KR100297792B1 - Engine protection device in overload - Google Patents
Engine protection device in overload Download PDFInfo
- Publication number
- KR100297792B1 KR100297792B1 KR1019960065714A KR19960065714A KR100297792B1 KR 100297792 B1 KR100297792 B1 KR 100297792B1 KR 1019960065714 A KR1019960065714 A KR 1019960065714A KR 19960065714 A KR19960065714 A KR 19960065714A KR 100297792 B1 KR100297792 B1 KR 100297792B1
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- Prior art keywords
- engine
- throttle valve
- temperature
- air
- temperature sensor
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Classifications
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- 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
- F02D41/22—Safety or indicating devices for abnormal conditions
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- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P2025/00—Measuring
- F01P2025/08—Temperature
- F01P2025/40—Oil temperature
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
- F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
- F02D2009/0201—Arrangements; Control features; Details thereof
- F02D2009/0223—Cooling water temperature
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- 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
- F02D2011/101—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 characterised by the means for actuating the throttles
- F02D2011/103—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 characterised by the means for actuating the throttles at least one throttle being alternatively mechanically linked to the pedal or moved by an electric actuator
Abstract
Description
본 발명은 과부하시 엔진 보호장치에 관한 것으로서, 더욱 상세하게는 과부하시 공기의 흡입량을 조절하거나 혹은 가속페달의 작동을 차단하여 엔진을 보호할 수 있도록 하는 과부하시 엔진 보호장치에 관한 것이다.The present invention relates to an engine overload protection device, and more particularly to an overload engine protection device to protect the engine by adjusting the intake amount of air during overload or by blocking the operation of the accelerator pedal.
종래 엔진의 연소실에 공기를 공급하는 흡기장치를 도 5에 의해서 살펴보면, 공기 청정기(101)에 의해 필터링되어 공급되는 대기중의 공기는 스로틀밸브(103)에 의해 유입량이 조절된다. 즉, 운전자가 가속페달을 밟음에 따라 스로틀밸브(103)가 열려 공기 청정기(101)에 의해 필터링된 공기가 흡기매니폴드(104)를 경유하여 엔진의 연소실(105)에 공급된다. 이때 에어플로우 미터(102)는 공기 청정기(101)로부터 연소실(105)에 유입되는 공기의 흐름, 즉 공기량을 감지하여 미도시된 엔진 전자제어장치에 제공함으로써, 엔진 전자제어장치는 이에 알맞는 연료비를 연산하고, 이에 대응되게 연료 인젝터를 작동시켜 공기와 함께 연소실에 연료를 공급하는 것이다. 이에따라 연소실에서 공기와 연료가 혼합된 혼합기가 연소되면서 엔진의 추진력을 발생시키는 것이다.Referring to FIG. 5, an intake apparatus for supplying air to a combustion chamber of a conventional engine is controlled by the throttle valve 103 to supply air in the air filtered and supplied by the air cleaner 101. That is, as the driver presses the accelerator pedal, the throttle valve 103 is opened, and the air filtered by the air cleaner 101 is supplied to the combustion chamber 105 of the engine via the intake manifold 104. At this time, the air flow meter 102 detects the flow of air flowing into the combustion chamber 105 from the air cleaner 101, that is, the amount of air, and provides the engine electronic controller to the engine electronic controller (not shown). Calculate the corresponding operation, and operate the fuel injector correspondingly to supply fuel to the combustion chamber together with air. Accordingly, a mixture of air and fuel is combusted in the combustion chamber to generate propulsion of the engine.
그러나 차량을 장시간동안 운행하거나 혹은 급정지를 하거나 혹은 정지상태에서 급출발을 하는 경우 엔진에 과부하가 발생되어 엔진에 손상이 가는가 하면, 나아가서는 엔진의 수명이 단축되는 결점이 있다.However, when the vehicle is driven for a long time or suddenly stopped or started quickly in a stopped state, the engine may be overloaded, resulting in damage to the engine and further shortening the life of the engine.
이에 본 발명은 상기한 바와같은 결점을 제거하기 위해서 안출된 것으로, 과부하시 공기의 흡입량을 조절하거나 혹은 가속페달의 작동을 차단하여 엔진을 보호할 수 있도록 하는 과부하시 엔진 보호장치를 제공하고자 하는데 그 목적이 있는 것이다.Accordingly, the present invention has been made in order to eliminate the above-described drawbacks, and to provide an engine protection device for overload to protect the engine by adjusting the intake amount of air during overload or blocking the operation of the accelerator pedal. There is a purpose.
