EP0760056B1 - Procede et dispositif de commande d'un moteur a combustion interne - Google Patents

Procede et dispositif de commande d'un moteur a combustion interne Download PDF

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Publication number
EP0760056B1
EP0760056B1 EP95915778A EP95915778A EP0760056B1 EP 0760056 B1 EP0760056 B1 EP 0760056B1 EP 95915778 A EP95915778 A EP 95915778A EP 95915778 A EP95915778 A EP 95915778A EP 0760056 B1 EP0760056 B1 EP 0760056B1
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EP
European Patent Office
Prior art keywords
actuating element
internal combustion
combustion engine
air
changeover
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.)
Expired - Lifetime
Application number
EP95915778A
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German (de)
English (en)
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EP0760056A1 (fr
Inventor
Eckart Damson
Martin Klenk
Stefan Miller
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Robert Bosch GmbH
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Robert Bosch GmbH
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Publication of EP0760056A1 publication Critical patent/EP0760056A1/fr
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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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating 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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1473—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the regulation method
    • F02D41/1475—Regulating the air fuel ratio at a value other than stoichiometry
    • 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
    • F02D2250/21—Control of the engine output torque during a transition between engine operation modes or states
    • 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
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1454—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio
    • F02D41/1456—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio with sensor output signal being linear or quasi-linear with the concentration of oxygen

