WO2004013488A1 - Dispositif de commande a volet de depart automatique - Google Patents

Dispositif de commande a volet de depart automatique Download PDF

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Publication number
WO2004013488A1
WO2004013488A1 PCT/JP2003/004662 JP0304662W WO2004013488A1 WO 2004013488 A1 WO2004013488 A1 WO 2004013488A1 JP 0304662 W JP0304662 W JP 0304662W WO 2004013488 A1 WO2004013488 A1 WO 2004013488A1
Authority
WO
WIPO (PCT)
Prior art keywords
heater
atmospheric pressure
engine temperature
engine
delay time
Prior art date
Application number
PCT/JP2003/004662
Other languages
English (en)
Japanese (ja)
Inventor
Masashi Suzuki
Original Assignee
Yamaha Hatsudoki Kabushiki Kaisha
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Yamaha Hatsudoki Kabushiki Kaisha filed Critical Yamaha Hatsudoki Kabushiki Kaisha
Priority to AU2003236223A priority Critical patent/AU2003236223A1/en
Publication of WO2004013488A1 publication Critical patent/WO2004013488A1/fr

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
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F02D41/067—Introducing corrections for particular operating conditions for engine starting or warming up for starting with control of the choke
    • 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
    • F02M1/00—Carburettors with means for facilitating engine's starting or its idling below operational temperatures
    • F02M1/08—Carburettors with means for facilitating engine's starting or its idling below operational temperatures the means to facilitate starting or idling becoming operative or inoperative automatically
    • F02M1/10—Carburettors with means for facilitating engine's starting or its idling below operational temperatures the means to facilitate starting or idling becoming operative or inoperative automatically dependent on engine temperature, e.g. having thermostat
    • F02M1/12—Carburettors with means for facilitating engine's starting or its idling below operational temperatures the means to facilitate starting or idling becoming operative or inoperative automatically dependent on engine temperature, e.g. having thermostat with means for electrically heating thermostat
    • 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
    • F02D2200/023—Temperature of lubricating oil or working fluid
    • 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
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1012—Engine speed gradient
    • 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
    • F02D2200/70—Input parameters for engine control said parameters being related to the vehicle exterior
    • F02D2200/703—Atmospheric pressure

