EP0077996A2 - Procédé et dispositif de réglage de la vitesse de ralenti pour moteur à combustion - Google Patents

Procédé et dispositif de réglage de la vitesse de ralenti pour moteur à combustion Download PDF

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Publication number
EP0077996A2
EP0077996A2 EP82109643A EP82109643A EP0077996A2 EP 0077996 A2 EP0077996 A2 EP 0077996A2 EP 82109643 A EP82109643 A EP 82109643A EP 82109643 A EP82109643 A EP 82109643A EP 0077996 A2 EP0077996 A2 EP 0077996A2
Authority
EP
European Patent Office
Prior art keywords
actuator
speed
control
idle
setpoint
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
Application number
EP82109643A
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German (de)
English (en)
Other versions
EP0077996A3 (en
EP0077996B1 (fr
Inventor
Manfred Henning
Wolfgang Misch
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Pierburg GmbH
Robert Bosch GmbH
Original Assignee
Pierburg GmbH
Robert Bosch GmbH
Bosch and Pierburg System OHG
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 Pierburg GmbH, Robert Bosch GmbH, Bosch and Pierburg System OHG filed Critical Pierburg GmbH
Publication of EP0077996A2 publication Critical patent/EP0077996A2/fr
Publication of EP0077996A3 publication Critical patent/EP0077996A3/de
Application granted granted Critical
Publication of EP0077996B1 publication Critical patent/EP0077996B1/fr
Expired legal-status Critical Current

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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
    • F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
    • F02D31/001—Electric control of rotation speed
    • F02D31/002—Electric control of rotation speed controlling air supply
    • F02D31/003—Electric control of rotation speed controlling air supply for idle speed control
    • F02D31/004—Electric control of rotation speed controlling air supply for idle speed control by controlling a throttle stop

