EP0191923A2 - Procédé et dispositif de commande et procédé de régulation des grandeurs de fonctionnement d'un moteur à combustion - Google Patents

Procédé et dispositif de commande et procédé de régulation des grandeurs de fonctionnement d'un moteur à combustion Download PDF

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Publication number
EP0191923A2
EP0191923A2 EP85115451A EP85115451A EP0191923A2 EP 0191923 A2 EP0191923 A2 EP 0191923A2 EP 85115451 A EP85115451 A EP 85115451A EP 85115451 A EP85115451 A EP 85115451A EP 0191923 A2 EP0191923 A2 EP 0191923A2
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EP
European Patent Office
Prior art keywords
factor
map
control
value
global
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
EP85115451A
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German (de)
English (en)
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EP0191923A3 (en
EP0191923B1 (fr
Inventor
Rolf Dipl.-Ing. Kohler
Peter Jürgen Dipl.-Ing. Schmidt
Manfred Dipl.-Ing. Schmitt
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OFFERTA DI LICENZA AL PUBBLICO
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Robert Bosch GmbH
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Publication of EP0191923A3 publication Critical patent/EP0191923A3/de
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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
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • F02D41/2454—Learning of the air-fuel ratio control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
    • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder
    • 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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2477—Methods of calibrating or learning characterised by the method used for learning