제1도는 일 실시예에 따른 본 발명의 구성 블록도,1 is a block diagram of the present invention according to an embodiment of the present invention;
제2도는 일 실시예에 따른 본 발명의 동작상태를 도시한 흐름도,2 is a flowchart illustrating an operating state of the present invention according to an embodiment;
제3도는 다른 실시예에 따른 본 발명의 구성 블록도,3 is a block diagram of the present invention according to another embodiment;
제4도는 다른 실시예에 따른 본 발명의 동작상태를 도시한 흐름도,4 is a flowchart illustrating an operating state of the present invention according to another embodiment;
제5도는 공기의 흡입경로를 도시한 계통도이다.5 is a system diagram showing an intake path of air.
<도면의 주요부분에 대한 부호의 설명><Description of the symbols for the main parts of the drawings>
11, 21 : 오일온도센서 12, 22 : 냉각수온 센서11, 21: oil temperature sensor 12, 22: cooling water temperature sensor
13, 23 : 엔진 전자제어장치 14, 31 : 엔진13, 23: engine electronic control device 14, 31: engine
15 : TPS 16, 24 : 가속페달15: TPS 16, 24: accelerator pedal
25 : 액츄에이터 26 : 마그네틱 밸브25: actuator 26: magnetic valve
27 : 에어탱크 28 : 에어펌프27: air tank 28: air pump
29 : 시동키 30 : 브레이크페달 스위치29: ignition key 30: brake pedal switch
TH1, TH3 : 수동 스로틀밸브 TH2 : 자동 스로틀밸브TH1, TH3: Manual Throttle Valve TH2: Automatic Throttle Valve
M : 스로틀밸브 모터M: Throttle Valve Motor
이하 본 발명의 일 실시예에 따른 구성을 첨부된 예시도면과 함께 보다 상세히 설명하면 다음과 같다.Hereinafter, the configuration according to an embodiment of the present invention will be described in more detail with reference to the accompanying drawings.
도 1은 일 실시예에 따른 본 발명의 구성 블록도이고, 도 2는 일 실시예에 따른 본 발명의 동작상태를 도시한 흐름도이며, 도 3은 다른 실시예에 따른 본 발명의 구성 블록도이며, 도 4는 다른 실시예에 따른 본 발명의 동작상태를 도시한 흐름도이다.1 is a block diagram illustrating a configuration of the present invention according to an embodiment, FIG. 2 is a flowchart illustrating an operating state of the present invention according to an embodiment, and FIG. 3 is a block diagram illustrating the configuration of the present invention according to another embodiment. 4 is a flowchart illustrating an operating state of the present invention according to another embodiment.
본 발명의 일 실시예는 도 1에 도시한 바와같이 가속페달(16)의 조작으로 엔진(14)의 연소실에 공급되는 공기량을 조절하는 수동 스로틀밸브(TH1)를 갖는 장치에 있어서, 엔진오일의 온도(T1)를 감지하는 오일온도센서(11)와, 냉각수 온도(T2)를 감지하는 냉각수온 센서(12)와, 이 온도(T1)(T2)를 인가받아 엔진의 과부하 상태를 판단하고, 과부하시 스로틀밸브 모터(M)를 작동시키는 엔진 전자제어장치(13)와, 이 엔진 전자제어장치(13)에서 출력되는 구동신호를 인가받아 자동 스로틀밸브(TH2)를 개폐시켜 흡입공기를 조절하는 스로틀밸브 모터(M)로 구성된다.One embodiment of the present invention is a device having a manual throttle valve (TH1) for adjusting the amount of air supplied to the combustion chamber of the engine 14 by the operation of the accelerator pedal 16, as shown in FIG. The oil temperature sensor 11 for detecting the temperature T1, the coolant temperature sensor 12 for detecting the coolant temperature T2, and the temperature T1 and T2 are applied to determine the overload state of the engine. The engine throttle valve 13 for operating the throttle valve motor M and the drive signal output from the engine electronic controller 13 when the overload is applied to open and close the automatic throttle valve TH2 to control the intake air. It consists of a throttle valve motor (M).
