JPS6131636A - Rotary number controller of internal combustion engine - Google Patents
Rotary number controller of internal combustion engineInfo
- Publication number
- JPS6131636A JPS6131636A JP12527085A JP12527085A JPS6131636A JP S6131636 A JPS6131636 A JP S6131636A JP 12527085 A JP12527085 A JP 12527085A JP 12527085 A JP12527085 A JP 12527085A JP S6131636 A JPS6131636 A JP S6131636A
- Authority
- JP
- Japan
- Prior art keywords
- internal combustion
- combustion engine
- rotation speed
- control device
- idle
- 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
Links
Classifications
-
- 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
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/08—Introducing corrections for particular operating conditions for idling
- F02D41/083—Introducing corrections for particular operating conditions for idling taking into account engine load variation, e.g. air-conditionning
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M3/00—Idling devices for carburettors
- F02M3/06—Increasing idling speed
- F02M3/07—Increasing idling speed by positioning the throttle flap stop, or by changing the fuel flow cross-sectional area, by electrical, electromechanical or electropneumatic means, according to engine speed
Abstract
(57)【要約】本公報は電子出願前の出願データであるた
め要約のデータは記録されません。(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.
Description
【発明の詳細な説明】
［産業上の利用分野］
本発明は、内燃機関の回転数制御装置、さらに詳細には
内燃機関の駆動パラメータに従ってアイドル回転数を制
御する制御器を備えた内燃機関の回転数制御装置に関す
る。Detailed Description of the Invention [Industrial Application Field] The present invention relates to a rotation speed control device for an internal combustion engine, and more particularly to an internal combustion engine equipped with a controller that controls the idle rotation speed according to drive parameters of the internal combustion engine. This invention relates to a rotation speed control device.
［従来技術］
従来内燃機関において燃料消費量を減少させるために、
又排気ガスの有害成分を減少させるために或いは騒音を
減少させるためにアイドル回転数をできる限り小さな値
に調節することが行なわれている。これは例えば従来の
装置では膨張針を用いてアイドル回転数を温度に従って
制御することによって行なわれている。これは、特に内
燃機関のアイドル回転数が暖機時減少するので特に意味
を有する。[Prior art] In order to reduce fuel consumption in conventional internal combustion engines,
Furthermore, in order to reduce harmful components of exhaust gas or to reduce noise, the idle speed is adjusted to the lowest possible value. This is accomplished, for example, in conventional devices by controlling the idle speed according to the temperature using an expansion needle. This is particularly significant since the idle speed of the internal combustion engine decreases during warm-up.
［発明が解決しようとする問題点］
しかしこのような従来の装置では、内燃機関が暖機され
て暖まっている場合には、アイドル回転数は一定の値し
かとることができず、それによって内燃機関の負荷状態
に合わせて最適に制御することができないという問題が
ある。即ち従来の装置では内燃機関のそれぞれの駆動状
態に従って最適なアイドル回転数を調節することが不可
能である。[Problems to be Solved by the Invention] However, in such conventional devices, when the internal combustion engine is warmed up, the idle speed can only take a constant value, and as a result, the internal combustion There is a problem in that it cannot be optimally controlled according to the load condition of the engine. That is, with conventional devices, it is not possible to adjust the optimum idle speed according to each driving state of the internal combustion engine.
、 従って、本発明はこのような点に鑑み成されたもの
で、内燃機関のアイドル回転数を最適に制御することが
可能な内燃機関の回転数制御装置を提供することを目的
とする。Therefore, the present invention has been made in view of the above points, and an object of the present invention is to provide a rotation speed control device for an internal combustion engine that can optimally control the idle rotation speed of the internal combustion engine.
［問題点を解決するための手段］
本発明はこのような問題点を解決するために、アイドル
回転数を内燃機関とその内燃機関によって駆動される駆
動系の最終駆動部との間に力の伝達があるか否かによっ
て制御する構成を採用した。[Means for Solving the Problems] In order to solve these problems, the present invention changes the idle rotation speed by changing the force between the internal combustion engine and the final drive section of the drive system driven by the internal combustion engine. We adopted a configuration in which control is performed depending on whether or not there is transmission.
