JPS6056113A - Control device in internal-combustion engine - Google Patents

Control device in internal-combustion engine

Info

Publication number
JPS6056113A
JPS6056113A JP58163132A JP16313283A JPS6056113A JP S6056113 A JPS6056113 A JP S6056113A JP 58163132 A JP58163132 A JP 58163132A JP 16313283 A JP16313283 A JP 16313283A JP S6056113 A JPS6056113 A JP S6056113A
Authority
JP
Japan
Prior art keywords
valve
air
piston
intake
accordance
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.)
Pending
Application number
JP58163132A
Other languages
Japanese (ja)
Inventor
Takashige Ooyama
宜茂 大山
Yutaka Nishimura
豊 西村
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.)
Hitachi Ltd
Original Assignee
Hitachi Ltd
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 Hitachi Ltd filed Critical Hitachi Ltd
Priority to JP58163132A priority Critical patent/JPS6056113A/en
Publication of JPS6056113A publication Critical patent/JPS6056113A/en
Pending legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0223—Variable control of the intake valves only
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
    • F01L13/0031—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque by modification of tappet or pushrod length
    • 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

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Valve Device For Special Equipments (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

PURPOSE:To obtain a satisfactory controllability of a control device for an engine over a long-time period, which control device has a means for controlling the opening and closing timing of or the lift of an intake-air valve in accordance with the operating condition of the engine, by compensating the operation of the above-mentioned means in accordance with a signal indicating or relating to the amount of air. CONSTITUTION:A variable valve mechanism 8 opens and closes an intake-air valve 11 by means of a cam 8 associated with engine rotation, through a piston 9, oil in a cylinder chamber 17 and a piston 10, and as well, opens a solenoid valve 18 to discharge oil in the cylinder chamber 17 so that the piston 10 or the intake-air valve 11 is made inoperative irrespective of reciprocating operation of the piston 9. In this case the solenoid valve 18 is controlled by means of a controller 30 through a switch 32 which is controlled in accordance with a valve- opening crank angle theta that may be obtained from a rotational speed (u) and a load signal (u). Further, the valve-opening angle theta is compensated in accordance with the deviation between a desired air amount which is read out in relation to the above-mentioned data (n, u) and an actual air amount from an air-flow sensor 36.

Description

【発明の詳細な説明】 〔発明の利用分野〕 本発明は内燃機関の制御装置に係り、特に可変パルプ機
構を具備した内燃機関に好適な制御装置に関する。DETAILED DESCRIPTION OF THE INVENTION [Field of Application of the Invention] The present invention relates to a control device for an internal combustion engine, and particularly to a control device suitable for an internal combustion engine equipped with a variable pulp mechanism.

〔発明の背景〕[Background of the invention]

従来の可変バルブ機構付き制御装置としては、運転状態
に応じて、吸気弁のリフト、あるいは開閉時期を制御す
る方式が、例えば、特開５７−１７９３１４　、特開５
７−４４７１５などに呈示されているが、機構の摩耗、
弁のデポジット等によって、空気量が経時変化する欠点
がおる。特に多気筒機関では、空気量の変化によってト
ルク変動が増大し、制御性が低下する。Conventional control devices with variable valve mechanisms include systems that control the lift or opening/closing timing of intake valves according to operating conditions, such as those disclosed in Japanese Patent Laid-Open Nos. 57-179314 and 5
7-44715 etc., but the wear of the mechanism,
There is a drawback that the amount of air changes over time due to deposits on the valve, etc. Particularly in multi-cylinder engines, changes in air amount increase torque fluctuations and reduce controllability.

〔発明の目的〕[Purpose of the invention]

本発明の目的は、空気量あるいは空気量に関連した信号
によって、可変パルプＭＡ構の制御を補正し、良好な制
御性を得る内燃機関の制御装置を提供するにある。SUMMARY OF THE INVENTION An object of the present invention is to provide a control device for an internal combustion engine that corrects the control of a variable pulp MA structure using an air amount or a signal related to the air amount, thereby obtaining good controllability.