이의 동작을 도 2에 의해서 살펴보면, 오일온도센서(11)에 의해 감지되는 크랭크실의 오일온도(S21)와, 냉각수온센서(12)에 의해 감지되는 냉각수 온도(S22)에 대한 정보를 인가받은 엔진 전자제어장치(13)는 엔진의 과부하상태인지를 확인한다(S23). 예를 들면 엔진 전자제어장치(13)는 크랭크실의 오일온도가 130℃이상 혹은 냉각수 온도가 105℃이상으로 검출되는지를 판단하는 것이다.Referring to FIG. 2, the information on the oil temperature S21 of the crankcase detected by the oil temperature sensor 11 and the coolant temperature S22 detected by the coolant temperature sensor 12 is received. The engine electronic controller 13 checks whether the engine is overloaded (S23). For example, the engine electronic control apparatus 13 judges whether the oil temperature of a crankcase is 130 degreeC or more or a coolant temperature is 105 degreeC or more.
크랭크실의 오일온도가 130℃이하이고 냉각수 온도가 105℃이하인 경우에는 엔진의 정상적으로 구동하고 있는 것으로 판정한다. 그리고 TPS(15;스로틀밸브 위치센서)에서 인가되는 위치데이터에 의해 자동 스로틀밸브(TH2)의 위치(개도량)를 판정하고, 자동 스로틀밸브(TH2)가 완전 개방상태를 유지할 수 있도록 스로틀밸브 모터(M)를 구동시킨다(S24). 이어서 운전자가 조작하는 가속페달(16)의 위치에 대응되게 수동 스로틀밸브(TH1)의 개도량이 결정되어 흡기관을 경유하여 엔진(14)의 연소실에 공급되는 공기량이 조절된다(S25).When the oil temperature of the crankcase is 130 ° C or lower and the cooling water temperature is 105 ° C or lower, it is determined that the engine is running normally. Then, the position (opening amount) of the automatic throttle valve TH2 is determined based on the position data applied from the TPS 15 (throttle valve position sensor), and the throttle valve motor is maintained so that the automatic throttle valve TH2 remains fully open. (M) is driven (S24). Subsequently, the opening amount of the manual throttle valve TH1 is determined to correspond to the position of the accelerator pedal 16 operated by the driver, and the amount of air supplied to the combustion chamber of the engine 14 is adjusted via the intake pipe (S25).
그러나 크랭크실의 오일온도가 130℃이상이거나 혹은 냉각수 온도가 105℃이상인 경우 엔진이 과부하상태인 것으로 판정하고, 엔진을 냉각시키기위해서 스로틀 밸브 모터(M)를 구동시킨다. 즉, 엔진 전자제어장치(13)는 TPS(15)에서 인가되는 위치데이터에 의해 자동 스로틀밸브(TH2)의 위치(개도량)를 감지(S26)하고, 자동 스로틀밸브(TH2)가 열려 있는가를 확인하게 된다(S27). 그리고 자동 스로틀밸브(TH2)가 열려 있는 경우에는 스로틀밸브 모터(M)를 구동시켜 자동 스로틀 밸브(TH2)를 닫는다(S28). 이때 엔진 전자제어장치(13)는 엔진의 회전수가 급격이 감소하여 엔진의 덜컹거리는 것을 방지하기 위해서 소정시간의 시간간격을 가지고 스로틀밸브 모터(M)를 작동시켜 스로틀밸브(TH2)의 개도량을 점차적으로 줄여 엔진을 냉각시키는 것이다.However, when the oil temperature of the crankcase is 130 ° C or higher or the coolant temperature is 105 ° C or higher, the engine is determined to be overloaded and the throttle valve motor M is driven to cool the engine. That is, the engine electronic controller 13 detects the position (opening amount) of the automatic throttle valve TH2 by the position data applied from the TPS 15 (S26), and confirms whether the automatic throttle valve TH2 is open. It is made (S27). When the automatic throttle valve TH2 is open, the throttle valve motor M is driven to close the automatic throttle valve TH2 (S28). At this time, the engine electronic controller 13 operates the throttle valve motor M at a predetermined time interval to prevent the engine from ratcheting due to the sudden decrease in the engine speed, thereby controlling the opening amount of the throttle valve TH2. It gradually cools down the engine.
