EP0314961A1 - Apparatus to determine the fuel injection quantity for an internal-combustion engine - Google Patents
Apparatus to determine the fuel injection quantity for an internal-combustion engine Download PDFInfo
- Publication number
- EP0314961A1 EP0314961A1 EP88117129A EP88117129A EP0314961A1 EP 0314961 A1 EP0314961 A1 EP 0314961A1 EP 88117129 A EP88117129 A EP 88117129A EP 88117129 A EP88117129 A EP 88117129A EP 0314961 A1 EP0314961 A1 EP 0314961A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- combustion engine
- internal combustion
- air mass
- mass meter
- fuel injection
- Prior art date
- Legal status (The legal status 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 status listed.)
- Granted
Links
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 36
- 239000000446 fuel Substances 0.000 title claims description 8
- 238000002347 injection Methods 0.000 title claims description 8
- 239000007924 injection Substances 0.000 title claims description 8
- 230000001419 dependent effect Effects 0.000 claims description 3
- 238000001816 cooling Methods 0.000 abstract description 3
- 239000003570 air Substances 0.000 description 34
- 238000010438 heat treatment Methods 0.000 description 3
- 239000012080 ambient air Substances 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 238000005259 measurement Methods 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 230000003213 activating effect Effects 0.000 description 1
- 230000005855 radiation Effects 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
- 239000000243 solution Substances 0.000 description 1
- 238000009966 trimming Methods 0.000 description 1
Images
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
- F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
- F02D41/187—Circuit arrangements for generating control signals by measuring intake air flow using a hot wire flow 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
- F02D41/02—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
- F02D41/065—Introducing corrections for particular operating conditions for engine starting or warming up for starting at hot start or restart
Definitions
- the invention relates to an arrangement for determining the fuel injection quantity for an internal combustion engine according to the preamble of the claim.
- a control unit determines the fuel injection quantity from the output signals for the intake air mass flow and the speed of the internal combustion engine.
- An air mass meter with a heated sensor used here is only in the steady state, i. that is, when its heated sensor is heated to operating temperature, an output signal that is clearly dependent on the air mass flow drawn in. However, this is not the case when the internal combustion engine is started.
- the current flow for heating the heated sensor is not distinguished by the measuring circuit from a current flow caused by a mass air flow. Accordingly, there is an output signal that corresponds to an air mass value that is too large.
- test series have shown that when the internal combustion engine is warm started, a further error occurs in the output signal of the air mass meter. This error also leads to incorrectly increased air mass values and decays only slowly.
- the object of the invention is therefore to implement an arrangement for determining the fuel injection quantity for an internal combustion engine so that this error is avoided.
- the fault occurs during a warm start if the ignition and thus also the air mass meter were previously switched on when the internal combustion engine was at a standstill. Since no air mass is sucked in when the internal combustion engine is at a standstill, the air temperature sensor is heated due to a lack of cooling via heat conduction by the heated sensor. The air temperature sensor is used to compensate for the temperature of the intake air. However, if its temperature is above the temperature of the ambient air due to the effect described above, the air mass meter delivers incorrectly increased measured values when the internal combustion engine is restarted. These measurement errors occur until the air temperature sensor has cooled down again to the temperature of the ambient air due to the air mass flow.
- the invention is explained with reference to the FIG.
- the FIG shows an arrangement for determining the fuel injection quantity for an internal combustion engine.
- An air mass meter consists of a bridge circuit 1, a measuring circuit 2 and a power supply 3.
- a heated sensor 11 and an air temperature sensor 12 in the intake tract of an internal combustion engine, as well as further trimming resistors 13 form the bridge circuit.
- the detailed structure and mode of operation of such an air mass meter is known and is described, for example, in German patent application 36 14 118.
- the electrical connections between the bridge circuit 1 and the measuring circuit 2, or power supply 3, are therefore only indicated by a dashed active connection.
- the active electronic components of the measuring circuit 2 and the power supply 3 are integrated in a control unit 6 in a spatially separated manner from the bridge circuit 1. This has the advantage that only the passive components of the bridge circuit 1 are arranged in the intake tract of the internal combustion engine exposed to high temperatures. This significantly increases the lifespan of the active electronic components.
- the control unit 6 is essentially a microprocessor with circuitry that calculates the fuel injection quantity for the internal combustion engine from the output signals of the air mass meter and a tachometer 4.