［作用］
このような構成で内燃機関と最終駆動部との間に力の伝
達がなく内燃機関に負荷がかかっていない状態ではアイ
ドル回転数は低い値に設定され、又内燃機関に負荷がか
かっており力の伝達がある場合には高い値に設定され、
それによりアイドル回転数を内燃機関の負荷状態に従っ
て最適に制御することが可能になる。[Function] With this configuration, when there is no force transmission between the internal combustion engine and the final drive section and no load is applied to the internal combustion engine, the idle speed is set to a low value, and when the internal combustion engine is not loaded. It is set to a high value when there is force transmission;
This makes it possible to optimally control the idle speed according to the load condition of the internal combustion engine.
［実施例］ 以下図面に示す実施例に従い本発明の詳細な説明する。[Example] The present invention will be described in detail below according to embodiments shown in the drawings.
図には本発明の概略構成図がブロック図として図示され
ており、同図において符号１０で示すものはスイッチで
あり、又符号１１はばね或いは同等の結合部材、又符号
１２は内燃機関のクラッチペダルを示す。内燃機関のギ
ヤシフトレバ−が符号１３で図示されており、又符号１
４．１６はそれぞれスイッチ、１５．１７はばね或いは
同等の結合部材を示す。内燃機関のアイドル回転数制御
器が符号１８で示されており、その入力端子が符号１９
で図示されている。又ＵＢは電源電圧を示す。ギアシフ
トレバ−１３の移動可能な位置が■〜■で示されている
。その場合ギヤシフトレバ−１３の各位置は内燃機関の
それぞれの変速位置に対応する。スイッチｌＯはばね１
１に対してクラッチペダル１２と結合されており、クラ
ッチが入った状態ではスイッチが閉じ、又クラッチペダ
ルが踏まれた時はばね１１を介してスイッチ１０が開放
されるようになっている。ギヤシフトレバ−１３はばね
１５を介してスイッチ１４と結合されると共にばね１７
を介してスイッチ１６と結合されている。ギヤシフトレ
バ−１３が図示したアイドル位置にあると、両スイッチ
１４．１６は開放する。一方運転手によりギヤシフトレ
バ−１３が図示したギヤシフト位置Ｉ〜■までのいずれ
か１つに移動されると、スイッチ１４．１６の少なくと
も一方が閉じられる。これは内燃機関がアイドリング状
態にあると両スイッチが開放し、一方内燃機関が１つの
変速位置に設定されると両スイッチ１４．１６の少なく
とも一方が閉じることを意味している。The figure shows a schematic block diagram of the present invention, in which reference numeral 10 is a switch, reference numeral 11 is a spring or similar coupling member, and reference numeral 12 is a clutch of an internal combustion engine. Showing the pedals. A gear shift lever of an internal combustion engine is shown at 13, and at 1.
Reference numerals 4.16 and 15.17 respectively indicate switches and springs or similar coupling members. The idle speed controller for the internal combustion engine is designated by 18, and its input terminal is designated by 19.
Illustrated in Further, UB indicates the power supply voltage. The movable positions of the gear shift lever 13 are indicated by ■ to ■. Each position of the gearshift lever 13 then corresponds to a respective transmission position of the internal combustion engine. Switch lO is spring 1
1 is connected to a clutch pedal 12, and when the clutch is engaged, the switch is closed, and when the clutch pedal is depressed, the switch 10 is opened via a spring 11. The gear shift lever 13 is connected to a switch 14 via a spring 15 and a spring 17.
It is coupled to switch 16 via. When the gear shift lever 13 is in the illustrated idle position, both switches 14,16 are open. On the other hand, when the gear shift lever 13 is moved by the driver to any one of the illustrated gear shift positions I to ■, at least one of the switches 14 and 16 is closed. This means that when the internal combustion engine is idling, both switches are open, whereas when the internal combustion engine is set in one gear position, at least one of the switches 14, 16 is closed.
