DE4422184A1 - Motor vehicle controller with engine cylinder air-mass flow computer - Google Patents
Motor vehicle controller with engine cylinder air-mass flow computerInfo
- Publication number
- DE4422184A1 DE4422184A1 DE4422184A DE4422184A DE4422184A1 DE 4422184 A1 DE4422184 A1 DE 4422184A1 DE 4422184 A DE4422184 A DE 4422184A DE 4422184 A DE4422184 A DE 4422184A DE 4422184 A1 DE4422184 A1 DE 4422184A1
- Authority
- DE
- Germany
- Prior art keywords
- calculated
- pressure
- combustion engine
- air mass
- internal 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.)
- Granted
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
- F02D41/18—Circuit arrangements for generating control signals by measuring intake air 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
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
- F02D2041/1413—Controller structures or design
- F02D2041/1423—Identification of model or controller parameters
-
- 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
- F02D2200/04—Engine intake system parameters
- F02D2200/0402—Engine intake system parameters the parameter being determined by using a model of the engine intake or its components
-
- 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
- F02D2200/04—Engine intake system parameters
- F02D2200/0406—Intake manifold pressure
-
- 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
- F02D2200/04—Engine intake system parameters
- F02D2200/0406—Intake manifold pressure
- F02D2200/0408—Estimation of intake manifold pressure
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
Description
Die Erfindung bezieht sich auf ein Steuergerät für Kraft fahrzeuge mit einer Recheneinheit zur Berechnung der in einen Zylinder der Brennkraftmaschine strömenden Luft masse nach dem Oberbegriff des Patentanspruchs 1.The invention relates to a control unit for power vehicles with a computing unit for calculating the in a cylinder of the engine flowing air mass according to the preamble of claim 1.
Aus dem SAE Technical Paper 810494, 1981, geht hervor, daß in mikroprozessorgesteuerten elektronischen Steuerge räten für Kraftfahrzeuge zur exakten Zumessung des Kraft stoffes in Abhängigkeit von der in einen Zylinder der Brennkraftmaschine strömenden Luftmasse (Zylinderfüllung) eine Recheneinheit zur Berechnung dieser Zylinderfüllung vorgesehen ist. Diese Recheneinheit bildet ein mathemati sches Modell der Luftstromphysik, insbesondere im Ansaug trakt einer Brennkraftmaschine, rechnerisch nach (vgl. insbesondere Seite 10 bis 11, Kapitel "model description" des SAE-Papers). Der Algorithmus dieses rechnerischen Mo dells enthält teilweise ausschließlich gemessene Be triebsparameter der Brennkraftmaschine, wie z. B. die Drehzahl oder die Öffnungsfläche der Drosselklappe, und teilweise ausschließlich berechnete Betriebsparameter als Zwischenergebnisse, wie z. B. die durch die Drosselklappe strömende Luftmasse oder den im Ansaugrohr der Brenn kraftmaschine vorherrschenden Druck. Der Algorithmus bzw. das mathematische Modell enthält Gleichungen, die zur Vereinfachung des Algorithmus die realen Verhältnisse idealisieren und somit ein eventuell ungenaues Ergebnis bei der Berechnung der in einen Zylinder der Brennkraft maschine strömenden Luftmasse liefern.From SAE Technical Paper 810494, 1981, that in microprocessor controlled electronic Steuerge Advice for motor vehicles for the exact measurement of the force depending on the substance in a cylinder Air mass flowing from the internal combustion engine (cylinder filling) a computing unit for calculating this cylinder charge is provided. This computing unit forms a mathematical Model of airflow physics, especially in the intake tracts an internal combustion engine, arithmetically (cf. especially pages 10 to 11, chapter "model description" of the SAE paper). The algorithm of this computational Mo some of the dells only contain measured Be drive parameters of the internal combustion engine, such as. B. the Speed or the opening area of the throttle valve, and partly only calculated operating parameters as Interim results, such as B. by the throttle valve flowing air mass or that in the intake pipe of the burner engine prevailing pressure. The algorithm or the mathematical model contains equations that are used to Simplify the algorithm's real conditions idealize and thus a possibly inaccurate result when calculating the in a cylinder of internal combustion deliver machine flowing air mass.