〔発明の概要〕[Summary of the invention]

本発明は、吸気行程の空気量信号を目標値と比較し、目
標値に合致するように、制御入力を修正することによっ
て、機構の摩耗、弁のデポジットによる空気量の変化を
防止するようにしたものである。空気量信号以外に、空
気量に関連した信号、例えば吸気圧力、圧縮圧力、軸ト
ルク、筒内圧力等でも、修正動作を行うことができる。The present invention prevents changes in the air amount due to mechanism wear and valve deposits by comparing the air amount signal of the intake stroke with a target value and correcting the control input to match the target value. This is what I did. In addition to the air amount signal, correction operations can also be performed using signals related to the air amount, such as intake pressure, compression pressure, shaft torque, and cylinder pressure.

〔発明の実施例〕[Embodiments of the invention]

第１図において、エンジン１１　ピストン２、クランク
軸３は従来と同様に配置されている。クランク軸３の動
きはプリー４、ベルト５、プリー６を介して、カム軸７
に伝わる。カム軸７には、カム８が取シ付けられ、ピス
トン９を押す。ピストン９が押されると、シリンダ１７
内の油の作用で、ピストン１０が押され、吸気弁１１が
開く。シリンダ１７には油ポンプ１４で、油タンク１３
内の油が吸込まれ、配賀１５を介し、油が供給される。In FIG. 1, an engine 11, a piston 2, and a crankshaft 3 are arranged in the same manner as before. The movement of the crankshaft 3 is controlled by a camshaft 7 via a pulley 4, a belt 5, and a pulley 6.
It is transmitted to A cam 8 is attached to the camshaft 7 and pushes a piston 9. When the piston 9 is pushed, the cylinder 17
The oil inside pushes the piston 10 and opens the intake valve 11. The cylinder 17 is equipped with an oil pump 14 and an oil tank 13.
The oil inside is sucked in, and oil is supplied via the pipe 15.

チェック弁１６によって戻シは防止される。シリンダ１
７の油は、弁１８を介して油タンク１３に戻る。Check valve 16 prevents return. cylinder 1
7 returns to the oil tank 13 via the valve 18.

弁１８を開くと、ビントン９が下降しても、シリンダ１
７の油は、弁１８を通って排出されるので、ピストン１
０は動かない。弁１８を閉じると油の排出が停止し、ピ
ストン１０が動く。第２図は、この構成の具体例を示し
たもので、ピストン１０の上面は丸みをおび、カム８と
の接触を円滑にしている。シリンダ１７の油の一部は通
路２０によって吸気弁１１のロッド部に導かれている。When the valve 18 is opened, even if the Vinton 9 is lowered, the cylinder 1
7 is discharged through valve 18, so that piston 1
0 does not move. When the valve 18 is closed, the oil discharge stops and the piston 10 moves. FIG. 2 shows a specific example of this configuration, in which the top surface of the piston 10 is rounded to ensure smooth contact with the cam 8. A portion of the oil in the cylinder 17 is guided to the rod portion of the intake valve 11 through a passage 20.

弁１８を動かすかわシに、スリーブ２３の位置を油圧ピ
ストン２１、制御弁２２で制御し、吸気弁１１を制御す
ることができる。スリーブ２３を上方に移動すると、通
路２０の開口２４が早く開口し、吸気弁２３のリフトが
小さくなる。Instead of moving the valve 18, the position of the sleeve 23 can be controlled by the hydraulic piston 21 and the control valve 22, and the intake valve 11 can be controlled. When the sleeve 23 is moved upward, the opening 24 of the passage 20 opens earlier and the lift of the intake valve 23 becomes smaller.