スイッチ１０はその一方の端子が電源型−圧ＵＢ と接
続され、又他方の端子は両スイッチ１４．１６に接続さ
れている。この両スイッチ１４．１６は互いに並列に接
続されているので、各スイッチ１４．１６の他方の端子
は共通の接続点に導かれ、そこからアイドル回転数制御
器１８に導かれる。このアイドル回転数制御器１８には
さらに例えばエンジン温度ＴＭのような他の入力信号が
入力される。アイドル回転数制御器１８は出力信号Ｓを
発生し、これにより直接或いは間接的に内燃機関に供給
される燃料の量が制御される。The switch 10 has one terminal connected to the power source voltage UB and the other terminal connected to both switches 14,16. The two switches 14 , 16 are connected in parallel with each other, so that the other terminal of each switch 14 , 16 is led to a common connection point and from there to the idle speed controller 18 . The idle speed controller 18 also receives other input signals such as engine temperature TM. The idle speed controller 18 generates an output signal S, which directly or indirectly controls the amount of fuel supplied to the internal combustion engine.
図に示した実施例では４つの駆動状態が考えられる。図
示した状態で内燃機関のクラッチが入っていると、内燃
機関はアイドリング状態、即ちいわゆる「真の」アイド
リング状態にある。このことはスイッチ１０が閉じてお
り、内燃機関はクラッチが入った状態（クラッチペダル
は踏み込まれない）となり、両スイッチ１４．１６は開
放し、ギヤシフトレバ−１３がアイドリング位置にある
ことを意味する。この「真の」アイドリング状態では内
燃機関から自動車の駆動輪への力の伝達は行なわれない
。スイッチ１０．１４．１６が上述した位置にあること
から「真の」アイドリング状態ではアイドル回転数制御
器１８の入力端子１９には何の信号も現われない。一方
運転手がクラッチペダル１２を踏み込むと、スイッチ１
０が開放する。しかしクラッチペダルを踏み込んでもス
イ、ツチ１４．１６は開放しており、内燃機関から車の
駆動輪に力の伝達が行なわれないので、アイドル回転数
制御器１８の入力端子１９には何の信号も発生しない。In the embodiment shown in the figure, four driving states are possible. When the clutch of the internal combustion engine is engaged in the illustrated state, the internal combustion engine is in an idling condition, that is, a so-called "true" idling condition. This means that switch 10 is closed, the internal combustion engine is clutched (clutch pedal not depressed), both switches 14, 16 are open, and gear shift lever 13 is in idle position. . In this "true" idle state, no power is transmitted from the internal combustion engine to the drive wheels of the vehicle. Because the switches 10.14.16 are in the position described above, no signal appears at the input terminal 19 of the idle speed controller 18 in the "true" idle state. On the other hand, when the driver depresses the clutch pedal 12, switch 1
0 opens. However, even if the clutch pedal is depressed, the switch 14.16 is open and no power is transmitted from the internal combustion engine to the drive wheels of the vehicle, so no signal is sent to the input terminal 19 of the idle speed controller 18. does not occur either.
