EP1099053A1 - Procede et dispositif de commande d'un moteur a combustion interne - Google Patents

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

Info

Publication number
EP1099053A1
EP1099053A1 EP00925029A EP00925029A EP1099053A1 EP 1099053 A1 EP1099053 A1 EP 1099053A1 EP 00925029 A EP00925029 A EP 00925029A EP 00925029 A EP00925029 A EP 00925029A EP 1099053 A1 EP1099053 A1 EP 1099053A1
Authority
EP
European Patent Office
Prior art keywords
exhaust gas
internal combustion
combustion engine
operating state
special operating
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.)
Ceased
Application number
EP00925029A
Other languages
German (de)
English (en)
Inventor
Marcus Leuz
Andreas Pfaeffle
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1099053A1 publication Critical patent/EP1099053A1/fr
Ceased legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00
    • 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
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
    • F02D41/029—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a particulate filter
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/009—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N9/00—Electrical control of exhaust gas treating apparatus
    • F01N9/002—Electrical control of exhaust gas treating apparatus of filter regeneration, e.g. detection of clogging
    • 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
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • 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
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
    • F02D41/0275—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a NOx trap or adsorbent
    • 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
    • F02D41/1446—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 exhaust temperatures
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • F02D41/403—Multiple injections with pilot injections
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2250/00—Combinations of different methods of purification
    • F01N2250/02—Combinations of different methods of purification filtering and catalytic conversion
    • 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
    • F02D2200/08—Exhaust gas treatment apparatus parameters
    • F02D2200/0812—Particle filter loading
    • 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
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the invention relates to a method and a device for controlling an internal combustion engine.
  • a method and a device for controlling an internal combustion engine are known from the unpublished DE 199 06 287.
  • a particle filter is used that filters out particles contained in the exhaust gas.
  • the particle filter is regenerated by suitable measures.
  • the exhaust gas temperature must be increased for regeneration. Operating conditions with increased exhaust gas temperatures generally result in increased fuel consumption.
  • a charger uses the energy contained in the exhaust gas to compress the air that is fed to the internal combustion engine.
  • Such chargers have a delayed response in certain operating states, for example at low speeds.
  • the invention is based on the object of providing a method and a device for controlling an internal combustion engine with an exhaust gas aftertreatment system, with which the particle filter can be regenerated in a fuel-efficient manner and / or the behavior of a charger can be improved.
  • FIG. 1 shows a block diagram of the device according to the invention
  • FIG. 2 shows a time course of the control signal AD for the Fuel metering
  • Figure 3 block diagram of part of the device according to the invention
  • Figure 4 is a flow diagram of the method according to the invention.
  • the device according to the invention is illustrated below using the example of a self-igniting internal combustion engine in which the fuel metering is controlled by means of a so-called common rail system.
  • the invention is illustrated below using the example of a self-igniting internal combustion engine in which the fuel metering is controlled by means of a so-called common rail system.
  • the procedure is not limited to these systems. It can also be used in other internal combustion engines.
  • the exhaust gas aftertreatment means 110 is arranged in the exhaust gas line 104, from which the cleaned exhaust gases reach the surroundings via the line 106.
  • the exhaust gas aftertreatment means 110 essentially comprises a so-called pre-catalyst 112 and a filter 114 downstream.
  • a temperature sensor 124 which provides a temperature signal T, is preferably arranged between the pre-catalyst 112 and the filter 114.
  • Sensors 120a and 120b are provided in front of the pre-catalytic converter 112 and after the filter 114. These sensors act as differential pressure sensor 120 and provide a differential pressure signal DP that characterizes the differential pressure between the inlet and outlet of the exhaust gas aftertreatment agent.
  • a turbine 162 is arranged in the exhaust line 104, which drives a compressor arranged in the intake line 102 via a shaft 164.
  • the internal combustion engine 100 is metered fuel via a fuel metering unit 140. This measures fuel via injectors 141, 142, 143 and 144 to the individual cylinders of internal combustion engine 100.
