US3919983A - Method and apparatus repetitively controlling the composition of exhaust emissions from internal combustion engines, in predetermined intervals - Google Patents

Method and apparatus repetitively controlling the composition of exhaust emissions from internal combustion engines, in predetermined intervals Download PDF

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Publication number
US3919983A
US3919983A US396477A US39647773A US3919983A US 3919983 A US3919983 A US 3919983A US 396477 A US396477 A US 396477A US 39647773 A US39647773 A US 39647773A US 3919983 A US3919983 A US 3919983A
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engine
exhaust
sensing
operating
signal
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US396477A
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English (en)
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Josef Wahl
Peter Jurgen Schmidt
Richard Zechnall
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Robert Bosch GmbH
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Robert Bosch GmbH
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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
    • 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
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1473—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the regulation method
    • F02D41/1474—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the regulation method by detecting the commutation time of the sensor
    • 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
    • F02D41/2454—Learning of the air-fuel ratio control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/14—Timing of measurement, e.g. synchronisation of measurements to the engine cycle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2700/00—Mechanical control of speed or power of a single cylinder piston engine
    • F02D2700/09—Other ways of controlling

Definitions

  • Certain intervals are determined in which output signals from an exhaust gas sensing device are sensed, [3O] Forelgn Apphcatmn Pnomy Data and then applied to a control circuit, to control the Sept. 14, 1972 Germany 2245029 fuel Supply System arburetor o fuel injection ystern) in such a direction that a predetermined ratio of 123/32 123/ 1 19 fuel and air is being supplied to the engine to provide 2 60/285 exhaust gases of predetermined composition.
  • the in- [5 C1. tervals are determined a logic ircuit has p. Fleld of Search l23/32 EA, 32 1 19 E, plied thereto engine operating parameters such as op- 119 276 erating time of the engine after having been started,
  • the present invention relates to a method and apparatus to decrease the noxious components in the exhaust emission of internal combustion engines, by supervising the exhaust, at preselected intervals, and controlling the mass ratio of air-fuel being supplied to the internal combustion engine in dependence on a sensed output signal from a sensing element, sensing the composition of the exhaust gases.
  • the adjustment of the fuel-air mixture supplying device, the carburetor, or the fuel injection system may be checked when the engine is being serviced, or tuned, and can be changed to meet requirements; the interval between service checks on the engines becomes longer and longer, however, and thus the time during which the vehicle may operate with an improperly adjusted fuel supply system may be relatively long.
  • the mass ratio of air to fuel (expressed as the air number A) is set for approximately stoichiometric value, which is to be maintained by the fuel supply system. If the supply system is set for a value of )t 1, corresponding to an air-to-fuel ratio of approximately 14.4:1, then the exhaust emissions may be controlled to be a minimum. Such a setting is provided for the engines, usually, when they are new.
  • the exhaust gas is analyzed by measuring partial oxidation pressure.
  • the system which carries out the method should be simple and, itself, not require servicing except possibly in very extended intervals, and operate reliably and accurately even under the rough conditions of random operation of motor vehicles.
  • intervals are determined in which the output signal from an exhaust gas sensing device is sensed, and applied to a control circuit which controls the fuel supply system (carburetor, or fuel injection system), in such a direction that a predetermined composition of exhaust gases is maintained.
  • the intervals themselves are determined by a logic circuit which has applied thereto at least one of these engine operating parameters: the operating time of the engine, after having once been started; engine speed; whether the engine operates under idling, or power supplying condition; engine temperature.
  • each time that the engine is started a new interval begins, and, upon logical conjunction of two or more of the foregoing parameters, an output signal is provided which effects connection of the sensing element in the exhaust gas system of the engine, to provide a control signal if the sensing system senses a deviation from a predetermined value, the control signal operating a servo system which tends to re-establish the desired exhaust composition.