- the tachometer 4 is an arbitrary tachometer which is capable of emitting an output signal suitable for processing in a microprocessor.
- An ignition switch 5 is used to switch the control device 6 on and off and thus the entire arrangement.
- This ignition switch 5 is identical to the switch typically used in motor vehicles for activating the electrical systems of the vehicle.
- the power supply 3 of the air mass meter is also switched off and the air temperature sensor 12 cannot be heated inadmissibly. If, on the other hand, the internal combustion engine has come to a standstill and the ignition switch 5 remains switched on, the heated sensor 11 of the air mass meter is still regulated to a constant excess temperature compared to the temperature of the air temperature sensor 12. Since there is no cooling by an air mass flow when the internal combustion engine is at a standstill, the air temperature sensor 12 is heated via the mechanical holders by means of heat conduction and also via direct heat radiation from the heated sensor 11. The air mass meter therefore emits an incorrect output signal when the internal combustion engine is restarted.
- This state - ignition switch 5 on and standstill of the internal combustion engine - can possibly last longer. This is e.g. B. the case when using electrical consumers at a standstill of the internal combustion engine, which are switched via the ignition switch 5. The longer this condition persists, the greater the measurement error for the air mass after the internal combustion engine is restarted.
- a test part 61 is provided in the control unit 6, to which the output signal of the tachometer 4 is fed and which can switch the power supply 3 of the air mass meter on and off.
- the test part 61 is a threshold value stage, which switches off the power supply when the starting speed of the internal combustion engine is undershot and only switches on again when this threshold value is reached again.
- the power supply 3 of the air mass meter is switched off and the air temperature sensor 12 is not heated in an inadmissible manner, although the ignition switch 5 remains switched on. Since the threshold value of the rotational speed has already been exceeded during the starting process of the internal combustion engine, the power supply 3 is immediately switched on again when the engine is restarted.
Landscapes
- 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)
Abstract
Ein Luftmassenmesser hat einen beheizten Sensor 11 und einen Lufttemperaturfühler 12. Da im Stillstand einer Brennkraftmaschine jede Kühlung durch einen Luftmassenstrom entfällt, kommt es bei weiter eingeschaltetem Luftmassenmesser zur Erwärmung des Lufttemperaturfühlers 12 über den beheizten Sensor 11. Um den dadurch entstehenden Fehler im Ausgangssignal des Luftmassenmessers beim Neustart der Brennkraftmaschine zu beseitigen, wird er im Stillstand der Brennkraftmaschine abgeschaltet.An air mass meter has a heated sensor 11 and an air temperature sensor 12. Since there is no cooling by an air mass flow when an internal combustion engine is at a standstill, the air temperature sensor 12 is heated via the heated sensor 11 when the air mass meter is switched on. The resultant error in the output signal of the air mass meter eliminate when restarting the internal combustion engine, it is switched off when the internal combustion engine is at a standstill.
Description
Die Erfindung betrifft eine Anordnung zum Bestimmen der Kraftstoffeinspritzmenge für eine Brennkraftmaschine gemäß Oberbegriff des Patentanspruchs.The invention relates to an arrangement for determining the fuel injection quantity for an internal combustion engine according to the preamble of the claim.
Ein Steuergerät bestimmt die Kraftstoffeinspritzmenge aus den Ausgangssignalen für den angesaugten Luftmassenstrom und die Drehzahl der Brennkraftmaschine. Ein dabei verwendeter Luftmassenmesser mit beheiztem Sensor gibt jedoch nur in eingeschwungenem Zustand, d. h., wenn sein beheizter Sensor auf Betriebstemperatur aufgeheizt ist, ein von dem angesaugten Luftmassenstrom eindeutig abhängiges Ausgangssignal ab. Beim Start der Brennkraftmaschine ist dies jedoch nicht der Fall. Der Stromfluß zum Aufheizen des beheizten Sensors wird von der Meßschaltung nicht von einem durch einen Luftmassenstrom verursachten Stromfluß unterschieden. Dementsprechend ergibt sich ein Ausgangssignal, das einem zu großen Luftmassenwert entspricht.A control unit determines the fuel injection quantity from the output signals for the intake air mass flow and the speed of the internal combustion engine. An air mass meter with a heated sensor used here, however, is only in the steady state, i. that is, when its heated sensor is heated to operating temperature, an output signal that is clearly dependent on the air mass flow drawn in. However, this is not the case when the internal combustion engine is started. The current flow for heating the heated sensor is not distinguished by the measuring circuit from a current flow caused by a mass air flow. Accordingly, there is an output signal that corresponds to an air mass value that is too large.