弁１８は第３図のコントローラ３０によって制御される
。第１図のカム軸７に角度センサ３１が取付けられてい
る。コントローラ３０は回転速度ｎと負荷信号Ｕ（アク
セルペダル位置信号等）を入力し、開弁クランク角θを
める。クランク角θの信号によって、スイッチ３２が動
作し、弁１８の電磁ソレノイドを駆動する。Ｃは弁１８
の動作信号で、ＴＤＣ（上死点）から０１の位置で開く
。弁１８が開くと、ピストン１０が戻シ、ｂのごとく、
吸気弁１１が閉じる。θ１を長くするとａのごとく、吸
気行程中吸気弁１１が開いている。第４図は、このとき
の空気量信号を示したもので、第１気筒のｑｌと第２気
筒のｑ２は時系列で現われている。Valve 18 is controlled by controller 30 of FIG. An angle sensor 31 is attached to the camshaft 7 in FIG. The controller 30 inputs the rotational speed n and the load signal U (accelerator pedal position signal, etc.) and adjusts the valve opening crank angle θ. The switch 32 is actuated by the crank angle θ signal to drive the electromagnetic solenoid of the valve 18. C is valve 18
It opens at position 01 from TDC (top dead center) with the operation signal. When the valve 18 opens, the piston 10 returns, as shown in b.
Intake valve 11 closes. When θ1 is increased, the intake valve 11 is open during the intake stroke, as shown in a. FIG. 4 shows the air amount signal at this time, and ql of the first cylinder and q2 of the second cylinder appear in time series.

第５図はコントローラ３００制御手順を示した。FIG. 5 shows the control procedure of the controller 300.

ブロック４１で目標空気量ｑを演算する。これは、第６
図（ｂ）に示したような、ｑ”ｆ（ｕ＋　”）の関係を
、あらかじめコントローラ３０に入力しておき、テーブ
ルルックアップから読み出す。ブロック４２で、目標空
気量ｑに対する吸気弁閉角θをめる。これは、第６図の
（、）の関係を用いてめられる。ブロック４３で１．第
１図のエアフロセンサ３６を用いて、空気量ｑ（りをめ
る。これは第４図に示したごとく、気筒順に時系列にな
っている。ブロック４４でｑ（ム）を目標空気量ｑと比
較し、ブロック４５．４６で、ｑ（りがｑに合致するよ
うに、補正する。この補正されたθ（ム）は、ブロック
４７で、コントローラ３００ＲＡＭに記憶される。In block 41, a target air amount q is calculated. This is the 6th
The relationship of q''f(u+'') as shown in FIG. 3(b) is input into the controller 30 in advance and read out from table lookup. In block 42, the intake valve closing angle θ is calculated for the target air amount q. This can be determined using the relationship (,) in FIG. 1 in block 43. The air flow sensor 36 shown in FIG. 1 is used to measure the air amount q. As shown in FIG. q is compared, and in blocks 45 and 46, q is corrected so that it matches q. This corrected θ is stored in the controller 300 RAM in block 47.

この補正動作によって、各気筒の空気量ｑ（りは、目標
値ｑに合致し、トルク変動が防止される。Through this correction operation, the air amount q in each cylinder matches the target value q, and torque fluctuations are prevented.

第５図（ｂ）のブロック４８で、、ｑ（ｉ）が目標値よ
シ大幅にづれている場合は、第１図の絞シ弁３７をＭ、
閉し、エンジンのオーバーランを防止する。絞υ弁３７
は、第７図の＜ａ＞に示したごとく油圧ピストン３８で
駆動される。上記動作のときは、電磁クラッチ３９がき
シけなされ、ばね４０によって、絞シ弁３７が急閉する
。通常動作のときは、クラッチ３９が接続されておシ、
第７図（ｂ）に示したごとく、空気量に応じてθｔｈは
増加し、吸気管内の圧力の低下を防止する。In block 48 of FIG. 5(b), if q(i) deviates significantly from the target value, the throttle valve 37 of FIG.
Close to prevent engine overrun. Throttle valve 37
is driven by a hydraulic piston 38 as shown in <a> of FIG. During the above operation, the electromagnetic clutch 39 is released and the throttle valve 37 is suddenly closed by the spring 40. During normal operation, the clutch 39 is connected and the
As shown in FIG. 7(b), θth increases according to the amount of air, thereby preventing the pressure inside the intake pipe from decreasing.