Definitions

  • the invention relates to a method and a device for controlling operating parameters of an internal combustion engine according to the type of the main claim and the first device claim.
  • the invention is an addition to the subject of the previous application P 3 408 215.9 by the applicant, which relates to the possibility of changing in a generic method values stored in a map and selected as a function of operating parameters of the internal combustion engine in accordance with a learning process so that not just a single predetermined map value, but also that in its Respective map values depending on the change in the respective map value concerned are additionally modified.
  • an integral controller continuously multiplies the current value of the engine during the current operation of the engine, but at the same time the multiplicative correction factor of the controller is averaged and when leaving the catchment area of a specific support point in the map, which is in a predetermined number of support points is subdivided, and at which intermediate values are calculated by a linear interpolation, as a result of which the mentioned catchment area is defined around each support point, this mean value is worked into the corresponding support point.
  • Such a learning control system contains, for example, values for the injection stored in a characteristic diagram, which can then be transferred to a read-write memory each time the machine is started.
  • the characteristic maps result in a very quickly reacting pilot control, for example for the injection quantity or generally for fuel metering or also for other variables to be adapted as quickly as possible to the changing operating conditions of an internal combustion engine, including the ignition timing, exhaust gas recirculation rate and the like.
  • the individual map values can be corrected depending on the operating parameters and written into the respective memory.
  • Self-optimizing injection systems or other systems for controlling and regulating operating parameters have a map, here for the injection time, with the input variables (addresses), rotation number and, for example, throttle valve position, and the map is divided, for example, into the areas of idling, part load, full load and thrust.
  • the idle speed is regulated, in the partial load range, for example, the minimum fuel consumption and in the full load range, the maximum output.
  • the fuel is cut off in the overrun, whereby by adapting the map to the values undertaken by the controller in general, a learning procedure for the fast control range (self-adapting pilot control) is introduced.
  • the controller mentioned repeatedly whose output variable for the area of the current control has a multiplicative influence on the value given by the map depending on the addresses controlling it (e.g. speed and throttle valve position or load) and, preferably via an averaged control factor in the learning area of the pilot control (map ) intervenes, can evaluate any suitable actual value of the controlled system as an input variable; If the controlled system is an internal combustion engine, as in the present application, the machine variable evaluated as the actual value can be the output signal of a lambda or other suitable probe in the exhaust gas duct, or the speed of the internal combustion engine if certain regulated operating characteristics are determined by an extreme value control (wobble) ( Injection time period ti, air volume and the like) is set to minimum fuel consumption or maximum output - such control methods are also described in detail in the main application.
  • the machine variable evaluated as the actual value can be the output signal of a lambda or other suitable probe in the exhaust gas duct, or the speed of the internal combustion engine if certain regulated operating characteristics are determined by an extreme value
  • the present invention is therefore based on the object Reasons to improve the learning process for self-adapting maps and to shorten the duration of the adaptive takeover significantly by introducing additional options, in particular to react as quickly as possible to those influencing factors in map changes that affect extensive map areas in the same way.
  • a further advantageous embodiment of the present invention consists in that a division into a basic map and into a self-adaptation (adaptive learning) factor map the interpolation usually to be carried out in the area of the basic map cannot exert any disruptive influences on the learning process, the self-adapting map (factor map)
  • the self-adapting map factor map
  • FIG. 1 shows a highly schematic block diagram of the basic principle of a combined control and regulating method for operating an internal combustion engine, with the current regulation also derived in the area of fast pilot control to achieve a relatively slow self-adjustment in this pilot control
  • a first exemplary embodiment which immediately indicates a combination of preferred learning methods, is shown as a block diagram, with a representation of the possibilities of how the self-adjustment area can act on the pilot control value of the operating parameter in question
  • FIG. 3 4 shows curves for reaching the final value of the global factor as a function of an influencing factor serving to calculate it
  • FIGS. 5 and 5 a more detailed exemplary embodiment for determining a global factor that additionally influences the input control variable output by the characteristic diagram, with a possible control method being based on extreme value control and 6 the course of the transient response of the global factor as a function of
  • FIG. 7 likewise the settling behavior of the global factor with a different value of the influencing factor
  • FIG. 8 a further exemplary embodiment of a self-adapting feedforward control, the self-adaptation being carried out with the aid of a factor map
