EP2029874A1 - Moteur à combustion interne et procédé de fonctionnement associé - Google Patents

Moteur à combustion interne et procédé de fonctionnement associé

Info

Publication number
EP2029874A1
EP2029874A1 EP07728334A EP07728334A EP2029874A1 EP 2029874 A1 EP2029874 A1 EP 2029874A1 EP 07728334 A EP07728334 A EP 07728334A EP 07728334 A EP07728334 A EP 07728334A EP 2029874 A1 EP2029874 A1 EP 2029874A1
Authority
EP
European Patent Office
Prior art keywords
torque
exhaust gas
combustion chambers
combustion chamber
combustion
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.)
Withdrawn
Application number
EP07728334A
Other languages
German (de)
English (en)
Inventor
Uwe Jung
Janos Radeczky
Michael Wirkowski
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.)
Aumovio Germany GmbH
Original Assignee
Continental Automotive Technologies GmbH
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 Continental Automotive Technologies GmbH filed Critical Continental Automotive Technologies GmbH
Publication of EP2029874A1 publication Critical patent/EP2029874A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1497—With detection of the mechanical response of the engine
    • F02D41/1498—With detection of the mechanical response of the engine measuring engine roughness
    • 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
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • F02D41/005—Controlling exhaust gas recirculation [EGR] according to engine operating conditions
    • F02D41/0055—Special engine operating conditions, e.g. for regeneration of exhaust gas treatment apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1012—Engine speed gradient
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • 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
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • F02D41/0065—Specific aspects of external EGR control
    • F02D41/0072—Estimating, calculating or determining the EGR rate, amount or flow
    • 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
    • F02D41/008—Controlling each cylinder individually
    • F02D41/0085—Balancing of cylinder outputs, e.g. speed, torque or air-fuel ratio
    • 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
    • F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
    • 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
    • F02D41/08—Introducing corrections for particular operating conditions for idling
    • 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
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • F02D41/403—Multiple injections with pilot injections
    • 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 invention relates to a method for operating an internal combustion engine having at least two combustion chambers, wherein each combustion chamber makes a torque contribution to a total torque of the internal combustion engine and wherein the internal combustion engine is designed so that an amount of exhaust gas in combustion chambers is foundedbert.
  • the invention relates to an internal combustion engine, in particular a piston engine, having at least two combustion chambers, wherein each combustion chamber contributes a torque contribution to a total torque of the internal combustion engine, at least one sensor for detecting the torque contribution of at least two combustion chambers, a Abgasruckfuh- rungsvorraum for returning a Exhaust gas amount of exhaust gas from the combustion chambers in combustion chamber back and one with the at least one sensor and the Abgasruckbowungsvorraum electrically connected control.
  • the invention relates to a computer program product.
  • the invention solves the problem according to a first aspect by a method having the features of claim 1.
  • the invention solves the problem by an internal combustion engine having the features of claim 11.
  • the invention solves the problem by a computer program product having the features of claim 13.
  • An advantage of the invention is that without changing the components of the internal combustion engine, an unequal distribution of the amount of returned exhaust gas between the combustion chambers can be detected. It has been shown that this uneven distribution of the returned exhaust gas to the combustion chamber contributes to an increase in pollutant emissions. During operation of the internal combustion engine deposits are formed in the lines through which the exhaust gas is supplied to the individual combustion chambers. This results in an uneven distribution of the returned exhaust gas to the individual combustion chambers.
  • combustion conditions likewise differ from combustion chamber to combustion chamber.
  • a controller which controls the internal combustion engine on the basis of large, which refers only to all combustion chambers together, so that the combustion in the individual combustion chambers can only insufficiently control.
  • the combustion conditions prevailing in a combustion chamber must then be regulated by means of a quantity which corresponds only approximately to the size which is decisive for the individual combustion chamber. It comes to a non-optimal control, which leads to increased pollutant emissions, especially of nitrogen oxides.