Definitions

  • the present invention relates to an automatic choke control device for adjusting an idling state of an engine, and more particularly to a hot wax type automatic choke control device for closing a throttle valve by energizing a heater.
  • injectors In recent years, with the spread of fuel injectors called injectors, the timing of fuel injection and the control of the amount of injected fuel, that is, the air-fuel ratio, have become easier, and higher output, lower fuel consumption, cleaner exhaust gas, etc. Can be promoted.
  • a hot-pick type auto choke that closes a bypass path of a re-throttle valve by energizing a heater is, for example, that when a wax is condensed at a low temperature, a body of a knob such as a lip poppet is removed. Pull up to open the bypass passage, and when the temperature becomes high, the wax expands and pushes down the revalve body to close the bypass passage. If the inos path is open, the amount of intake air increases, so that more fuel is injected by the air-fuel ratio control, and as a result, the engine speed can be increased.
  • the heating source for this wax is a heater, and when the heater is energized, the wax gradually rises in temperature, and the bypass passage that was opened at low temperatures is gradually closed to perform the function of an auto choke.
  • the heater of the conventional automatic choke is set to be energized immediately after the rotation of the engine is started. Since the heating characteristic of the wax by the heater is almost constant, the time required from the start of the rotation of the engine to the closing of the noise / road is also substantially constant. However, the temperature of the engine when it is cold, for example, the time required for warming up when it is cold and when it is hot, also differs. Therefore, the conventional automatic choke has a problem that the warm-up operation cannot be performed according to the temperature of the engine at the time of cold. The time required for warm-up operation also differs depending on the atmospheric pressure.
  • the conventional auto choke has a problem that the warm-up operation force cannot be changed according to the change in the atmospheric pressure because the time required for closing the bypass path is determined.
  • the present invention has been developed to solve the above-mentioned problems, and has as its object to provide an automatic choke control device capable of performing a warm-up operation in accordance with a change in an engine temperature or an atmospheric pressure during a cold period. It is. Disclosure of the invention
  • an auto choke control device is an auto choke control device that closes a noise path of a throttle valve by energizing a heater. And an engine temperature detecting means for detecting the temperature of the engine; and a control means for controlling a state of energization of the heater, wherein the control means is configured to detect the engine temperature based on the engine temperature detected by the engine temperature detecting means.
  • a power supply start delay time setting means for setting a power supply start delay time to the heater, wherein the power supply start delay time setting means is configured to supply power to the heater as the engine temperature detected by the engine temperature detection means decreases. The feature is that the start delay time is increased.
  • the auto choke control device is an auto choke control device for closing a re-throttle / lube / wheel / exit path by energizing a heater, and detects atmospheric pressure.
  • Atmospheric pressure detecting means for controlling the power supply to the heater, and a control means for controlling the state of power supply to the heater, wherein the control means delays the start of power supply to the heater based on the atmospheric pressure detected by the atmospheric pressure detecting means.
  • the energization start delay time setting means sets the delay time of energization start to the heater as the atmospheric pressure detected by the atmospheric pressure detection means is smaller. It is characterized by the following.
  • the auto choke control device is an auto choke control device for closing a throttle / wheel path of a throttle by energizing a heater.
  • Engine temperature detecting means for detecting the temperature of the engine
  • atmospheric pressure detecting means for detecting the atmospheric pressure
  • control means for controlling the state of energization of the heater, wherein the control means is detected by the engine temperature detecting means.
  • a power supply start delay time setting means for setting a power supply start delay time to the heater, wherein the power supply start delay time setting means includes an engine temperature force detected by the engine temperature detection means;
  • the present invention is characterized in that the delay time of the start of energization of the heater is increased, and the delay time of the start of energization of the heater is increased as the atmospheric pressure detected by the atmospheric pressure detecting means is smaller.
  • the auto choke control device is an auto choke control device for closing a re-throttle / vehicle / wheel / wheel path by energizing a heater.
  • Engine temperature detecting means for detecting the temperature of the engine, and control means for controlling the energization state of the heater to a duty ratio.
  • the control means is configured to detect the temperature of the engine based on the engine temperature detected by the engine temperature detecting means.