一方運転手がクラッチペダルを十分に踏み込み、さらに
ギヤシフトレバ−１３を図示した位置Ｉ〜■の１つに移
動させると、スイッチ１４．１６の１つが閉じる。しか
しこのことは１つの変速位置に移動させてもスイッチ１
０が開放しているので、この状態でもアイドル回転数制
御器１８の入力端子１９に信号は現れない。即ち、この
駆動状態では内燃機関から自動車の駆動輪への伝達は行
なわれていないことを意味する。一方運転手がクラッチ
ペダル１２を踏み込まず、即ち内燃機関がクラッチの入
った状態に移った時に初めて、内燃機関からクラッチ及
びギヤを介して駆動輪に力の伝達が行なわれ］「真の」
アイドリング状態はなくなる。即ちこの状態では１つの
ギヤ位置が選ばれておりクラッチペダルが踏まれていな
いことにより、スイッチ１０並びにスイッチ１４．１６
の一方が閉じ、それにより回転数制御器１８の入力端子
１９には電源電圧Ｕβを崩する信号が印加される。図示
した４つの駆動状態の中で１つの駆動状態の時にのみア
イドル回転数制御器１８の入力端子１９に信号が現れる
。この駆動状態では内燃機関と自動車の駆動輪間に力の
伝達が成されている。他の３つの、駆動状態では力の伝
達が行なわれず、従ってアイドル回転数制御器１８の入
力端子１９に信号は現れない。 アイドル回転数制御器
１８の入力端子 ”１９に現われる信号により、内燃機
関のアイドル回転数を最適に内燃機関の負荷状態に合わ
せることが可能になる。入力端子１９に駆動電圧ＵＢの
大きさを持つ信号が現れると、即ち内燃機関と駆動輪と
の間に力の伝達が行われる状態になると、アイドル回転
数制御器１８から内燃機関の負荷状態を表す信号Ｓが発
生される。この場合にはアイドル回転数を大きな値に設
定するようにする。これに対して入力端子１９に信号が
現れず、力の伝達がない場合には、内燃機関が無負荷状
態となっているので、アイドル回転数制御器１８は無負
荷状態を示す信号Ｓを発生し、内燃機関のアイドル回転
数を小さな値に制御するようにする。On the other hand, when the driver fully depresses the clutch pedal and further moves the gear shift lever 13 to one of the illustrated positions I to ■, one of the switches 14, 16 closes. However, this means that even if you move the switch to one gear position,
0 is open, no signal appears at the input terminal 19 of the idle speed controller 18 even in this state. That is, in this driving state, there is no transmission of power from the internal combustion engine to the drive wheels of the vehicle. On the other hand, only when the driver does not press down on the clutch pedal 12, that is, when the internal combustion engine shifts to the state where the clutch is engaged, power is transmitted from the internal combustion engine to the drive wheels via the clutch and gear.
No more idling. That is, in this state, one gear position is selected and the clutch pedal is not depressed, so that switch 10 and switches 14 and 16 are activated.
is closed, so that a signal is applied to the input terminal 19 of the rotational speed controller 18 to disrupt the power supply voltage Uβ. A signal appears at the input terminal 19 of the idle speed controller 18 only in one of the four drive states shown. In this driving state, power is transmitted between the internal combustion engine and the drive wheels of the vehicle. In the other three driving states, no force is transmitted and therefore no signal appears at the input terminal 19 of the idle speed controller 18. The signal appearing at the input terminal ``19'' of the idle speed controller 18 makes it possible to optimally adapt the idle speed of the internal combustion engine to the load state of the internal combustion engine. When a signal appears, that is, when a force is transmitted between the internal combustion engine and the drive wheels, the idle speed controller 18 generates a signal S representing the load state of the internal combustion engine. Set the idle speed to a large value.On the other hand, if no signal appears at the input terminal 19 and no force is transmitted, the internal combustion engine is in a no-load state, so the idle speed should be set to a large value. The controller 18 generates a signal S indicative of the no-load condition and controls the idle speed of the internal combustion engine to a small value.
上述した実施例の中で内燃機関が負荷状態もしくは無負
荷状態にある時アイドル回転数を所定の値に制御するだ
けでなく、アイドル回転数の制御を種々の方法によって
制御するようにしてもよい。即ち例えば内燃機関に負荷
のかからない状態ではアイドル回転数を減少させると同
時に、それに対応した制御法によりアイドル回転数制御
の安定性を増大させるようにすることもできる。一方内
燃機関に負荷がかかった状態ではできるだけ制御性の良
いものを選び、それによりアイドル回転数がアンダーシ
ュートするのを防止するようにすることもできる。In the embodiments described above, the idle speed may not only be controlled to a predetermined value when the internal combustion engine is in a loaded state or an unloaded state, but the idle speed may be controlled by various methods. . That is, for example, when the internal combustion engine is under no load, it is possible to reduce the idle speed and at the same time increase the stability of the idle speed control using a corresponding control method. On the other hand, when the internal combustion engine is under load, it is also possible to select an engine with good controllability as much as possible, thereby preventing the idle speed from undershooting.