Definitions

  • the invention relates to a method and a device for controlling an internal combustion engine according to the generic terms of the independent claims.
  • US-A 4 759 329 describes the correction of the setpoint for a throttle valve depending on the accelerator pedal position according to a given air / fuel ratio.
  • the specified air / fuel ratio is included depending on load and speed. It does not represent the torque Size provided so that experimental Determination of the correction with a view to the constant torque will be extremely difficult.
  • US-A 4 616 621 shows an actuator for the air supply (electrically operated bypass actuator) and a control of the fuel and the amount of air so that one for certain Throttle valve positions a lean air / fuel mixture or a stoichiometric mixture becomes. Switching takes place depending on the throttle valve position or a load signal. When changing the air / fuel mixture remains the torque and the Amount of fuel essentially constant, so that a Change the air / fuel mixture by appropriate Control of the bypass actuator is reached.
  • the aim of the procedure according to the invention is indicate the conditions under which a change of operating mode seems appropriate, i.e. e.g. in which operating states to select one or the other operating mode and based on which signals or waveforms the transition recognized becomes.
  • a control system for an internal combustion engine for one Lean operation in the first operating states and a stoichiometric one To provide operation in second operating states, which is less expensive and yet sufficient Influence on the air supply to the internal combustion engine for one satisfactory transition from lean to stoichiometric Area.
  • the procedure according to the invention makes a control system provided for an internal combustion engine, which a transition from an operating mode with a lean mixture composition in the first operating states for an operating mode with stoichiometric mixture composition in second Operating states without torque jump and increased pollutant emissions guaranteed.
  • the inventive Procedure an operation of the internal combustion engine with a lean Mixture composition possible in large load ranges with increased power requirements, e.g. in the acceleration phase, in transient operation or in the upper Load range of the internal combustion engine, a comfortable Fast switching to a stoichiometric mixture composition takes place while with reduced power requirements a corresponding transition to the operating mode with lean Mixing takes place.
  • Figure 1 is an overview block diagram of a controller for an internal combustion engine in which the invention Procedure is implemented.
  • Figure 2 shows an overview block diagram the control unit for realizing the invention Procedure while typical in Figure 3 Time profiles of suitable operating variables of the internal combustion engine or the motor vehicle are shown.
  • Figure 4 finally shows a flow chart as an example of a realization the procedure according to the invention as a computer program.
  • a preferred embodiment is one Control device for an internal combustion engine shown, in which the procedure according to the invention is implemented is.
  • the internal combustion engine 10 has one Air intake system 12 and an exhaust system 14.
  • a first throttle valve 16 is arranged, which via a mechanical connection 18 with a driver-operated Control element 20, an accelerator pedal, in connection stands.
  • the accelerator pedal 20 or the throttle valve itself is thereby in a known manner by means of a spring against his Prestressed rest position.
  • one is in the intake system attached second throttle valve 22, which via a mechanical Connection 24 connected to an electric motor 26 is.
  • the throttle valve 22 is in its via a spring 28 fully opened position.
  • one or several injection valves 30 are provided for the fuel metering.
  • a control unit 32 receives the air supply from one sensor 34 determining the internal combustion engine (Air quantity, mass, pressure or throttle position sensor) via a line 36 a measure of the air supply to Internal combustion engine.
  • the throttle valve 16 is via a mechanical connection 38 with a position sensor 40 for Detection of the position of the throttle valve 16 connected Output line 42 leads to the control unit 32.
  • the throttle valve 22 is via a mechanical connection 44 connected to a throttle position sensor 46, the Output line 48 leads to the control unit 32.
  • the position sensors are in the preferred embodiment Potentiometer.
  • the internal combustion engine also has a speed sensor 50, which via a line 52 with the Control unit 32 is connected.
  • At least one exhaust gas sensor 54 is provided, which is connected to the control unit 32 via a line 56 is.
  • the control unit 32 also has further input lines 58 to 60, which they with measuring devices 62 to 64 for other sizes of internal combustion engine and / or vehicle connects.
  • As an output line the control unit 32 has the line 66 which it with the at least one injection valve 30 for control the fuel metering connects.
  • Influencing the ignition angle and possibly regulating the Idle position of the throttle valve 16 is provided.
  • a so-called electronic accelerator pedal system provided, in which a only throttle valve electrically depending on the position of the accelerator pedal is set.
  • the throttle valve 16 via a mechanical connection with an electrical Servomotor connected, which via a control line from the control unit 32 is operated.
  • the control unit 32 receives a signal for the position of the throttle valve.
  • the Elements 68, 26, 24, 22, 28, 44, 46, 48 from FIG. 1 are omitted.