  • Dzushi Te, "with a du ⁇ ⁇ I ratio setting means for setting the I 1 I ratio, the du" du energized state to the heater ⁇ I ratio setting means is detected by the engine temperature detecting means
  • the feature is that the lower the engine temperature, the smaller the on-duty ratio.
  • An auto-choke control device is an auto-choke control device that closes a nozzle / path of a squirt nozzle by energizing a heater, Atmospheric pressure detecting means for detecting the atmospheric pressure, and control means for controlling the duty ratio of the energization state of the heater, the control means controlling the heater based on the atmospheric pressure detected by the atmospheric pressure detecting means.
  • a ⁇ I ratio setting means "du set the I 1 I ratio" of du energized state to the duty ratio setting means, the more the atmospheric pressure detected by the atmospheric pressure detection means is small, O Ndeyu " ⁇ It is characterized in that the ratio of the energy is reduced.
  • An auto-choke control device is an auto-choke control device that closes a / wheel / wheel path of a re-rotor loop by energizing a heater.
  • Engine temperature detecting means for detecting the temperature of the heater
  • atmospheric pressure detecting means for detecting the atmospheric pressure
  • control means for controlling the energization state of the heater to a duty ratio.
  • a duty ratio setting means for setting a duty ratio of an energized state to the heater based on the engine temperature detected by the detection means and the atmospheric pressure detected by the atmospheric pressure detection means;
  • the ratio setting means reduces the on-duty ratio as the engine temperature detected by the engine temperature detecting means decreases, and reduces the on-duty as the atmospheric pressure detected by the atmospheric pressure detecting means decreases.
  • ⁇ of-I ratio It is a sign.
  • FIG. 1 is a schematic configuration diagram of a motorcycle engine, an auto choke, and a control device thereof.
  • FIG. 2 is a flowchart showing a first embodiment of an operation process of the automatic choke heater control performed by the engine control unit of FIG.
  • FIG. 3 is a control map used in the calculation processing of FIG.
  • FIG. 4 is an explanatory diagram of the heater drive signal output in the arithmetic processing of FIG. 2 and the change over time of the engine speed achieved by the heater drive signal.
  • FIG. 5 is a flowchart showing a second embodiment of the calculation processing of the automatic choke heater control performed by the engine control unit of FIG.
  • FIG. 6 is a control map used in the calculation processing of FIG.
  • FIG. 7 is an explanatory diagram of the heater drive signal output in the arithmetic processing of FIG. 5 and the change over time of the engine speed achieved by the heater drive signal.
  • FIG. 8 is an explanatory diagram of the heater drive signal output in the arithmetic processing of FIG. 5 and the change over time of the engine speed achieved by the heater drive signal.
  • FIG. 1 is a schematic configuration showing an example of a motorcycle engine and a control device therefor.
  • This engine 1 is a single-cylinder four-stroke engine with a relatively small displacement, and has a cylinder body 2, a crankshaft 3, a piston 4, a combustion chamber 5, an intake pipe 6, an intake valve 7, an exhaust pipe 8, an exhaust valve 9, A spark plug 10 and an ignition coil 11 are provided.
  • a throttle valve 12 which is opened and closed according to the opening degree of the accelerator is provided in the intake pipe 6, and an injector 13 as a fuel injection device is provided in the intake pipe 6 on the downstream side of the throttle / valve 12. Is provided.
  • the injector 13 is connected to a filter 18, a fuel pump 17, and a pressure control valve 16 provided in a fuel tank 19.
  • the throttle valve 12 is provided in the throttle valve 12 of the intake pipe 6.
  • An automatic choke 14 is provided in the / noise / road 6a.
  • the auto choke 14 is of a hot wax type that closes the bypass path 6a by energizing the heater 23.
  • the bypass is opened by e.g. lifting the main body, and when the temperature of the wax becomes high due to the energization of the heater 23, the wax expands and pushes down the revalve main body to close the bypass.
  • the heater 23 is a so-called PTC (Positive
  • Thermistor type It is of the Temperature Coefficient Thermistor type, and the heating characteristics can be adjusted by controlling the current value.
  • the operation state of the engine 1 and the energization state of the heater of the auto choke 14 are controlled by an engine control unit 15.
  • the engine control unit 15 includes an arithmetic processing unit such as a microcomputer. You.
  • a coolant temperature sensor 21 for detecting a coolant temperature, that is, a temperature of the engine body
  • an exhaust air-fuel ratio sensor 22 for detecting an air-fuel ratio in the exhaust pipe 8
  • an intake pressure sensor for detecting an intake pressure in the intake pipe 6.
  • an intake air temperature sensor 25 for detecting the temperature in the intake pipe 6, that is, the intake air temperature is provided.
  • the engine control unit 15 receives the detection signals of these sensors and outputs control signals to the fuel pump 17, pressure control pulp 16, injector 13, ignition coil 11, and heater 23.
  • the atmospheric pressure is detected from the intake pressure immediately before the intake valve opens when the engine speed is low.
  • the atmospheric pressure is also used when controlling the operating state of the engine in the engine control unit 15 described above, and the atmospheric pressure detection for that purpose is performed.
  • the unit may be configured in the engine control unit 15.