  • the apparatus includes a first timing switch which is connected to a logic circuit to start a timing interval, and a logic circuit being controlled by at least one of the aforementioned operating parameters; the first timing switch is connected over a second logic circuit to a second circuit which controls a gate, which connects the output signals of the exhaust gas sensing element to the system, that is, which controls the gate to be conductive.
  • the gate becomes conductive, the servo system which tends to reset the fuel-air mixture applied to the input to re-establish proper exhaust emission, is activated.
  • the exhaust emission itself can be measured in various ways, the present invention being particularly directed to two of these.
  • One system to measure the exhaust emission utilizes a well known and quite sensitive zirconium-dioxide sensor, having platinum contacts. Such sensors have relatively short life if the fuel includes lead. It is thus desirable to expose such a sensor to the exhaust gases only for a short time and when measuring is actually proceeding.
  • the exhaust system is formed with a bypass to the exhaust gases, the sensor being located in the bypass, and the bypass itself being connected to the exhaust gases, for example by means of a flap valve, only when measurement of the exhaust gas is to be effected.
  • a second system to measure the composition of the fuel-air mixture utilizes an exhaust gas measuring device which is substantially immune to lead poisoning, or sensors having a platinum contact arrangement within a protective sleeve.
  • Such contacting may be made, for example, with catalytically active, electron conductive oxides.
  • Sensors of this type have a relatively long response time, however, that is, the output signal changes only after a certain operating condition has persisted for a predetermined period of time. It is therefore necessary that the apparatus provide a constant operating condition for a predetermined time period, for example idling conditions.
  • Such sensors which are insensitive to lead contamination, but have a slow response time may be left exposed to the exhaust gases at all times, since the contacting system is immume to lead contamina- 3 tion or a protective sleeve is provided.
  • FIG. 1 is a general, schematic, block circuit diagram to illustrate the system in accordance with the present invention
  • FIG. 1a is a fragmentary portion of the system of FIG. 1, and illustrating a modification
  • FIG. 1b is a highly schematic diagram illustrating the use of a lead sensitive sensor, in an exhaust bypass
  • FIG. 2 is a schematic, more detailed diagram illustrating an arrangement to change the fuel-air mixture in a system in which the exhaust sensor is constantly exposed to the exhaust gases;
  • FIG. 3 is a timing diagram, having timing graphs a to g and showing pulses arising in the system of FIG. 2;
  • FIG. 4 is a second embodiment of the invention to change the fuel-air mixture by control of the carburetor, or fuel injection system in dependence on composition of the exhaust gases of an automotive internal combustion engine.
  • An electrical logic circuit (FIG. 1) is connected to a plurality of sensors, providing output signals representative of operating, or operation parameters of the internal combustion engine, which includes: an engine temperature sensor 11; an idle condition sensor 12, a tachometer generator 13, providing a speed signal, ignition switch 14, and exhaust gas sensors 15.
  • the transducers ll, 12, 13, 14 and 15 provide electrical signals which are connected to the logic circuit 10.
  • the logic circuit 10 provides, at output terminal 10, an electrical signal which is applied to a signal-position transducer 16, which converts the output signal from logic circuit 10, at terminal 10, to a physical displacement. The displacement is available as a position change, schematically indicated by junction point 16.
  • the displacement at junction 16 is applied, for example, as a displacement of a potentiometer 17, which controls a control parameter in the fuel injection system 18, supplying fuel, together with air, to the internal combustion engine.
  • the control is so connected, that the duration of injection of fuel counteracts any deviation of sensed exhaust gas emission from a set standard, by changing the duration andopening time of the fuel, with respect to the then existing air flow.
  • the fuel-air supply system is a carburetor 19 (FIG. 1a) then the mechanical displacement available at point 16 is connected to an air-fuel adjustment device in the carburetor, schematically indicated as A control 20.
  • the A control 20 may, for example, be a control flap in a bypass, or the like, which can be directly controlled from the displacement available at point 16.