  • the fuel metering unit is preferably a so-called common rail system.
  • a high pressure fuel pump delivers fuel to a pressure accumulator. The fuel reaches the internal combustion engine via the injectors.
  • Various sensors 151 are arranged on the fuel metering unit 140, which provide signals that characterize the state of the fuel metering unit.
  • a common rail system is, for example, the pressure P in the pressure accumulator.
  • Sensors 152 which characterize the state of the internal combustion engine, are arranged on the internal combustion engine 100. This is preferably a speed sensor that provides a speed signal N and other sensors that are not shown.
  • the output signals of these sensors go to a controller 130, which is shown as a first sub-controller 132 and a second sub-controller 134.
  • the two partial controls preferably form a structural unit.
  • the first sub-control 132 preferably controls the fuel metering unit 140 with control signals AD that influence the fuel metering.
  • the first partial control 132 includes a fuel quantity control 136. This supplies a signal ME, which characterizes the quantity to be injected, to the second partial control 134.
  • the internal combustion engine is equipped with means that influence the exhaust gas.
  • this is a charger and / or a particle filter.
  • other means can be seen that affect the exhaust gas.
  • Such means for exhaust gas treatment are, for example, catalysts.
  • the second partial control 134 preferably controls the exhaust gas aftertreatment system and detects the corresponding sensor signals for this purpose. Furthermore, the second sub-controller 134 exchanges signals, in particular via the injected fuel quantity ME, with the first sub-controller 132. Preferably, the two controls mutually use the sensor signals and the internal signals.
  • the first sub-control which is also referred to as engine control 132, controls depending on various signals that characterize the operating state of internal combustion engine 100, the state of fuel metering unit 140 and the environmental condition, as well as a signal that indicates the power and / or desired by the internal combustion engine Characterized torque, the control signal AD for controlling the fuel metering unit 140.
  • engine control 132 controls depending on various signals that characterize the operating state of internal combustion engine 100, the state of fuel metering unit 140 and the environmental condition, as well as a signal that indicates the power and / or desired by the internal combustion engine Characterized torque, the control signal AD for controlling the fuel metering unit 140.
  • Such devices are known and used in a variety of ways.
  • the exhaust gas aftertreatment means 110 filter them out of the exhaust gas. Through this filtering process, 114 particles collect in the filter. These particles are then burned in certain operating states and / or after certain times to clean the filter. For this purpose, it is usually provided that the temperature in the exhaust gas aftertreatment means 110 is increased so that the particles burn in order to regenerate the filter 114.
  • DENOX catalysts In internal combustion engines, catalysts are often used as exhaust gas aftertreatment agents. So-called DENOX catalysts, in particular, have to be regenerated at certain intervals become. This means that deposits, in particular sulfur and / or sulfur compounds, are removed by an increased exhaust gas temperature.
  • the pre-catalyst 112 is provided for increasing the temperature.
  • the temperature is increased, for example, by increasing the proportion of unburned hydrocarbons in the exhaust gas. These unburned hydrocarbons then react in the pre-catalytic converter 112 and thereby increase its temperature and thus also the temperature of the exhaust gas that enters the filter 114.
  • This temperature increase of the pre-catalytic converter and the exhaust gas temperature requires an increased fuel consumption and should therefore only be carried out when this is necessary, i.e. the filter 114 is loaded with a certain proportion of particles.
  • One possibility of recognizing the loading condition is to detect the differential pressure DP between the inlet and outlet of the exhaust gas aftertreatment agent and to determine the loading condition on the basis of this. This requires a differential pressure sensor 120.
  • the size B which determines the loading state of the filter 114, is determined by means of various sensors.
  • the size B for the load condition is then used to control the exhaust aftertreatment system, i.e. depending on the load state, a special operating state is initiated, which is also referred to as regeneration in the following.
  • FIG. 1 shows the device with a charger and an exhaust gas aftertreatment means 100 which comprises a particle filter 114.
  • the procedure according to the invention can also be used in systems which are only equipped with a charger or only with an exhaust gas aftertreatment agent.
  • the regeneration is initiated and / or supported by increasing the exhaust gas temperature.
  • the center of combustion is shifted towards late. This means that a substantial part of the injection takes place after top dead center TDC.