  • the arithmetic processing will be described with reference to the flowchart of FIG.
  • the calculation process of FIG. 2 is executed by a timer interrupt process at a predetermined sampling time T set to, for example, about 10 msec after the engine rotation is started.
  • T a predetermined sampling time set to, for example, about 10 msec after the engine rotation is started.
  • steps for communication are not particularly provided, information obtained by the arithmetic processing is updated and stored in the storage device at any time, and information and programs necessary for the arithmetic processing are stored in the storage device at any time. Read.
  • step S 1 the atmospheric pressure detecting unit at atmospheric pressure is detected from the intake pressure and the detected cooling water temperature sensor the cooling water temperature, i.e. reads the engine temperature, the control map of FIG. 3 Set the energization start delay time D according to.
  • the control map in Fig. 3 uses the engine temperature on the horizontal axis and the power-on delay time on the vertical axis, and uses atmospheric pressure as a parameter. The lower the engine temperature and the lower the atmospheric pressure, the longer the power-on delay time Is configured to be large.
  • step S2 the energization control of the heater 23 is performed using the energization start delay time D set in step S1.
  • the heater power supply control As shown in FIG. 4A, power supply to the heater 23 is started after the power supply start delay time D from the start of engine rotation. As described above, if the heater 23 is not energized, the wax is not heated in principle, so that the bypass path 6a of the throttle valve 12 is opened and remains as it is. For example, in the case where the desired engine speed from the current engine temperature and atmospheric pressure, that is, the characteristic of the rear idling speed is indicated by a broken line in FIG. 4b, the engine 23 is started, that is, when the heater 23 is energized immediately after the engine starts. When the change in the engine speed over time has the characteristic shown by the two-dot chain line in FIG.
  • the power to the heater 23 is set to be after the power supply start delay time D from the start of the engine rotation, so that the engine speed, That is, the rear idling rotation speed can be shifted as shown by the solid line in FIG. 4b, so that the desired idling rotation speed characteristic can be brought close.
  • the energization start delay time D is set to increase as the engine temperature decreases and to increase as the atmospheric pressure decreases. As described above, the smaller the engine temperature power at the start of rotation, the longer the warm-up time is, and the longer the atmospheric pressure is, the longer the warm-up time is required due to the problem of intake air volume. Therefore, by setting the energization start delay time D based on these nomometers, a warm-up operation corresponding to both the engine temperature and the atmospheric pressure can be performed.
  • a second embodiment of the automatic choke control device of the present invention will be described.
  • the schematic configuration of the engine of the present embodiment is the same as that of FIG. 1 of the first embodiment.
  • the control unit 15 has a PWM (Pulse Width Modulation) drive circuit, which converts a duty ratio control signal from an arithmetic processing unit such as a microcomputer into a drive signal that is modulated in a pulse rate and a heater. 23.
  • the duty ratio indicates an on-duty ratio of a pulse-modulated drive signal as is well known.
  • the arithmetic processing for heater energization control performed by the engine control unit 15 is changed from that of the first embodiment shown in FIG. 2 to a flowchart shown in FIG.
  • the arithmetic processing of FIG. 5 is executed by a timer interrupt processing at a predetermined sampling time ⁇ set to, for example, about 10 msec.
  • steps for communication are not particularly provided, but information obtained by the arithmetic processing is updated and stored in the storage device at any time, and information and programs necessary for the arithmetic processing are stored in the storage device as needed. Is read from.
  • step S11 the atmospheric pressure detected from the intake pressure by the atmospheric pressure detection unit, the cooling water temperature detected by the cooling water temperature sensor, and the engine temperature are read.
  • the control map the duty ratio Duty of the heater 23 with respect to the elapsed time from the start of the engine rotation is set.
  • the control map of FIG. 6 is composed of two maps, and the detected duty ratio D / T with respect to the detected atmospheric pressure atm. And the map of FIG. 6a for setting, this reaches du -. " ⁇ Setting the duty ratio Duty with respect to the elapsed time using I ratio D / T D and the engine temperature comprised in the map of FIG. 6b Among The control map in Fig.
  • the control map in Fig. 6b shows that the duty ratio is changed with the elapsed time.
  • the duty ratio is set so as to increase as the engine temperature increases. In other words, the duty ratio Duty increases as the engine temperature increases. The greater the atmospheric pressure, the greater the duty ratio.
  • step S12 the duty ratio of the heater 23 is controlled by using the duty ratio Duty set in step S11.
  • the drive signal to the heater 23 gradually increases in duty ratio from the start of engine rotation.