  • Fig. 9 in a three-dimensional representation the dependency here in particular on fuel injection pulses from throttle valve position and speed (area pilot control - t.-map)
  • Fig. 10 at a) an extract from the basic map with driving curve and representation of the catchment area for a current support point and at b) the course of the control factor over time, showing the time of the takeover for the adjustment of the base
  • FIG. 9 in a three-dimensional representation the dependency here in particular on fuel injection pulses from throttle valve position and speed (area pilot control - t.-map)
  • Fig. 10 at a) an extract from the basic map with driving curve and representation of the catchment area for a current support point and at b) the course of the control factor over time, showing the time of the takeover
  • FIG. 11 shows in the form of a block diagram a first exemplary embodiment for determining the global factor from the control factor
  • FIG. 12 shows as a second exemplary embodiment the determination of the global factor from an additional factor map and the interaction of the individual variables to influence the output pilot value.
  • FIG. 1 shows a combined control and regulating system for the operation of an internal combustion engine, namely spark-ignition gasoline engine or self-igniting diesel engine, each with intermittent or continuous injection by a fuel injection system or by supplying the fuel by any fuel metering means (controlled carburetor),
  • an internal combustion engine namely spark-ignition gasoline engine or self-igniting diesel engine
  • any fuel metering means controlled carburetor
  • the following remarks deal essentially with the fuel metering, more precisely with the creation of fuel injection pulses ti to be determined in their duration, but the combined control and regulating method can also be used for the creation and measurement of other operating parameters, in particular an internal combustion engine with preference , for example in the ignition timing control, the boost pressure control, the determination of the exhaust gas recirculation rate or the idle control.
  • the block diagram of Fig. 1 can be divided into a (pre) control area 10 for the rapid creation of a pre-control value te for fuel injection and a control area 11 superimposed on the control, which is the address given by the map as a function of the operating parameters depend, the respective map value created is multiplied by 13.
  • the pilot control area 10 is additionally designed, as already described in the main application, in such a way that a block 15 is provided for adaptive learning from the controller output value which allows the characteristic map sizes for the respective operating points to be self-adjusted causes so that the mismatch of the basic map 12, which is normally corrected as quickly as possible, becomes increasingly smaller.
  • the main application explains in detail how The adaptive corrections of the respective map values are effected with the stipulation that additional map values (catchment area) falling in the environment of respectively changed map values are additionally modified, preferably weighted, in dependence on the change in the respective map value, so that a quick and precise adjustment is possible of the map to the current operating conditions of the internal combustion engine 16.
  • FIG. 2 is then completed by the control loop, formed by the above-mentioned controller 23, which is controlled by a suitable measuring device 26, the output variable to be treated as the actual value of the control system 'internal combustion engine' (lambda value, speed , more precisely, fluctuations in speed in an extreme value control to be explained or the like) are detected.
  • the two aspects of the factor map and the global factor also have an inventive meaning separately and can of course be used independently of one another and in the illustration of FIG. 2 only for gain a better understanding of the overall concept according to the invention in their mutual influence
  • the global factor GF has a multiplicative and / or additive effect on each of the input control values output by the characteristic diagram; the factor F originating from the factor map 21 acts locally only to this extent. Therefore also the parallel control with the same input addresses as for the basic map 20.
  • a mean value formation block 28 is provided for the control factor RF from the output of the controller 23; the global factor can then be derived from the averaged control factor RF or from the factor map.
  • FIG. 3 shows in more detail the generation of a fuel injection pilot control value with superimposed control of an internal combustion engine, this control, in contrast to the exemplary embodiment of FIG. 3, being designed specifically as an extreme value control.
  • the respective components or blocks if they have the same structure and perform the same functions, bear identical reference numerals; if they differ only slightly in both, then they also have a comma at the top.
  • the fuel quantity to be metered to the internal combustion engine 27 as a controlled system is controlled via a map 12, to which the speed n and the throttle valve position D K (which can also be specified as angle a) are in turn supplied as input variables (addresses).
  • the throttle valve 29 is controlled by an accelerator pedal 30.
  • the injection time t i stored in the map is converted into a corresponding fuel quantity Q K via injection valves 31; this amount of fuel and the determined position of the throttle air flow Q L are supplied to the internal combustion engine 27, wherein in dependence on the lambda value of the air-fuel mixture a certain D rehmo- element M is effected.
  • the controlled system internal combustion engine 27 can be approximated by its integrator effect represented by the block 27a.
