EP1317610B1 - Verfahren zur bestimmung des kraftstoffgehaltes des regeneriergases bei einem verbrennungsmotor mit benzindirekteinspritzung im schichtbetrieb - Google Patents

Verfahren zur bestimmung des kraftstoffgehaltes des regeneriergases bei einem verbrennungsmotor mit benzindirekteinspritzung im schichtbetrieb Download PDF

Info

Publication number
EP1317610B1
EP1317610B1 EP01971683A EP01971683A EP1317610B1 EP 1317610 B1 EP1317610 B1 EP 1317610B1 EP 01971683 A EP01971683 A EP 01971683A EP 01971683 A EP01971683 A EP 01971683A EP 1317610 B1 EP1317610 B1 EP 1317610B1
Authority
EP
European Patent Office
Prior art keywords
lambda
value
fuel
adjustment
exhaust gas
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
EP01971683A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP1317610A1 (de
Inventor
Gholamabas Esteghlal
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 EP1317610A1 publication Critical patent/EP1317610A1/de
Application granted granted Critical
Publication of EP1317610B1 publication Critical patent/EP1317610B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D43/00—Conjoint electrical control of two or more functions, e.g. ignition, fuel-air mixture, recirculation, supercharging or exhaust-gas treatment
    • 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
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3023—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/003—Adding fuel vapours, e.g. drawn from engine fuel reservoir
    • F02D41/0032—Controlling the purging of the canister as a function of the engine 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
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/003—Adding fuel vapours, e.g. drawn from engine fuel reservoir
    • F02D41/0045—Estimating, calculating or determining the purging rate, amount, flow or concentration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/003—Adding fuel vapours, e.g. drawn from engine fuel reservoir
    • F02D41/0042—Controlling the combustible mixture as a function of the canister purging, e.g. control of injected fuel to compensate for deviation of air fuel ratio when purging
    • 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