Es ist daher Aufgabe der Erfindung, ein Steuergerät zur Berechnung der in einen Zylinder der Brennkraftmaschine strömenden Luftmasse eingangs genannter Art derart zu verbessern, daß genauere Ergebnisse bei der Berechnung erzielt werden ohne Verzicht auf die Einfachheit des ver wendeten Algorithmus.It is therefore an object of the invention to provide a control device for Calculation of the cylinder in an internal combustion engine flowing air mass of the type mentioned above improve that more accurate results when calculating be achieved without sacrificing the simplicity of ver applied algorithm.
Diese Aufgabe wird durch die kennzeichnenden Merkmale des Patentanspruchs 1 gelöst.This task is characterized by the characteristics of the Claim 1 solved.
Erfindungsgemäß wird ein beim bekannten Algorithmus aus schließlich berechneter Betriebsparameter der Brennkraft maschine, der insbesondere in Form eines Zwischenergeb nisses vorliegt, zusätzlich gemessen. Der Wert des be rechneten und der Wert des zusätzlich gemessenen Be triebsparameters werden miteinander verglichen. Der Algo rithmus ist derart aufgebaut, daß eine automatische Adap tion bzw. eine Selbstkorrektur vorgenommen wird, wenn eine Differenz zwischen dem Wert des berechneten und dem Wert des zusätzlich gemessenen Betriebsparameters vor liegt.According to the invention, a known algorithm is turned off finally calculated operating parameters of the internal combustion engine machine, in particular in the form of an intermediate result nisse is present, additionally measured. The value of the be calculated and the value of the additional measured Be drive parameters are compared. The algo rithmus is constructed in such a way that an automatic adap tion or self-correction is made if a difference between the value of the calculated and the Value of the additionally measured operating parameter lies.
Durch dieses erfindungsgemäße Steuergerät werden durch einen nur wenig erhöhten Meßaufwand Ungenauigkeiten durch die Idealisierung der realen Verhältnisse beim angewand ten Algorithmus durch automatische Adaption des Algorith mus vermieden.Through this control device according to the invention a little increased effort due to inaccuracies the idealization of the real conditions in the application algorithm by automatic adaptation of the algorithm mus avoided.
Eine vorteilhafte Weiterbildung der Erfindung ist der Ge genstand des Patentanspruchs 2. Besonders vorteilhaft ist die Verwendung des im Ansaugrohr der Brennkraftmaschine entstehenden Druckes als Betriebsparameter der Brenn kraftmaschine, der sowohl berechnet als auch zusätzlich gemessen wird, da dieser Betriebsparameter einer beson ders starken Beeinflussung der realen Verhältnisse unter liegt.An advantageous development of the invention is the Ge subject of claim 2. Is particularly advantageous the use of the in the intake pipe of the internal combustion engine resulting pressure as the operating parameters of the burning engine that both calculates and additionally is measured because this operating parameter is a particular strong influence on the real situation lies.
Eine weitere vorteilhafte Ausgestaltung der Erfindung ist der Gegenstand des Patentanspruchs 3. Alternativ oder zu sätzlich wird die durch die Drosselklappe der Brennkraft maschine strömende Luftmasse sowohl berechnet als auch gemessen, da auch ein Luftmassenstrom ebenso wie der Luftdruck besonders stark durch reale Störgrößen beein flußt wird.Another advantageous embodiment of the invention is the subject of claim 3. Alternative or to In addition, the throttle valve of the internal combustion engine machine flowing air mass both calculated and measured because an air mass flow as well as the Air pressure particularly affected by real disturbances is flowing.
Gemäß den Weiterbildungen nach Patentanspruch 2 und/oder 3 werden also Betriebsparameter zur Selbstkorrektur des Algorithmus verwendet, die besonders stark von den bei der Idealisierung vernachlässigten Verhältnissen beein flußt werden.According to the developments according to claim 2 and / or 3 are operating parameters for self-correction of the Algorithm used, which is particularly strong in the case of the idealization neglected conditions to be flowed.