  • the duty ratio control enables the current value control, so that if the duty ratio is large, the current value to the heater 23 is also large. If it is small, the current value to the heater 23 is also small. This means that, depending on the duty ratio, the heating characteristics of the wax and the controllability of the attained temperature by the heater 23 are possible.
  • the desired engine rotation speed and the rear idling rotation speed characteristics can be obtained from the current engine temperature.
  • the heater 23 When the heater 23 is started, that is, when the heater 23 is completely energized immediately after the engine rotation is started, the change over time of the engine speed with the characteristic shown by the two-dot chain line in FIG. sometimes, to which was slowly heating characteristics of the wax by the heater 23 by reducing du " ⁇ 1 I ratio of the drive signal to the energization start time of the heater 23, the ratio wife Riondeyu ⁇ I, g
  • the auto choke can cause the inos path to close slowly so that the re-engine speed, i.e., the idling speed, is shown by the solid line in Figure 7b.
  • the desired idling speed characteristic can be brought closer to the desired idling speed characteristic as the slope of the decrease becomes gentler or larger, and the duty ratio set in the control map of FIG. Since it is small, it is possible to make the slope of the decrease in the engine speed and / or rear idling speed slower and more gently, thereby increasing the warm-up time when the engine temperature is low. In addition, the warm-up operation according to the engine temperature can be performed.
  • the smaller the atmospheric pressure the smaller the attained duty ratio. Therefore, when the atmospheric pressure is small, the heder drive signal is, for example, as shown in FIG. This means that the power is not fully energized even after the passage of time, that is, the state of expansion of the box by the heater is controlled, the bypass path is slightly opened and maintained, and the idling speed is maintained. For example, if the desired engine speed at low atmospheric pressure, such as low altitude, or the characteristic of the rear idling speed, is indicated by the broken line in Fig. 8b, the same bypass path can be opened.
  • the engine speed does not increase when the atmospheric pressure is low, such as at high altitudes.
  • Enji down the rotation speed of the change over time upon immediately fully energized heater 23 from moving is a characteristic as shown by the two-dot chain line in FIG. 8b, in this embodiment As shown by the solid line in FIG.
  • the attained engine speed that is, the attained idling speed is increased, and the desired idling speed characteristics can be brought close to the desired idling speed characteristics, so that the warm-up operation corresponding to the atmospheric pressure can be performed.
  • the start of energization is delayed
  • the automatic choke control device for adjusting the duty ratio has been described.
  • these may be combined. That is, for example, when the engine temperature is low or the atmospheric pressure is low, it is possible to delay the start of energization and then output a drive noise signal with a small duty ratio in the next step.
  • engine control unit can be replaced with various arithmetic circuits instead of the microcomputer.
  • the configuration is such that as the engine temperature is lower, the delay time of the start of energization to the heater is increased.
  • the shorter the engine temperature the longer the time required to close the throttle / drive / close road can be increased, which makes it possible to perform a warm-up operation according to the re-engine temperature.
  • the throttle control is started from the start of engine rotation.
  • the time required to close the wheel / road can be increased as the atmospheric pressure is reduced, which makes it possible to perform a warm-up operation according to the atmospheric pressure.
  • the delay time of the start of energization to the heater increases as the engine temperature decreases, and the start of energization to the heater decreases as the atmospheric pressure decreases. Since the delay time is set to be large, the time required from the start of engine rotation to the closing of the throttle / lubrication path can be increased as the engine temperature decreases and the atmospheric pressure decreases. Depending on temperature and atmospheric pressure. Machine operation can be performed.
  • the throttle / exhaust / slope closing from engine rotation start is performed.
  • the required time until the engine temperature is lower can be made longer, so that the warm-up operation according to the re-engine temperature can be performed.
  • the throttle / swirl / swift is started after the engine rotation starts.
  • the time required for closing the road can be increased as the atmospheric pressure becomes smaller, which makes it possible to perform a warm-up operation in accordance with the atmospheric pressure, and to open the throttle valve bypass after zero By controlling the degree, the engine speed in the idling state can be appropriately controlled.
  • the time required from the start of engine rotation to the closing of the throttle / ⁇ Lupno / slope path can be increased as the engine temperature is lower and the atmospheric pressure is lower, thereby increasing the warm-up time in accordance with the engine temperature and atmospheric pressure.
  • the engine can be operated, and the engine speed in the idling state can be appropriately controlled by controlling the opening of the throttle valve bypass even after the engine is warmed up.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Means For Warming Up And Starting Carburetors (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