  • a late injection usually results in worsened exhaust emissions. This is counteracted by the fact that at least two pre-injections take place before the actual main injection.
  • the charger there is an increase in the exhaust gas temperature in an internal combustion engine equipped with a supercharger in the presence of special operating states.
  • the following problem can occur in internal combustion engines with a supercharger. If acceleration of the internal combustion engine is desired at small loads, that is to say small injection quantities, and / or at low speeds, the charger only reacts with a certain time delay, since in this operating state it has only little energy available for compression. It is provided according to the invention that such operating states are regarded as a special operating state in which measures to increase the exhaust gas temperature are initiated.
  • FIG. 2 shows the courses of the control signal A for one of the injectors 141 to 144 over time.
  • the conditions in normal operation are plotted in sub-figure 2a.
  • the main injection HE in which the substantial proportion of fuel of the internal combustion engine is metered, takes place in the area of the top dead center OT.
  • a first pre-injection VE1 takes place before the main injection HE. This is used to condition the combustion chamber. Pre-injection can reduce emissions, especially sound missions are significantly reduced.
  • a second pilot injection VE2 can be provided, which is shown in dashed lines. The two pre-injections occur well before top dead center.
  • the sub-figure 2b shows the conditions when the special operating state is present.
  • the main injection HE in which the substantial proportion of fuel is metered into the internal combustion engine, has been significantly shifted in the late direction. It occurs after top dead center OT.
  • a first pre-injection VE1 takes place before the main injection HE. This is used to condition the combustion chamber before the main injection.
  • a second pre-injection VE2 is provided for conditioning the combustion chamber before the first pre-injection VE1.
  • the first pre-injections take place immediately before or in the area of top dead center. Furthermore, an increased amount of fuel is metered in the first pilot injection VE1 compared to normal operation.
  • FIG. 3 shows the device according to the invention as a block diagram. Elements already described in FIG. 1 are identified by corresponding reference symbols.
  • the second partial control 134 supplies a variable to a correction value determination 300, which indicates whether a special operating state is present.
  • An internal combustion engine with a particle filter is a size B that characterizes the loading state of the filter 114.
  • the correction value determination 300 applies a correction 310 with correction values DFB and DME.
  • the first partial control acts on the correction with signals FB and ME. The correction then supplies the signal AD to the fuel metering unit.
  • the first partial control calculates signals that determine the start of injection FB and the injection duration ME. This calculation is carried out both for the main injection and for the pre-injections.
  • the correction value determination 300 detects that a special operating state is present, it delivers the correction values DFB and DME to the correction 310 Signal DME corrected the duration of the injection.
  • the correction value DFB is selected such that the injection is shifted towards the late as shown in FIG. 2.
  • the correction value DME is selected so that the torque given off by the internal combustion engine remains constant. Furthermore, the correction value DME, in particular during the pre-injection, is selected so that the emissions are reduced.
  • FIG. 4 shows a flow diagram to illustrate the procedure according to the invention.
  • a first step different sizes are recorded.
  • the loading state B of the filter 114 is determined.
  • the subsequent query 410 checks whether there is a special operating state. This is the case, for example, when the loading state B exceeds a threshold value. If there is no special operating state, step 400 follows again. If there is a special operating state, then in
  • Step 420 initiated the measures described above.
  • various variables such as the speed and / or a load variable, are recorded in a first step.
  • the subsequent query 410 checks whether there is a special operating state. This is the case, for example, when the speed N is lower and / or the load is greater than a threshold value. If there is no special operating state, step 400 follows again. If there is a special operating state, the measures described above are initiated in step 420.
  • turbocharger output of the supercharger can be increased significantly with the same exhaust gas emission by shifting the center of combustion towards late.
  • the increase in fuel consumption is minimized by the fact that the measure is used only when the special operating state is present, such as when accelerating from low speeds and / or for regenerating the particle filter.
  • the main injection can be shifted very late, without major emissions occurring.