In der Zeichnung ist ein Ausführungsbeispiel der Erfin dung dargestellt. Es zeigenIn the drawing is an embodiment of the Erfin shown. Show it
Fig. 1 einen Ansaugtrakt einer Brennkraftmaschine mit den wichtigsten in dem Algorithmus enthaltenen Betriebsparametern, Fig. 1 is an intake manifold of an internal combustion engine with the key contained in the algorithm operating parameters,
Fig. 2 ein Blockschaltbild des aus dem SAE-Paper 810 494 bekannten rechnerischen Modells bzw. Al gorithmus, Fig. 2 is a block diagram of from SAE paper 810494 known mathematical model or Al rithm,
Fig. 3 die dem Blockschaltbild des bekannten Algorith mus zugrundeliegenden mathematischen Formeln und Fig. 3 shows the block diagram of the known algorithmic mechanism underlying mathematical formulas and
Fig. 4 ein mögliches Ausführungsbeispiel für die Selbstkorrektur des Algorithmus am Beispiel ei nes zusätzlich gemessenen Drucks im Ansaugrohr der Brennkraftmaschine. Fig. 4 shows a possible embodiment for the self-correction of the algorithm using the example of an additionally measured pressure in the intake pipe of the internal combustion engine.
In Fig. 1 ist eine Drosselklappe (Abschnitt 1) im Luft- Ansaugrohr der Brennkraftmaschine angeordnet, die mit dem Eingang eines Sammlers (Abschnitt 2) verbunden ist, dessen Ausgang unmittelbar zum Einlaßkanal (Abschnitt 3) eines Zylinders Z führt. Die durch das Ansaugrohr an der Stelle der Drosselklappe strömende Luftmasse LSE wird insbeson dere, wie dargestellt, durch den Drosselklappenöffnungs winkel αDKI, den Umgebungsdruck p₀, die Umgebungstempera tur T₀ und den Druck im Sammler p₅ bestimmt. Diese durch die Drosselklappe strömende Luftmasse LSE kann entweder rechnerisch oder z. B. mittels eines Luftmassenmessers bestimmt werden. Die in den Zylinder Z einströmende Luft masse LSA soll erfindungsgemäß ausschließlich berechnet werden. Der im Sammler vorherrschende Druck pS ist entwe der durch den Algorithmus berechenbar und/oder durch einen hier nicht dargestellten Drucksensor meßbar.In Fig. 1, a throttle valve (section 1 ) is arranged in the air intake pipe of the internal combustion engine, which is connected to the inlet of a collector (section 2 ), the output of which leads directly to the inlet channel (section 3 ) of a cylinder Z. The air mass LSE flowing through the intake pipe at the location of the throttle valve is determined, in particular, as shown by the throttle valve opening angle α DKI , the ambient pressure p₀, the ambient temperature T₀ and the pressure in the collector p₅. This air mass flowing through the throttle valve LSE can either arithmetically or z. B. be determined by means of an air mass meter. The air mass LSA flowing into the cylinder Z is to be calculated according to the invention exclusively. The pressure p S prevailing in the collector can either be calculated by the algorithm and / or measured by a pressure sensor (not shown here).