第８図に示したごとく、吸気管５２に圧力センサ５１を
取シ付け、第８図（ｂ）のごとく、吸気管圧力ｐを気筒
判別して測定し、第５図に示した補正動作において、吸
入空気量のかわシに用いることもできる。ダイヤフラム
５３の動作で、平均的なｐは一定に維持されている。弁
５４を開くと絞υ弁３７は急閉する。As shown in FIG. 8, a pressure sensor 51 is attached to the intake pipe 52, and as shown in FIG. It can also be used to control the amount of intake air. The average p is maintained constant by the operation of the diaphragm 53. When the valve 54 is opened, the throttle valve 37 is suddenly closed.

第９図のごとく、吸気弁１１の動きをボテ／ショタータ
で検出し、第９図（ｂ）のごとく、回転速度に応じて、
吸気弁１１のリフトを変えることができる。ストッパ６
２の位置がモータ６３によって変化する。As shown in Fig. 9, the movement of the intake valve 11 is detected by both/shotta, and as shown in Fig. 9(b), the movement of the intake valve 11 is detected according to the rotation speed.
The lift of the intake valve 11 can be changed. Stopper 6
The position of 2 is changed by the motor 63.

第１０図（ａ）は空気過剰率λのセットの一例を示した
。ｎ、ｑが小さい領域はλ＝１．２、すなわち、希薄混
合気にセットし、燃料経済性を高める。ブロック７３で
燃料流量ｑｆをめ、ブロック７４で、λに対する空気量
ｑがまる。したがって、λが運転状態によって変化して
も、燃料流量ｑｆは、ｎ、ｕの変化に対応するので、ト
ルクの不円滑の発明を防止できる。FIG. 10(a) shows an example of a set of excess air ratios λ. In the region where n and q are small, λ=1.2, that is, a lean mixture is set to improve fuel economy. In block 73, the fuel flow rate qf is determined, and in block 74, the air amount q relative to λ is determined. Therefore, even if λ changes depending on the operating state, the fuel flow rate qf corresponds to the changes in n and u, so that it is possible to prevent torque from becoming uneven.

第１１図（ａ）において、排ガスセンサによって、空燃
比Ａ／Ｆを測定駄目標値（Ａ／Ｆ）ｏと合致していない
場合は、ブロック８１．８２で、吸気弁閉角θを補正し
、各気筒への空気量を加減し、空燃比を目標値に合致さ
せる。第１１図（ｂ）に示したごとく、ブロック８３．
８４で、絞シ弁３７の開度θｔｈを加減して、空燃比を
目標値に合致させることもできる。In FIG. 11(a), if the air-fuel ratio A/F is measured by the exhaust gas sensor and does not match the target value (A/F)o, the intake valve closing angle θ is corrected in blocks 81 and 82. , adjust the amount of air to each cylinder to make the air-fuel ratio match the target value. As shown in FIG. 11(b), block 83.
At 84, the opening degree θth of the throttle valve 37 can be adjusted to make the air-fuel ratio match the target value.

第１２図（ａ）はエンジン回転速度ｎを目標値ｎ。FIG. 12(a) shows the engine rotational speed n set to the target value n.

に合致させるために、吸気弁閉角θを補正する手順、第
１２図（ｂ）は、燃料流量ｑｔを補正する手順を示した
ものである。アイドル回転速度の制御に用いられる。FIG. 12(b) shows the procedure for correcting the fuel flow rate qt in order to match the intake valve closing angle θ. Used to control idle rotation speed.