  • the relative bypassed air to carburetor 19 By changing the relative bypassed air to carburetor 19, the relative proportion of air and fuel of the air-fuel mixture provided by the carburetor 19 will be changed, due to the addition of more, or less additional air to the mixture.
  • FIG. lb illustrates a system in which the sensor or transducer 15 is connected only temporarily.
  • the exhaust pipe 52 has a bypass 53 connected therein, which can be selectively closed off by a flap valve 54.
  • Sensor 15 is located in the bypass, and electrically connected by output line 15'.
  • the position of the flap 54 is controlled by a linkage 55 from a magnet 51 which is energized from an output of logic circuit 10, connected to junction 10.
  • logic circuit 10 provides output signals which are utilized to control the relative proportion of air and fuel being supplied to the internal combustion engine either by a fuel injection system 18 or by a carburetor 19, by controlling either the air flow, fuel flow, or fuel injection time, as the case may be.
  • a first bistable flip-flop (FF) controls 21 a first timing circuit, over a logic circuit formed as AND gate 22.
  • the timing circuit is a monostable multivibrator (MMV) 23.
  • MMV monostable multivibrator
  • FF 21 is connected to the ignition switch 14 over a differentiating network formed by a capacitor 25 and resistor 24. Ignition switch 14 is turned ON, when the internal combustion engine'(not shown) is started.
  • FF 21 has a second input which is connected to the output of a threshold switch 26, which includes an operational amplifier 27, having one input connected to engine temperature sensor 11.
  • the second input of the AND gate 22 is connected to an idle sensing switch 12. This switch is closed only when the accelerator control of the engine is not operated, that is, when the engine is idling. When the engine is not idling, switch 12 is open.
  • the third input to the AND gate 22 is connected to a speed sensing switch 9, which has its input connected to a tachometer generator 13. When the speed is at a certain value, an output is derived from switch 9.
  • the output of the AND gate 22 is connected to the input of MMV 23.
  • the idle switch 12 is further connected to an input of a second FF 28.
  • the output of the second FF 28 is connected to the input terminal 30 of a logic AND gate 29, the first input 31 of which is connected to the first output of MMV 23.
  • the second output of MMV 23 is connected to an input of FF 28.
  • a further input of the FF 28 is connected to the output of the R/C circuit 24, 25 of the differentiator connected to the ignition switch 14.
  • the output of the AND gate 29 is connected to the input of a second timing switch formed as MMV 32.
  • the first output of MMV 32 is connected to an input of the first FF 21; a second output of MMV 32 is connected to the signal/position transducer 16.
  • the signal/position transducer 16 has an input gate 33 which has two AND gates 34, 35. One input, each, of the AND gates 34, 35 is connected to the output of the MMV 32.
  • AND gate 34 is connected directly to the output of an amplifier 36; AND gate 35 is connected to the amplifier 36 over an inverting input.
  • Amplifier 36 is a threshold amplifier and provides a signal when the signal from the exhaust gas sensor 15 reaches a certain value.
  • the output of the AND gate 34' is connected to the control electrode of a transistor 39; the output of the AND gate 35 is connected to the control electrode of a transistor 37.
  • the transistors 37, 39 have their respective emitters grounded; their collectors are connected to a motor 38 which can be connected to a source of potential over one, or the other of the transistors.
  • idle switch 12 provides an output indicating that the engine is idling
  • the second input of AND gate 22 will have a l-signal. If, further, the engine speed is such that the engine is at idling speed, as sensed by tachometer generator 13 and switch 9, a l-signal will be on the third input of AND gate 22 which provides an output l-signal to the MMV 23 which will be triggered into unstable state.
  • the second FF 28 will be set. It will be immediately reset as soon as the idle switch 12 opens. This means that only if the idle switch 12 remains closed during the unstable state of the MMV 23, the second MMV 32 can be triggered into unstable condition over the AND gate 29, that is, upon enabling of terminal 30.
  • the unstable time of the second MMV 32 is comparatively short.
  • the output signal of sensor will thus be applied over the AND gates 34, 35 to transistors 37, 39, controlling the motor 38 only during this unstable time period, in order to cause motor 38 to operate, for example by changing the tap point of a variable resistor, included in the control portion of an electronic fuel injection system; or to change the angular position of a flap valve in a carburetor fuel supply system.
  • transistor 37 commands rotation of motor 38 in one direction