  • the control unit 32 forms depending on the Line 52 supplied engine speed and the line 36 supplied air mass from a map in a known Way a load signal, which, at least by an exhaust gas control corrected the injection pulse for the injection valve 30 represents.
  • the injection pulse is over the Line 66 issued.
  • the exhaust gas probe 54 preferably shows in the essential linear behavior.
  • the fuel metering system is set such that the internal combustion engine at least in stationary operation in the lower and middle Part load range is operated with excess air, at which ⁇ preferably has a value in the range of 1.5.
  • FIG. 2 shows a realization of the control unit 32 for Implementation of the procedure described.
  • the control unit time 32 comprises a first calculation unit or a first map 200, which the Lines 52 and 36 are supplied.
  • the output line 202 the unit 200 leads to a correction stage 204, the Output line represents line 66.
  • the correction level 204 is connected via a line 206 to a lambda controller ( ⁇ controller) 208 connected to which an actual signal via line 56, and a desired signal is supplied via line 210.
  • the Line 210 starts from a switching element 212, which the Setpoint ⁇ 1 via line 214 and a setpoint ⁇ > 1 is fed to line 216.
  • the switching element 212 is switched via a line 218, which output line one Calculation unit or a map 220.
  • line 42 Driver request
  • the output line 218 also leads to one further calculation unit or a further characteristic diagram 222, which the lines 42 and 52.
  • the output line 224 of the Unit 222 leads to a calculation unit or a map 226 or alternatively to a correction level 228 Map 226 leads 42 and 52 are supplied
  • Output line 230 of the map 226 leads to a positioner 232, which also includes line 48 when in use of an electronic accelerator pedal system, the line 42 is supplied is.
  • the output line 234 of the positioner 232 possibly leads to the output line via the correction stage 228 68.
  • the control unit 32 forms depending on the Engine speed (line 52) and that supplied via line 36 Signal for the air mass, air volume, intake manifold pressure or the throttle valve position a base load signal TL, which Delivered to correction stage 204 via line 202 becomes.
  • the correction stage 204 serves to correct the Load signal or the basic injection signal TL depending on Output signal of the ⁇ controller 208.
  • This compares the actual value signal the exhaust gas probe 54, which in the preferred embodiment an essentially linear characteristic, in others Executions a evaluable over the desired range Relationship between the exhaust gas composition and has its output signal, with the preset Setpoint.
  • the controller 208 outputs according to a predetermined control strategy (e.g.
  • the ⁇ controller 208 via line 216 and 210 through the corresponding position of the switching element 212 is supplied with a setpoint which corresponds to a corresponds to lean air-fuel mixture.
  • This setpoint is 1.5 in the exemplary embodiment.
  • the switching is done by the calculation unit 220 triggered the accelerator pedal position and, if necessary in addition the throttle valve position, the load signal, evaluates the gearbox position and / or the engine speed, to recognize a driver's desired performance and hence the need to switch the ⁇ controller derives. In the simplest case, this is done by specifying a Threshold values for the accelerator pedal position near the Full load range (e.g. at 70 ° accelerator pedal position). If exceeded this threshold is set to stoichiometric Operation switched. Consideration is also advantageous of gear position and engine speed or the load signal in connection with the accelerator pedal or throttle valve position such that a requirement for a high Motor torque is recognized.
  • the calculation unit 220 to record the transient processes Determine and evaluate the derivation of the accelerator pedal position. If the time derivative exceeds a predefined one Limit value, that is the accelerator pedal in the direction of acceleration Actuated very quickly, this is a sign for switching to stoichiometric operation.
  • the calculation unit 220 recognizes a desired performance of the Driver, the switching element 212 is actuated.
  • the setpoint the ⁇ control is accordingly changed abruptly, while the injection quantity is initially unaffected.
  • the switch signal on the line 218 both the switching element 212 and the map 222 fed.
  • the map 222 is generated by the switchover signal activated and determined on the basis of the momentarily available Accelerator pedal position and the engine speed the direction of switching a throttle position. This is sent to the positioner via lines 224 and 230 output, which is based on the throttle valve position value adjusts the additional flap.
  • the Positioner 232 becomes the setpoint with the actual value of the Compared throttle valve position and generated an output signal, which means the position of the additional throttle valve adjustment of the setpoint.
  • this is an adjustment of the throttle valve from her fully open position to a certain throttle angle, while in the opposite case the throttle valve adjusted to its fully open position becomes.
  • the extent of the throttle valve adjustment is such determines that by adjusting the throttle valve Torque change of the internal combustion engine takes place in the essentially caused by switching the ⁇ controller Torque change compensated. This is done through the Map 222 reached, in the corresponding, experimental certain values for the extent of the throttle valve adjustment for each operating point (determined by accelerator pedal position and engine speed) are stored. This will be experimental for each operating point or for individual support points by a certain adjustment of the throttle valve generated change in torque determined. Will with the ⁇ control only a switch between two fixed default Setpoints used for the two operating modes it is sufficient to determine the necessary throttle valve adjustment to compensate for the change in torque due to the Switchover for every operating point.
