WO2016104733A1 - Dispositif de commande pour moteur à combustion interne - Google Patents

Dispositif de commande pour moteur à combustion interne Download PDF

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Publication number
WO2016104733A1
WO2016104733A1 PCT/JP2015/086298 JP2015086298W WO2016104733A1 WO 2016104733 A1 WO2016104733 A1 WO 2016104733A1 JP 2015086298 W JP2015086298 W JP 2015086298W WO 2016104733 A1 WO2016104733 A1 WO 2016104733A1
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WO
WIPO (PCT)
Prior art keywords
timing
valve
internal combustion
intake
combustion engine
Prior art date
Application number
PCT/JP2015/086298
Other languages
English (en)
Japanese (ja)
Inventor
大也 白井
守人 浅野
智也 太田
Original Assignee
トヨタ自動車株式会社
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 トヨタ自動車株式会社 filed Critical トヨタ自動車株式会社
Publication of WO2016104733A1 publication Critical patent/WO2016104733A1/fr

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Classifications

    • 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
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/15—Digital data processing
    • 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

Definitions

  • the present invention relates to a control device for controlling an internal combustion engine with a variable valve timing mechanism that can change the valve opening timing and / or valve closing timing of an intake valve.
  • the engine rotation is accelerated by burning the fuel while performing cranking for rotationally driving the internal combustion engine with an electric motor. The shorter the time spent for this starting process, the better.
  • the purpose of the present invention is to obtain good combustion from the initial stage of cranking and realize quick start of the internal combustion engine.
  • the present invention controls an internal combustion engine attached with a variable valve timing mechanism capable of changing the valve opening timing and / or the valve closing timing of the intake valve.
  • a variable valve timing mechanism capable of changing the valve opening timing and / or the valve closing timing of the intake valve.
  • the engine speed It is preferable that the valve opening timing and / or valve closing timing of the intake valve at a time when the engine speed is less than the predetermined rotational speed be equal to that at the time when the engine rotational speed is equal to or higher than the predetermined rotational speed.
  • good combustion can be obtained from the initial stage of cranking, and the internal combustion engine can be started quickly.
  • FIG. 1 shows an outline of an internal combustion engine for a vehicle in the present embodiment.
  • the internal combustion engine in the present embodiment is a spark ignition type 4-stroke gasoline engine, and includes a plurality of cylinders 1 (one of which is shown in FIG. 1). In the vicinity of the intake port of each cylinder 1, an injector 11 for injecting fuel is provided.
  • a spark plug 12 is attached to the ceiling of the combustion chamber of each cylinder 1.
  • the spark plug 12 receives spark voltage generated by the ignition coil and causes spark discharge between the center electrode and the ground electrode.
  • the ignition coil is integrally incorporated in a coil case together with an igniter that is a semiconductor switching element.
  • the intake passage 3 for supplying intake air takes in air from the outside and guides it to the intake port of each cylinder 1.
  • an air cleaner 31 On the intake passage 3, an air cleaner 31, an electronic throttle valve 32, a surge tank 33, and an intake manifold 34 are arranged in this order from the upstream.
  • the exhaust passage 4 for exhausting exhaust guides the exhaust generated by burning the fuel in the cylinder 1 from the exhaust port of each cylinder 1 to the outside.
  • An exhaust manifold 42 and an exhaust purification three-way catalyst 41 are disposed on the exhaust passage 4.
  • the exhaust gas recirculation (Exhaust Gas Recirculation) device 2 realizes a so-called high pressure loop EGR, and an external EGR that communicates the upstream side of the catalyst 41 in the exhaust passage 4 and the downstream side of the throttle valve 32 in the intake passage 3.
  • the passage 21, an EGR cooler 22 provided on the EGR passage 21, and an EGR valve 23 that opens and closes the EGR passage 21 and controls the flow rate of EGR gas flowing through the EGR passage 21 are used as elements.
  • the inlet of the EGR passage 21 is connected to the exhaust manifold 42 in the exhaust passage 4 or a predetermined location downstream thereof.
  • the outlet of the EGR passage 21 is connected to a predetermined location downstream of the throttle valve 32 in the intake passage 3, particularly to the surge tank 33.
  • the internal combustion engine of this embodiment is accompanied by a VVT mechanism 6 that can variably control the opening / closing timing of the intake valve of each cylinder 1.
  • the VVT mechanism 6 is a known one (motor drive VVT) in which the rotation phase of the intake camshaft that drives the intake valve of each cylinder 1 with respect to the crankshaft is changed by an electric motor.
  • an intake camshaft of an internal combustion engine is supplied with a rotational driving force from a crankshaft that is an output shaft of the internal combustion engine, and rotates following the crankshaft.
  • a winding transmission device (not shown) for transmitting a rotational driving force is interposed between the crankshaft and the intake camshaft.
  • the winding transmission includes a crank sprocket (or pulley) provided on the crankshaft side, a cam sprocket (or pulley) provided on the intake camshaft side, and a timing chain (or pulley) wound around these sprockets (or pulleys). Or a belt) as an element.