  • An advantage of the invention is therefore that lower pollutant emissions can be achieved.
  • a non-optimal combustion due to a different amount of exhaust gas from combustion chamber to combustion chamber also reduces the service life of the internal combustion engine, which is avoided by the invention.
  • the advantageous effects of the inventive method are usually only possible by changing the control software, which advantageously leads to low costs in the implementation of the method.
  • the total torque is understood to be a time average over a plurality of crankshaft rotations.
  • the torque contribution of a combustion chamber is understood as an average over several crankshaft rotation angle intervals in which the combustion chamber contributes to the total torque.
  • the detection of the torque contribution of at least two combustion chambers is to be understood as including in particular the implicit detection. So it is not necessary to measure the torques directly as torques. Also possible is an implicit or indirect detection, for example by the time-dependent measurement of the crankshaft rotation angle and the determination of the torque contribution based on fluctuations in the rotational speed of the crankshaft: If a first combustion chamber contributes more to the total torque than a second combustion chamber, this leads to that when the first combustion chamber has a power stroke, the crankshaft is experiencing a greater acceleration than when the second
  • Combustion chamber has a stroke.
  • the average crankshaft speed, which is averaged over the crankshaft rotation angle range in which a specific combustion chamber makes its torque contribution, or the crankshaft acceleration are therefore suitable for detecting the torque contributions of the individual combustion chambers.
  • the piston engine comprises an electric generator for generating an electric current, it is possible to reduce the torque contribution of a combustion chamber from the peak value of the engine
  • the detection of the torque contributions is therefore to be understood in particular as meaning any process by which a statement about the torque contribution of individual combustion chambers is obtained and which is carried out to obtain this statement.
  • Determining the change of the torque contributions is to be understood in particular as meaning any process by which a statement about changes in the torque contribution of individual combustion chambers is obtained and which is carried out to obtain this statement.
  • a signal is output only when the torque contribution change exceeds a preset threshold.
  • this includes any signal that contains information about the differences in the amounts of returned exhaust gas and is output for this purpose.
  • the internal combustion engine is preferably a piston engine, in particular a diesel engine.
  • step (a) comprises changing at least one operating parameter for each combustion chamber so that the rotational moment contribution of the combustion chambers to each other.
  • the internal combustion engine is an idling piston engine, in particular a diesel engine.
  • Inject fuel into the combustion chamber adjusted at a certain fuel pressure by means of small volume adaptation. Through this adaptation, all combustion chambers provide a substantially equal torque contribution to the total torque.
  • the torque contributions of the individual combustion chambers then preferably differ by less than 6%, in particular less than 3%.
  • the torque contribution of one combustion chamber is subtracted from that of the other combustion chamber, the difference is divided by the larger of the two values, the absolute value is calculated and this value is subtracted from 1 and multiplied by 100.
  • the adjustment of the injection quantity is carried out, for example, by a variation of the pilot injection quantity or the injection time period (TOI). Alternatively or cumulatively, the latter is done by adjusting the injection start time (start of injection, SOI) and / or the injection end time (end of injection, EOI).
  • step (c) If, in the course of changing operating parameters, the torque contribution is recorded multiple times for each combustion chamber, then the last detected value for the torque contribution is preferably used for the detection in step (c).
  • step (d) of the inventive method comprises forming the difference between two torque contributions obtained in step (c) and comparing the difference with a preset threshold.
  • This threshold value is preferably a relative threshold and is 6%, preferably 3%, in particular preferably at 1.5%. This means that after changing the amount of exhaust gas exhausted for a combustion chamber, two values for the torque contribution are determined. The difference between the larger torque value and the smaller torque value is formed and the difference is divided by the larger torque value. The threshold is exceeded if a value greater than 1.06 or 1.03 or 1.015 is obtained.