  • the additional throttle valve depends on stoichiometric operation of accelerator pedal position and engine speed as well as, if applicable depending on the ⁇ value to be set in lean operation adjusted by the map 222 such that the Torque change one at any time Switching occurs by adjusting the throttle valve is compensated for in a further open position.
  • an electronic accelerator pedal system is used, which in the lean operation on the Basis of the accelerator pedal position and, if applicable, the engine speed a desired throttle valve position is determined. Of the Positioner 232 then controls over the entire operating range the throttle position such that the actual throttle position corresponds to the setpoint. At a Such an embodiment is used in stoichiometric operation on the map 222 for controlling the throttle valve switched, which compared to the map 226 such is determined that the differences in the read Throttle valve positions just because of the ⁇ switchover Torque change generated compensated.
  • the Map 226 is not controlled by map 222, but the Map values of the map 226 are determined by the from the Map 222 read out values additive, multiplicative or corrected in a different way.
  • the throttle valve via the Correction level 228 directly independent of the positioner in the Setting an open control.
  • the values read from the map 222 are either correction values for the controller output signal or replace it.
  • the above embodiment switches between two fixed setpoints for ⁇ um.
  • it may be advantageous to determine the setpoint in the lean range To change pollutant emission reasons.
  • FIG. 3 shows typical signal curves for an example Operating situation recorded. It is horizontal each time, in Figure 3a the vertical ⁇ value, in Figure 3b the accelerator pedal position ⁇ , in FIG. 3c the air supply QL, and in FIG. 3d the torque M of the internal combustion engine.
  • the engine runs in the lean range until time t1.
  • ⁇ 0 changes from lean to stoichiometric switched. According to FIG. 3a, this leads to a change of the ⁇ value and according to FIG. 3c to a step Reduction of air supply QL.
  • the torque contributions the ⁇ change and the change in air supply are chosen so that they essentially compensate each other. thats why no torque change at time t1 in FIG. 3d detect.
  • the accelerator pedal position drops below the threshold.
  • Step 300 the relevant operating variables accelerator position ⁇ , engine speed N, air supply QL, gear ratio Ü, Lambda value ⁇ and throttle valve position DK read in and in the following step 302 the basic injection time ti determined by forming the quotient from the air supply and engine speed.
  • step 304 it is determined whether a driver's performance request is present. This is done, for example, by comparison the accelerator pedal position with a predetermined threshold value, by evaluating the time derivative of the accelerator pedal position, through combined evaluation of accelerator pedal position, Engine speed, engine load and / or gear ratio to determine an increased torque demand on the motor.
  • step 306 checks whether this performance request occurred for the first time.
  • the ⁇ setpoint is set to 1 in step 308 and in the subsequent step 310 the target setting value the throttle valve according to a first map Accelerator pedal position and engine speed determined. This map is chosen such that when changing from a ⁇ value > 1 torque jump occurring to ⁇ value 1 exactly the corresponding adjustment of the throttle valve and reduction the air supply is compensated.
  • the throttle setpoint determined after step 310, so in step 312 the throttle valve control signal by the positioner based on the difference between the target and actual values determined.
  • the injection time ti based on the basic injection time tl and of the output of the ⁇ controller determined.
  • step 306 It was recognized in step 306 that the desired performance already recognized in a previous program run the throttle setpoint is raised in step 316 based on accelerator pedal position and engine speed according to determined first map and continued with steps 312 and 314.
  • step 318 checked whether this was the first time. Is this the If so, in step 320 the ⁇ setpoint becomes> 1 set and in the subsequent step 322 the throttle valve setpoint according to a second map based on Accelerator pedal position and engine speed determined. Here too the one to be expected from the setpoint change of the ⁇ controller Torque change by appropriate design of the second map compensated in step 322.
  • step 322 follows step 324 and the calculation of the throttle drive signal through the positioner.
  • step 318 recognized that "no performance request" at least in the previous Program run was recognized, go directly to step 322 continued.
  • the program part is ended after step 314 and repeated in due course.
  • FIG. 3 and 4 was based on a so-called E-gas system shown. If an additional flap according to FIG. 1 is used, so falls in the right branch of the flow chart of Figure 4 second map away. Instead of this map, the control switched off for the additional flap, causing this under the action of the return spring in the fully open Position is adjusted. A corresponding procedure becomes for single throttle or throttle Channel shutdown performed.