Die physikalischen Verhältnisse in den Abschnitten 1, 2 und 3 der Fig. 1 werden in Fig. 2 ebenfalls mit den Be zugszeichen 1, 2 und 3 angedeutet. Im Block 1 der Fig. 2 wird die durch die Drosselklappe strömende Luftmasse LSE berechnet. Dazu wird die aus dem Stand der Technik be kannte Formel (1a) in Verbindung mit den Formeln (1b) und (1c) der Fig. 3 angewendet. Im Block 4 der Fig. 2 sind die Formeln (1a) bis (1c) der Fig. 3 als Teil des Algo rithmus zur Berechnung der durch die Drosselklappe strö menden Luftmasse LSE in Form eines sich aus dem Algo rithmus mit den Parametern αDK (= αDKI), dem Öffnungswin kel der Drosselklappe, und pS, dem im Sammler vorliegen den Druck, ergebenden Kennfeldes dargestellt. Die Kenn feldwerte F₁ des Blocks bzw. Kennfeldes 4 müssen jedoch an der Multiplizierstelle des Blocks 1 mit dem Faktor p₀/(R*T₀) multipliziert werden, damit sich die durch die Drosselklappe einströmende Luftmasse LSE ergibt. Dabei ist p₀ der Umgebungsdruck, T₀ die Umgebungstemperatur und R die Gaskonstante für Luft.The physical relationships in sections 1 , 2 and 3 of FIG. 1 are also indicated in FIG. 2 with the reference numerals 1 , 2 and 3 . In block 1 of FIG. 2, the air mass LSE flowing through the throttle valve is calculated. For this purpose, known from the prior art formula (1a) is used in conjunction with formulas (1b) and (1c) of FIG. 3. In block 4 of FIG. 2, formulas (1a) to (1c) of FIG. 3 are part of the algorithm for calculating the air mass LSE flowing through the throttle valve in the form of an algorithm derived from the algorithm with the parameters α DK ( = α DKI ), the opening angle of the throttle valve, and p S , the pressure present in the collector, resulting map is shown. The map field values F₁ of the block or map 4 must, however, be multiplied at the multiplication point of the block 1 by the factor p₀ / (R * T₀) so that the air mass LSE flowing in through the throttle valve results. Here p₀ is the ambient pressure, T₀ the ambient temperature and R the gas constant for air.
Die so berechnete durch die Drosselklappe strömende Luft masse LSE wird an eine Addierstelle des Blocks 2 ge führt. Der Block 1 erhält als Druck pS im Sammler des An saugtrakts den in Block 2 berechneten Wert. In Block 1 werden also die aus dem Stand der Technik bekannten Glei chungen (1a) bis (1c) realisiert, die die Gleichungen für eine sog. isentrope Strömung durch eine Blende - aus der Physik bekannt - beschreiben. Die Gleichung (4) in Fig. 3 stellt eine Schreibweise für das aus den Gleichungen (1a) bis (1c) gebildete Kennfeld nachdem Block 4 des Blocks 1 in Fig. 2 dar.The air mass LSE thus calculated flowing through the throttle valve is passed to an addition point of block 2 . Block 1 receives the pressure calculated in block 2 as pressure p S in the collector of the suction tract. In block 1 , the equations (1a) to (1c) known from the prior art are thus implemented, which describe the equations for a so-called isentropic flow through an orifice - known from physics. Equation (4) in FIG. 3 represents a notation for the map formed from equations (1a) to (1c) after block 4 of block 1 in FIG. 2.
Der Block 2 in Fig. 2 stellt die Berechnung des Drucks pS im Ansaugtrakt, insbesondere im Sammler, nach der Glei chung (2) der Fig. 3 dar. Zunächst wird an der Addier stelle des Blocks 2 die zuvor berechnete bzw. als An fangswert geschätzte oder vorgegebene in einen Zylinder der Brennkraftmaschine strömende Luftmasse LSA von der in Block 1 ermittelten durch die Drosselklappe strömenden Luftmasse LSE subtrahiert. Die Differenz dieser beiden Luftmassen wird mit der Temperatur im Ansaugtrakt TS und der Gaskonstante für Luft multipliziert und durch das Vo lumen des Ansaugtrakts, insbesondere des Sammlers, VS ge teilt. Durch diesen Teil des Algorithmus wird entspre chend der Gleichung (2) der Fig. 3 die Änderung des Drucks pS im Ansaugtrakt durch die Bilanz der Luftmassen und durch das aus der Physik allgemein bekannte ideale Gasgesetz beschrieben. Der jeweils momentan vorliegende Druck pS im Ansaugtrakt wird durch ein Integrierglied 5 aus der Änderung des Drucks dpS über der Zeit dt berech net. Der so berechnete Druck pS wird nicht nur dem Block 1 sondern auch dem Block 3 der Fig. 2 zugeführt. Block 2 in FIG. 2 represents the calculation of the pressure p S in the intake tract, in particular in the collector, according to equation ( 2 ) of FIG. 3. First, at the addition point of block 2, the previously calculated or as An The air mass LSA flowing into a cylinder of the internal combustion engine is estimated from the initial value or subtracted from the air mass LSE determined in block 1 and flowing through the throttle valve. The difference between these two air masses is multiplied by the temperature in the intake tract T S and the gas constant for air and divided by the volume of the intake tract, in particular the collector, V S. By this part of the algorithm according to equation (2) of FIG. 3, the change in pressure p S in the intake tract is described by the balance of the air masses and by the ideal gas law known from physics. The currently present pressure p S in the intake tract is calculated by an integrating element 5 from the change in pressure dp S over time dt. The pressure p S thus calculated is supplied not only to block 1 but also to block 3 in FIG. 2.