」二連した実施例で示したように本発明装置によりアイ
ドル回転数を内燃機関の負荷に合わせて制御することが
可能になる。この場合本発明装置は内燃機関のタイプに
よって限定されるものではない。同様にアイドル回転数
制御器１８は種々の例で実施することができ、例えばア
ナログ的に又デジタル的に、或いは対応したプログラム
により制御されるコンピュータを用いて実現することが
できる。又図示したブロック図の各機械的な部分も図示
したものに限定されず、種々のユニットや部材或いは装
置を用いて実現することも可能である。As shown in the two consecutive embodiments, the device of the present invention makes it possible to control the idle speed in accordance with the load of the internal combustion engine. In this case, the device according to the invention is not limited by the type of internal combustion engine. The idle speed controller 18 can likewise be implemented in various embodiments, for example analogously or digitally or by means of a computer controlled by a corresponding program. Further, each mechanical part in the illustrated block diagram is not limited to what is illustrated, but can also be realized using various units, members, or devices.
［発明の効果］
以上説明したように本発明によればアイドル回転数を内
燃機関とその内燃機関によって駆動される駆動系の最外
駆動部との間に力の伝達があるか否かに従って制御する
ようにしているので、内燃機関の駆動状態に従ってアイ
ドル回転数をそれぞれ最適の値に制御することが可能に
なる。即ち本発明では内燃機関の負荷状態は、内燃機関
と駆動される駆動系との間に力の伝達があるか否か、即
ち負荷のかかった結合状態となっているかどうかで判断
される。具体的には内燃機関の負荷状態はクラッチペダ
ル並びにギヤシフトレバ−の位置によって識別される。[Effects of the Invention] As explained above, according to the present invention, the idle rotation speed is controlled according to whether or not there is force transmission between the internal combustion engine and the outermost drive section of the drive system driven by the internal combustion engine. Therefore, it becomes possible to control the idle rotation speed to an optimal value according to the driving state of the internal combustion engine. That is, in the present invention, the load state of the internal combustion engine is determined based on whether or not there is a force transmission between the internal combustion engine and the driven drive train, that is, whether the coupled state is under load. Specifically, the load state of the internal combustion engine is identified by the position of the clutch pedal and gear shift lever.
図は本発明の概略構成を示すブロック図である。 The figure is a block diagram showing a schematic configuration of the present invention.