  • the VVT mechanism 6 changes the rotation phase of the intake camshaft relative to the crankshaft by rotating the intake camshaft relative to the cam sprocket, thereby changing the opening / closing timing of the intake valve.
  • the internal combustion engine in the present embodiment performs mirror cycle (Atkinson cycle) operation by delaying the closing timing of the intake valve larger than the intake bottom dead center (for example, 55 ° CA (crank angle) or more) as necessary. Can do.
  • the opening timing of the intake valve when the mirror cycle operation is performed is delayed until the exhaust top dead center or a timing slightly delayed (for example, about 5 ° CA) from the exhaust top dead center.
  • ECU Electronic Control which is a control device of the internal combustion engine of the present embodiment (Unit) 0 is a microcomputer system having a processor, a memory, an input interface, an output interface, and the like.
  • the input interface of the ECU 0 includes a vehicle speed signal a output from a vehicle speed sensor that detects the actual vehicle speed of the vehicle, a crank angle signal b output from an engine rotation sensor that detects the rotation angle of the crankshaft and the engine speed, and an accelerator pedal.
  • Accelerator opening signal c output from a sensor that detects the amount of depression of the engine or the opening of the throttle valve 32 as an accelerator opening (so-called required load), output from a water temperature sensor that detects a cooling water temperature that indicates the temperature of the internal combustion engine
  • intake air temperature / intake pressure signal f output from the temperature / pressure sensor for detecting intake pressure
  • intake camshaft Cam angle signal g output from the cam angle sensor at multiple cam angles, output from a sensor (such as a brake switch or a master cylinder pressure sensor) that detects whether the brake pedal is depressed or the brake pedal is depressed
  • a brake signal h or the like is input.
  • the crank angle sensor senses the rotation angle of a rotor that is fixed to the shaft end of the crankshaft and rotates together with the crankshaft.
  • the rotor is formed with teeth or protrusions at predetermined angles along the rotation direction of the crankshaft. Typically, each time the crankshaft rotates 10 °, teeth or protrusions are placed.
  • the crank angle sensor faces the outer periphery of the rotor, detects that individual teeth or protrusions pass near the sensor, and transmits a pulse signal as a crank angle signal b each time. However, the crank angle sensor does not output 36 pulses during one revolution of the crankshaft. Some of the teeth or protrusions of the rotor of the crankshaft are missing.
  • Each missing tooth portion corresponds to a specific rotational phase angle of the crankshaft. Due to the missing tooth portion, a part of the pulse train of the crank angle signal b is also lost. Based on this missing pulse, the absolute angle (posture) of the crankshaft, in other words, the current position of the piston of each cylinder 1 can be known.
  • the cam angle sensor senses the rotation angle of the rotor fixed to the shaft end of the intake camshaft and rotating integrally with the intake camshaft. Teeth or protrusions are formed on the rotor at predetermined angles along the rotation direction of the intake camshaft.
  • the cam angle sensor faces the outer periphery of the rotor, detects that individual teeth or protrusions pass near the sensor, and transmits a pulse signal as the cam angle signal g each time. If both the crank angle signal b and the cam angle signal g are referred to, the current stroke of each cylinder 1 can be determined and known, and the current intake valve timing (the advance angle of the VVT mechanism 6) is realized. Amount) becomes clear.
  • the ignition signal i for the igniter From the output interface of the ECU 0, the ignition signal i for the igniter, the fuel injection signal j for the injector 11, the opening operation signal k for the throttle valve 32, the opening operation signal l for the EGR valve 23, VVT.
  • An intake valve timing control signal n or the like is output to the mechanism 6.
  • the processor of the ECU 0 interprets and executes a program stored in the memory in advance, calculates operation parameters, and controls the operation of the internal combustion engine.
  • the ECU 0 acquires various information a, b, c, d, e, f, g, and h necessary for operation control of the internal combustion engine via the input interface, knows the engine speed, and is filled in the cylinder 1.
  • Estimate the intake volume Based on the engine speed, the intake air amount, etc., the required fuel injection amount, fuel injection timing (including the number of times of fuel injection for one combustion), fuel injection pressure, ignition timing, required EGR rate (or EGR rate) Volume), opening / closing timing of the intake valve, and the like.
  • the ECU 0 applies various control signals i, j, k, l, and n corresponding to the operation parameters via the output interface.
  • the ECU0 executes an idle stop that stops the idle rotation of the internal combustion engine when a predetermined idle stop condition is satisfied.
  • the ECU 0 indicates that the brake pedal depression amount or the master cylinder pressure is equal to or greater than a threshold value (the brake pedal is depressed), the cooling water temperature of the internal combustion engine is higher than a predetermined value, and the charge amount or terminal voltage of the in-vehicle battery exceeds a predetermined value.
  • the shift range is the traveling range
