open (the same applies to Figs. 3B, 4B, and 5B below). FIGS. 3A and 3B show that the auxiliary throttle valve is operated by the negative pressure actuator as described above, and the main throttle valve side intake passage and the auxiliary throttle valve side intake passage are each independently connected to the same cylinder. The relationship between the main throttle valve opening and the auxiliary throttle valve opening in an engine with a mechanical supercharger (air pump driven by the engine) installed in the intake passage on the auxiliary throttle valve side, and the relationship between the main throttle valve opening and the main throttle valve opening. This shows the relationship between throttle valve opening and torque.
上記第３Ｂ図に示されているように、機械式過
給機が取り付けられたエンジンにおいては、高回
転からの（第３Ｂ図の例においては6000rpmのと
き）エンジン減速域において、第３Ａ図のように
メインスロツトル弁開度が小さい状態から補助ス
ロツトル弁が開くように設定されているため、補
助スロツトル弁が開き、前述したように該補助ス
ロツトル弁と連動する過給機も作動するようにな
る。このようになれば当然エンジンの減速性が悪
化し、またエンジンブレーキ効果も損なわれる。 As shown in Fig. 3B above, in an engine equipped with a mechanical supercharger, in the engine deceleration range from high rotation (6000 rpm in the example shown in Fig. 3B), as shown in Fig. 3A, Since the auxiliary throttle valve is set to open from a state where the main throttle valve opening is small, the auxiliary throttle valve opens, and as mentioned above, the supercharger linked with the auxiliary throttle valve also operates. Become. If this happens, the deceleration performance of the engine will naturally deteriorate, and the engine braking effect will also be impaired.
第４Ａ，４Ｂ図は、補助スロツトル弁をメイン
スロツトル弁と機械的に連結して操作し、機械式
過給機が設けられたエンジンにおける、メンスロ
ツトル弁開度と補助スロツトル弁開度の関係、お
よびメインスロツトル弁開度とトルクの関係を示
すものである。この第４Ｂ図に示されるように、
補助スロツトル弁を機械的に操作するようにした
エンジンにおいても、第４Ａ図のようにメインス
ロツトル弁開度が小さい状態から補助スロツトル
弁が開くように設定されているため、高回転から
のエンジン減速域において補助スロツトル弁が開
き、過給機も作動してしまう。 Figures 4A and 4B show the relationship between the opening of the male throttle valve and the opening of the auxiliary throttle valve in an engine in which the auxiliary throttle valve is operated by mechanically connecting it to the main throttle valve and is equipped with a mechanical supercharger. and shows the relationship between main throttle valve opening and torque. As shown in this Figure 4B,
Even in engines where the auxiliary throttle valve is mechanically operated, the auxiliary throttle valve is set to open when the main throttle valve opening is small, as shown in Figure 4A. In the deceleration range, the auxiliary throttle valve opens and the supercharger also operates.
（発明の目的）
本発明は上記のような事情に鑑みてなされたも
のであり、エンジン減速域において補助スロツト
ル弁が開かれず、よつてエンジン減速性、エンジ
ンブレーキ効果を良好に保ちうるスロツトル弁制
御装置を提供することを目的とするものである。(Object of the Invention) The present invention has been made in view of the above-mentioned circumstances, and provides a throttle valve control in which the auxiliary throttle valve is not opened in the engine deceleration region, thereby maintaining good engine deceleration performance and engine braking effect. The purpose is to provide a device.
（発明の構成）
本発明のエンジンのスロツトル弁制御装置は、
前述したように並設した吸気通路の一方にメイン
スロツトル弁が設けられ、他方の吸気通路にこの
メインスロツトル弁が所定開度開かれてから開く
補助スロツトル弁が設けられたエンジンにおい
て、エンジンの回転数を検出する回転数検出手段
と、エンジンの負荷を検出する負荷検出手段と、
これら検出手段の出力を受けエンジン回転数とエ
ンジン負荷に応じて前記補助スロツトル弁を、エ
ンジン回転数が高いほどエンジン負荷がより大と
なつてから開き始めるように作動させる開度制御
手段とを設けてなるものである。(Structure of the Invention) The engine throttle valve control device of the present invention includes:
As described above, in an engine in which a main throttle valve is provided in one of the intake passages arranged in parallel, and an auxiliary throttle valve is provided in the other intake passage, which opens after the main throttle valve is opened to a predetermined degree, the engine a rotation speed detection means for detecting the rotation speed of the engine; a load detection means for detecting the load of the engine;
Opening control means is provided which operates the auxiliary throttle valve in response to the outputs of these detection means in accordance with the engine speed and engine load so that the higher the engine speed is, the greater the engine load becomes before the valve begins to open. That's what happens.