第１３図は、エンジンの圧縮比を制御する手段を示した
。ピストン９１をカム９２によって押すと圧縮比が増大
する。カム９２に油圧ピストン９３によって動かされる
。第１−３図（ｂ）に示したごとく、シリンダのクリア
ランス容積は負荷によって変化する。油圧ピストン９３
は油ポンプ１４の圧油で動作する。吸気弁１１の上流に
圧縮機を設け、これをモブタ９５で駆動し、シリンダ９
６内の残留ガスを排出することもできるうこれらは、燃
焼の促進に効果的である。FIG. 13 shows means for controlling the compression ratio of the engine. When piston 91 is pushed by cam 92, the compression ratio increases. The cam 92 is moved by a hydraulic piston 93. As shown in FIG. 1-3(b), the cylinder clearance volume changes depending on the load. hydraulic piston 93
operates using pressure oil from the oil pump 14. A compressor is provided upstream of the intake valve 11, and is driven by a mobuta 95, and the cylinder 9
These gases can also discharge the residual gas in the combustion chamber 6 and are effective in promoting combustion.

第１４図は加、減速時の制御動作を示したものである。FIG. 14 shows control operations during acceleration and deceleration.

加速の場合は、アクセルペダルの位置、Ｕが増加すると
、それに応じて絞９弁開度θｔｈ１吸気弁閉角θが増加
する。減速の場合は、Ｕの減少と共に、θｔｈを減少さ
せて、エンジンブレーキを作用させる。このとき、θの
低減をθｂのととく遅うせ、エンジンブレーキの作用を
高めることができる。In the case of acceleration, as the accelerator pedal position U increases, the throttle 9 valve opening θth1 and the intake valve closing angle θ increase accordingly. In the case of deceleration, as U decreases, θth decreases to apply engine braking. At this time, the reduction in θ is delayed more than in θb, and the effect of engine braking can be enhanced.

エンジン始動、暖機の際は、当初第１５図の（ａ）のご
とく、θを高めて、吸気量を増し、着火を容易にする。When starting and warming up the engine, as shown in FIG. 15(a), θ is initially increased to increase the amount of intake air and facilitate ignition.

エンジンが完爆すると、θを低め、燃焼を促進すると共
に、暖機回転数を維持する。経過時間ｔと共にθを感じ
、アイドル回転数に戻す。When the engine fully explodes, θ is lowered to promote combustion and maintain the warm-up rotation speed. As the elapsed time t increases, θ is felt and the rotational speed is returned to the idle speed.

暖機中の回転速度ｎを第１５図（ｂ）のごとくセットさ
れる。この回転数制御は第１２図に示した手順で行われ
る。第１５図（ｂ）の３曲線は急速暖機の場合、５曲線
は低燃費運転時の場合である。本発明の場合、２０ｒ−
程度の低速回転も可能で、アイドル燃費は大幅に低減で
きる。The rotational speed n during warm-up is set as shown in FIG. 15(b). This rotational speed control is performed according to the procedure shown in FIG. 3 curves in FIG. 15(b) are for rapid warm-up, and 5 curves are for low fuel consumption operation. In the case of the present invention, 20r-
It is also possible to rotate at a low speed of about 100 mph, and idling fuel consumption can be significantly reduced.

第１６図の３曲線は高速全開時の吸気弁１１のリフト特
性、５曲線な低速時のリフト特性を示した。高速時は閉
じを遅くシ、慣性過給によって、充填効率を増す。低速
時は閉じ輝め、吹き返しを防止する。The three curves in FIG. 16 show the lift characteristics of the intake valve 11 when fully open at high speed, and the five curves show the lift characteristics at low speed. At high speeds, closing is delayed and inertia supercharging increases charging efficiency. At low speeds, it closes and shines to prevent blowback.

Ｃ曲線は低負荷時のリフト特性を示したもので、リフト
を低減し、乱れを増大し、燃焼を促進する。Curve C shows the lift characteristics at low loads, which reduces lift, increases turbulence, and promotes combustion.

６曲線はこのときの弁１８の操作信号を示したものであ
る。ＴＤＣから遅れて弁１８を閉じるので、シリンダ１
７の油が一部ぬけ、リフトが小さくなる。■２のごとく
閉じたままでは、ＴＤＣから開く。6 curve shows the operation signal of the valve 18 at this time. Since valve 18 is closed after TDC, cylinder 1
Some of the oil from No. 7 will come out and the lift will become smaller. ■If it remains closed as in 2, it opens from TDC.