In der europäischen Patentschrift 0 064 664 ist deshalb vorgeschlagen worden, das Ausgangssignal des Luftmassenmessers während des Startvorganges der Brennkraftmaschine bis zum Ablauf eines Zeitgliedes zu unterdrücken und an seiner Stelle ein Ersatzsignal zu verwenden. Damit kommt der durch den Aufheizstrom bewirkte Fehler nicht zur Wirkung.In European patent specification 0 064 664 it has therefore been proposed to suppress the output signal of the air mass meter during the starting process of the internal combustion engine until a timer has expired and to use an alternative signal in its place. This means that the error caused by the heating current does not take effect.
Versuchsreihen haben jedoch gezeigt, daß beim Warmstart der Brennkraftmaschine ein weiterer Fehler beim Ausgangssignal des Luftmassenmessers auftritt. Dieser Fehler führt ebenfalls zu fälschlich erhöhten Luftmassenwerten und klingt nur langsam ab.However, test series have shown that when the internal combustion engine is warm started, a further error occurs in the output signal of the air mass meter. This error also leads to incorrectly increased air mass values and decays only slowly.
Die Aufgabe der Erfindung besteht deshalb darin, eine Anordnung zum Bestimmen der Kraftstoffeinspritzmenge für eine Brennkraftmaschine so auszuführen, daß dieser Fehler vermieden wird.The object of the invention is therefore to implement an arrangement for determining the fuel injection quantity for an internal combustion engine so that this error is avoided.
Die erfindungsgemäße Lösung ist im Patentanspruch gekennzeichnet.The solution according to the invention is characterized in the claim.
Es hat sich gezeigt, daß der Fehler beim Warmstart dann auftritt, wenn vorher bei Stillstand der Brennkraftmaschine die Zündung und damit auch der Luftmassenmesser eingeschaltet war. Da im Stillstand der Brennkraftmaschine keine Luftmasse angesaugt wird, kommt es wegen fehlender Kühlung zu einer Erwärmung des Lufttemperaturfühlers über Wärmeleitung durch den beheizten Sensor. Der Lufttemperaturfühler dient zur Kompensation der Temperatur der angesaugten Luft. Liegt seine Temperatur jedoch durch den vorbeschriebenen Effekt über der Temperatur der Umgebungsluft, so liefert der Luftmassenmesser beim Wiederstart der Brennkraftmaschine fälschlich erhöhte Meßwerte. Diese Meßfehler treten so lange auf, bis der Lufttemperaturfühler durch den Luftmassenstrom wieder auf die Temperatur der Umgebungsluft abgekühlt ist.It has been shown that the fault occurs during a warm start if the ignition and thus also the air mass meter were previously switched on when the internal combustion engine was at a standstill. Since no air mass is sucked in when the internal combustion engine is at a standstill, the air temperature sensor is heated due to a lack of cooling via heat conduction by the heated sensor. The air temperature sensor is used to compensate for the temperature of the intake air. However, if its temperature is above the temperature of the ambient air due to the effect described above, the air mass meter delivers incorrectly increased measured values when the internal combustion engine is restarted. These measurement errors occur until the air temperature sensor has cooled down again to the temperature of the ambient air due to the air mass flow.
Um diese Fehlerquelle zu beseitigen ist erfindungsgemäß vorgesehen, die Stromversorgung des Luftmassenmessers abzuschalten, wenn die Drehzahl der Brennkraftmaschine einen bestimmten Schwellwert unterschreitet. Dieser Schwellwert liegt unterhalb der kleinsten Betriebsdrehzahl der Brennkraftmaschine, die der Anlaßdrehzahl entspricht. Ein Unterschreiten des Schwellwertes ist somit gleichbedeutend mit dem Stillstand der Brennkraftmaschine.In order to eliminate this source of error, it is provided according to the invention to switch off the power supply to the air mass meter when the speed of the internal combustion engine falls below a certain threshold value. This threshold is below the lowest operating speed of the internal combustion engine, which corresponds to the starting speed. Falling below the threshold value is therefore synonymous with the standstill of the internal combustion engine.