（発明の効果）
上述のようにエンジン回転数とエンジン負荷に
応じて補助スロツトル弁の作動を制御すれば、エ
ンジン回転数が高いとき低負荷状態では補助スロ
ツトル弁が開かれなくなり、それにより、エンジ
ンの減速性、エンジンブレーキ効果を良好に保つ
ことが可能となる。その一方エンジン回転数が低
いときは、低負荷状態から補助スロツトル弁が開
き始めるので、アクセル開度に対して吸入空気量
をリニアに変化させることができ、エンジン出力
を滑らかに上昇させることが可能となる（つまり
低回転域では低スロツトル開度で吸入可能な空気
量が飽和してしまうが、補助スロツトル弁で吸入
空気量を補なえるようになる）。(Effects of the Invention) If the operation of the auxiliary throttle valve is controlled according to the engine speed and engine load as described above, the auxiliary throttle valve will not open when the engine speed is high and the load is low. This makes it possible to maintain good deceleration performance and engine braking effect. On the other hand, when the engine speed is low, the auxiliary throttle valve starts to open from a low load state, so the amount of intake air can be varied linearly with the accelerator opening, making it possible to smoothly increase engine output. (In other words, in the low rotation range, the amount of air that can be taken in is saturated with a low throttle opening, but the amount of intake air can be supplemented with the auxiliary throttle valve).
（実施例）
第１図は本発明の１実施例によるエンジンのス
ロツトル弁制御装置を概略的に示すものである。
エンジン１は単一気筒を示し、該気筒にはメイン
吸気通路２と、補助吸気通路３とが連通され、各
吸気通路２，３にはそれぞれメインスロツトル弁
４と補助スロツトル弁５が設けられている。なお
これらメイン吸気通路２と補助吸気通路３は、２
バレル気化器における吸気通路であつてもよい
し、またメインスロツトル弁４下流側、あるいは
該メインスロツトル弁４および補助スロツトル弁
５の下流側に燃料噴射弁が設けられるものであつ
てもよい。(Embodiment) FIG. 1 schematically shows an engine throttle valve control device according to an embodiment of the present invention.
The engine 1 has a single cylinder, and a main intake passage 2 and an auxiliary intake passage 3 are connected to the cylinder, and each intake passage 2 and 3 is provided with a main throttle valve 4 and an auxiliary throttle valve 5, respectively. ing. Note that these main intake passages 2 and auxiliary intake passages 3 are
It may be an intake passage in a barrel carburetor, or a fuel injection valve may be provided downstream of the main throttle valve 4 or downstream of the main throttle valve 4 and the auxiliary throttle valve 5. .
補助吸気通路３には例えばエンジン１のクラン
クシヤフト（図示せず）によつて駆動される機械
式の過給機６が設けられ、また該補助吸気通路３
には、上記過給機３による過給圧の過上昇を防止
するリリーフ弁７が介設されたリリーフ通路８
が、該過給機６をバイパスするように連通されて
いる。補助スロツトル弁５とエンジン１との間に
おいて補助吸気通路３には、該補助吸気通路３の
下流端で、エンジン１の作動室に連通する吸気ポ
ート（図示せず）の開閉タイミングに対応した所
定の開閉タイミングで開閉するタイミング弁９が
設けられ、過給を効果的に行なうようにしてい
る。 For example, a mechanical supercharger 6 driven by the crankshaft (not shown) of the engine 1 is provided in the auxiliary intake passage 3.
, a relief passage 8 is provided with a relief valve 7 for preventing an excessive increase in supercharging pressure caused by the supercharger 3.
are communicated so as to bypass the supercharger 6. The auxiliary intake passage 3 between the auxiliary throttle valve 5 and the engine 1 has a predetermined opening/closing timing at the downstream end of the auxiliary intake passage 3 corresponding to the opening/closing timing of an intake port (not shown) communicating with the working chamber of the engine 1. A timing valve 9 is provided which opens and closes at the opening and closing timings of , to effectively perform supercharging.