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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 Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

L'invention concerne un procédé et un dispositif de commande d'un moteur à combustion interne. Selon ce procédé, un mélange carburant/air pauvre est introduit, dans au moins une première plage de fonctionnement. Lorsque le conducteur désire disposer d'une puissance plus élevée, par ex. dans des régimes non stationnaires ou à proximité de la zone de pleine charge, il y a inversement d'alimentation, avec un mélange stoechiométrique. Pendant la transition, la modification de couple due à la modification du rapport air/carburant est sensiblement compensée par réglage correspondant du volume d'air alimentant le moteur à combustion interne.

Claims (9)

  1. Procédé servant à commander un moteur à combustion interne,
    caractérisé en ce que
    l'arrivée de l'air au moteur à combustion interne est influencée au moyen d'au moins un élément de commande pouvant être actionné électriquement,
    le dosage du carburant destiné au moteur à combustion interne est commandé selon les états de fonctionnements qui règnent, de telle manière que dans au moins une première zone de fonctionnement on établisse un rapport air/carburant pauvre, et dans au moins une deuxième zone de fonctionnement on établisse un rapport sensiblement stoechiométrique,
    une commutation est opérée entre les zones de fonctionnement en fonction de la dérivée dans le temps de la position de la pédale d'accélérateur et/ou sur la base d'un souhait du conducteur d'avoir de la puissance, déterminé sur la base de la position de la pédale d'accélérateur et du clapet d'étranglement, du signal de charge, de la position de la boíte de vitesse et/ou de la vitesse de rotation du moteur, et cette commutation ayant lieu au moins en influençant l'élément de commande qui sert à commander l'arrivée de l'air,
    l'élément de commande est réglé selon une valeur définie au préalable au moins en fonction du souhait du conducteur et dérivée en prenant en considération le rapport prédéfini air/carburant,
    la valeur de prédéfinition est formée en fonction de la position de la pédale d'accélérateur et de la vitesse de rotation du moteur et lors d'une variation du rapport prédéfini air/carburant cette fonction est modifiée de telle sorte que le couple de torsion, délivré par le moteur à combustion interne, reste sensiblement le même avant et après l'inversion,
    l'élément de commande est déplacé de façon brusque lors de l'inversion, en particulier par un seul saut.
  2. Procédé selon la revendication 1,
    caractérisé en ce que
    lors de l'inversion de la zone de fonctionnement avec un rapport air/carburant pauvre à une zone de fonctionnement avec un rapport sensiblement stoechiométrique, on fait varier la valeur de consigne d'une régulation qui influence le rapport air/carburant (régulation du coefficient lambda) d'une valeur qui produit une composition du mélange pauvre à une valeur qui produit une composition stoechiométrique.
  3. Procédé selon l'une des revendications précédentes,
    caractérisé en ce que
    l'élément de commande est un clapet additionnel, placé dans le canal principal du système d'admission de l'air ou est associé à des cylindres individuels ou à des groupés de cylindres, et se trouve en position complètement ouverte lors du fonctionnement avec un mélange pauvre, mais est réglé dans le sens de la fermeture en cas de fonctionnement stoechiométrique.
  4. Procédé selon l'une des revendications précédentes,
    caractérisé en ce que
    l'élément de commande est réglé lors du fonctionnement stoechiométrique selon un premier champ caractéristique et lors du fonctionnement avec un mélange pauvre selon un deuxième champ caractéristique au moins en fonction de la position de la pédale d'accélérateur.
  5. Procédé selon l'une des revendications précédentes,
    caractérisé en ce que
    l'élément de commande est réglé dans le cadre d'une régulation de position.
  6. Procédé selon l'une des revendications précédentes,
    caractérisé en ce que