본 발명의 다른 실시예는 도 3에 도시한 바와같이 가속페달(24)의 조작으로 엔진(31)의 연소실에 공급되는 공기량을 조절하는 수동 스로틀밸브(TH3)를 갖는 장치에 있어서, 브레이크페달의 작동상태를 감지하는 브레이크페달 스위치(30)와, 시동상태를 감지하는 시동키(29)와, 엔진오일의 온도(T3)를 감지하는 오일온도센서(21)와, 냉각수 온도(T4)를 감지하는 냉각수온 센서(22)와, 브레이크 과다 사용시 혹은 정차후 출발시 이 온도(T3)(T4)를 인가받아 엔진의 과부하 상태를 판단하고, 과부하시 마그네틱 밸브(26)를 작동시켜 에어탱크(27)의 공기를 액츄레이터(25)에 공급하는 엔진 전자제어장치(23)와, 에어탱크(27)에서 공급되는 공기를 공급받아 가속페달의 작동을 차단하는 액츄레이터(25)로 구성된다.Another embodiment of the present invention is a device having a manual throttle valve (TH3) for adjusting the amount of air supplied to the combustion chamber of the engine 31 by the operation of the accelerator pedal 24, as shown in FIG. A brake pedal switch 30 for detecting an operating state, a ignition key 29 for detecting a starting state, an oil temperature sensor 21 for detecting a temperature T3 of the engine oil, and a coolant temperature T4 The engine is overloaded by the coolant temperature sensor 22 and when the brake is excessively used or when the vehicle is started after stopping, and the temperature T3 and T4 are applied to the engine, and the magnetic valve 26 is operated when the engine is overloaded. Engine electronic control device 23 for supplying the air of the air to the actuator 25, and the actuator 25 for receiving the air supplied from the air tank 27 to block the operation of the accelerator pedal.
이의 동작을 도 4에 의해서 살펴보면, 브레이크페달 스위치(30)에 의해 감지되는 브레이크페달의 조작상태(S41)와, 시동키(29)에 의해 감지되는 시동키의 위치(S42), 오일온도센서(21)에 의해 감지되는 크랭크실의 오일온도(S43)와, 냉각수온센서(22)에 의해 감지되는 냉각수 온도(S44)에 대한 정보를 인가받은 엔진 전자제어장치(23)는 엔진의 과부하상태인지를 확인한다(S45). 예를 들면 브레이크페달을 과다하게 작동하거나 오르막을 오른후 시동을 "오프" 시켜 놓은 상태에서 출발시나 혹은 정차후 출발시 엔진 전자제어장치(13)는 크랭크실의 오일온도가 130℃이상 혹은 냉각수 온도가 105℃이상으로 검출되는지를 판단하는 것이다.Referring to FIG. 4, the operation state (S41) of the brake pedal detected by the brake pedal switch 30, the position (S42) of the start key detected by the starter key 29, and the oil temperature sensor (see FIG. 21, the engine electronic control device 23 receiving information about the oil temperature S43 of the crank chamber sensed by the coolant temperature sensor 22 and the coolant temperature S44 detected by the coolant temperature sensor 22 indicates whether the engine is overloaded. Check (S45). For example, when starting with excessive brake pedal or uphill "off", or starting after stopping, the engine electronic control unit 13 has a crankcase oil temperature of 130 ° C or higher or coolant temperature. It is to determine whether is detected at 105 ℃ or more.
크랭크실의 오일온도가 130℃이하이고 냉각수 온도가 105℃이하인 경우에는 엔진의 정상적으로 구동하고 있는 것으로 판정한다. 그리고 운전자가 조작하는 가속페달(24)의 위치에 대응되게 수동 스로틀밸브(TH3)의 개도량이 결정되어 흡기관을 경유하여 엔진(31)의 연소실에 공급되는 공기량이 조절된다(S46).When the oil temperature of the crankcase is 130 ° C or lower and the cooling water temperature is 105 ° C or lower, it is determined that the engine is operating normally. Then, the opening amount of the manual throttle valve TH3 is determined to correspond to the position of the accelerator pedal 24 operated by the driver, and the amount of air supplied to the combustion chamber of the engine 31 is adjusted via the intake pipe (S46).
