US20020062687A1 - Volumetric efficiency compensation for dual independent continuously variable cam phasing - Google Patents
Volumetric efficiency compensation for dual independent continuously variable cam phasing Download PDFInfo
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- US20020062687A1 US20020062687A1 US09/732,656 US73265600A US2002062687A1 US 20020062687 A1 US20020062687 A1 US 20020062687A1 US 73265600 A US73265600 A US 73265600A US 2002062687 A1 US2002062687 A1 US 2002062687A1
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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
- 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
- F02D13/0203—Variable control of intake and exhaust valves
- F02D13/0215—Variable control of intake and exhaust valves changing the valve timing only
- F02D13/0219—Variable control of intake and exhaust valves changing the valve timing only by shifting the phase, i.e. the opening periods of the valves are constant
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- 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
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
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- 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
- F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
- F01L9/10—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic
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- 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
- F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
- F01L9/20—Valve-gear or valve arrangements actuated non-mechanically by electric means
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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
- F02D41/0002—Controlling intake air
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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
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
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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
- F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
- F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
- F02D41/2409—Addressing techniques specially adapted therefor
- F02D41/2422—Selective use of one or more tables
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- 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
- F01L2800/00—Methods of operation using a variable valve timing mechanism
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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
- F02D41/0002—Controlling intake air
- F02D2041/001—Controlling intake air for engines with variable valve actuation
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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
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/04—Engine intake system parameters
- F02D2200/0402—Engine intake system parameters the parameter being determined by using a model of the engine intake or its components
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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
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/04—Engine intake system parameters
- F02D2200/0411—Volumetric efficiency
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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
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
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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
- F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
- F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
- F02D41/2425—Particular ways of programming the data
- F02D41/2429—Methods of calibrating or learning
- F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
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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
- F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
- F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
- F02D41/2425—Particular ways of programming the data
- F02D41/2429—Methods of calibrating or learning
- F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
- F02D41/2464—Characteristics of actuators
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- 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
- F02M13/00—Arrangements of two or more separate carburettors; Carburettors using more than one fuel
- F02M13/02—Separate carburettors
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- 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
-
- 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
- Y02T10/40—Engine management systems
Abstract
Description
- This invention relates to the control of an internal combustion engine having intake and exhaust camshafts that are independently and continuously variable, and more particularly to a method of estimating the volumetric efficiency of the engine for purposes of engine fuel control.
- Accurate control of engine air/fuel ratio requires knowledge of the mass air flow entering the engine cylinders in each combustion cycle. Ordinarily, this can be accurately determined through a speed-density calculation based on the measured engine speed (ES) and intake manifold temperature (MAT) and absolute pressure (MAP), taking into account various factors including the volumetric efficiency of the engine. The volumetric efficiency, in turn, can be estimated based on engine speed ES and a pressure ratio (PR) between the intake and exhaust manifolds of the engine; see, for example, the U.S. Pat. No. 5,714,683, issued on Feb. 3, 1998, and incorporated herein by reference.
- The above-described process must be adjusted for engines equipped with cam phasing mechanisms because varying the phase of an intake or exhaust camshaft (relative to the crankshaft) changes the breathing characteristics, and therefore the volumetric efficiency, of the engine. In the above-mentioned U.S. Pat. No. 5,714,683, this is achieved in the case of single or dual-equal cam phasing by computing a cam-phase compensated mass airflow as a function of the cam phase angle using a second-order equation to approximate a nominal mass airflow vs. cam phase relationship, and then adjusting the nominal mass airflow for pressure and temperature effects. In that approach, the coefficients of the second-order equation are determined by table-look-up based on engine speed ES and the pressure ratio PR, with the table values being determined by bench calibration for various combinations of cam phase angle, engine speed ES and pressure ratio PR. Theoretically, a similar approach could be used to determine volumetric efficiency, from which mass airflow could be computed as mentioned in the preceding paragraph. However, such an approach becomes highly impractical for engines having independently controlled variable intake and exhaust cam phasing mechanisms since the number of required look-up tables (and consequently, the required calibration effort) increases dramatically. Accordingly, what is needed is a more practical and efficient method of accurately estimating the volumetric efficiency of an engine having dual independent cam phase variation.