  • transistor 39 commands rotation of the motor in the other direction, depending upon the respective output from amplifier 36 which, in turn, will depend upon whether the values applied to the amplifier 36 are above, or below a reference determined by a voltage divider connected to a reference potential R.
  • Output voltage of the sensor is compared over a line 15' with the voltage of the reference.
  • either transistor 37 or 39 will be rendered conductive, thus causing operation of the motor in one direction or the other.
  • the second 6 MMV 32 is operated only when the first FF 28 provides a l-signal beyond the unstable switching state of the MMV 32 (graph e) to provide a short pulse, graph g, so that the operating circuit can change the relative ratio of air and fuel being supplied to the internal combustion engine.
  • the direction of rotation of servo motor 38 of signalposition transducer 16 is determined by the amplifier 36, which is an operational amplifier connected as a threshold switch.
  • the output signal of the sensor 15 is compared with a predetermined reference R; depending on the result, one or the other of the AND gates 34, 35 will be enabled, to control transistors 37, 39, respectively, to be conductive.
  • the first FF 21 Upon switch-over of the MMV 32 into unstable state, the first FF 21 is set into its original state, so that the next time that a change in the relative proportion of air and fuel can be controlled by motor 38 can occur only when switch 14 is again operated, that is, if the other conditions pertain and, further, the engine is again started.
  • the set terminal of the second FF 28 is connected to the first MMV 23, to be set upon return of the first MMV 23 to its original state, unless, of course, either the ignition switch is operated, or the idle signal (graph d) from transducer 12 persists.
  • FIG. 4 illustrates a modified embodiment, in which similar, or similarly operating parts have been given the same reference numerals and will not be described again in detail.
  • R/C differentiator 24, 25 connects ignition switch 14 to FF 21, and the temperature threshold switch 26 connects the reset terminal of the FF 21.
  • the output of AND gate 29 is connected to the input of a third FF 40.
  • the FF 40 is further connected to the idle switch 12 and to the output of operational amplifier 36, connected as a threshold switch.
  • One output of FF 40 is connected to a first input of an AND gate 41, the second input of which is connected to the output of the second FF 28.
  • the second output of the FF 40 is connected to the common inputs to the AND gates 34, 35, the other inputs of which are connected to the operation amplifier 36, directly, or over an inverting input, as in the example of FIG. 2.
  • circuitof FIG. 4 when switch 14 is connected, the two FFs 21, 28 will be changed to set state. When the temperature has reached a predetermined level, as determined by switch 26, FF 28 will change state to be reset, so that AND gate 22 will have a l-signal at a first terminal. If idle switch 12 and speed switch 9 also provide 1-signals, MMV 23 is changed to unstable state, which changes over the second FF 28, and over AND gate 29, third FF 40 will be set. When the FF 40 is set, the motor 38 of the signal-position transducer will operate until the output from sensor 15, on line 15, balances the value set by the voltage divider connected between reference source'R and has reached its proper value.
  • the adjustment device in accordance with the present invention provides an electronically controlled supervision of exhaust gases, and adjustment of the airfuel ratio (air number A) upon the logical conjunction of certain operating conditions.
  • the logic circuit is activated, that is, is set to be operated.
  • logic circuits provide for sensing of the exhaust gas sensors, for comparison with a reference value. This occurs only, however, if the operating state of the internal combustion engine remained, for a certain period of time, without interruption in idling conditions, and only the first time after the desired operating temperature has been exceeded.
  • the adjustment is provided by changing a suitable element in the air/fuel supply to the engine, driven by a motor 38, for example changing the setting of a potentiometer in the control circuit of the fuel injection system, or the setting of a link, valve, or flap in the air, or fuel supply to the internal combustion engine, or in connection with the carburetor.
  • a motor 38 for example changing the setting of a potentiometer in the control circuit of the fuel injection system, or the setting of a link, valve, or flap in the air, or fuel supply to the internal combustion engine, or in connection with the carburetor.
  • the motor rotates to the right, or to the left, to re-establish balance.
  • the operating period of the motor, itself is limited.
  • adjustment will be slow and the first time that a deviation is sensed, the adjustment may not entirely compensate for the deviation, since MMV 32 (FIG. 2) may reset before full compensation has been obtained, or because idling condition may no longer pertain (FIG. 4).