  • the torque contributions are determined as stated above, preferably implicitly or indirectly.
  • the injection amount of fuel in each combustion chamber adjusted so that the differences in the torque contributions of the individual combustion chambers are below the preset threshold. Subsequently, the amount of returned exhaust gas is changed and the injection quantity of fuel is adjusted so that each combustion chamber has a substantially equal torque contribution, ie the differences in the torque contributions are below the preset threshold value.
  • the change in the injection quantity for each combustion chamber is then a measure of the change in the torque contribution due to the change in the amount of returned exhaust gas.
  • a warning message is preferably issued.
  • steps (a) and (c) the torque contributions of all combustion chambers are detected.
  • differences between the combustion chambers with respect to the amount of returned exhaust gas can be determined particularly well.
  • step (d) comprises forming the difference from the torque contributions of two detected in step (a) Combustion chambers and the torque contributions detected in step (c) for each combustion chamber, forming the absolute amount of the difference or the absolute value of the differences, calculating the maximum of the absolute amounts thus obtained and comparing the maximum with a preset threshold.
  • the maximum change of the torque contribution caused by changing the amount of exhaust gas is detected.
  • the change in this difference is detected due to the change in the amount of returned exhaust gas. If this difference changes by more than a preset value, this is an indication of a significant influence of the change in the amount of returned exhaust gas, so that a warning signal is preferably output.
  • step (d) preferably comprises forming the difference between the torque contributions of two combustion chambers detected in step (a) and the torque contributions of the same combustion chamber detected in step (c).
  • a preferred method comprises the additional step of step (a) of substantially completely reducing the amount of returned exhaust gas into the combustion chambers, wherein varying the amount of returned exhaust gas into the combustion chambers increases, preferably to over 40%, based on the total combustion chamber charge , is.
  • the total combustion chamber filling is the amount of gas that is compressed.
  • a share of 40% of the total combustion chamber filling means that the combustion chamber is filled with exhaust gas at the moment immediately before ignition to 40% volume fraction.
  • step (b) the amount of returned exhaust gas into the combustion chambers, the torque contribution of which was detected in step (a), is substantially completely reduced, i. completely stopped.
  • the amount of returned exhaust gas in step (a) is then so high that the proportion is more than 40%, in particular more than 60%, of the total combustion chamber filling.
  • the inventive method is therefore carried out after a preset period of operation at idle.
  • the inventive method at a constant Kraftstoffzuschreibungsrate, especially at idle the
  • the signal in step (e) is a control signal for changing the amount in one or more combustion chambers exhausted exhaust gas.
  • the exhaust gas recirculation device is preferably designed such that the returned exhaust gas quantity can be regulated or controlled dependent on the combustion chamber. This is advantageous in that a Abgasruckfuh- with respect to the combustion chambers with each other uneven Abgasruckfuh- is compensated.
  • Figure 1 shows an inventive internal combustion engine in the form of a diesel engine.
  • FIG. 2 shows a flowchart of a method according to the invention.
  • FIG. 1 shows a diesel engine 1 comprising four combustion chambers 2 in the form of cylinders in which pistons 3 run.
  • the combustion chambers 3 are connected to a crankshaft 5 via connecting rods 4.
  • the combustion chambers 3 generate a total torque on the crankshaft 5.
  • crankshaft 5 is connected to a crankshaft sensor 6, which detects the crankshaft rotation angle ⁇ of the crankshaft 5 as a function of the time t.
  • the time-dependent crankshaft rotation angle ⁇ (t) contains all the information necessary for calculating the torque contribution of the combustion chamber 2 are, and is transmitted by an electric line 7 to a controller 8.
  • air flows through an air line 9 and is conducted to the combustion chambers 2.
  • the exhaust gases of the combustion chambers 2 are discharged through an exhaust pipe 10 to a not shown here exhaust.
  • a valve 11 shown in simplified form in the figure 1 as a flap
  • the valve 11 may also partially open or close the connection 12.
  • the valve 11 is electrically actuated and connected by means of a control line 13 to the controller 8.
  • a fluid is meant a liquid and / or gaseous medium).
  • At least one valve 11 is assigned in each combustion chamber 2, so that the amount of exhaust gas, which is diverted into the respective combustion chamber, is controllable or controllable for each individual combustion chamber.