  • the output variable (speed n) of the internal combustion engine then serves, in addition to the throttle valve position, as a control variable for the characteristic diagram 12.
  • the controller 35 which is preferably in the form of an integrator, is followed by a block 36 for averaging the control factor, which, with its output RF, influences individual map or reference point values of the map 12 via a switch S1.
  • the influencing can take place as explained in detail in the main application, in particular with decreasing weighting in the environment of the map or reference point value concerned in each case.
  • a block 37 area detection which is controlled in parallel by the input variables or addresses of the map 12, serves to actuate the switch S1 and further switches S2 and S3, by means of which the mean value generator 36 and the controller 35 can be reset to respective initial values.
  • the area detection 37 determines in which area (also idling, partial load, full load and thrust) or the feed area of a support point (1/2 support point distance) that the characteristic data from the input data D K and n Field 12 defined driving curve is located and accordingly releases the incorporation of the respectively averaged correction value RF into the last activated support point of the map 12 and, via a cross connection 38, to a block 39 for global factor formation; with simultaneous resetting of controller 35 and averager 36 to their initial values.
  • the output variable GF of the block 39 for the global factor formation and the control factor RF as the output of the controller 35 do not act separately on the pilot control value te from the characteristic diagram 12 via respective multiplicative influence points, but are at a separate multiplier - Or also adding point 40 merged and then influence together at the multiplying point 41 the respective te value in the sense of an overall correction. Therefore, in the exemplary embodiment shown in FIG. 3, the global factor GF is determined from the value of the averaged control factor, specifically as explained in more detail below.
  • changes to the values of the target map can be caused by influences, which are preferably multiplicative, which is the main part of the map changes at all, but which can also have an additive effect on the entire map, or which change the structure of the map.
  • K ennfeldverschiebung for example, by changing air pressure, and temperature. Like. occur. If such a "global change" is also included in the map after the start until the global factor is newly determined, it cannot be ruled out that this will result in a falsification of a map structure that has already been correctly adjusted.
  • the invention therefore provides means for only determining the global factor for a certain time after the start, which can be done via the area detection block 37, and only then, when the new value of the global factor has been recorded, for the map to be closed again To update. So that, on the other hand, it can be avoided that the global factor is determined anew even if the vehicle has only been parked for a short time, the function of determining the global factor described above is activated only after the internal combustion engine has warmed up.
  • control value taken from the map is additionally multiplied by the new global factor: where SS is the control or support point value from the map.
  • the global factor can be calculated approximately according to the following regulation 5) in order to reduce the computational effort. (Good approximation with GF - 1) to 4):
  • the influencing factor 'a' is chosen to be very small: a «1. Therefore, with a good approximation to 1, it can be neglected, and one obtains: as mentioned earlier.
  • the run generator generates the address of the current support point of the map; the quotient of the target and actual support point is used directly as a correction factor and is distributed from the respective learning strategy to the global factor and the map.
  • the process continues until the system has stabilized, ie until the global factor no longer changes. If you vary with different parameters, for example the influencing factor, the number of active support points controlled by the run generator, the size and structure of the deviation of the target map from the actual map, the type of run (sequential, random), then the result in FIGS. 7 recorded curve profiles, FIG.
  • the curves in FIGS. 5, 6 and 7 show the different stages of two simulation runs.
  • the diagrams show the sequential characteristic curve (nodes 1-8) and the values of the nodes and the global factor during a cycle from SS1 to SS8.
  • a 0.5
  • the final value depends on the PRODUCT of the influencing factor and the active support points. (Double 'a' and half the SS number result in the same final value.)
  • the final value depends on the ratio of the points to be corrected to the total number of active points. (If only 1/4 of the active reference points are corrected, the global factor is only 1/4 of the possible final value.)
  • the settling time is shorter for large influencing factors (a> 1/3), while the settling time is longer for small influencing factors.
  • the global factor is determined as follows: and there are lower final values than with additive calculation according to equation 5).
  • the factor is:
  • the manipulated variable interpolated from the map is not additionally multiplied by the global factor, but the control factor and global share are added before the multiplication with the interpolated map value.
  • Map adjustment A division is therefore required to calculate the new base. As with the multiplicative combination of control factor and global factor, this complex calculation process can be approximated by equation 6).