Definitions

  • the invention relates to a method and a device for regulating the speed of an internal combustion engine according to the type of the main claim and the first device claim.
  • Devices for idle speed control in internal combustion engines are known, for example, from DE-OS 2 049 669 and DE-OS 2 546 076.
  • a speed-sensitive electrical circuit acts on an electromagnetically actuated actuator, with which in the idle position the Throttle valve can change the amount of intake air.
  • the electromagnetically actuatable actuator acts in a cross-sectional control manner on a bypass channel parallel to the throttle valve.
  • the arrangement for idle speed control known from DE-OS 2 546 076 acts on a throttle valve arranged in the intake pipe of the internal combustion engine.
  • a setpoint generator and an actual value generator are provided for the speed, the output voltages of which are fed to the two inputs of a differential amplifier.
  • An output signal characterizing the control deviation acts on an actuator designed as a solenoid.
  • the actuator is continuously connected to the throttle valve and adjusts it according to the control deviation.
  • This circuit is also not able to introduce boundary conditions into the control and to take external factors into account and thus to ensure under all circumstances that the idle speed of an internal combustion engine remains safely within a predetermined range, even if transition conditions that take effect quickly have to be absorbed.
  • the known circuits are not suitable for simultaneously being used to influence the overrun operation, namely for fuel-saving overrun cutoff.
  • the method according to the invention and the device according to the invention, each with the characterizing features of the main claim or the first device claim, have the advantage, in contrast, that any external boundary conditions are introduced in addition, interfering influences and precise positioning of the idling speed, in particular also while avoiding long-term influences such as temperature and air pressure can be realized.
  • transitions between the various operating states which occur constantly during operation of an internal combustion engine can be smoothly compensated and smoothed by the invention, for example from thrust to part load, from part load to idling, idling to thrust, etc.
  • the invention works with regard to the setting of the idle speed in fully regulated operation; If the idling speed or the speed in the area close to idling is exceeded, the throttle valve can be switched over to control and partial adjustment of the actuator.
  • the regulation and control according to the invention reacts quickly and reliably to all possible disturbance variables.
  • FIG. 1 a and 1 b show the control behavior of the main controller for idling or the area close to idling with P component and I component, in each case above the speed deviation, based on an idling speed target value
  • FIG. 2 in the form of a diagram Transition behavior from thrust to idling, the path of the actuator being plotted over time
  • FIG. 3 in the form of a diagram the transition behavior from thrust to part load, the actuator path being plotted again over time
  • FIG. 4 the transition behavior from part load to idling in the form of a diagram
  • FIG. 2 in the form of a diagram Transition behavior from thrust to idling, the path of the actuator being plotted over time
  • FIG. 3 in the form of a diagram the transition behavior from thrust to part load, the actuator path being plotted again over time
  • FIG. 4 the transition behavior from part load to idling in the form of a diagram
  • FIG. 1 a and 1 b show the control behavior of the main controller for idling or the area
  • FIG. 5 shows the intervention of the regulation with respect to the actuator control in accordance with a pulse length modulation in the form of a diagram.
  • 6a to 6d show, in the form of diagrams over time, the detection of the actual position of the actuator via thresholds and the resulting control, which is similar to pulse length modulation for example, valves in the actuator by the electronic control circuit, while
  • FIG. 7 shows in the form of block diagram representations implementation options for the electronic control circuit in an essentially digital representation.
  • the central electronic control circuit 1 works on the output side via an output stage 1 a on an actuator 2, which in the exemplary embodiment shown is preferably designed as an electropneumatic actuator and has an evacuating valve 2a and an aerating valve 2b.
  • the control of the valves 2a, 2b takes place electrically via assigned relays 3a, 3b, specifically, as will be explained further below, using a method similar to a pulse length modulation to the respective relays connected output stage transistors 4a, 4b.
  • the actuator 2 actuates with its valves 2a, 2b a plunger 10 which bears against the main throttle (not shown), so that when the evacuating valve is actuated, the plunger 10 is retracted and the main throttle is closed more tightly, while when the ventilating valve is actuated, the plunger 10th adjusted more and the main throttle is opened more accordingly.
  • the main throttle or a mechanical part connected to it for example a throttle valve lever, can be lifted from the tappet 10 at any time by actuating the accelerator pedal and is therefore also only under z. B. spring pressure.
  • the time between two ignition pulses 5, which are supplied to the terminal 6 of the circuit of FIG. 1, is most conveniently measured and the time interval (period duration) thus obtained is used for speed detection. It is understood that other signals can be used instead of the ignition pulses, which can occur synchronously with the engine speed, for example, dead center or the like.
  • the central control circuit 1 can have a clock generator or oscillator, which initially is not shown separately; If the central control circuit is a so-called microcomputer circuit at least in some areas - preferably a 4-bit microcomputer that has neither a timer nor an interrupt option, then the circuit sequence of the controller (namely the controller program in this case) organized in a loop.
  • This program loop has a constant runtime T loop and forms the time base of the controller program.