  • Each combustion chamber 2 has an injector 14 which injects fuel from a fuel line, not shown here, into the combustion chamber 2. All injectors 14 are connected via a control line 15 to the controller 8. For reasons of clarity, only one injector 14 is shown connected to the control line 15. The injectors 14 and the controller 8 are designed so that an individual amount of fuel can be injected for each combustion chamber 2.
  • An embodiment of the method according to the invention is carried out by first closing the valve 11 during idling operation. This prevents that exhaust gas can get into the air supply line 9. About the crankshaft sensor 6 then the torque contributions of the individual Combustion chamber 2 recorded and transmitted to the controller 8. Control 8 adjusts the amount of fuel injected per working cycle into the combustion chamber 2 such that the differences in the torque contribution of the individual combustion chambers 2 to one another are less than 2%. That is, the torque of the combustion chamber that provides the largest torque contribution to the total torque, less the torque of the combustion chamber that provides the smallest torque contribution to the overall torque of the engine, is based on (ie, divided by) the torque contribution of the combustion chamber that provides the largest contribution , less than 2%.
  • valve 11 is opened by the controller 8 so far that an exhaust gas flow into the air supply line 9, which accounts for 40% of the total flow into the combustion chamber, so that the proportion of returned exhaust gas amounts to 40% of the total combustion chamber.
  • the torque contributions of the individual combustion chambers are recaptured according to the method described above.
  • the controller 8 the injection quantity is again adjusted in the individual combustion chambers so that the above-mentioned threshold value is exceeded.
  • the controller 8 sends a signal via a Signal line 16 output.
  • valve 11 is initially opened so far that the proportion of jerkgechttem exhaust gas amounts to 40% of the total Brennraumraumfullung.
  • the torque contributions of the individual combustion chambers 2 are then recorded via the crankshaft sensor 6 and transmitted to the controller 8. Controller 8 adjusts the amount of fuel injected per stroke into the combustion chamber 2 so that the Differences of the torque contributions of the individual combustion chambers 2 with each other are smaller than 2%.
  • valve 11 is closed and again the torque contributions of the individual combustion chambers 2 are received and transmitted to the controller 8, which in turn adjusts the amount of fuel injected per working cycle into the combustion chamber 2 such that the torque contribution of the individual combustion chambers 2 to one another less than 2%.
  • j is a number variable and n is the number of combustion chambers from which the torque contribution is detected.
  • a first step Sl the torque contribution M D of the combustion chamber 2 of the diesel engine 1 is detected.
  • n is greater than 1 and less than or equal to 4, so torque gains M D of 2, 3 or 4 combustion chambers are detected. It is favorable, the torque contributions M j of all combustion chambers to detect, in the present example, the torque contributions Mi, M 2, M 3 and M. 4
  • a subsequent second step S2 the amount of returned exhaust gas is changed, ie increased or decreased.
  • the amount of returned exhaust gas is increased in this step at least for those combustion chambers whose torque contributions were determined in the first step. It is convenient to change the amount of exhaust gas exhausted for all combustion chambers and in the same way, for example by opening the valve 11 (see Figure 1).
  • torque contributions M D are again detected in a third step S3, namely at least two combustion chambers whose torque contributions were detected in the first step.
  • the torque contributions Mi, M 2 and M 3 of the first, second and third combustion chambers were detected in the first step, then it is sufficient if in the third step the torque contributions M x and M 2 of the first and second combustion chambers are detected , Preferably, however, the torque contributions of all combustion chambers are recorded whose torque contributions were already recorded in the first step.
  • a fourth step S4 the change in the respective torque contribution due to the change in the amount of returned exhaust gas is determined. If there are differences between the respective changes of the individual combustion chambers with each other, this is an indication that the amounts of returned exhaust gas differ from combustion chamber to combustion chamber.
  • a signal is then output in a fifth step S5.
  • the change of the torque contribution for the first combustion chamber is 5%. This value is compared to a preset value, for example 4%. Exceeding this preset value, as given here, then becomes, for example a warning signal is issued, which indicates that maintenance of the diesel engine should be made.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Exhaust-Gas Circulating Devices (AREA)