第１７図は車速とエンジン回転速ｉｎの関係を示した。FIG. 17 shows the relationship between vehicle speed and engine rotation speed in.

ａは一連、ｂは二連の場合である。本発明においては、
無負荷時のｎが５０１程度と低くセットされるので、ク
ラッチ接合時、エンストしやすい。a is a series, and b is a double series. In the present invention,
Since n at no load is set as low as about 501, the engine tends to stall when the clutch is engaged.

したがって、第１７図（ｂ）の手順し、クラッチふみ力
を測定し、θを制御する。Therefore, according to the procedure shown in FIG. 17(b), the clutch depression force is measured and θ is controlled.

〔発明の効果〕〔Effect of the invention〕

本発明によれば、吸気弁が適正に制御されるので、内燃
機関を安定運転することができる。According to the present invention, since the intake valve is properly controlled, the internal combustion engine can be operated stably.

【図面の簡単な説明】[Brief explanation of drawings]

第１図は本発明の動作原理を説明する構成図、第２図〜
第１７図は動作原理を説明する路線図である。 １１・・・吸気弁、３６・・・エアフローセンサ、３０
・・・光１図 ２＋　２２ 第３図 も４図 絶、５図 （α）　（ｂ） …８図 晧ｑ図 （（１） （ｂ） 翳１０図 （（Ｌ） （ｂ） 佑１１図 （（１１（ｂ） も１２図 Ｃ（Ｊ−） も１３図 （α） もｍｍ （Ｑ、Ｊ 弔１５図 ＴＤ（。 も四日 （ＣＬ） （ｂ）Figure 1 is a configuration diagram explaining the operating principle of the present invention, Figures 2-
FIG. 17 is a route map explaining the operating principle. 11... Intake valve, 36... Air flow sensor, 30
...Light 1 figure 2 + 22 Figure 3 also has 4 figures, 5 figure (α) (b) ...8 figure 晧q figure ((1) (b) shadow 10 figure ((L) (b) Yu 11 figure ((11(b) Fig. 12 C (J-) Fig. 13 (α) mm (Q, J Funeral Fig. 15 TD (. Mo 4th (CL) (b)

Claims (1)

【特許請求の範囲】[Claims] １、運転状態によって、吸気弁の開閉時期、あるいはリ
フトを制御する手段を有する内燃観閲の制御装置におい
て、空気量あるいは空気量に関連した信号によって、上
記手段の動作を補正する手段を具備したことを特徴とす
る内燃機関の制御装置。1. An internal combustion monitoring control device having means for controlling the opening/closing timing or lift of the intake valve depending on the operating state, which is equipped with means for correcting the operation of said means based on the amount of air or a signal related to the amount of air. An internal combustion engine control device characterized by:
JP58163132A 1983-09-07 1983-09-07 Control device in internal-combustion engine Pending JPS6056113A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP58163132A JPS6056113A (en) 1983-09-07 1983-09-07 Control device in internal-combustion engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP58163132A JPS6056113A (en) 1983-09-07 1983-09-07 Control device in internal-combustion engine

Publications (1)

Publication Number Publication Date
JPS6056113A true JPS6056113A (en) 1985-04-01

Family

ID=15767798

Family Applications (1)

Application Number Title Priority Date Filing Date
JP58163132A Pending JPS6056113A (en) 1983-09-07 1983-09-07 Control device in internal-combustion engine

Country Status (1)

Country Link
JP (1) JPS6056113A (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6463912B1 (en) * 1998-04-22 2002-10-15 Toyota Jidosha Kabushiki Kaisha Intake air volume detection device for internal combustion engine

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6463912B1 (en) * 1998-04-22 2002-10-15 Toyota Jidosha Kabushiki Kaisha Intake air volume detection device for internal combustion engine

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