Definitions

  • the invention relates to the technical environment of tank ventilation in internal combustion engines with gasoline direct injection.
  • Engines with gasoline direct injection can be operated both in the shift mode and in the homogeneous operation mode.
  • the engine In stratified operation, the engine is operated with a highly stratified cylinder charge and high excess air to achieve the lowest possible fuel consumption.
  • the stratified charge is achieved by a late fuel injection, which ideally leads to the division of the combustion chamber into two zones: the first zone contains a combustible air-fuel mixture cloud at the spark plug. It is surrounded by the second zone, which consists of an insulating layer of air and residual gas.
  • the potential for optimizing consumption arises from the possibility of operating the engine largely unthrottled while avoiding charge cycle losses.
  • the shift operation is preferred at comparatively low load.
  • the engine is operated with homogeneous cylinder filling.
  • the homogeneous cylinder filling results from an early fuel injection during the intake process. As a result, a longer time is available for mixture formation until combustion.
  • the potential of this mode of performance optimization results, for example, from the utilization of the entire combustion chamber volume for filling with a combustible mixture.
  • an engine with Intake manifold injection from DE 38 13 220 known to learn a measure FTEAD for the fuel content of the regeneration gas from the known variables in the control unit such as the fuel flow through the injectors, the amount of Regeniergases with open tank vent valve, the intake air amount of the engine and the signal of an exhaust gas probe.
  • the learned measure is used to tune the reduction of the fuel flow through the injectors to the fuel flow through the tank vent valve with the aim of controlling the composition of the entire fuel / air mixture.
  • the invention aims at eliminating said disturbances and thus at improving the predictability of the influence of the tank ventilation on the mixture composition in stratified operation.
  • the invention is based on the finding that in stratified operation the measured lambda value can deviate comparatively strongly from the physically present lambda value.
  • the cause may be probe specimen scattering, aging effects and strongly fluctuating exhaust gas temperatures in stratified operation with non-regulated probe heating. Regardless of which cause ultimately exists, the problem of the deviation between probe signal and actually existing lambda value occurs in any case.
  • the solution according to the invention provides an adjustment of the probe signal in the shift mode when closed Tank venting valve before.
  • the probe signal is decoupled from the absolute lambda value. If the influence of the regeneration gas is then added when the tank-venting valve is open, this influence can be determined from the relative change in the probe signal.
  • An embodiment of the invention provides that a measured lambda value (lambdamess) is formed from the signal of the exhaust gas probe and that the difference of the measured lambda value from the product of the adjustment factor and the difference of the lambda desired value (lambda setpoint) from the value 1 is determined and integrated.
  • a measured lambda value (lambdamess) is formed from the signal of the exhaust gas probe and that the difference of the measured lambda value from the product of the adjustment factor and the difference of the lambda desired value (lambda setpoint) from the value 1 is determined and integrated.
  • a further embodiment is characterized in that the balancing factor in the steady state corresponds to the mean quotient (Lambdamess -1) / (Lambda setpoint - 1).
  • This function has the advantage that fluctuations of lambdamess are averaged out during the alignment process by the integration process and thus do not falsify the balancing factor.
  • a further embodiment provides that a new adjustment in the shift operation is carried out at a working point change of the internal combustion engine or when changing certain environmental conditions.
  • a further embodiment provides that the ambient temperature and the altitude at which the engine is operated are such environmental conditions.
  • Another embodiment is characterized in that an operating point change is defined by a minimum change in the Lambda setpoint.
  • an adjustment is terminated when the absolute value of the integrator input falls below a predetermined threshold.
  • the invention is also directed to an electronic control device for carrying out at least one of the above-mentioned methods and embodiments.
  • Fig. 1 shows the technical environment of the invention and Fig. 2 discloses an embodiment of the invention in the form of functional blocks.
  • FIG. 1 in FIG. 1 represents the combustion chamber of a cylinder of an internal combustion engine.
  • An inlet valve 2 controls the flow of air to the combustion chamber.
  • the air is sucked in via a suction pipe 3.
  • the intake air amount can be varied via a throttle valve 4, which is controlled by a control unit 5.
  • a signal about the engine speed n of a tachometer 7 and a signal on the amount ml of the sucked air of a control unit signals about the torque request of the driver Supplied air flow meter 8 and a signal Us via the exhaust gas composition and / or exhaust gas temperature supplied from an exhaust gas sensor 16.
  • Exhaust gas sensor 12 may be, for example, a lambda probe whose Nernst voltage or, depending on the type of probe, the pumping current of which indicates the oxygen content in the exhaust gas.
  • the exhaust gas is passed through at least one catalytic converter 15 in which pollutants are converted from the exhaust gas and / or temporarily stored.
  • control unit 5 From these and possibly other input signals via further parameters of the internal combustion engine such as intake air and coolant temperature and so on, the control unit 5 outputs output signals for adjusting the throttle angle alpha by an actuator 9 and for controlling a fuel injection valve 10, dosed by the fuel into the combustion chamber of the engine becomes.
  • the triggering of the ignition via an ignition device 11 is controlled by the control unit.
  • the throttle valve angle alpha and the injection pulse width ti are essential control variables to be coordinated with each other for realizing the desired torque.