그러나 크랭크실의 오일온도가 130℃이상이거나 혹은 냉각수 온도가 105℃이상인 경우 엔진이 과부하상태인 것으로 판정하고, 엔진을 냉각시키기위해서 마그네틱밸브(26)를 개폐시켜 엔진의 시동을 방지한다. 이를 보다 상세히 설명하면, 에어 펌프(28)에서 발생된 공기압이 에어탱크(27)에 충진되어 있는 상태에서 엔진 전자 제어장치(23)에서 출력되는 개폐신호가 마그네틱밸브(26)에 인가되어 마그네틱밸브(26)가 열린다(S47). 이에따라 에어탱크(27)에 충진되어 있던 공기압이 액츄에이터(25)에 공급되면서 가속페달(24)의 작동을 차단한다(S48). 그러므로 운전자가 가속페달(24)을 밟아도 가속페달(24)이 작동하지 않으므로 가속페달(24)에 연동하는 수동 스로틀밸브(TH3)가 열리지 않아 엔진의 연소실에 공급되는 공기가 차단된다. 이때 액츄레이터(24)는 액츄에이터(24)가 작동시 운전자가 가속페달(24)을 조작하여도 가속페달(24)이 작동하지 않도록 설치되어 있다.However, when the oil temperature of the crankcase is 130 ° C or higher or the coolant temperature is 105 ° C or higher, the engine is determined to be overloaded, and the magnetic valve 26 is opened and closed to prevent the engine from starting to cool the engine. In more detail, the open / close signal output from the engine electronic control apparatus 23 is applied to the magnetic valve 26 while the air pressure generated by the air pump 28 is filled in the air tank 27, thereby providing the magnetic valve. (26) is opened (S47). Accordingly, the air pressure filled in the air tank 27 is supplied to the actuator 25 to block the operation of the accelerator pedal 24 (S48). Therefore, since the accelerator pedal 24 does not operate even when the driver steps on the accelerator pedal 24, the manual throttle valve TH3 interlocked with the accelerator pedal 24 is not opened, and the air supplied to the combustion chamber of the engine is blocked. At this time, the actuator 24 is installed so that the accelerator pedal 24 does not operate even when the driver operates the accelerator pedal 24 when the actuator 24 operates.
이상에서와 같이 본 발명은 엔진을 장시간동안 구동시켜 엔진오일의 온도가 일정온도이상으로 검출되거나, 혹은 냉각수의 온도가 일정온도 이상으로 검출되는 경우 엔진의 연소실에 공급되는 공기량을 점차적으로 줄여 엔진을 냉각시킬 수 있는 것이다.As described above, the present invention operates the engine for a long time, and when the temperature of the engine oil is detected above a certain temperature or when the temperature of the coolant is detected above the predetermined temperature, the engine is gradually reduced by gradually reducing the amount of air supplied to the combustion chamber of the engine. It can be cooled.
또한 과도한 브레이크 작동 또는 정차후 엔진오일이나 냉각수의 온도가 일정 온도이상으로 검출되는 경우 가속페달의 작동을 차단함으로써, 엔진을 냉각시킬 수 있는 것이다.In addition, when the engine oil or coolant temperature is detected to be above a certain temperature after excessive brake operation or stopping, the operation of the accelerator pedal may be blocked, thereby cooling the engine.
Claims (1)
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| KR1019960065714A KR100297792B1 (en) | 1996-12-14 | 1996-12-14 | Engine protection device in overload |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| KR1019960065714A KR100297792B1 (en) | 1996-12-14 | 1996-12-14 | Engine protection device in overload |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| KR19980047238A KR19980047238A (en) | 1998-09-15 |
| KR100297792B1 true KR100297792B1 (en) | 2001-11-22 |
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| Application Number | Title | Priority Date | Filing Date |
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| KR1019960065714A KR100297792B1 (en) | 1996-12-14 | 1996-12-14 | Engine protection device in overload |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| KR100461169B1 (en) * | 2002-09-12 | 2004-12-09 | 기아자동차주식회사 | Apparatus for preventing failure of brake and engine for car |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH01130041A (en) * | 1987-11-13 | 1989-05-23 | Hitachi Ltd | Throttle valve opening detecting method for internal combustion engine |
| JPH025742A (en) * | 1988-06-23 | 1990-01-10 | Toyota Motor Corp | Device for controlling torque of internal combustion engine |
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1996
- 1996-12-14 KR KR1019960065714A patent/KR100297792B1/en not_active IP Right Cessation
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH01130041A (en) * | 1987-11-13 | 1989-05-23 | Hitachi Ltd | Throttle valve opening detecting method for internal combustion engine |
| JPH025742A (en) * | 1988-06-23 | 1990-01-10 | Toyota Motor Corp | Device for controlling torque of internal combustion engine |
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| KR19980047238A (en) | 1998-09-15 |
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