  • a flip-flop 7 is always set by the flip-flop 7, which operates as a buffer and can be, for example, a monoflop or a bistable element, that is to say a flip-flop.
  • the time lapse between two ignition pulses as a measure of the period of the speed is measured by the oscillator or clock generator of the central control circuit 1 working with a constant oscillation period in such a way that with the oscillations of the clock generator with a much higher frequency, referred to as the highest, by the occurrence of Ignition pulses characterized speed frequency, a counter is applied, the current counter reading is then loaded into a memory and the counter is reset when an ignition pulse occurs.
  • the occurrence of an ignition pulse can be determined in each case in that the flip-flop 7 has been switched to its other state.
  • the flip-flop 7 as a buffer is then, if it is a bistable member, either reset by the next clock pulse - whereby the current counter reading is taken over into the memory at the same time - or the reset takes place automatically if the flip-flop is a monoflop.
  • the memory content is then a measure of the pen duration and thus for the speed of the internal combustion engine, the resolution being determined by the frequency of the clock generator or oscillator in the control circuit. If the program loop frequency of a microcomputer used in this case is used for the derivation of the clock frequency, then the buffer 7 is queried as a monoflop or as a flip-flop once per loop pass and then either reset by the program (with two stable states of the buffer) or automatically reset (with one Monoflop).
  • the program can wait for a reset to wait for the monoflop to reset after an ignition pulse occurs, thereby achieving yitter-free speed detection. Then T Monoflo p > T loop applies. In this case, too, the counter is incremented each time the loop is run, so that when the next firing pulse occurs, a current counter reading corresponding to the period of the speed is located therein and can be loaded into the memory. In any case, there is always a current speed signal in the memory, which can be evaluated accordingly by the control circuit 1 and is available.
  • the detection of the position of the main throttle (system) on the tappet 10 or on a mechanical stop corresponding to the throttle valve closed or throttle valve opened in order to distinguish between the functional areas mentioned above is done with the aid of a throttle valve switch designated by 8 in FIG. 7.
  • the throttle valve switch 8 can be designed such that when on the actuator or Main throttle applied to plunger 10, for example, gives a signal log 1 and, when the main throttle is not applied, results in a signal log 0.
  • this encoder signal which is indeed a switch
  • a counter via the clock or oscillator of the control circuit 1 or by means of the loop frequency of the signal log 1 Microprocessor is increased and decreased at signal log 0.
  • This counter can be counted up or down between a maximum and a minimum value.
  • a buffer is set or reset.
  • the buffer can be set to the log 1 signal when the maximum value is reached and to the log 0 signal when the minimum value is reached. It can be seen that this buffer is most appropriately a bistable element, the output signals of which indicate whether the main choke is present or not.
  • the control circuit is given a target idle speed, which can also be a counter content, for example, or in the case of an analog configuration, for example, a constant voltage, which corresponds to the content of the above already mentioned memory is compared or with an analog voltage derived from the memory content in a known manner.
  • the central control circuit 1 is designed such that it has at least one control amplifier which is designed in such a way that it has PI control behavior. This PI control behavior applies to the idling functional area and to the resulting special control structure of the plunger 10 via output stage la and actuator 2.
  • the PI control behavior can work with constant proportions and constant integrator running speeds, preferably with an analog design of the control circuit 1, however, a certain asymmetry is provided in the PI control behavior so that, for example, if the speed falls below the setpoint speed in idle, the reaction can be faster and / or stronger, possibly with an additional D component, in order to save the internal combustion engine from going out, so to speak.
  • control circuit 1 is constructed with digital components or implemented in the form of a microcomputer, then, in order to simplify the program structure, it is not possible to work with constant proportional components and integrator running speeds, but the speed range is divided into several ranges, in accordance with the diagrams in FIGS and preferably divide areas of different sizes around the target rotation speed, these areas then each containing constant P components and constant I running speeds. This then results in stepped platform curves for given control deviations for both the P and the I component.
  • the P component and the integrator level are added and used for actuator control.
  • the PI sum of the P and I components can be stored in an output memory and in an intermediate memory.
  • the buffer can also be loaded with a value in the output memory averaged over a certain time.
  • the circuit operates completely in controlled operation according to the overall concept, whereby, as will be discussed further below, the plunger position 1 0 caused by the actuator 2 is also detected and compared with the setpoint value, which is known as the PI Sum at the output of the control amplifier results.
  • the integrator When the partial load functional area is available, i.e. when the main throttle is actuated and no longer applied, the integrator is stopped by this transition of the main throttle identification signal from log 1 to log 0; A suitable blocking signal eliminates the further evaluation of the P component.
  • the PI sum in the buffer which corresponds to the last value in the idling range, is still used for actuator control, so that it remains in the last position before the main throttle is actuated (initially).