Durch das Abschalten der Stromversorgung wird das Aufheizen des Lufttemperaturfühlers vermieden. Die Wiederinbetriebnahme des Luftmassenmessers beim nächsten Anlassen der Brennkraftmaschine ist gewährleistet, da der die Abschaltung auslösende Schwellwert der Drehzahl unterhalb der Anlaßdrehzahl liegt.Switching off the power supply prevents the air temperature sensor from heating up. The restart of the air mass meter the next time the internal combustion engine is started is ensured, since the threshold value of the speed which triggers the switch-off is below the starting speed.
Die Erfindung wird anhand der FIG erläutert. Die FIG zeigt eine Anordnung zum Bestimmen der Kraftstoffeinspritzmenge für eine Brennkraftmaschine.The invention is explained with reference to the FIG. The FIG shows an arrangement for determining the fuel injection quantity for an internal combustion engine.
Ein Luftmassenmesser besteht aus einer Brückenschaltung 1, einer Meßschaltung 2 und einer Stromversorgung 3. Ein beheizter Sensor 11 und ein Lufttemperaturfühler 12 im Ansaugtrakt einer Brennkraftmaschine, sowie weitere Abgleichwiderstände 13 bilden die Brückenschaltung.An air mass meter consists of a bridge circuit 1, a
Der detaillierte Aufbau und die Wirkungsweise eines solchen Luftmassenmessers ist bekannt und zum Beispiel in der deutschen Patentanmeldung 36 l4 118 beschrieben. In der FIG sind die elektrischen Verbindungen zwischen der Brückenschaltung 1 und der Meßschaltung 2, bzw. Stromversorgung 3, deshalb nur durch eine strichlierte Wirkverbindung angedeutet. Die aktiven elektronischen Bauteile der Meßschaltung 2 und der Stromversorgung 3 sind von der Brückenschaltung 1 räumlich getrennt in einem Steuergerät 6 integriert. Das hat den Vorteil, daß in dem hohen Temperaturen ausgesetzten Ansaugtrakt der Brennkraftmaschine nur die passiven Bauteile der Brückenschaltung 1 angeordnet sind. Die Lebensdauer der aktiven elektronischen Bauteile wird dadurch wesentlich erhöht. Das Steuergerät 6 ist im wesentlichen ein Mikroprozessor mit Beschaltung, der aus den Ausgangssignalen des Luftmassenmessers und eines Drehzahlmessers 4 die Kraftstoffeinspritzmenge für die Brennkraftmaschine berechnet. Der Drehzahlmesser 4 ist dabei ein beliebiger Drehzahlmesser, der in Lage ist, ein zur Verarbeitung in einem Mikroprozessor geeignetes Ausgangssignal abzugeben.The detailed structure and mode of operation of such an air mass meter is known and is described, for example, in German patent application 36 14 118. In the FIG, the electrical connections between the bridge circuit 1 and the
Ein Zündschalter 5 dient zum Ein- und Ausschalten des Steuergeräts 6 und damit der gesamten Anordnung. Dieser Zündschalter 5 ist identisch mit dem in Kraftfahrzeugen üblicherweise verwendedeten Schalter zum Aktivieren der elektrischen Systeme des Fahrzeugs.An
Wird die Brennkraftmaschine über den Zündschalter 5 abgestellt, so ist damit auch die Stromversorgung 3 des Luftmassenmessers abgeschaltet und es kann zu keiner unzulässigen Erwärmung des Lufttemperaturfühlers 12 kommen. Ist dagegen die Brennkraftmaschine zum Stillstand gekommen und der Zündschalter 5 bleibt eingeschaltet, wird der beheizte Sensor 11 des Luftmassenmessers weiterhin auf eine konstante Übertemperatur gegenüber der Temperatur des Lufttemperaturfühlers 12 eingeregelt. Da im Stillstand der Brennkraftmaschine jede Kühlung durch einen Luftmassenstrom entfällt wird der Lufttemperaturfühler 12 über die mechanischen Halterungen mittels Wärmeleitung und auch über direkte Wärmestrahlung vom beheizten Sensor 11 her erwärmt. Damit gibt der Luftmassenmesser beim Wiederstart der Brennkraftmaschine ein fehlerhaftes Ausgangssignal ab.If the internal combustion engine is switched off via the