  • the idle stop condition is established because all the conditions such as (the vehicle speed has decreased from 13.5 km / h to 13 km / h, or from 9.5 km / h to 7 km / h) are all established. Judgment is made.
  • the ECU 0 determines that the brake pedal depression amount or the master cylinder pressure is 0 or less than a threshold value close to 0 (the brake pedal is no longer depressed), and conversely, the brake pedal depression amount or the master cylinder pressure further increases (brake The idle stop termination condition is met when the pedal is depressed more), the accelerator opening is increased (the accelerator pedal is depressed), or the predetermined time (3 minutes) has elapsed in the idle stop state. Judge that it was done.
  • the ECU 0 controls an electric motor (starter motor or ISG (Integrated Starter Generator), not shown).
  • the signal o is input and cranking is performed by rotating the crankshaft by the electric motor. Cranking ends when the internal combustion engine starts from the first explosion to a continuous explosion and the engine speed, that is, the rotation speed of the crankshaft, exceeds a judgment value determined according to the coolant temperature, etc. (assuming that the explosion has been completed) To do.
  • the opening / closing timing of the intake valve is changed via the VVT mechanism 6 during cranking for starting the internal combustion engine, and fuel injection during cranking is performed according to the changed intake valve timing.
  • the amount and ignition timing are changed.
  • FIG. 2 shows an example of the control executed by the ECU 0 when starting the stopped internal combustion engine. While the internal combustion engine is stopped, the VVT mechanism 6 returns the rotational phase of the intake camshaft to the crankshaft to the most retarded position. Thereby, the opening / closing timing of the intake valve becomes the most delayed timing. At this most retarded angle timing, the intake valve opens at a timing near exhaust top dead center or slightly delayed from exhaust top dead center, and closes at timing greatly delayed from intake bottom dead center.
  • the ECU 0 starts the control of the VVT mechanism 6 almost simultaneously with starting the electric motor for rotationally driving the crankshaft of the internal combustion engine, and the rotational phase of the intake camshaft with respect to the crankshaft is more than a certain degree from the most retarded position (for example, 20 (° CA to 25 ° CA) Displace to the advanced position.
  • time t 0 is the start time of cranking. After the time t 0 , the opening / closing timing of the intake valve during cranking gradually advances from the most retarded timing.
  • the intake valve opening timing is earlier than the exhaust top dead center. Further, as the intake valve timing is advanced from the most retarded timing, the intake valve closing timing approaches the intake bottom dead center, and the amount of intake gas charged into the cylinder 1 increases. Therefore, the ECU 0 increases the amount of fuel injected from the injector 11 to the cylinder 1 that reaches the intake stroke during cranking as the advance amount from the most retarded timing of the intake valve timing increases.
  • the advance amount of the current intake valve timing can be obtained by referring to the crank angle signal b and the cam angle signal g.
  • the fuel injection amount from the injector 11 is determined on the basis of the advance amount of the intake valve timing at the exhaust top dead center of the target cylinder 1 or at the timing just before that.
  • the intake amount to be filled in the current intake stroke of the cylinder 1 is predicted from the advance amount of the intake valve timing at the exhaust top dead center of the target cylinder 1 or the timing immediately before it, the engine speed, etc.
  • An amount of fuel commensurate with the anticipated intake amount may be injected.
  • the relationship between the advance amount of the intake valve timing and the engine speed in the memory of the ECU 0 and the expected value of the intake amount that is charged into the cylinder 1 through the intake stroke (or the fuel injection amount that matches the expected intake amount)
  • the map data or function formula that prescribes is stored in advance.
  • the intake air that is filled in that cylinder 1 by searching the map with the advance amount of the current intake valve timing and the engine speed as keys. Knowing the expected amount of fuel (or fuel injection amount) or substituting the current intake valve timing advance amount and engine speed into the function equation, and predicting the amount of intake air that will fill the cylinder 1 The value (or fuel injection amount) is calculated. Then, the amount of fuel injected from the injector 11 to the cylinder 1 is determined.
  • the fuel injection amount from the injector 11 in accordance with the current temperature of the internal combustion engine and the temperature of the intake air. Specifically, as the cooling water temperature of the internal combustion engine obtained by referring to the cooling water temperature signal d is lower, the port wet (the fuel injected from the injector 11 becomes liquid and adheres to the inner wall surface of the intake port). ) Increases, the fuel injection amount is corrected to increase. And / or the lower the intake air temperature known with reference to the intake air temperature signal f, the greater the amount of oxygen contained in the intake air charged into the cylinder 1 (the higher the oxygen density), so the fuel injection amount Correct the increase.