エンジン１には、例えばクランクシヤフトに取
り付けられた電磁ピツクアツプ装置等からなる回
転数検出手段１０が設けられ、該回転数検出手段
１０が出力する回転数信号S1は、後述するステツ
プモータ制御回路１２に入力される。またメイン
スロツトル弁４には、このメインスロツトル弁４
の開度を検出することによつてエンジン負荷を検
出する負荷検出手段１１が連結され、該負荷検出
手段１１が出力する負荷信号S2は上記ステツプモ
ータ制御回路１２に入力される。なおこの負荷検
出手段１１としてはその他、メイン吸気通路２内
の吸気負圧を検出してエンジン負荷を検出するも
の等が使用されてもよい。 The engine 1 is provided with a rotation speed detection means 10 consisting of, for example, an electromagnetic pickup device attached to the crankshaft. is input. The main throttle valve 4 also has a
A load detection means 11 is connected to detect the engine load by detecting the opening degree of the step motor, and a load signal S2 outputted from the load detection means 11 is inputted to the step motor control circuit 12. In addition, as the load detection means 11, a device that detects the intake negative pressure in the main intake passage 2 to detect the engine load may be used.
上記ステツプモータ制御回路１２は、後述する
ステツプモータ１３、ウオーム歯車１４、平歯車
１５、ロツド１６とともに、補助スロツトル弁５
の開度を調節する開度制御手段を構成するもので
あり、前述した回転数信号S1と負荷信号S2が入力
されると、あらかじめ記憶された情報（回転数、
負荷および出力信号のマツプ）に基づき、これら
回転数信号S1と負荷信号S2とに対応したパルス信
号からなるステツプモータ駆動信号S3を出力す
る。ステツプモータ１３はこのステツプモータ駆
動信号S3を受け、エンジン回転数、負荷に対応し
た回転方向、回転角で回転し、ウオーム歯車１
４，平歯車１５、ロツド１６を介して補助スロツ
トル弁５をエンジン回転数、負荷に対応した開度
に設定する。 The step motor control circuit 12 includes a step motor 13, a worm gear 14, a spur gear 15, and a rod 16, which will be described later, as well as an auxiliary throttle valve 5.
When the aforementioned rotation speed signal S 1 and load signal S 2 are input, pre-stored information (rotation speed,
Based on the load and output signal map), a step motor drive signal S3 consisting of pulse signals corresponding to these rotational speed signal S1 and load signal S2 is output. The step motor 13 receives this step motor drive signal S3 , rotates in a rotation direction and rotation angle corresponding to the engine speed and load, and rotates the worm gear 1.
4. The auxiliary throttle valve 5 is set to an opening degree corresponding to the engine speed and load via the spur gear 15 and the rod 16.
上記のような機構に制御されて補助スロツトル
弁５は、第５Ａ図に示すような特性でメインスロ
ツトル弁開度に対応して開度設定される。この第
５Ａ図に示されるように、高回転時において補助
スロツトル弁５が開き始める運転領域を、メイン
スロツトル弁４がかなり大きく開いている運転領
域すなわち、エンジン負荷が比較的大である領域
に設定したため、第５Ｂ図に示されるように補助
スロツトル弁５は高回転時にトルク発生領域、す
なわちエンジン減速域外の領域で開き始めるよう
になる。したがつてエンジン減速域で補助スロツ
トル弁５が開きまたそれとともに過給機６が過給
作動して、エンジン１の減速性やエンジンブレー
キ効果が損なわれることが確実に防止される。一
方低回転時には、補助スロツトル弁５はエンジン
負荷が比較的低い運転領域（つまりメインスロツ
トル弁４の開度が比較的小さい領域）から開かれ
るので、メインスロツトル弁４を通る吸入空気量
が飽和しても、この補助スロツトル弁５で吸入空
気量を補なつて、エンジン出力を滑らかに上昇さ
せることが可能となる。 Under the control of the mechanism described above, the opening of the auxiliary throttle valve 5 is set in accordance with the opening of the main throttle valve with the characteristics shown in FIG. 5A. As shown in FIG. 5A, the operating range in which the auxiliary throttle valve 5 begins to open at high engine speeds is changed to the operating range in which the main throttle valve 4 is considerably opened, that is, in the range where the engine load is relatively large. As a result of this setting, the auxiliary throttle valve 5 begins to open in the torque generation region, that is, in the region outside the engine deceleration region at high rotation speeds, as shown in FIG. 5B. Therefore, the auxiliary throttle valve 5 opens in the engine deceleration region, and the supercharger 6 simultaneously performs supercharging operation, thereby reliably preventing the deceleration performance and engine braking effect of the engine 1 from being impaired. On the other hand, at low engine speeds, the auxiliary throttle valve 5 is opened from an operating range where the engine load is relatively low (in other words, the opening degree of the main throttle valve 4 is relatively small), so the amount of intake air passing through the main throttle valve 4 is reduced. Even when the engine is saturated, the auxiliary throttle valve 5 supplements the amount of intake air, making it possible to smoothly increase the engine output.