    l'on utilise pour la régulation du coefficient λ une sonde de gaz d'échappement avec une courbe caractéristique linéaire.
  7. Procédé selon l'une des revendications précédentes,
    caractérisé en ce que
    le déplacement brusque de la valeur de consigne de la régulation du coefficient λ et de l'élément de commande qui sert à régler l'arrivée de l'air au moteur à combustion interne ont lieu en même temps.
  8. Dispositif servant à commander un moteur à combustion interne,
    caractérisé en ce qu'il comprend
    au moins un élément de commande qui peut être actionné électriquement (16, 22) servant à influencer l'arrivée de l'air au moteur à combustion interne,
    des moyens (200, 204) servant à commander le dosage du carburant allant au moteur à combustion interne selon les états de fonctionnement qui règnent,
    un rapport air/carburant pauvre étant établi dans au moins une première zone de fonctionnement, et un rapport sensiblement stoechiométrique étant établi dans au moins une deuxième zone de fonctionnement,
    des moyens (220) étant en outre prévus qui sont inversés-entre les zones de fonctionnement en fonction de la dérivée dans le temps de la position de la pédale d'accélérateur et/ou sur la base d'un souhait du conducteur d'avoir de la puissance, déterminé sur la base de la position de la pédale d'accélérateur et du clapet d'étranglement, du signal de charge, de la position de la boíte de vitesse et/ou de la vitesse de rotation du moteur, et cette inversion ayant lieu au moins en influençant l'élément de commande qui sert à commander l'arrivée de l'air,
    des moyens (226, 228, 232) qui règlent l'élément de commande selon une valeur de prédéfinition au moins fonction du souhait du conducteur et prélevée en prenant en considération le rapport air/carburant prédéfini,
    les moyens (222) servant à prélever la valeur de prédéfinition pour l'élément de commande étant constitués de telle sorte que la valeur de prédéfinition est fonction de la position de la pédale d'accélérateur et de la vitesse de rotation du moteur et qu'en cas de modification du rapport air/carburant prédéfini cette fonction est modifiée de telle sorte que le couple de torsion délivré par le moteur à combustion interne est sensiblement le même avant comme après la commutation, l'élément de commande lors de la commutation étant déplacé de façon brusque, en particulier par un saut unique.
  9. Dispositif selon la revendication 8,
    comprenant au moins un élément de commande pouvant être actionné de façon électrique, pneumatique ou hydraulique et au moins un élément de commande mécanique pouvant être actionné par le conducteur, servant à influencer l'arrivée de l'air au moteur à combustion interne, caractérisé en ce que l'élément de commande qui peut être actionné de façon électrique, pneumatique ou hydraulique, est disposé en série par rapport à l'élément de commande qui peut être actionné de façon mécanique dans le système d'admission du moteur à combustion interne.
EP95915778A 1994-05-11 1995-04-12 Procede et dispositif de commande d'un moteur a combustion interne Expired - Lifetime EP0760056B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE4416611 1994-05-11
DE4416611A DE4416611A1 (de) 1994-05-11 1994-05-11 Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
PCT/DE1995/000505 WO1995031636A1 (fr) 1994-05-11 1995-04-12 Procede et dispositif de commande d'un moteur a combustion interne

Publications (2)

Publication Number Publication Date
EP0760056A1 EP0760056A1 (fr) 1997-03-05
EP0760056B1 true EP0760056B1 (fr) 1998-12-30

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Country Link
US (1) US5746176A (fr)
EP (1) EP0760056B1 (fr)
JP (1) JP3880618B2 (fr)
CN (1) CN1067141C (fr)
DE (2) DE4416611A1 (fr)
WO (1) WO1995031636A1 (fr)

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EP0760056A1 (fr) 1997-03-05
WO1995031636A1 (fr) 1995-11-23
DE59504697D1 (de) 1999-02-11
CN1149906A (zh) 1997-05-14
DE4416611A1 (de) 1995-11-16
CN1067141C (zh) 2001-06-13
JPH10500188A (ja) 1998-01-06
JP3880618B2 (ja) 2007-02-14
US5746176A (en) 1998-05-05

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