  • control circuit 1 is configured so that the actuator is moved back for rotational speeds n ⁇ n thrust. Therefore, when the main throttle is not actuated, thrust cut-off is possible via the accelerator pedal if the mixture generator (for example, carburetor) is designed accordingly.
  • the mixture generator for example, carburetor
  • a temperature detection is carried out in addition to setting the initial values for the integrator level and the PI sum in the output memory and buffer.
  • the PI sum is output in the buffer for actuator control for a specific time t vs (t vs can be, for example, 2 seconds) (compare the course of the diagram of the actuator's travel versus time here) Fig. 2).
  • the actuator therefore occupies the last position in the idle range before changing to another range.
  • There is the possibility and can preferably also be used to add a constant for a short time t a (for example t a 0.2 s) in addition to the output value for controlling the actuator. This results in a brief increase in filling after thrust cut-off to avoid speed drops.
  • t vs (and t) has elapsed , the control is released again.
  • the function can proceed according to the diagram in FIG. 3 as with the transition from overrun to idle; after the transition period t vs , however, the control is not released, but the actuator remains in the last position of the idle range in accordance with the PI sum stored in the buffer.
  • the transition period t vs shown in FIG. 3 is therefore only given for better understanding and is of no importance for this transition function.
  • the central control circuit 1 controls the actuator so that for a predetermined period t (for example also 2 s) the actuator remains in the position in the part load range, which has shown the last value before leaving the idle range, i.e. again corresponds to the PI sum in the buffer. The regulation is then released.
  • t for example also 2 s
  • the central control circuit also receives a position signal or position signal relating to the tappet position and thus, what applies to the control area, also to the position of the throttle valve.
  • This position signal is an actual value signal and is compared by a suitable comparator or comparator of the control circuit with the target value, which results as a PI sum in the buffer.
  • FIG. 5 shows in the form of a diagram how the control circuit controls the actuator 2 using a method approximating the pulse length modulation in order to achieve the desired positioning or position of the plunger 10.
  • the example symmetrical about the respective desired position value s to extend, no triggering of the actuator, and both valves are closed.
  • the plunger retains its current actual value position, so that there is a certain symmetrical dead zone range.
  • the position detection of the plunger position is carried out either by simply returning a tapped potentiometer potential, which in turn is adjusted by the plunger position.
  • the position detection can be carried out with the aid of a digital-to-analog converter, which is designated 9 in FIG. 7.
  • the digital-to-analog converter queries the potentiometer voltage that can also be used here (according to the actuator position) via thresholds.
  • the potentiometer, which is adjusted by the actuator or the plunger, is designated 15 in FIG.
  • FIG. 6 shows in diagram form more precisely what is meant.
  • two thresholds namely an upper threshold A and a lower threshold B, are used to query whether the potentiometer voltage is above, within or below the thresholds; the two valves 2a, 2b of the actuator are then activated accordingly.
  • the two thresholds as shown in FIG. 6, are overlaid with a sawtooth or triangular shape, i. H. they are sawtooth-shaped, so that a pulsed output differential value is obtained directly by comparison with the actual value on the potentiometer, which leads to pulsed control signals with different pulse durations for different actual value positions and, if necessary, corresponding deviation from the target value.
  • 6a shows the position setpoint corresponding to the PI sum at C approximately in the buffer.
  • the two threshold curves originating from the digital-to-analog converter are expediently arranged symmetrically upwards and downwards around this setpoint value C, so that when the actual position value is identical to the setpoint value C, there is no overlap between the actual value initially assumed to be horizontal and the Sawtooth pulses of thresholds A and B result.
  • FIGS. 6b to 6d each show two possible curve profiles over time one above the other, the upper diagram always being used for the control of the evacuating valve and the lower curve for the control of the ventilating valve.
  • FIG. 6d is assigned to the gradually increasing actual value curve of the dash-dotted curve F in FIG. 6a; it can be seen that the actual value F is gradually approaching the desired setpoint C and therefore in this case the control pulses for the ventilating valve are becoming ever smaller.
  • the digital-to-analog converter 9 already mentioned above can also be used, with a counter being increased with each clock pulse from the oscillator or clock generator, which is part of the control circuit 1, or with each program loop run in a microcomputer; this counter reading is given to the digital-to-analog converter; because of the double use, it is understood that this takes place at different times for the position detection of the ram and for the temperature detection, for example in a multiplex method.
  • a comparator 11 is provided (see FIG. 7), the input of which is supplied with an analog temperature signal from a suitable resistance network.
  • This resistance network contains at least one NTC or PTC resistor for temperature detection, which is in heat-conducting contact with suitable parts of the internal combustion engine, such as the cooling water.
  • the comparator 11 Since the comparator 11 is constantly one at its other input Voltage proportional to the meter, that is to say an increasing voltage is supplied by the digital-to-analog converter, the comparator 11 will then emit a signal when the voltage proportional to the meter of the central control circuit 1 exceeds the temperature-dependent voltage. At this moment, the last counter reading corresponds to the temperature value applied to the comparator, so that it is a measure of the temperature range in which the internal combustion engine works. This counter reading is stored, which is easily possible as a transfer signal into a memory due to the comparator output signal, and is used for temperature evaluation. At the same time, the counter can be reset so that temperature changes can also be recorded.