なお以上説明した実施例は機械式の過給機６が
設けられたエンジン１に本発明が適用されたもの
であるが、過給機が設けられないエンジンにおい
ても、補助スロツトル弁が開き始める運転領域を
エンジン減速域外に設定すれば、エンジンブレー
キ効果を良好に保つ効果が得られる。 Although the embodiment described above is an example in which the present invention is applied to an engine 1 equipped with a mechanical supercharger 6, an engine without a supercharger can also be operated when the auxiliary throttle valve starts to open. By setting the area outside the engine deceleration area, it is possible to maintain a good engine braking effect.
第１図は本発明の１実施例を示す概略図、第２
Ａ，３Ａ，４Ａ図は従来のエンジンにおけるメイ
ンスロツトル弁開度と補助スロツトル弁開度の関
係を示すグラフ、第２Ｂ，３Ｂ，４Ｂ図は従来の
エンジンにおけるメインスロツトル弁開度とトル
クの関係を示すグラフ、第５Ａ図は上記実施例に
おけるメインスロツトル弁開度と補助スロツトル
弁開度の関係を示すグラフ、第５Ｂ図は上記実施
例におけるメインスロツトル弁開度とトルクの関
係を示すグラフである。
１……エンジン、２……メイン吸気通路、３…
…補助吸気通路、４……メインスロツトル弁、５
……補助スロツトル弁、１０……回転数検出手
段、１１……負荷検出手段、１２……パルスモー
タ制御回路、１３……パルスモータ、１４……ウ
オーム歯車、１５……平歯車、１６……ロツド。
FIG. 1 is a schematic diagram showing one embodiment of the present invention, and FIG.
Figures A, 3A, and 4A are graphs showing the relationship between the main throttle valve opening and the auxiliary throttle valve opening in conventional engines, and Figures 2B, 3B, and 4B are graphs showing the relationship between the main throttle valve opening and torque in conventional engines. FIG. 5A is a graph showing the relationship between the main throttle valve opening and the auxiliary throttle valve opening in the above embodiment, and FIG. 5B is a graph showing the relationship between the main throttle valve opening and torque in the above embodiment. This is a graph showing. 1...Engine, 2...Main intake passage, 3...
...Auxiliary intake passage, 4...Main throttle valve, 5
... Auxiliary throttle valve, 10 ... Rotation speed detection means, 11 ... Load detection means, 12 ... Pulse motor control circuit, 13 ... Pulse motor, 14 ... Worm gear, 15 ... Spur gear, 16 ... Rod.
Claims (1)
弁が設けられ、他方の吸気通路にこのメインスロ
ツトル弁が所定開度開かれてから開かれる補助ス
ロツトル弁が設けられたエンジンにおいて、エン
ジンの回転数を検出する回転数検出手段と、エン
ジンの負荷を検出する負荷検出手段と、これら検
出手段の出力を受けエンジン回転数とエンジン負
荷に応じて前記補助スロツトル弁を、エンジン回
転数が高いほどエンジン負荷がより大になつてか
ら開き始めるように作動させる開度制御手段とを
設けてなるエンジンのスロツトル弁制御装置。1. In an engine in which a main throttle valve is provided in one of the intake passages arranged in parallel, and an auxiliary throttle valve is provided in the other intake passage that is opened after the main throttle valve is opened to a predetermined opening, the rotation of the engine a rotation speed detection means for detecting the number of engine rotations; and a load detection means for detecting the engine load; An engine throttle valve control device comprising an opening control means that starts opening only when the load becomes larger.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58075954A JPS59201960A (en) | 1983-04-28 | 1983-04-28 | Throttle valve controller for engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58075954A JPS59201960A (en) | 1983-04-28 | 1983-04-28 | Throttle valve controller for engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS59201960A JPS59201960A (en) | 1984-11-15 |
| JPH0447140B2 true JPH0447140B2 (en) | 1992-08-03 |
Family
ID=13591119
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP58075954A Granted JPS59201960A (en) | 1983-04-28 | 1983-04-28 | Throttle valve controller for engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS59201960A (en) |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5632050A (en) * | 1979-08-23 | 1981-04-01 | Toyota Motor Corp | Controller for maximum output of engine |
-
1983
- 1983-04-28 JP JP58075954A patent/JPS59201960A/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5632050A (en) * | 1979-08-23 | 1981-04-01 | Toyota Motor Corp | Controller for maximum output of engine |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS59201960A (en) | 1984-11-15 |
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