Claims (1)
を制御する制御器を備えた内燃機関の回転数制御装置に
おいて、アイドル回転数を内燃機関とその内燃機関によ
って駆動される駆動系の最終駆動部との間に力の伝達が
あるか否かに従って制御することを特徴とする内燃機関
の回転数制御装置。 ２）力の伝達があるか否かを内燃機関のクラッチペダル
の位置並びにギヤシフトレバーの位置によって識別する
ようにした特許請求の範囲第１項に記載の内燃機関の回
転数制御装置。 ３）内燃機関に力の伝達がある駆動状態ではギヤシフト
レバーはアイドル位置になく又クラッチペダルが踏み込
まれていない状態である特許請求の範囲第２項に記載の
内燃機関の回転数制御装置。 ４）内燃機関に力の伝達がない駆動状態では少なくとも
ギヤシフトレバーがアイドル位置にあるか或いはクラッ
チペダルが踏み込まれている状態である特許請求の範囲
第２項に記載の内燃機関の回転数制御装置。 ５）内燃機関に力の伝達がある駆動状態ではアイドル回
転数が増大される特許請求の範囲第１項に記載の内燃機
関の回転数制御装置。 ６）内燃機関に力の伝達がない駆動状態ではアイドル回
転数が減少される特許請求の範囲第１項に記載の内燃機
関の回転数制御装置。 ７）前記制御器の制御方法を内燃機関とその内燃機関に
よって駆動される駆動系の最終駆動部との間に力の伝達
があるか否かに従って変化させるようにした特許請求の
範囲第１項に記載の内燃機関の回転数制御装置。[Scope of Claims] 1) A rotation speed control device for an internal combustion engine, which includes a controller that controls the idle rotation speed according to drive parameters of the internal combustion engine, in which the idle rotation speed is controlled by an internal combustion engine and a drive system driven by the internal combustion engine. A rotation speed control device for an internal combustion engine, characterized in that the rotation speed control device controls the rotation speed according to whether or not force is transmitted between the engine and the final drive section of the engine. 2) The rotational speed control device for an internal combustion engine according to claim 1, wherein whether or not force is transmitted is identified by the position of a clutch pedal and a gear shift lever of the internal combustion engine. 3) The rotational speed control device for an internal combustion engine according to claim 2, wherein the gear shift lever is not in an idle position and the clutch pedal is not depressed in a driving state in which force is transmitted to the internal combustion engine. 4) The rotation speed control device for an internal combustion engine according to claim 2, wherein in a driving state in which no force is transmitted to the internal combustion engine, at least the gear shift lever is in an idle position or the clutch pedal is depressed. . 5) The rotational speed control device for an internal combustion engine according to claim 1, wherein the idle rotational speed is increased in a driving state in which force is transmitted to the internal combustion engine. 6) The rotation speed control device for an internal combustion engine according to claim 1, wherein the idle rotation speed is reduced in a driving state in which no force is transmitted to the internal combustion engine. 7) The control method of the controller is changed according to whether or not force is transmitted between an internal combustion engine and a final drive part of a drive system driven by the internal combustion engine. A rotation speed control device for an internal combustion engine according to.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19843426697 DE3426697C3 (en) | 1984-07-20 | 1984-07-20 | Device for regulating the speed of an internal combustion engine |
| DE3426697.6 | 1984-07-20 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS6131636A true JPS6131636A (en) | 1986-02-14 |
Family
ID=6241081
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP12527085A Pending JPS6131636A (en) | 1984-07-20 | 1985-06-11 | Rotary number controller of internal combustion engine |
Country Status (2)
| Country | Link |
|---|---|
| JP (1) | JPS6131636A (en) |
| DE (1) | DE3426697C3 (en) |
Families Citing this family (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS61268536A (en) * | 1985-05-22 | 1986-11-28 | Toyota Motor Corp | Speed change control method for automatic transmission |
| DE3914364C2 (en) * | 1989-04-29 | 1998-04-09 | Teves Gmbh Alfred | Method and device for motor vehicles with gasoline engines for anti-lock control or traction control |
| DE4140328A1 (en) * | 1991-12-06 | 1993-06-09 | Bayerische Motoren Werke Ag | Equipment improving starting of motor vehicle - has clutch sensor warning engine control unit about imminent engagement, increasing idle speed and air flow. |