  • the following variant can also be implemented for the functional sequence partial load or for the transition function from partial load to idling.
  • the actuator is moved to the main throttle up to the system by setting the integrator. that is, in this variant, the integrator is not stopped when the main throttle is actuated in the partial load range. If there is then a transition from partial load to idling, the actuator is reset in a controlled manner until the idling speed is reached.
  • This has the advantage that speed drops during the transition from part load to idling can be avoided if the load torque of the engine has previously been increased in the part load range, for example by switching on consumers, air conditioning and. the like; this solution is also advantageous for motor vehicles with automatic transmissions.
  • a further possible variant of the transition behavior from thrust to idling results from the fact that the integrator is set via a D component and the control is then released.
  • the D component is obtained by differentiating the speed signal, a large D component resulting if the speed drop rate is also high is.
  • an adjustment of the actuator via the integrator proportional to the speed of the sinking speed is achieved.
  • the actuator in the partial load range in a speed-controlled manner, the speed setpoint also being influenced and the actual speed being able to be tracked.
  • the tracked speed setpoint is then reduced to the actual setpoint after a predetermined time function, with the result that the speed is reduced in a controlled manner via this time function.
  • FIG. 8 shows a possible exemplary embodiment from a multitude of conceivable forms for realizing the central control circuit 1; in this embodiment, a predominantly digital mode of operation is required; wherein the circuit components already shown in Fig. 7 have the same reference numerals.
  • the clock generator is designated 20; for speed detection, a counter 21 with the counts of the clock generator 20 be hits and then reset each via the flip-flop 7 when an ignition pulse arrives; at the same time, a takeover pulse is sent from the counter 7 via the connecting line 22 to a takeover gate 23 connected downstream of the counter 21, so that there is in each case a counter reading in the takeover gate or buffer store 23 which corresponds to the period of the actual speed.
  • the counter reading in the intermediate counter 23 is to be compared with a target counter reading in a register (not shown separately in FIG. 8), in which the target value of the speed is entered.
  • This comparison can be made by counting the intermediate memory 23 and the register or a takeover counter downstream of this in each case with a high clock rate, so that there is a counter difference which is then further processed separately with respect to the P component and the I component by supplying corresponding ones digital circuit components, which have the mode of operation, as in Fig. La and 1b shown.
  • the block carrying out the difference formation with a target speed is generally designated by 24; the two downstream blocks 25 and 26 are each responsible for processing the speed difference.
  • the binary words resulting at the outputs of the P block 25 and the I block are fed in parallel to a buffer memory 27 and the output memory 28, the counter reading of which, in addition of the P component and the I component, then corresponds to the PI sum of the target position of the actuator corresponds.
  • a first counter 29 and a second counter can be operated with a high clock rate 30 can be controlled for the formation of the upper threshold or the lower threshold.
  • the temperature signal can be obtained with the aid of a further counter 34; the output signal of the comparator 11 is then fed back and triggers a take-over memory, which is not shown in FIG. 8 and takes over the current counter reading of the temperature counter 24.
  • a temperature signal is also obtained, which can be used, for example, to effect corresponding setpoint changes.
  • This temperature signal which is a binary word in the exemplary embodiment in FIG. 8, can be used to change, for example, the speed setpoint set in a register in accordance with a desired function, so that a cold speed setpoint can be used when the machine is cold.
  • FIG. 8 provides to obtain the system signal of the main choke; this counter is supplied with up and down count signals at its inputs 35a, 35b in accordance with the position of the throttle valve switch, ie either log 0 or log 1.
  • a downstream buffer 36 is set or reset. This buffer can be a bistable element and its output then shows the respective position of the throttle valve, whether it is on the actuator or not.
  • the output signal of the buffer initially reaches the control amplifier with a P component and I component via a connecting line 37.
  • a counter can be started which determines the delay time t vs until its maximum value is reached and then causes the switch back to the output memory 28, simultaneously with the release of the control.
  • a counter can be started which determines the delay time t vs until its maximum value is reached and then causes the switch back to the output memory 28, simultaneously with the release of the control.
  • different, increased initial values can be entered in the setting registers 31 and 32 for a transition period. Since this is a measure which is familiar to a person skilled in the art, there is no need to go into this further.
  • S the path of the actuator is designated in FIGS. 2, 3 and 4, while on Points G of the curve in FIGS. 2 and 4 each release the control. 2, the last value in idle is also denoted by H; at time t 0 there is a transition from thrust to idling. Likewise, in the diagram of FIG. 4, at time t, the transition from part-load range to idling takes place via the further time delay t vT provided there .