  • the intake valve timing is advanced from the most retarded timing, the intake amount and the fuel injection amount charged into the cylinder 1 increase, so that the combustion speed in the expansion stroke of the cylinder 1 becomes faster.
  • the timing at which spark ignition by the spark plug 12 is performed on the cylinder 1 that reaches the expansion stroke during cranking is delayed as the advance amount from the most retarded timing of the intake valve timing increases.
  • the spark ignition timing is determined based on the advance amount of the intake valve timing at the exhaust top dead center of the target cylinder 1 or the timing just before it.
  • the intake amount to be filled in the current intake stroke of the cylinder 1 is predicted from the advance amount of the intake valve timing at the exhaust top dead center of the target cylinder 1 or the timing immediately before it, the engine speed, etc. You may make it perform spark ignition at the timing according to the estimated intake amount. For example, in the memory of the ECU 0, the advance amount of the intake valve timing, the engine speed, and the like, the expected value of the intake amount that is charged into the cylinder 1 through the intake stroke (or an appropriate ignition timing for the expected intake amount), and Map data or a function expression that defines the relationship is stored in advance.
  • the intake air that is filled in that cylinder 1 by searching the map with the advance amount of the current intake valve timing and the engine speed as keys. Knowing the expected value (or ignition timing) of the quantity, or substituting the current advance amount of the intake valve timing and the engine speed into the function formula, the expected value of the intake quantity filled in the cylinder 1 (Or ignition timing) is calculated. And the timing which performs spark ignition with the spark plug 12 attached to the said cylinder 1 is determined.
  • the spark plug 12 it is also preferable to correct the timing of spark ignition by the spark plug 12 according to the current intake air temperature level. Specifically, the lower the intake air temperature obtained with reference to the intake air temperature signal f, the slower the combustion speed of the air-fuel mixture filled in the cylinder 1, so the ignition timing is corrected to advance.
  • the idle operation region or idle operation is performed at the time when the engine speed has increased to a predetermined speed, or after time t 1 when the engine speed exceeds the complete explosion determination value and cranking ends.
  • the opening / closing timing of the intake valve in the low load operation region close to is controlled to a normal timing, that is, a timing advanced by a certain degree (for example, 20 ° CA to 25 ° CA) from the most retarded timing.
  • the VVT mechanism 6 capable of changing the opening / closing timing of the intake valve is controlled, and when starting the internal combustion engine, the crankshaft of the internal combustion engine is rotationally driven by an electric motor. While performing cranking, the intake valve opening / closing timing is changed via the VVT mechanism 6 during the cranking, and the fuel injection amount and ignition timing during cranking are adjusted according to the changing intake valve opening / closing timing.
  • the control device 0 for the internal combustion engine is configured.
  • the fuel injection amount and the ignition timing can be set in accordance with the intake air amount actually charged in the cylinder 1 during cranking for starting, it is favorable from the initial stage to the final stage of cranking. You can get combustion. As a result of stabilization of combustion, engine rotation can be accelerated quickly, and the cranking period can be shortened.
  • the present invention is not limited to the embodiment described in detail above.
  • the specific mode of the VVT mechanism 6 for changing the valve opening timing and / or the valve closing timing of the intake valve of each cylinder 1 of the internal combustion engine is arbitrary and is not uniquely limited.
  • multiple cams that drive the intake valve to open are prepared and used appropriately.
  • the lever ratio of the rocker arm Are known, and the intake valve is an electromagnetic solenoid valve, etc., and it is allowed to be selected from these various mechanisms.
  • the valve opening timing and the valve closing timing of the intake valve change synchronously, but the VVT mechanism 6 in other aspects Is mounted on the internal combustion engine, the valve opening timing and the valve closing timing of the intake valve can be changed asynchronously, or only the valve opening timing or only the valve closing timing can be changed. Therefore, the advance amount from the most retarded timing of the intake valve opening timing may be different from the advance amount from the most retarded timing of the same intake valve closing timing.
  • the fuel injection amount and ignition timing during cranking are adjusted according to the valve opening timing or valve closing timing (advancing amount) of the intake valve that changes during cranking. do it. That is, the fuel injection amount is increased and the ignition timing is delayed as the opening timing or closing timing of the intake valve is advanced, in other words, as the intake amount charged into the cylinder 1 is increased.
  • the present invention can be applied to control of an internal combustion engine mounted on a vehicle or the like.
  • Control unit DESCRIPTION OF SYMBOLS 1 ... Cylinder 11 ... Injector 12 ... Spark plug 6 ... Variable valve timing (VVT) mechanism b ... Crank angle signal g ... Cam angle signal i ... Ignition signal j ... Fuel injection signal n ... Control signal of intake valve timing o ... Cranking Motor control signal