| US5480364A (en) * | 1994-08-15 | 1996-01-02 | Caterpillar Inc. | Elevated idle speed control and method of operating same |
| AUPN072495A0 (en) * | 1995-01-24 | 1995-02-16 | Orbital Engine Company (Australia) Proprietary Limited | A method for controlling the operation of an internal combustion engine of a motor vehicle |
| DE19827585C1 (en) | 1998-06-20 | 1999-09-09 | Bosch Gmbh Robert | Automobile drive train operating condition detection method for feedback control of engine |
| DE10024704A1 (en) | 2000-05-18 | 2001-11-22 | Bosch Gmbh Robert | Method of controlling vehicle engine during clutch operations, increases e.g. engine speed |
| DE102004007320A1 (en) * | 2004-02-14 | 2005-09-01 | Robert Bosch Gmbh | Method and device for operating a motor vehicle |
| DE102007001838A1 (en) * | 2007-01-12 | 2008-07-17 | Ford Global Technologies, LLC, Dearborn | Motor vehicle's drive chain controlling method, involves activating speed control mode independent of presence of pedal actuation, when starting condition of vehicle is determined while engine is driven in another speed control mode |
Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5776237A (en) * | 1980-10-30 | 1982-05-13 | Toyota Motor Corp | Idling speed controlling method of internal combustion engine |
| JPS5844453B2 (en) * | 1981-05-29 | 1983-10-03 | 勇 鈴木 | Concrete block molding mold |
| JPS58197446A (en) * | 1982-05-14 | 1983-11-17 | Nissan Motor Co Ltd | Cylinder number control engine |
| JPS58206842A (en) * | 1982-05-26 | 1983-12-02 | Nissan Motor Co Ltd | Engine controller |
| JPS599140B2 (en) * | 1982-06-02 | 1984-02-29 | 阪急国内空輸株式会社 | How to make ice cream using potatoes as the main ingredient |
| JPS5949349A (en) * | 1982-09-14 | 1984-03-21 | Mitsubishi Motors Corp | Idling speed control device for internal-combustion engine |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE1817291A1 (en) * | 1968-12-28 | 1970-07-09 | Daimler Benz Ag | Device for improving exhaust emissions in internal combustion engines, in particular in motor vehicles |
| JPS55109738A (en) * | 1979-02-16 | 1980-08-23 | Nissan Motor Co Ltd | Control device for stopping fuel supply |
| US4365599A (en) * | 1979-05-09 | 1982-12-28 | Nissan Motor Company, Limited | Open and closed loop engine idling speed control method and system for an automotive internal combustion engine |
| DE3039435C2 (en) * | 1980-10-18 | 1984-03-22 | Robert Bosch Gmbh, 7000 Stuttgart | Device for regulating the idling speed of internal combustion engines |
| DE3045840A1 (en) * | 1980-12-05 | 1982-07-08 | Volkswagenwerk Ag, 3180 Wolfsburg | DEVICE FOR CLUTCH AND SYNCHRONIZER-FREE SWITCHING OF A STEPPED TRANSMISSION OF VEHICLE DRIVES |
| DE3126893A1 (en) * | 1981-07-08 | 1983-01-27 | Volkswagenwerk Ag, 3180 Wolfsburg | Idling device for an internal combustion engine, especially for a motor vehicle |
-
1984
- 1984-07-20 DE DE19843426697 patent/DE3426697C3/en not_active Expired - Fee Related
-
1985
- 1985-06-11 JP JP12527085A patent/JPS6131636A/en active Pending
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5776237A (en) * | 1980-10-30 | 1982-05-13 | Toyota Motor Corp | Idling speed controlling method of internal combustion engine |
| JPS5844453B2 (en) * | 1981-05-29 | 1983-10-03 | 勇 鈴木 | Concrete block molding mold |
| JPS58197446A (en) * | 1982-05-14 | 1983-11-17 | Nissan Motor Co Ltd | Cylinder number control engine |
| JPS58206842A (en) * | 1982-05-26 | 1983-12-02 | Nissan Motor Co Ltd | Engine controller |
| JPS599140B2 (en) * | 1982-06-02 | 1984-02-29 | 阪急国内空輸株式会社 | How to make ice cream using potatoes as the main ingredient |
| JPS5949349A (en) * | 1982-09-14 | 1984-03-21 | Mitsubishi Motors Corp | Idling speed control device for internal-combustion engine |
Also Published As
| Publication number | Publication date |
|---|---|
| DE3426697C2 (en) | 1994-09-15 |
| DE3426697A1 (en) | 1986-01-30 |
| DE3426697C3 (en) | 1994-09-15 |
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