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Control Of Velocity Or Acceleration (AREA)
EP82109643A 1981-10-26 1982-10-19 Procédé et dispositif de réglage de la vitesse de ralenti pour moteur à combustion Expired EP0077996B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3142409 1981-10-26
DE19813142409 DE3142409A1 (de) 1981-10-26 1981-10-26 Verfahren und vorrichtung zur regelung der drehzahl einer brennkraftmaschine im leerlauf

Publications (3)

Publication Number Publication Date
EP0077996A2 true EP0077996A2 (fr) 1983-05-04
EP0077996A3 EP0077996A3 (en) 1984-03-28
EP0077996B1 EP0077996B1 (fr) 1988-06-01

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EP82109643A Expired EP0077996B1 (fr) 1981-10-26 1982-10-19 Procédé et dispositif de réglage de la vitesse de ralenti pour moteur à combustion

Country Status (4)

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US (1) US4474154A (fr)
EP (1) EP0077996B1 (fr)
JP (1) JPS5877135A (fr)
DE (2) DE3142409A1 (fr)

Cited By (4)

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FR2532687A1 (fr) * 1982-09-03 1984-03-09 Bosch Gmbh Robert Installation de reglage pour un poste de commande de moteur a combustion interne
EP0137469A1 (fr) * 1983-10-13 1985-04-17 Atlas Fahrzeugtechnik GmbH Régulation du ralenti d'un moteur à allumage commandé
FR2566048A1 (fr) * 1984-06-13 1985-12-20 Pierburg Gmbh & Co Kg Procede de determination de l'etat de contact du mecanisme principal d'etranglement avec un dispositif de mise en position du clapet d'etranglement
EP0164915A3 (en) * 1984-06-11 1986-04-16 General Motors Corporation Engine fuel control system