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Signal Processing (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Electrical Control Of Ignition Timing (AREA)

Abstract

L'invention a pour but d'obtenir une combustion appropriée dès le début du démarrage et à obtenir un démarrage rapide d'un moteur à combustion interne. Pour atteindre ce but, l'invention porte sur un dispositif de commande qui commande un moteur à combustion interne pourvu d'un mécanisme de réglage de distribution variable, pouvant changer le réglage d'ouverture de soupape ou de fermeture de soupape d'une soupape d'admission, et qui est configuré de telle sorte qu'un démarrage, dans lequel le vilebrequin du moteur à combustion interne est entraîné en rotation par un moteur électrique, est exécuté quand le moteur à combustion interne est démarré, le réglage d'ouverture de soupape ou de fermeture de soupape de la soupape d'admission étant modifiée à l'aide du mécanisme de réglage de distribution variable pendant le démarrage, la quantité d'injection de carburant et le réglage du calage de l'allumage étant ajustés pendant le démarrage en fonction du réglage d'ouverture de soupape ou de fermeture de soupape changeante de la soupape d'admission.
PCT/JP2015/086298 2014-12-26 2015-12-25 Dispositif de commande pour moteur à combustion interne WO2016104733A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2014264508A JP2016125364A (ja) 2014-12-26 2014-12-26 内燃機関の制御装置
JP2014-264508 2014-12-26

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Publication Number Publication Date
WO2016104733A1 true WO2016104733A1 (fr) 2016-06-30

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2018200006A (ja) * 2017-05-25 2018-12-20 アイシン精機株式会社 内燃機関の制御装置

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2002242713A (ja) * 2000-12-15 2002-08-28 Denso Corp 内燃機関の制御装置
JP2005264864A (ja) * 2004-03-19 2005-09-29 Hitachi Ltd 内燃機関の制御装置
JP2006348774A (ja) * 2005-06-13 2006-12-28 Mazda Motor Corp エンジンの吸気制御装置
JP2014098369A (ja) * 2012-11-15 2014-05-29 Toyota Motor Corp 内燃機関の制御装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2002242713A (ja) * 2000-12-15 2002-08-28 Denso Corp 内燃機関の制御装置
JP2005264864A (ja) * 2004-03-19 2005-09-29 Hitachi Ltd 内燃機関の制御装置
JP2006348774A (ja) * 2005-06-13 2006-12-28 Mazda Motor Corp エンジンの吸気制御装置
JP2014098369A (ja) * 2012-11-15 2014-05-29 Toyota Motor Corp 内燃機関の制御装置

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