In Block 3 der Fig. 2 wird aus dem Druck pS und der eben falls im Steuergerät ermittelten Drehzahl der Brennkraft maschine n im Block 6 ein Kennfeldfaktor F₂ ermittelt, der anschließend durch die Temperatur T₅ im Ansaugtrakt bzw. Sammler geteilt wird, um die zu ermittelnde in den Zylinder strömende Luftmasse mLSA zu erhalten. Block 3 der Fig. 2 stellt somit in Form eines Flußdiagramms die Realisierung der Gleichung (3) bzw. der in Kennfeldform dargestellten Gleichung (5) der Fig. 3 dar.In block 3 of FIG. 2, a map factor F₂ is determined from the pressure p S and the speed determined in the control unit of the internal combustion engine n in block 6 , which is then divided by the temperature T₅ in the intake tract or collector in order to to determine the air mass m LSA flowing into the cylinder. Block 3 of FIG. 2 thus represents, in the form of a flow chart, the implementation of equation (3) or equation (5) of FIG. 3 shown in the form of a map.
Fig. 4 zeigt ein erfindungsgemäßes Ausführungsbeispiel der Erweiterung der Fig. 2, bei der eine Selbstkorrektur des Algorithmus (Adaption) durch zusätzliche Berücksich tigung des gemessenen Drucks pS vorgenommen wird. Block 2 und 3 der Fig. 4 sind identisch mit Block 2 und 3 der Fig. 2. Erfindungsgemäß wird der in Block 2 berechnete Druck im Ansaugtrakt bzw. Sammler PS,cal zunächst zum Adaptionsblock 7 geführt. Ebenso erhält der Adaptions block 7 den mit einem Drucksensor gemessenen Druck PS,meß. Liegt eine Differenz zwischen dem berechneten Druck PS,cal und dem gemessenen Druck PS,meß vor, wird entsprechend dieser Differenz ein korrigierter dem tatsächlich vorliegenden Wert angepaßter Druck pS er mittelt und dem Block 3 der Fig. 4 zugeführt. Somit kor rigiert sich über den gemessenen Druck PS,meß und den Ad aptionsblock 7 der durch Block 2 und 3 gebildete Gesamt algorithmus von selbst. Fig. 4 shows an embodiment of the extension of FIG. 2 according to the invention, in which the algorithm (adaptation) is self-corrected by additionally taking into account the measured pressure p S. Blocks 2 and 3 of FIG. 4 are identical to blocks 2 and 3 of FIG. 2. According to the invention, the pressure in the intake tract or collector P S, cal calculated in block 2 is first led to the adaptation block 7 . Likewise, the adaptation block 7 receives the pressure P S, measured with a pressure sensor. If there is a difference between the calculated pressure P S, cal and the measured pressure P S, measure , a corrected pressure p S adapted to the actually present value is determined in accordance with this difference and supplied to block 3 of FIG. 4. Thus, the overall algorithm formed by blocks 2 and 3 is corrected automatically via the measured pressure P S, measurement and the adaptation block 7 .