Dieser Zustand - Zündschalter 5 ein und Stillstand der Brennkraftmaschine - kann unter Umständen länger anhalten. Dies ist z. B. der Fall beim Benutzen elektrischer Verbraucher im Stillstand der Brennkraftmaschine, die über den Zündschalter 5 geschaltet werden. Je länger dieser Zustand bestehen bleibt, desto größer wird der Meßfehler für die Luftmasse nach dem Wiederstart der Brennkraftmaschine.This state - ignition switch 5 on and standstill of the internal combustion engine - can possibly last longer. This is e.g. B. the case when using electrical consumers at a standstill of the internal combustion engine, which are switched via the
Um dies zu verhindern ist ein Prüfteil 61 in dem Steuergerät 6 vorgesehen, dem das Ausgangssignal des Drehzahlmessers 4 zugeführt ist und das die Stromversorgung 3 des Luftmassenmessers ein- und ausschalten kann. Das Prüfteil 61 ist eine Schwellwertstufe, die beim Unterschreiten der Anlaßdrehzahl der Brennkraftmaschine die Stromversorgung abschaltet und erst beim Wiedererreichen dieses Schwellwertes wieder einschaltet. Damit wird beim Stehenbleiben der Brennkraftmaschine die Stromversorgung 3 des Luftmassenmessers abgeschaltet und der Lufttemperaturfühler 12 damit nicht unzulässig erwärmt, obwohl der Zündschalter 5 eingeschaltet bleibt. Da bereits beim Anlaßvorgang der Brennkraftmaschine der Schwellwert der Drehzahl überschritten ist, wird die Stromversorgung 3 beim Wiederanlassen sofort wieder eingeschaltet.To prevent this, a
Claims (1)
- mit einem Luftmassenmesser,
-- der eine Brückenschaltung 1) mit einem beheizten Sensor (11) und einem Lufttemperaturfühler (12) im Ansaugtrakt der Brennkraftmaschine aufweist,
-- der eine Meßschaltung (2) und eine Stromversorgung (3) für die Brückenschaltung (1) hat und
-- der ein von dem angesaugten Luftmassenstrom abhängiges Ausgangssignal abgibt,
- mit einem Drehzahlmesser (4), der ein von der Drehzahl der Brennkraftmaschine abhängiges Ausgangssignal abgibt,
- mit einem Steuergerät (6), das unter Verwendung der Ausgangssignale des Luftmassenmessers und des Drehzahlmessers (4) die der Brennkraftmaschine zuzuführende Kraftstoffeinspritzmenge bestimmt,
- mit einem Zündschalter (5) zum Ein-und Ausschalten der Anordnung,
dadurch gekennzeichnet,
daß das Steuergerät (6) ein Prüfteil (61) enthält, das beim Unterschreiten eines Schwellwerts für die Drehzahl der Brennkraftmaschine, der unterhalb der Anlaßdrehzahl liegt, die Stromversorgung (3) des Luftmassenmessers abschaltet.Arrangement for determining the fuel injection quantity for an internal combustion engine,
- with an air mass meter,
- which has a bridge circuit 1) with a heated sensor (11) and an air temperature sensor (12) in the intake tract of the internal combustion engine,
- Which has a measuring circuit (2) and a power supply (3) for the bridge circuit (1) and
- which emits an output signal dependent on the intake air mass flow,
- With a tachometer (4) which outputs an output signal dependent on the speed of the internal combustion engine,
with a control device (6) which determines the fuel injection quantity to be supplied to the internal combustion engine using the output signals of the air mass meter and the tachometer (4),
with an ignition switch (5) for switching the arrangement on and off,
characterized by
that the control unit (6) contains a test part (61) which switches off the power supply (3) of the air mass meter when the temperature drops below a threshold value for the internal combustion engine which is below the starting speed.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE3737812 | 1987-11-06 | ||
| DE3737812 | 1987-11-06 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| EP0314961A1 true EP0314961A1 (en) | 1989-05-10 |
| EP0314961B1 EP0314961B1 (en) | 1991-01-23 |
Family
ID=6339993
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP88117129A Expired - Lifetime EP0314961B1 (en) | 1987-11-06 | 1988-10-14 | Apparatus to determine the fuel injection quantity for an internal-combustion engine |
Country Status (5)
| Country | Link |
|---|---|
| US (1) | US4889101A (en) |
| EP (1) | EP0314961B1 (en) |
| JP (1) | JPH01237334A (en) |
| DE (1) | DE3861660D1 (en) |
| ES (1) | ES2019681B3 (en) |