L'invention concerne un dispositif de commande à volet de départ automatique permettant d'assurer un réchauffement, au moment de l'allumage d'un moteur, tout en prenant en compte à la fois de la température du moteur et de la pression atmosphérique. Plus la température du moteur est basse ou plus la pression atmosphérique est basse, plus la durée de conduction vers un élément de chauffage est retardée, au moyen d'un volet de départ automatique de type à cire chaude, ce qui ferme la dérivation du papillon des gaz par chauffage, au moyen d'un élément de chauffage. En variante, la facteur de marche est diminué lorsque la température du moteur diminue, par le biais d'une commande de facteur de marche de la valeur actuelle de l'élément de chauffage, ce qui permet de réduire le gradient de décrément du régime du moteur. En outre, le facteur de marche d'arrivée est diminué lorsque la pression atmosphérique diminue, ce qui permet de maintenir un état légèrement ouvert de la dérivation.
PCT/JP2003/004662 2002-07-31 2003-04-11 Dispositif de commande a volet de depart automatique WO2004013488A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU2003236223A AU2003236223A1 (en) 2002-07-31 2003-04-11 Automatic choke controller

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2002223666 2002-07-31
JP2002-223666 2002-07-31

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Publication Number Publication Date
WO2004013488A1 true WO2004013488A1 (fr) 2004-02-12

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TW (1) TWI281530B (fr)
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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8095172B1 (en) 2007-08-23 2012-01-10 Globalfoundries Inc. Connectivity manager to manage connectivity services

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS58178854A (ja) * 1982-04-14 1983-10-19 Aisan Ind Co Ltd 温度センサによるエンジン制御装置
JPS6226350A (ja) * 1985-07-29 1987-02-04 Mitsubishi Motors Corp オ−トチヨ−クの制御装置
JPH07332132A (ja) * 1994-06-10 1995-12-22 Nippondenso Co Ltd 内燃機関の始動後アイドル回転数制御方法

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS58178854A (ja) * 1982-04-14 1983-10-19 Aisan Ind Co Ltd 温度センサによるエンジン制御装置
JPS6226350A (ja) * 1985-07-29 1987-02-04 Mitsubishi Motors Corp オ−トチヨ−クの制御装置
JPH07332132A (ja) * 1994-06-10 1995-12-22 Nippondenso Co Ltd 内燃機関の始動後アイドル回転数制御方法

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8095172B1 (en) 2007-08-23 2012-01-10 Globalfoundries Inc. Connectivity manager to manage connectivity services

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TW200412395A (en) 2004-07-16
AU2003236223A1 (en) 2004-02-23
TWI281530B (en) 2007-05-21

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