  • FIG. 8 shows the basic principle of a self-adapting map (learning pilot control) in a schematically simplified block diagram representation; the map area is subdivided into a basic map 20, preferably in the form of a read-only memory (ROM), in which corresponding data are stored in the form of reference points, intermediate values being able to be calculated by a linear interpolation.
  • the number of interpolation points and interpolated intermediate values are determined in accordance with the required quantization for the respective control process;
  • the quantization can be selected such that the map comprises 16 * 16 reference points, each with 15 intermediate values.
  • the self-adaptation takes place with the aid of a second or separate, so-called factor map 21, which is preferably designed as a read-write memory (RAM) and in which the self-adaptation values are stored.
  • the basic map is divided into areas, each area being assigned a factor of the factor map 21.
  • the interpolated output value of the basic characteristic diagram 20 is then multiplied in each case by the associated factor or by a value interpolated from several factors, specifically at the multiplication point 22 in the exemplary embodiment in FIG. 8.
  • 8 * 8 factors are provided for the factor characteristic diagram. which each have the initial values "1.0" and undergo corresponding changes in the course of the adaptation process.
  • the final injection value is then obtained by multiplying the basic value t K issued by the basic map, the factor F from the factor map 21 and the current control factor RF from the control loop (downstream multiplication point 25) as well as a further, possibly correction factor to:
  • control factor RF is averaged and the associated factor F is changed via the interposed block 40 learning method for the factor map.
  • the adjustment process for a factor then runs like this 10, as shown schematically in FIG. 10, the diagram at a) in FIG. 10 indicating an extract from the basic characteristic map 20 with a drawn driving curve and the respective catchment area for the selected (one) factor.
  • the driving curve comes into this catchment area, and at B the catchment area is left again by the driving curve.
  • the course of the control factor RF over time is shown at b) in FIG. 10.
  • the control factor is averaged after a predetermined settling delay, which can be determined, whereby a predetermined minimum averaging period must be observed, which is also indicated in the illustration in FIG. 10.
  • the averaged control factor RF is then included in the factor F according to the formula just given earlier.
  • the specified settling delay and the minimum averaging time distinguish between stationary and dynamic operating points; it has already been mentioned above that the adjustment is only sensible in the stationary area, this being additionally prevented during warm-up, post-start, thrust cutting and during acceleration enrichment; Tasks that can also be performed by the area recognition block 37 of FIG. 3, with an understandable assessment of the proviso that corresponding functional and operational sequences are also partially or completely, for example in the form of programs, can be carried out by means of suitable computer systems, microcomputers or the like and can be implemented to this extent.
  • FIG. 11 shows in greater detail the determination of the global factor value already mentioned at the beginning, whereby this first determination method consists in switching the control factor subjected to averaging at block 28 ′ to two parallel attenuator blocks 41, 42 via a double switch S4 separate application of the from the Darstel 8 already known factor map 21 and block 24 'for the global factor, which, like the factor map, can be designed as a read-write memory (RAM).
  • the averaging of the control factor RF takes place as long as the operating points lie in a respectively specified feed range of the basic map 20.
  • the corresponding factor F is adjusted, as explained, in predetermined time intervals or when this feed area is left, the global factor GF being changed only when the feed area changes.
  • the adjustment for the new factor F of the factor map and the respective new global factor follows the formulas given below, so that part of the mean control deviation is always incorporated into the associated factor and another part into the global factor.
  • an additional, i.e. second factor map II is provided and is designated by the reference symbol 21 * , which is also parallel to the basic map 20 and the first factor map I (reference symbol 21 ') from the same input data (in this case the speed and Last) is controlled as addresses and also has a multiplicative effect on the basic map, with a first multiplication point at 43 and a second multiplication point at 44, at which a total correction factor then acts on the respective te value output by the basic map 20.
  • the factor map II is set to "1.0" at the start of the internal combustion engine and then continuously adjusted.
  • the factor map I and the global factor do not initially change.
  • a flag map shows which factors are controlled.
  • the factor map II is then evaluated in predetermined larger time periods, the deviation of the mean value of all factors from the initial value "1.0” being incorporated into the global factor (connecting line 45 via a switch 46), while the remaining “structural” deviation from "1.0" in the factor map I is incorporated, whereby only the controlled factors are taken into account. Thereafter, the factor map II is reset to "1.0" and a new adjustment process begins in the same way.
  • the formulas for this after the Method II resulting determination of the global factor are valid are given below:
  • a corresponding program for this investigation II consists of two parts.
  • the second part is an additional subroutine of method I and is shown as a flowchart on page 38 with corresponding information in circles where the insertion is to be made.