Abstract

L'invention concerne un procédé pour faire fonctionner un moteur à combustion interne avec au moins deux chambres de combustion, chaque chambre de combustion contribuant au couple pour fournir un couple total du moteur à combustion interne, le moteur à combustion interne étant réalisé de telle sorte qu'une quantité de gaz d'échappement puisse être recirculée dans les chambres de combustion, et comprenant les étapes suivantes : (a) détection des contributions au couple d'au moins deux chambres de combustion, puis (b) modification de la quantité de gaz d'échappement recirculé dans les chambres de combustion dont la contribution au couple a été détectée dans l'étape (a), puis (c) détection des contributions au couple d'au moins deux chambres de combustion dont la contribution au couple dans l'étape (a) a été déterminée, puis (d) détection de la variation des contributions au couple suite à la variation de la quantité de gaz d'échappement recirculé et ensuite (e) émission d'un signal en fonction de la variation des contributions au couple.
EP07728334A 2006-06-02 2007-04-20 Moteur à combustion interne et procédé de fonctionnement associé Withdrawn EP2029874A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102006025927A DE102006025927B3 (de) 2006-06-02 2006-06-02 Brennkraftmaschine und zugehöriges Betriebsverfahren
PCT/EP2007/053875 WO2007141083A1 (fr) 2006-06-02 2007-04-20 Moteur à combustion interne et procédé de fonctionnement associé

Publications (1)

Publication Number Publication Date
EP2029874A1 true EP2029874A1 (fr) 2009-03-04

Family

ID=38337667

Family Applications (1)

Application Number Title Priority Date Filing Date
EP07728334A Withdrawn EP2029874A1 (fr) 2006-06-02 2007-04-20 Moteur à combustion interne et procédé de fonctionnement associé

Country Status (5)

Country Link
US (1) US8065071B2 (fr)
EP (1) EP2029874A1 (fr)
CN (1) CN101460728B (fr)
DE (1) DE102006025927B3 (fr)
WO (1) WO2007141083A1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4743030B2 (ja) * 2006-07-07 2011-08-10 株式会社デンソー ディーゼル機関用燃料噴射制御装置
DE112009005080T8 (de) 2009-09-24 2012-10-18 Toyota Jidosha Kabushiki Kaisha Steuervorrichtung einer Verbrennungskraftmaschine
US8056546B2 (en) * 2010-03-24 2011-11-15 Ford Global Technologies, Llc Multi-function throttle valve
JP6669602B2 (ja) * 2016-07-14 2020-03-18 ヤンマー株式会社 内燃機関の制御装置および内燃機関の制御方法

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5855195A (en) * 1994-12-26 1999-01-05 Hitachi, Ltd. Flow control equipment for an internal combustion engine
EP0957253B1 (fr) * 1996-12-13 2010-10-13 Toyota Jidosha Kabushiki Kaisha Dispositif de reglage de combustion pour moteur a combustion interne
US6021765A (en) * 1998-08-31 2000-02-08 Chrysler Corporation Linear-EGR flow rate adaption
DE19961292C2 (de) * 1999-12-18 2003-04-24 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
JP4349221B2 (ja) * 2004-06-28 2009-10-21 日産自動車株式会社 内燃機関のｅｇｒ制御装置
JP4251228B2 (ja) * 2007-09-12 2009-04-08 トヨタ自動車株式会社 内燃機関の制御装置

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO2007141083A1 *

Also Published As

Publication number Publication date
WO2007141083A1 (fr) 2007-12-13
CN101460728B (zh) 2012-06-06
US8065071B2 (en) 2011-11-22
CN101460728A (zh) 2009-06-17
DE102006025927B3 (de) 2008-01-03
US20100037873A1 (en) 2010-02-18

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