  • the motor will operate until balance is obtained, and provided that the operating parameters, logically permitting energization of the motor continue. It is also possible to so connect the logic circuit that the motor will continue to ope rate until balance is obtained even though the time period during which measurement is initiated has terminated.
  • the readjustment may be limited to occur only when the motor changes from cold to warm condition, that is, each time that the motor is started after prolonged shut-down. The readjustment may also be made each time that a plurality of conditions continue to persist, for example motor at operating temperature, a definite operating state of the engine (for example idle), a predetermined speed.
  • idling speed of the internal combustion engine it is not necessary to select idling speed of the internal combustion engine as one of the parameters; other parameters may be used, provided that, in ordinary operation, they persist for a sufficiently long period of time so that oxygen sensors which are subject to delay in response, can reach balance. Such oxygen sensors usually require several seconds for electrical balance with the gases being sensed.
  • any parameters which remain in this condition for a time sufficient for the sensor to respond may be selected, such as speed, throttle position, pressure (or rather, vacuum) in the intake manifold, air flow, or air/fuel flow to the engine, or any other operating, or operation condition of the engine which can be clearly defined, and which is apt to recur in definite intervals.
  • the bypass (FIG. lb) in which the sensor 15 is located if, for example, it is subject to contamination by lead, may be operated by a flap, controlled from a solenoid 51 which is connected to terminal the output of the logic circuit. Terminal 10 is shown in FIGS. 2 and 4, and provides an output which is independent of the sensor itself.
  • the solenoid 51 can also be connected to be operated when the FF 21 provides a l-signal on its output line, in order to provide some pre-heating time to the sensor 15 so that heat balance can be achieved before the actual measurement is made, which will control the motor 38 (compare graphs b and g in FIG. 3), the flap valve 54 being closed as soon as FF 21 is again set. This flap valve will remain closed until the engine is again started, and another measuring cycle can commence.
  • the output at terminal 10 need not be applied to a system including a servo motor 38 to control a potentiometer, to change the electronic circuit controlling the fuel injection time, but, rather the output at terminal 10 can be used to electronically control the operating times, for example by connecting transistors 37, 39, selectively, in a shunt circuit to a timing element in the electronic fuel injection circuit, such as capacitor, or the like, to change the discharge, or charge rate of the capacitor, and thus change the timing of the injection duration of fuel by the fuel injection circuit.
  • a timing element in the electronic fuel injection circuit such as capacitor, or the like
  • Method of controlling the composition of the exhaust gases from internal combustion engines including the step of controlling the relative proportion (A) of air and fuel being applied to the engine;
  • operating parameters of the engine comprising at least one of: operating time of the engine upon starting, after having been stopped; engine speed; engine operation under idling, or power supplying condition; engine temperature;
  • step of sensing an operating parameter of the engine comprises sensing that the engine is operating under idling condi- 9 tions, has reached a predetermined temperature level, has a speed within a predetermined range, and that these conditions pertain for the first time upon repeated operation of the engine after it had been stopped.
  • Method of controlling the composition of the exhaust gases from internal combustion engines including the step of controlling the relative proportion (A) of air and fuel being applied to theengine;
  • sensing operating parameters of the engine comprising at least one of: engine speed; engine operation under idling, or power supplying condition; engine temperature; providing an indication signal of at least one of said operating parameters having reached a predetermined value;
  • step of sensing operating parameters of the engine comprises sensing that the engine is operating under idling conditions, has reached a predetermined temperature level, has a speed within a predetermined range, and that these conditions pertain for the first time upon repeated operation of the engine after it had been stopped.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Control Of The Air-Fuel Ratio Of Carburetors (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
US396477A 1972-09-14 1973-09-12 Method and apparatus repetitively controlling the composition of exhaust emissions from internal combustion engines, in predetermined intervals Expired - Lifetime US3919983A (en)