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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)
  • Combined Controls Of Internal Combustion Engines (AREA)
EP85115451A 1985-02-21 1985-12-05 Procédé et dispositif de commande et procédé de régulation des grandeurs de fonctionnement d'un moteur à combustion Expired - Lifetime EP0191923B1 (fr)

Applications Claiming Priority (2)

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DE19853505965 DE3505965A1 (de) 1985-02-21 1985-02-21 Verfahren und einrichtung zur steuerung und regelverfahren fuer die betriebskenngroessen einer brennkraftmaschine
DE3505965 1985-02-21

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EP0191923A2 true EP0191923A2 (fr) 1986-08-27
EP0191923A3 EP0191923A3 (en) 1988-01-27
EP0191923B1 EP0191923B1 (fr) 1990-09-05

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EP85115451A Expired - Lifetime EP0191923B1 (fr) 1985-02-21 1985-12-05 Procédé et dispositif de commande et procédé de régulation des grandeurs de fonctionnement d'un moteur à combustion

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EP (1) EP0191923B1 (fr)
JP (1) JPH0823331B2 (fr)
DE (2) DE3505965A1 (fr)

Cited By (9)

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EP0221386A2 (fr) * 1985-11-07 1987-05-13 Robert Bosch Gmbh Procédé et dispositif d'adaptation de la commande du mélange dans un moteur à combustion
EP0265078A2 (fr) * 1986-10-21 1988-04-27 Japan Electronic Control Systems Co., Ltd. Appareil adaptatif de commande de rapport air/carburant dans un moteur à combustion interne
EP0265079A2 (fr) * 1986-10-21 1988-04-27 Japan Electronic Control Systems Co., Ltd. Appareil adaptatif de commande de rapport air/fuel dans un moteur à combustion interne
EP0275507A2 (fr) * 1987-01-21 1988-07-27 Japan Electronic Control Systems Co., Ltd. Méthode et appareil de commande du rapport air-carburant d'un moteur à combustion à apprentissage
EP0358062A2 (fr) * 1988-09-05 1990-03-14 Hitachi, Ltd. Méthode de commande du rapport air/carburant dans un moteur à combustion interne et appareil de commande
GB2224369A (en) * 1988-09-23 1990-05-02 Management First Limited "Updating output parameters for controlling a process"
EP0404060A2 (fr) * 1989-06-20 1990-12-27 WEBER S.r.l. Système d'injection de carburant électronique pour moteurs à combustion interne, avec stratégie de commande de débit auto-adaptative
EP0431627A2 (fr) * 1989-12-06 1991-06-12 Japan Electronic Control Systems Co., Ltd. Procédé et appareil adaptatif de commande de rapport air/carburant dans un moteur à combustion interne
AU2009325082B2 (en) * 2008-12-10 2012-09-06 Blackberry Limited Method and apparatus for discovery of relay nodes