Families Citing this family (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0820292B2 (en) * | 1989-04-14 | 1996-03-04 | 株式会社日立製作所 | Intake air flow rate measuring device for internal combustion engine |
| JPH0760107B2 (en) * | 1989-07-11 | 1995-06-28 | 三菱電機株式会社 | Signal processing method for thermal flow sensor |
| JP2580054B2 (en) * | 1990-01-25 | 1997-02-12 | 日産自動車株式会社 | Air flow measurement device |
| JP2569978B2 (en) * | 1991-02-26 | 1997-01-08 | 三菱電機株式会社 | Control device for internal combustion engine |
| JP3463757B2 (en) * | 1993-04-08 | 2003-11-05 | 株式会社日立製作所 | Engine control device and air flow meter used therefor |
| US7047944B2 (en) * | 2003-10-17 | 2006-05-23 | Toyota Technical Center Usa, Inc. | Method and system to determine engine restart |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0064664A2 (en) | 1981-04-30 | 1982-11-17 | Hitachi, Ltd. | Electronic control apparatus for internal combustion engine |
| US4505248A (en) * | 1983-01-21 | 1985-03-19 | Nissan Motor Company, Limited | Hot-wire air flowmeter control system for engine |
Family Cites Families (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5823255A (en) * | 1981-08-01 | 1983-02-10 | Nippon Denso Co Ltd | Internal combustion engine idling speed control method |
| CA1214876A (en) * | 1983-11-16 | 1986-12-02 | Toshio Kondo | Apparatus for measuring a flow rate of intake air for an engine |
| JPS61715A (en) * | 1984-06-13 | 1986-01-06 | Nippon Denso Co Ltd | Thermal air-flow detector |
| DE3567700D1 (en) * | 1984-10-26 | 1989-02-23 | Nippon Denso Co | A control system for an engine having air passage |
| JPH0625560B2 (en) * | 1985-06-17 | 1994-04-06 | 日本電装株式会社 | Engine controller |
| JPS62248839A (en) * | 1986-04-22 | 1987-10-29 | Mitsubishi Electric Corp | Fuel control device |
| JPS62265438A (en) * | 1986-05-09 | 1987-11-18 | Mitsubishi Electric Corp | Fuel controlling device for internal combustion engine |
| DE3637541A1 (en) * | 1986-11-04 | 1988-05-05 | Vdo Schindling | DEVICE FOR DETERMINING THE MASS CURRENT AND THE FLOW DIRECTION |
| JPH0723702B2 (en) * | 1986-12-27 | 1995-03-15 | マツダ株式会社 | Fuel control device |
-
1988
- 1988-09-16 US US07/244,344 patent/US4889101A/en not_active Expired - Fee Related
- 1988-10-14 EP EP88117129A patent/EP0314961B1/en not_active Expired - Lifetime
- 1988-10-14 DE DE8888117129T patent/DE3861660D1/en not_active Expired - Lifetime
- 1988-10-14 ES ES88117129T patent/ES2019681B3/en not_active Expired - Lifetime
- 1988-11-04 JP JP63280234A patent/JPH01237334A/en active Pending
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0064664A2 (en) | 1981-04-30 | 1982-11-17 | Hitachi, Ltd. | Electronic control apparatus for internal combustion engine |
| US4505248A (en) * | 1983-01-21 | 1985-03-19 | Nissan Motor Company, Limited | Hot-wire air flowmeter control system for engine |
Non-Patent Citations (1)
| Title |
|---|
| PATENT ABSTRACTS OF JAPAN, Band 7, Nr. 102 (M-211)[1247], 30. April 1983; & JP-A-58 23 255 (NIPPON DENSO K.K.) 10-02-1983 * |
Also Published As
| Publication number | Publication date |
|---|---|
| ES2019681B3 (en) | 1991-07-01 |
| EP0314961B1 (en) | 1991-01-23 |
| US4889101A (en) | 1989-12-26 |
| JPH01237334A (en) | 1989-09-21 |
| DE3861660D1 (en) | 1991-02-28 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| DE3229003C2 (en) | Cooling device for the engine compartment of a vehicle | |
| DE2726458C2 (en) | ||
| DE3612140C2 (en) | ||
| DE3215642A1 (en) | AUTOMATIC STOP / START SYSTEM FOR ENGINES | |
| DE3032484A1 (en) | TEST AND MONITORING SYSTEM FOR MOTOR VEHICLES | |
| DE3024613C2 (en) | ||
| DE3316664C2 (en) | ||
| DE2925351C2 (en) | Control device for the glow plugs of a diesel internal combustion engine | |
| DE3432379C2 (en) | ||
| DE4025112A1 (en) | STARTING CONTROL DEVICE FOR ALCOHOL ENGINES | |
| EP0314961B1 (en) | Apparatus to determine the fuel injection quantity for an internal-combustion engine | |
| DE3842287A1 (en) | Heating element control system for oxygen concentration sensors | |