- The present invention is directed to an improved method of estimating the volumetric efficiency of an internal combustion engine having independent intake and exhaust cam phase variation, the method providing a significant reduction in stored data requirements and calibration effort, compared to known methods. According to the invention, the effects of intake and exhaust cam phase variation are de-coupled, and a nominal or base estimate of the volumetric efficiency is compensated for dual cam phase variation in a process involving two successive stages: an intake stage, and an exhaust stage. The intake stage compensates for the effects of intake cam variation, using the base volumetric efficiency estimate as a starting point; and the exhaust stage compensates for the effects of exhaust cam variation, using the output of the intake stage as a starting point. The volumetric efficiency so compensated is then used to accurately compute the mass intake airflow for engine control purposes.
- FIG. 1 is a schematic diagram of an internal combustion engine having independent intake and exhaust cam phase mechanisms and a microprocessor-based engine control unit programmed for carrying out the control of this invention.
- FIG. 2 is a high level block diagram illustrating a method carried out by the engine control unit of FIG. 1 according to this invention.
- FIG. 3 is a block diagram detailing a portion of the block diagram of FIG. 2.
- Referring to the drawings, and particularly to FIG. 1, the
reference numeral 10 generally designates a four-stroke internal combustion engine controlled by a microprocessor-based engine control module (ECM) 12. Inlet air at atmospheric pressure passes throughfresh air inlet 14,air cleaner 16 andintake duct 18 intothrottle body 20. Athrottle plate 22 rotatably disposed in thethrottle body 20 is manually or electronically positioned to vary restriction to the inlet air. The position ofthrottle plate 22 is detected by thesensor 24, which provides a throttle position signal (TP) toECM 12 online 26. A portion of inlet air is routed pastthrottle plate 22 throughconduits air bypass valve 32. Thebypass valve 32 is positioned by astepper motor 34, and theECM 12 supplies an idle air control (IAC) signal online 35 to steppermotor 34 during engine idle for purposes of maintaining a desired engine idle speed. Airflow out ofthrottle body 20 is coupled throughintake duct 44 into the intake manifold plenum volume 46 (referred to hereinafter simply as the intake manifold). Conventional pressure andtemperature transducers intake manifold 46 and provide manifold absolute pressure and temperature signals (IMAP, IMAT) toECM 12 vialines cylinder intake runners 52couple intake manifold 46 to thecombustion chambers 54 ofrespective engine cylinders 56, only onecylinder 56 being shown in FIG. 1. Eachcombustion chamber 54 is separated from theengine crankcase 58 by arespective piston 60 which engages the inside wall of the respective cylinder. A quantity of fuel is injected viaconventional fuel injector 62 in response to a fuel injection command signal (FUEL) fromECM 12 online 64. In the illustrated embodiment, the fuel mixes with the inlet air and is drawn into thecombustion chamber 54 during an intake event when a cam-operatedintake valve 66 opens anintake port 67. The air-fuel mixture is ignited in thecombustion chamber 54 during a combustion event initiated by a timed spark across the spaced electrodes ofspark plug 68, which is controlled byECM 12 via a spark control signal (SPK)line 70. Gasses produced during the combustion event are exhausted throughexhaust runner 72 toexhaust manifold 74 during an exhaust event when a cam-operatedexhaust valve 76 opens anexhaust port 78. The exhaust gasses pass through theexhaust manifold 74 to anexhaust duct 82 leading tocatalytic converter 84 andtailpipe 86. A portion of the exhaust gasses are drawn fromexhaust manifold 74 throughconduits valve 92 into theintake manifold 46 for mixing with inlet air for delivery to thecylinder combustion chambers 54. TheECM 12 issues an EGR control signal (EGR) online 94 for positioning theEGR valve 92 with solenoid orstepper motor 96 to vary the dilution of the fresh inlet air with exhaust gasses for improved emission control and fuel economy. - The
engine 10 is additionally equipped with intake and exhaust variablecam phase mechanisms exhaust camshafts exhaust valves ECM 12 issues intake and exhaust cam phase control signals ICAM, ECAM tocam phase mechanisms lines - As indicated above, accurate control of the engine air/fuel ratio requires an accurate estimation of the mass airflow entering the
engine combustion chambers 54 in each combustion cycle. To this end, the so-called speed-density method has been used to accurately compute the mass airflow (MAF) based on the measured engine speed (ES) and intake manifold temperature (IMAT) and absolute pressure (IMAP), and the engine volumetric efficiency VE as follows: - MAF=(IMAP*Vd*ES*VE)/(2*R*IMAT) (1)
- where Vd is the combustion chamber volume and R is a gas constant. The volumetric efficiency, defined as the ratio of the air volume ingested into the
combustion chambers 54 to the swept volume of thepistons 60, can be estimated based on engine speed ES and a ratio (PR) of the intake manifold pressure IMAP to the exhaust manifold absolute pressure (EMAP), as follows: - VE=A+(B*PR) (2)
- where the coefficients A and B are empirically determined functions of engine speed ES for a given cam phasing. In the illustrated embodiment, the volumetric efficiency is simply determined by table-look up as a combined function of engine speed ES and pressure ratio PR, and is referred to herein as the nominal or base volumetric efficiency VEbase. Of course, the actual volumetric efficiency deviates from VEbase when the intake and/or exhaust cam phase is varied, as mentioned above. Although the table-look-up approach could theoretically be extended to account for the cam phase variation, it is impractical to do so, particularly in applications as depicted in FIG. 1 where the intake and exhaust cam phase relationships are independently varied. Even if the volumetric efficiency vs. cam phase relationship were approximated as a second or third order equation, the coefficients of the equation would have to be determined empirically, requiring numerous look-up tables to account for the various possible combinations of intake and exhaust cam phase.