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DE3628628C2 (de) * 1986-08-22 1994-12-08 Bosch Gmbh Robert Verfahren und Einrichtung zur Adaption der Gemischsteuerung bei Brennkraftmaschinen
DE3642476A1 (de) * 1986-12-12 1988-06-23 Bosch Gmbh Robert Verfahren und einrichtung zur einbeziehung von additiv und multiplikativ wirkenden korrekturgroessen bei einem kraftstoff kontinuierlich zufuehrenden system
JPS6480746A (en) * 1987-09-22 1989-03-27 Japan Electronic Control Syst Fuel supply control device for internal combustion engine
JPH0656120B2 (ja) * 1987-10-20 1994-07-27 株式会社ユニシアジェックス 内燃機関の学習制御装置
US4881505A (en) * 1987-10-20 1989-11-21 Japan Electronic Control Systems Co., Ltd. Electronic learning control apparatus for internal combustion engine
JPH0656118B2 (ja) * 1987-10-20 1994-07-27 株式会社ユニシアジェックス 内燃機関の学習制御装置
DE3802274A1 (de) * 1988-01-27 1989-08-03 Bosch Gmbh Robert Steuer-/regelsystem fuer instationaeren betrieb einer brennkraftmaschine
DE3811262A1 (de) * 1988-04-02 1989-10-12 Bosch Gmbh Robert Lernendes regelungsverfahren fuer eine brennkraftmascchine und vorrichtung hierfuer
DE3836556A1 (de) * 1988-10-27 1990-05-03 Bayerische Motoren Werke Ag Verfahren zur adaption der gemischsteuerung bei brennkraftmaschinen
JPH0826805B2 (ja) * 1989-11-01 1996-03-21 株式会社ユニシアジェックス 内燃機関の空燃比学習制御装置
DE4001477A1 (de) * 1990-01-19 1991-08-01 Audi Ag Klopfregelung einer fremdgezuendeten brennkraftmaschine
DE4001476A1 (de) * 1990-01-19 1991-08-01 Audi Ag Klopfregelung einer fremdgezuendeten brennkraftmaschine
JPH06264808A (ja) * 1993-03-16 1994-09-20 Mazda Motor Corp エンジンの制御装置
DE4418731A1 (de) * 1994-05-28 1995-11-30 Bosch Gmbh Robert Verfahren zur Steuerung/Regelung von Prozessen in einem Kraftfahrzeug
DE4423241C2 (de) * 1994-07-02 2003-04-10 Bosch Gmbh Robert Verfahren zur Einstellung der Zusammensetzung des Betriebsgemisches für eine Brennkraftmaschine
DE19501458B4 (de) * 1995-01-19 2009-08-27 Robert Bosch Gmbh Verfahren zur Adaption der Warmlaufanreicherung
DE19605407C2 (de) * 1996-02-14 1999-08-05 Bosch Gmbh Robert Verfahren zur Bestimmung des Zündwinkels für eine Brennkraftmaschine mit adaptiver Klopfregelung
JP3878258B2 (ja) * 1996-11-01 2007-02-07 株式会社日立製作所 エンジン制御装置
DE19706750A1 (de) * 1997-02-20 1998-08-27 Schroeder Dierk Prof Dr Ing Dr Verfahren zur Gemischsteuerung bei einem Verbrennungsmotor sowie Vorrichtung zu dessen Durchführung
JP3340058B2 (ja) * 1997-08-29 2002-10-28 本田技研工業株式会社 多気筒エンジンの空燃比制御装置
DE10044412A1 (de) * 2000-09-08 2002-03-21 Bayerische Motoren Werke Ag Vorrichtung und Verfahren zur Adaption von Kennfeldwerten in Steuergeräten
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DE102006008051B3 (de) 2006-02-21 2007-11-29 Siemens Ag Adaptives Positionierverfahren eines Stellglieds
DE102006041317A1 (de) * 2006-09-01 2008-03-20 Oase Gmbh Wasserpumpe für Schwebestoffe enthaltende Gewässer
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EP0221386A3 (en) * 1985-11-07 1988-08-17 Robert Bosch Gmbh Method and device for adapting the mixture control in an internal-combustion engine
EP0221386A2 (fr) * 1985-11-07 1987-05-13 Robert Bosch Gmbh Procédé et dispositif d'adaptation de la commande du mélange dans un moteur à combustion
EP0265078A2 (fr) * 1986-10-21 1988-04-27 Japan Electronic Control Systems Co., Ltd. Appareil adaptatif de commande de rapport air/carburant dans un moteur à combustion interne
EP0265079A2 (fr) * 1986-10-21 1988-04-27 Japan Electronic Control Systems Co., Ltd. Appareil adaptatif de commande de rapport air/fuel dans un moteur à combustion interne
EP0265078A3 (en) * 1986-10-21 1988-11-17 Japan Electronic Control Systems Co., Ltd. Apparatus for learning and controlling air/fuel ratio in internal combustion engine
EP0265079A3 (en) * 1986-10-21 1988-12-07 Japan Electronic Control Systems Co., Ltd. Apparatus for learning and controlling air/fuel ratio in internal combustion engine
EP0275507B1 (fr) * 1987-01-21 1991-06-12 Japan Electronic Control Systems Co., Ltd. Méthode et appareil de commande du rapport air-carburant d'un moteur à combustion à apprentissage
EP0275507A2 (fr) * 1987-01-21 1988-07-27 Japan Electronic Control Systems Co., Ltd. Méthode et appareil de commande du rapport air-carburant d'un moteur à combustion à apprentissage
EP0358062A2 (fr) * 1988-09-05 1990-03-14 Hitachi, Ltd. Méthode de commande du rapport air/carburant dans un moteur à combustion interne et appareil de commande
EP0358062B1 (fr) * 1988-09-05 1993-07-21 Hitachi, Ltd. Méthode de commande du rapport air/carburant dans un moteur à combustion interne et appareil de commande
GB2224369A (en) * 1988-09-23 1990-05-02 Management First Limited "Updating output parameters for controlling a process"
EP0404060B1 (fr) * 1989-06-20 1993-05-26 WEBER S.r.l. Système d'injection de carburant électronique pour moteurs à combustion interne, avec stratégie de commande de débit auto-adaptative
EP0404060A2 (fr) * 1989-06-20 1990-12-27 WEBER S.r.l. Système d'injection de carburant électronique pour moteurs à combustion interne, avec stratégie de commande de débit auto-adaptative
EP0431627A2 (fr) * 1989-12-06 1991-06-12 Japan Electronic Control Systems Co., Ltd. Procédé et appareil adaptatif de commande de rapport air/carburant dans un moteur à combustion interne
EP0431627A3 (en) * 1989-12-06 1992-02-26 Japan Electronic Control Systems Co., Ltd. Process and apparatus for learning and controlling air/fuel ratio in internal combustion engine
AU2009325082B2 (en) * 2008-12-10 2012-09-06 Blackberry Limited Method and apparatus for discovery of relay nodes

Also Published As

Publication number Publication date
US4827937A (en) 1989-05-09
DE3505965A1 (de) 1986-08-21
EP0191923A3 (en) 1988-01-27
JPH0823331B2 (ja) 1996-03-06
EP0191923B1 (fr) 1990-09-05
DE3579587D1 (de) 1990-10-11
JPS61229961A (ja) 1986-10-14

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