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JPS59203850A (ja) * 1983-05-04 1984-11-19 Diesel Kiki Co Ltd エンジンの回転速度制御装置
JPS59226243A (ja) * 1983-06-06 1984-12-19 Mazda Motor Corp エンジンのアイドル回転制御装置
DE3329800A1 (de) * 1983-08-18 1985-02-28 Robert Bosch Gmbh, 7000 Stuttgart Drehzahlregelsystem fuer eine brennkraftmaschine mit selbstzuendung
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JPS62178749A (ja) * 1986-01-29 1987-08-05 Mitsubishi Electric Corp 内燃機関のアイドル回転数制御装置
JPH0718371B2 (ja) * 1986-11-24 1995-03-06 三菱電機株式会社 内燃機関の回転数制御装置
JP2553536B2 (ja) * 1987-01-20 1996-11-13 マツダ株式会社 エンジンのアイドル回転数制御装置
DE3704941A1 (de) * 1987-02-17 1988-08-25 Pierburg Gmbh Verfahren und vorrichtung zur regelung der leerlaufdrehzahl bei brennkraftmaschinen
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US4875448A (en) * 1988-09-23 1989-10-24 Briggs & Stratton Corporation Cyclic responding electronic speed governor
US5279271A (en) * 1990-06-29 1994-01-18 Robert Bosch Gmbh Control system for an internal combustion engine and/or motor vehicle
AT398644B (de) * 1992-07-02 1995-01-25 Vaillant Gmbh Digitaler regelkreis
JP3279032B2 (ja) * 1993-12-16 2002-04-30 スズキ株式会社 船外機のエンジン回転数制御装置
DE10018193A1 (de) * 2000-04-12 2001-10-25 Bayerische Motoren Werke Ag Regelverfahren
FR2887797B1 (fr) * 2005-07-01 2008-08-15 Societe De Prospection Et D'inventions Techniques Procede de determination de donnees d'exploitation d'un appareil portatif a actionnement manuel et l'appareil pour la misen en oeuvre du procede
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JPS5857623B2 (ja) * 1978-02-25 1983-12-21 日産自動車株式会社 内燃機関のアイドル回転数制御装置
JPS55160137A (en) * 1979-05-29 1980-12-12 Nissan Motor Co Ltd Suction air controller
JPS55160132A (en) * 1979-05-31 1980-12-12 Nissan Motor Co Ltd Revolution controller of internal combustion engine
JPS6038544B2 (ja) * 1979-10-17 1985-09-02 株式会社デンソー エンジンの回転速度制御方法
JPS5925111B2 (ja) * 1979-11-06 1984-06-14 マツダ株式会社 エンジンのアイドル回転数制御装置
JPS56126634A (en) * 1980-03-07 1981-10-03 Fuji Heavy Ind Ltd Automatic speed governor for idling
JPS56126635A (en) * 1980-03-07 1981-10-03 Fuji Heavy Ind Ltd Automatic speed governor for idling
FR2478202A1 (fr) * 1980-03-17 1981-09-18 Sibe Dispositif de carburation pour moteur a combustion interne
JPS56135730A (en) * 1980-03-27 1981-10-23 Nissan Motor Co Ltd Controlling device for rotational number of internal combustion engine
US4401075A (en) * 1980-10-27 1983-08-30 The Bendix Corporation Automatic speed control for heavy vehicles

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2532687A1 (fr) * 1982-09-03 1984-03-09 Bosch Gmbh Robert Installation de reglage pour un poste de commande de moteur a combustion interne
EP0137469A1 (fr) * 1983-10-13 1985-04-17 Atlas Fahrzeugtechnik GmbH Régulation du ralenti d'un moteur à allumage commandé
EP0164915A3 (en) * 1984-06-11 1986-04-16 General Motors Corporation Engine fuel control system
FR2566048A1 (fr) * 1984-06-13 1985-12-20 Pierburg Gmbh & Co Kg Procede de determination de l'etat de contact du mecanisme principal d'etranglement avec un dispositif de mise en position du clapet d'etranglement

Also Published As

Publication number Publication date
DE3142409C2 (fr) 1992-07-30
US4474154A (en) 1984-10-02
JPS5877135A (ja) 1983-05-10
DE3278575D1 (en) 1988-07-07
EP0077996A3 (en) 1984-03-28
DE3142409A1 (de) 1983-05-05
EP0077996B1 (fr) 1988-06-01

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