- The method of the present invention overcomes the above-described problems by de-coupling the effects of intake cam and exhaust cam phase variation, and compensating the base volumetric efficiency VEbase in two successive stages, one stage compensating for intake cam phase variation, and the other stage compensating for exhaust cam phase variation. With this approach, the number of required look-up tables, along with the corresponding memory requirements and calibration effort, is dramatically reduced. According to the invention, the volumetric efficiency vs. cam phase relationship is approximated as a non-linear second order equation of the form:
- VE(x)=a 0−(a 1 *x)−(a 2 * x 2) (3)
- where x is the intake or exhaust cam phase angle, the coefficient a0 represents an initial volumetric efficiency, and the coefficients a1 and a2 are empirically determined based on engine speed ES and the pressure ratio PR. In a preferred embodiment of the invention, the first stage (also referred to herein as the intake stage) uses the base volumetric efficiency VEbase as an initial value (a0) and compensates for the effects of intake cam variation, while the second stage (also referred to herein as the exhaust stage) uses the output of the intake stage as an initial value, and compensates for the effects of exhaust cam variation.
- The block diagram of FIG. 2 generally illustrates the above approach, where
block intake stage 122 produces a modified volumetric efficiency VE′ based on VEbase and the intake coefficients a11 and a12, and theexhaust stage 124 produces a further modified volumetric efficiency VE″ based on VE′ and the exhaust coefficients aE1 and aE2. Finally, the mass air flow (MAF)calculation block 126 produces the intake mass airflow MAF based on VE″, IMAT, IMAP and ES, using VE″ for the volumetric efficiency term in equation (1) above. TheECM 12 then uses the MAF value, among other factors, to determine the fuel control signal FUEL applied to injectors 62. - A more detailed illustration of the VE″ determination is depicted in the block diagram of FIG. 3, where separate look-up tables130, 132, 134 and 136 are provided for storing empirically determined values of the coefficients a11, a12, aE1 and aE2. These four tables, along with VEbase table 120, define the total stored data requirement for determining VE″, an estimate of the volumetric efficiency that is accurately compensated for any combination of intake and exhaust cam phase angles ICAM and ECAM. Each of the tables 120, 132, 134 and 136 receive engine speed ES and the pressure ratio PR as inputs, with
block 138 forming the pressure ratio PR based on intake and exhaust manifold pressure values IMAP and EMAP. In certain implementations, it may be acceptable to use simply IMAP instead of PR, since EMAP is relatively constant, and PR varies predominantly due to variations in IMAP. The n2 blocks 140 and 142 respectively provide the ICAM2 and ECAM2 terms corresponding to x2 in equation (3), and multiplier blocks 144, 146, 148, 150 and summation blocks 152, 154 combine VEbase, ICAM, ICAM2, ECAM, ECAM2 and the coefficients a11, a12, aE1 and aE2 as required. Finally, it may be useful in certain applications to include an additional table (not shown) for scaling VE″ based on particular combinations of ICAM and ECAM to compensate for various anomalies observed during the calibration process. - As indicated, the small number of look-up tables required according to the above-described method translates into corresponding reductions in the ECM memory requirements and the associated table calibration effort. The table values may be calibrated by dynamometer mapping for several different intake and exhaust phase angles, as will be well known to those skilled in the art. Additionally, the calibration effort may be significantly simplified by using an off-line second (or higher) order interpolation technique (such as an Lagrange interpolation) to derive table data intermediate to the calibrated data.