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US05/597,561 US4040394A (en) 1972-09-14 1975-07-21 Apparatus repetitively controlling the composition of exhaust emissions from internal combustion engines, in predetermined intervals

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Application Number Priority Date Filing Date Title
DE2245029A DE2245029C3 (de) 1972-09-14 1972-09-14 Verfahren und Vorrichtung zur Abgasentgiftung von Brennkraftmaschinen

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US (1) US3919983A (sv)
JP (1) JPS572899B2 (sv)
DE (1) DE2245029C3 (sv)
FR (1) FR2200441B1 (sv)
GB (1) GB1449221A (sv)
IT (1) IT1022020B (sv)
NL (1) NL7312641A (sv)
SE (1) SE388008B (sv)

Cited By (22)

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US3990411A (en) * 1975-07-14 1976-11-09 Gene Y. Wen Control system for normalizing the air/fuel ratio in a fuel injection system
US4019474A (en) * 1974-11-01 1977-04-26 Hitachi, Ltd. Air-fuel ratio regulating apparatus for an internal combustion engine with exhaust gas sensor characteristic compensation
US4022171A (en) * 1974-05-24 1977-05-10 Bernard Laprade Process and device for controlling an electric valve for regulating the supply of the fuel air mixture to internal combustion engines
US4073269A (en) * 1974-09-04 1978-02-14 Robert Bosch Gmbh Fuel injection system
US4084558A (en) * 1975-02-27 1978-04-18 Nippon Soken, Inc. Air-to-fuel ratio controlling system for internal combustion engines
US4099491A (en) * 1975-02-25 1978-07-11 The Bendix Corporation System controlling any air/fuel ratio with stoichiometric sensor and asymmetrical integration
US4104998A (en) * 1975-04-25 1978-08-08 Chrysler Corporation Engine control system
US4112880A (en) * 1975-12-27 1978-09-12 Nissan Motor Company, Limited Method of and mixture control system for varying the mixture control point relative to a fixed reference
US4123999A (en) * 1975-10-28 1978-11-07 Nissan Motor Company, Ltd. Feedback air-fuel ratio control system for internal combustion engine capable of providing constant control signal at start of fuel feed
US4131087A (en) * 1974-11-22 1978-12-26 The Lucas Electrical Company Limited Fuel injection system for an internal combustion engine
US4137877A (en) * 1976-03-24 1979-02-06 Masaaki Saito Electronic closed loop air-fuel ratio control system
US4144847A (en) * 1975-12-27 1979-03-20 Nissan Motor Company, Limited Emission control apparatus for internal engines with means for generating step function voltage compensating signals
US4158347A (en) * 1976-04-28 1979-06-19 Toyota Jidosha Kogyo Kabushiki Kaisha Fuel supply system for use in internal combustion engine
US4170201A (en) * 1977-05-31 1979-10-09 The Bendix Corporation Dual mode hybrid control for electronic fuel injection system
US4170969A (en) * 1974-06-11 1979-10-16 Nissan Motor Company, Limited Air fuel mixture control apparatus for internal combustion engines
US4173952A (en) * 1975-04-24 1979-11-13 Nissan Motor Company, Limited Closed-loop mixture control system for an internal combustion engine with improved response characteristic to idling condition
US4186691A (en) * 1976-09-06 1980-02-05 Nissan Motor Company, Limited Delayed response disabling circuit for closed loop controlled internal combustion engines
US4210106A (en) * 1975-10-13 1980-07-01 Robert Bosch Gmbh Method and apparatus for regulating a combustible mixture
USRE31174E (en) * 1974-09-04 1983-03-15 Robert Bosch Gmbh Fuel injection system
US5386373A (en) * 1993-08-05 1995-01-31 Pavilion Technologies, Inc. Virtual continuous emission monitoring system with sensor validation
US5539638A (en) * 1993-08-05 1996-07-23 Pavilion Technologies, Inc. Virtual emissions monitor for automobile
US5970426A (en) * 1995-09-22 1999-10-19 Rosemount Analytical Inc. Emission monitoring system