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)
  • Processes For Solid Components From Exhaust (AREA)
  • Supercharger (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Filtering Of Dispersed Particles In Gases (AREA)
  • Exhaust Gas After Treatment (AREA)

Abstract

L'invention concerne un procédé et un dispositif de commande d'un moteur à combustion interne. Des moyens permettent d'agir sur les gaz d'échappement. Dans certaines conditions, un mode de fonctionnement spécial est initié dans lequel il est souhaitable que les gaz d'échappement aient une teneur en énergie accrue. Dans ce mode de fonctionnement spécial, on agit sur la partie essentielle de la combustion de telle façon que la température des gaz d'échappement augmente.
EP00925029A 1999-05-21 2000-03-04 Procede et dispositif de commande d'un moteur a combustion interne Ceased EP1099053A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19923299 1999-05-21
DE19923299A DE19923299A1 (de) 1999-05-21 1999-05-21 Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
PCT/DE2000/000703 WO2000071879A1 (fr) 1999-05-21 2000-03-04 Procede et dispositif de commande d'un moteur a combustion interne

Publications (1)

Publication Number Publication Date
EP1099053A1 true EP1099053A1 (fr) 2001-05-16

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP00925029A Ceased EP1099053A1 (fr) 1999-05-21 2000-03-04 Procede et dispositif de commande d'un moteur a combustion interne

Country Status (6)

Country Link
EP (1) EP1099053A1 (fr)
JP (1) JP2003500596A (fr)
KR (1) KR20010053574A (fr)
CN (1) CN1165678C (fr)
DE (1) DE19923299A1 (fr)
WO (1) WO2000071879A1 (fr)

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FR2846372B1 (fr) * 2002-10-23 2005-01-28 Peugeot Citroen Automobiles Sa Systeme d'aide a la regeneration d'un piege a nox a stockage/destockage, pour moteur diesel de vehicule
FR2847003B1 (fr) * 2002-11-07 2007-01-26 Renault Sa Procede de regeneration d'un filtre a particules et dispositif de mise en oeuvre
DE10321105A1 (de) * 2003-05-09 2004-12-02 Emitec Gesellschaft Für Emissionstechnologie Mbh Regeneration einer Partikelfalle
FR2855218B1 (fr) * 2003-05-22 2007-03-09 Renault Sa Procede et systeme de gestion de la regeneration d'un filtre a particules et moteur a combustion interne equipe d'un tel filtres a particules
JP3948437B2 (ja) * 2003-06-23 2007-07-25 いすゞ自動車株式会社 排気ガス浄化方法及び排気ガス浄化システム
JP4333289B2 (ja) * 2003-09-03 2009-09-16 いすゞ自動車株式会社 排気ガス浄化システム
DE102004021370A1 (de) 2004-04-30 2005-11-17 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben eines Hybridfahrzeugs
FR2887291B1 (fr) * 2005-06-21 2007-09-21 Renault Sas Procede de controle de regeneration d'un filtre a particules
DE102006008228A1 (de) 2006-02-22 2007-08-23 Robert Bosch Gmbh Verfahren und Vorrichtung zur Erhöhung der Abgastemperatur einer Brennkraftmaschine
JP4315218B2 (ja) 2007-06-12 2009-08-19 トヨタ自動車株式会社 燃料噴射制御装置
WO2014196034A1 (fr) 2013-06-05 2014-12-11 トヨタ自動車株式会社 Dispositif de contrôle pour moteur à combustion interne
WO2014196036A1 (fr) 2013-06-05 2014-12-11 トヨタ自動車株式会社 Dispositif de contrôle pour moteur à combustion interne
EP3009643B1 (fr) 2013-06-10 2018-07-18 Toyota Jidosha Kabushiki Kaisha Dispositif de régulation de moteur
KR102438643B1 (ko) 2015-05-07 2022-08-31 삼성전자주식회사 전자 장치, 그 동작 방법 및 기록 매체
DE102019101138A1 (de) * 2019-01-17 2020-07-23 Bayerische Motoren Werke Aktiengesellschaft Fremd gezündete Brennkraftmaschine und Verfahren zum Betreiben der Brennkraftmaschine

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DE19755348A1 (de) * 1996-12-12 1998-10-01 Mitsubishi Motors Corp Abgastemperatur-Anstiegssystem für einen Zylinder-Inneneinspritzungs-Innenverbrennungsmotor

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DE19923299A1 (de) 2000-11-23
WO2000071879A1 (fr) 2000-11-30
JP2003500596A (ja) 2003-01-07
CN1165678C (zh) 2004-09-08
KR20010053574A (ko) 2001-06-25
CN1306604A (zh) 2001-08-01

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