| DE2743059A1 (en) | Rapid glow plug heating for diesel engine - supplying overcurrent to plug until glow temp. is reached and then pulsing current | |
| DE10120968C2 (en) | Method and circuit arrangement for monitoring the functionality of a temperature sensor of an internal combustion engine | |
| DE102009002063A1 (en) | Device for controlling the supply of energy to a heating element for an internal combustion engine | |
| DE10320746A1 (en) | Extended fan overrun | |
| DE3817593C2 (en) | ||
| DE4446959C2 (en) | Oxygen concentration measuring device | |
| DE4041630C2 (en) | ||
| DE1136538B (en) | Fuel control system for gas turbine engines | |
| DE19537381B4 (en) | Method and device for controlling an internal combustion engine | |
| DE3914446A1 (en) | METHOD AND DEVICE FOR CONTROLLING THE TEMPERATURE OF A GLOW PLUG | |
| EP0090984B1 (en) | Internal-combustion engine comprising a central electronic control apparatus | |
| DE4007395A1 (en) | IC engine ignition timing control - uses rotation sensor to detect actual ignition timing compared with calculated ignition timing | |
| EP0398011A1 (en) | Cooling system for the control apparatus of an internal combustion engine |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PUAI | Public reference made under article 153(3) epc to a published international application that has entered the european phase |
Free format text: ORIGINAL CODE: 0009012 |
|
| AK | Designated contracting states |
Kind code of ref document: A1 Designated state(s): DE ES FR GB IT |
|
| 17P | Request for examination filed |
Effective date: 19890529 |
|
| 17Q | First examination report despatched |
Effective date: 19900118 |
|
| GRAA | (expected) grant |
Free format text: ORIGINAL CODE: 0009210 |
|
| AK | Designated contracting states |
Kind code of ref document: B1 Designated state(s): DE ES FR GB IT |
|
| REF | Corresponds to: |
Ref document number: 3861660 Country of ref document: DE Date of ref document: 19910228 |
|
| ET | Fr: translation filed | ||
| ITF | It: translation for a ep patent filed | ||
| GBT | Gb: translation of ep patent filed (gb section 77(6)(a)/1977) | ||
| PLBI | Opposition filed |
Free format text: ORIGINAL CODE: 0009260 |
|
| 26 | Opposition filed |
Opponent name: ROBERT BOSCH GMBH Effective date: 19910711 |
|
| PLBN | Opposition rejected |
Free format text: ORIGINAL CODE: 0009273 |
|
| STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: OPPOSITION REJECTED |
|
| 27O | Opposition rejected |
Effective date: 19940428 |
|
| PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: GB Payment date: 19940916 Year of fee payment: 7 |
|
| PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: ES Payment date: 19941006 Year of fee payment: 7 |
|
| PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: FR Payment date: 19941024 Year of fee payment: 7 |
|
| PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: DE Payment date: 19941216 Year of fee payment: 7 |
|
| PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: GB Effective date: 19951014 |
|
| PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: ES Free format text: LAPSE BECAUSE OF THE APPLICANT RENOUNCES Effective date: 19951016 |
|
| GBPC | Gb: european patent ceased through non-payment of renewal fee |
Effective date: 19951014 |
|
| PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: FR Effective date: 19960628 |
|
| PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: DE Effective date: 19960801 |
|
| REG | Reference to a national code |
Ref country code: FR Ref legal event code: ST |
|
| REG | Reference to a national code |
Ref country code: ES Ref legal event code: FD2A Effective date: 19991007 |
|
| APAH | Appeal reference modified |
Free format text: ORIGINAL CODE: EPIDOSCREFNO |
|
| PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: IT Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES;WARNING: LAPSES OF ITALIAN PATENTS WITH EFFECTIVE DATE BEFORE 2007 MAY HAVE OCCURRED AT ANY TIME BEFORE 2007. THE CORRECT EFFECTIVE DATE MAY BE DIFFERENT FROM THE ONE RECORDED. Effective date: 20051014 |