Families Citing this family (12)

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US4109615A (en) * 1974-10-21 1978-08-29 Nissan Motor Company, Limited Apparatus for controlling the ratio of air to fuel of air-fuel mixture of internal combustion engine
US3948228A (en) * 1974-11-06 1976-04-06 The Bendix Corporation Exhaust gas sensor operational detection system
GB1492284A (en) * 1974-11-06 1977-11-16 Nissan Motor Air fuel mixture control apparatus for internal combustion engines
DE2649272C2 (de) * 1976-05-22 1986-04-03 Robert Bosch Gmbh, 7000 Stuttgart Regelverfahren und Gemischverhältnisregeleinrichtung zur Bestimmung der Verhältnisanteile eines einer Brennkraftmaschine zugeführten Kraftstoff-Luftgemisches
IT1081383B (it) * 1977-04-27 1985-05-21 Magneti Marelli Spa Apparecchiatura elettronica per il controllo dell'alimentazione di una miscela aria/benzina di un motore a combustione interna
JPS57105530A (en) * 1980-12-23 1982-07-01 Toyota Motor Corp Air-fuel ratio controlling method for internal combustion engine
JPS60101238A (ja) * 1984-10-01 1985-06-05 Nissan Motor Co Ltd エンジンの燃料制御装置
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US4022171A (en) * 1974-05-24 1977-05-10 Bernard Laprade Process and device for controlling an electric valve for regulating the supply of the fuel air mixture to internal combustion engines
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US4073269A (en) * 1974-09-04 1978-02-14 Robert Bosch Gmbh Fuel injection system
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US4019474A (en) * 1974-11-01 1977-04-26 Hitachi, Ltd. Air-fuel ratio regulating apparatus for an internal combustion engine with exhaust gas sensor characteristic compensation
US4131087A (en) * 1974-11-22 1978-12-26 The Lucas Electrical Company Limited Fuel injection system for an internal combustion engine
US4099491A (en) * 1975-02-25 1978-07-11 The Bendix Corporation System controlling any air/fuel ratio with stoichiometric sensor and asymmetrical integration
US4084558A (en) * 1975-02-27 1978-04-18 Nippon Soken, Inc. Air-to-fuel ratio controlling system for internal combustion engines
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US4104998A (en) * 1975-04-25 1978-08-08 Chrysler Corporation Engine control system
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US4137877A (en) * 1976-03-24 1979-02-06 Masaaki Saito Electronic closed loop air-fuel ratio control system
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Also Published As

Publication number Publication date
DE2245029A1 (de) 1974-03-21
GB1449221A (en) 1976-09-15
SE388008B (sv) 1976-09-20
DE2245029B2 (de) 1980-11-20
NL7312641A (sv) 1974-03-18
FR2200441A1 (sv) 1974-04-19
JPS5047036A (sv) 1975-04-26
DE2245029C3 (de) 1981-08-20
FR2200441B1 (sv) 1976-10-01
JPS572899B2 (sv) 1982-01-19
IT1022020B (it) 1978-03-20

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