- In summary, the present invention provides a very practical methodology for estimating the volumetric efficiency of an internal combustion engine having dual independent cam phase adjustment. While described in reference to the illustrated embodiment, it is expected that various modifications in addition to those mentioned above will occur to those skilled in the art. For example, exhaust cam phase compensation may be performed prior to intake cam phase compensation, although the illustrated methodology is preferred. Thus, it will be understood that methods incorporating these and other modifications may fall within the scope of this invention. which is defined by the appended claims.
Claims (7)
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
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US09/732,656 US6393903B1 (en) | 1999-12-10 | 2000-11-30 | Volumetric efficiency compensation for dual independent continuously variable cam phasing |
EP00982442A EP1240419A1 (en) | 1999-12-10 | 2000-12-06 | Volumetric efficiency compensation for dual independent continuously variable cam phasing |
JP2001543901A JP2004502892A (en) | 1999-12-10 | 2000-12-06 | Volumetric Efficiency Compensation for Dual Independent Continuously Variable Cam Phasing |
Applications Claiming Priority (2)
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US17018399P | 1999-12-10 | 1999-12-10 | |
US09/732,656 US6393903B1 (en) | 1999-12-10 | 2000-11-30 | Volumetric efficiency compensation for dual independent continuously variable cam phasing |
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US6393903B1 US6393903B1 (en) | 2002-05-28 |
US20020062687A1 true US20020062687A1 (en) | 2002-05-30 |
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US09/732,656 Expired - Lifetime US6393903B1 (en) | 1999-12-10 | 2000-11-30 | Volumetric efficiency compensation for dual independent continuously variable cam phasing |
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US (1) | US6393903B1 (en) |
EP (1) | EP1240419A1 (en) |
JP (1) | JP2004502892A (en) |
WO (1) | WO2001042641A1 (en) |
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CN110608105A (en) * | 2018-06-15 | 2019-12-24 | 上海汽车集团股份有限公司 | Automatic calibration method and device for inflation efficiency |
US10753291B1 (en) * | 2019-05-13 | 2020-08-25 | Hyundai Motor Company | System and method of controlling engine provided with dual continuously variable valve duration device |
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US6550451B1 (en) * | 2002-06-04 | 2003-04-22 | Delphi Technologies, Inc. | Method of estimating residual exhaust gas concentration in a variable cam phase engine |
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JP5379918B1 (en) * | 2013-01-11 | 2013-12-25 | 三菱電機株式会社 | Control device for internal combustion engine |
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2000
- 2000-11-30 US US09/732,656 patent/US6393903B1/en not_active Expired - Lifetime
- 2000-12-06 EP EP00982442A patent/EP1240419A1/en not_active Withdrawn
- 2000-12-06 WO PCT/US2000/032992 patent/WO2001042641A1/en not_active Application Discontinuation
- 2000-12-06 JP JP2001543901A patent/JP2004502892A/en active Pending
Cited By (7)
Publication number | Priority date | Publication date | Assignee | Title |
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US20080190405A1 (en) * | 2004-06-24 | 2008-08-14 | Gerhard Eser | Internal Combustion Engine and Method for Controlling a Supercharged Internal Combustion Engine |
US7597092B2 (en) * | 2004-06-24 | 2009-10-06 | Siemens Aktiengesellschaft | Internal combustion engine and method for controlling a supercharged internal combustion engine |
EP3124776A1 (en) * | 2015-07-28 | 2017-02-01 | Toyota Jidosha Kabushiki Kaisha | Control device for internal combustion engine |
US20170030284A1 (en) * | 2015-07-28 | 2017-02-02 | Toyota Jidosha Kabushiki Kaisha | Control device for internal combustion engine |
US9885306B2 (en) * | 2015-07-28 | 2018-02-06 | Toyota Jidosha Kabushiki Kaisha | Control device for internal combustion engine |
CN110608105A (en) * | 2018-06-15 | 2019-12-24 | 上海汽车集团股份有限公司 | Automatic calibration method and device for inflation efficiency |
US10753291B1 (en) * | 2019-05-13 | 2020-08-25 | Hyundai Motor Company | System and method of controlling engine provided with dual continuously variable valve duration device |
Also Published As
Publication number | Publication date |
---|---|
EP1240419A1 (en) | 2002-09-18 |
WO2001042641A1 (en) | 2001-06-14 |
JP2004502892A (en) | 2004-01-29 |
US6393903B1 (en) | 2002-05-28 |
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