Fig. 4 kann beispielsweise durch Block 1 der Fig. 2 er gänzt werden, so daß die durch die Drosselklappe strö mende Luftmasse mLSE wie in Fig. 2 dargestellt berechnet wird. Es ist jedoch auch möglich, die durch die Drossel klappe strömende Luftmasse mLSE ausschließlich durch einen Sensor, z. B. einen Luftmassenmesser, zu ermitteln. Weiterhin ist erfindungsgemäß möglich, Fig. 4 sowohl durch den rechnerischen Block 1 der Fig. 2 zu ergänzen als auch einen weiteren Adaptionsblock einzuführen, über den die durch die Drosselklappe strömende Luftmasse durch Vergleich des berechneten Luftmassenwertes mit einem ge messenen Wert ebenfalls korrigiert wird. Fig. 4 can be added, for example, by block 1 of Fig. 2, so that the air mass flowing through the throttle valve m LSE is calculated as shown in Fig. 2. However, it is also possible that the air mass flowing through the throttle flap m LSE exclusively by a sensor, for. B. to determine an air mass meter. Furthermore, it is possible according to the invention to supplement FIG. 4 both with the arithmetic block 1 of FIG. 2 and to introduce a further adaptation block, via which the air mass flowing through the throttle valve is also corrected by comparing the calculated air mass value with a measured value.
Durch ein derartiges erfindungsgemäßes Steuergerät wird nicht nur die Genauigkeit der Berechnung der in einen Zy linder strömenden Luftmasse verbessert, sondern auch Mit tel geschaffen, durch die eine Redundanz wichtiger Para meter des Algorithmus erreicht wird, durch die die Ausfallwahrscheinlichkeit eines derartigen Systems ver mindert wird.By such a control device according to the invention not only the accuracy of the calculation of a zy lighter flowing air mass improved, but also with tel created by the redundancy important Para of the algorithm by which the Failure probability of such a system ver is reduced.
Claims (3)
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DE4422184A DE4422184C2 (en) | 1994-06-24 | 1994-06-24 | Control unit for motor vehicles with a computing unit for calculating the air mass flowing into a cylinder of the internal combustion engine |
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DE4422184A DE4422184C2 (en) | 1994-06-24 | 1994-06-24 | Control unit for motor vehicles with a computing unit for calculating the air mass flowing into a cylinder of the internal combustion engine |
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EP1180591A2 (en) * | 2000-08-19 | 2002-02-20 | Robert Bosch Gmbh | Method and control apparatus for operating an internal combustion engine |
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EP1416145A2 (en) * | 2002-10-30 | 2004-05-06 | Toyota Jidosha Kabushiki Kaisha | Device for estimating the intake air amount of an internal combustion engine |
EP1426594A2 (en) * | 2002-12-05 | 2004-06-09 | HONDA MOTOR CO., Ltd. | Control system and method |
EP1645743A1 (en) * | 2003-07-10 | 2006-04-12 | Toyota Jidosha Kabushiki Kaisha | Suction air amount predicting device of internal combustion engine |
WO2006069853A1 (en) * | 2004-12-23 | 2006-07-06 | Robert Bosch Gmbh | Method for the operation of an internal combustion engine |
DE19740916B4 (en) * | 1997-04-01 | 2007-05-10 | Robert Bosch Gmbh | Method for operating an internal combustion engine |
DE19753969B4 (en) * | 1997-12-05 | 2008-04-10 | Robert Bosch Gmbh | Method and device for operating an internal combustion engine |
DE19753873B4 (en) * | 1997-12-05 | 2008-05-29 | Robert Bosch Gmbh | Method and device for operating an internal combustion engine |
FR2992025A1 (en) * | 2012-06-19 | 2013-12-20 | Peugeot Citroen Automobiles Sa | METHOD FOR CONTROLLING AN AIR SUPPLY OF AN INTERNAL COMBUSTION ENGINE |
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DE10260322A1 (en) | 2002-12-20 | 2004-07-08 | Volkswagen Ag | Method and device for determining the exhaust gas recirculation mass flow of an internal combustion engine |
DE102010007865B4 (en) | 2010-02-13 | 2021-09-02 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Method for calculating the air mass flow supplied to an internal combustion engine |
DE102013213310B4 (en) | 2013-07-08 | 2020-08-06 | Bayerische Motoren Werke Aktiengesellschaft | Process for controlling internal combustion engines with variable valve control |
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