  • Another key variable for influencing the torque is the angular position of the ignition relative to the piston movement.
  • the determination of the manipulated variables for adjusting the torque is the subject of DE 1 98 51 990, which should be included in the extent to the disclosure.
  • controller controls a tank ventilation 12 and other functions to achieve efficient combustion of the fuel / air mixture in the combustion chamber.
  • the gas power resulting from the combustion is converted by the piston 13 and crank mechanism 14 into a torque.
  • the tank ventilation system 12 consists of an activated carbon filter 15, which communicates via corresponding lines or connections to the tank, the ambient air and the intake manifold of the internal combustion engine, wherein a tank vent valve 16 is arranged in the line to the intake manifold.
  • the activated carbon filter 15 stores in the tank 5 evaporating fuel.
  • air is sucked from the environment 17 through the activated carbon filter, which discharges the stored fuel into the air.
  • This fuel-air mixture also referred to as a tank venting mixture or else as a regeneration gas, influences the composition of the mixture as a whole supplied to the internal combustion engine.
  • the proportion of fuel in the mixture is also determined by metering fuel via the fuel metering device 10, which is adapted to the intake air quantity.
  • the fuel sucked in via the tank ventilation system can correspond in extreme cases to a proportion of about one third to half of the total fuel quantity.
  • Fig. 2 shows a functional block diagram of the method according to the invention.
  • Block 2.1 provides the measured lambda value obtained from the signal Us of the exhaust gas probe.
  • Block 2.2. provides the setpoint for the composition lambda of the entire mixture burned by the internal combustion engine.
  • the difference between the Setpoint of value 1. This difference is linked in block 2.4 with a matching factor.
  • block 2.5 the difference between the measured lambda value and the value 1 is formed.
  • block 2.6 the deviation of the difference of the measured lambda value from the product of the adjustment factor and the difference of the lambda setpoint value of 1 is determined. This deviation is fed to an integrator 2.7.
  • Block 2.8 provides a correction value for operating points in the neighborhood of the operating point where the adjustment is made. Under the steady state condition given above, block 2.8 returns the value 1, so that the output value of integrator 2.7 is not changed by the result of the links in blocks 2.9 to 2.11.
  • the output value of the integrator is fed back directly as a compensation factor and linked to the desired lambda setpoint.
  • This structure has the following function:
  • the integrator input is positive and the integrator output increases. This will increase the adjustment factor. This increases the o.a. Product. As a result, the distance of the product decreases from the deviation of the measured lambda value of 1.
  • the integrator input is smaller.
  • the integrator output grows slower.
  • This function has the advantage that fluctuations of lambdamess are averaged out during the alignment process by the integration process and thus do not falsify the balancing factor.
  • the actual lambda is proportional to the quotient of total air volume and total fuel quantity.
  • the total amount of air is composed of the amount of air that flows through the throttle valve and the air content of the regeneration gas from the tank ventilation.
  • the proportion of air in the regeneration gas corresponds approximately to the amount of regeneration gas. This can be derived from variables known in the control unit, such as intake manifold pressure and the drive duty cycle. The proportion of air is therefore known. The same applies to the amount of air flowing through the throttle valve, which can be detected for example by a H discloseinuftmassenmesser.
  • the amount of fuel flowing through the injectors is derivable from the An Kunststoffimpuls lecturen and the pressure in the fuel system, ie from known sizes.
  • the fuel fraction of the tank ventilation can be determined by the inventive method also in stratified operation with the aid of the adjustment factor from the measured lambda value.
  • the blocks 2.12 to 2.17 represent a structure for triggering the adjustment.
  • a new adjustment in the stratified operation is carried out at a working point change of the internal combustion engine or when changing certain environmental conditions.
  • environmental conditions are the ambient temperature, which can be provided, for example, by an intake air temperature sensor and the altitude at which the engine is operated. Information about this altitude is available in modern engine controls. It is determined, for example, from the signal of an ambient pressure sensor or calculated from the load detection (intake air quantity, cylinder filling).
  • An operating point change can be defined, for example, as a minimum change in the lambda setpoint value, for example by a minimum value of 0.3. If one of these conditions occurs, Block 2.12 activates via the flip-flop 2.13 a closing of the Tanlentungsventils in block 2.14 and a start of the Integrator 2.7.
  • Block 2.15 provides a threshold DLAMSCE and block 2.16 provides the positive absolute value of the integrator input. If the said amount falls below the said threshold value, this is detected in block 2.17 and the closing command for the tank-venting valve is canceled by resetting the flip-flop 2.13.
  • Blocks 2.8 to 2.11 allow for the consideration of small lambda setpoint changes, which are not yet considered as working point changes in o.a. Meaning.
  • the relationship between the probe voltage and the lambda value is generally not linear.
  • block 2.7 replaces a correction variable, for example on the basis of a mathematical linearization of the relationship between Us and lambda setpoint in an environment of the adjusted operating point.

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)
  • Supplying Secondary Fuel Or The Like To Fuel, Air Or Fuel-Air Mixtures (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
EP01971683A 2000-09-04 2001-09-03 Verfahren zur bestimmung des kraftstoffgehaltes des regeneriergases bei einem verbrennungsmotor mit benzindirekteinspritzung im schichtbetrieb Expired - Lifetime EP1317610B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10043699A DE10043699A1 (de) 2000-09-04 2000-09-04 Verfahren zur Bestimmung des Kraftstoffgehaltes des Regeneriergases bei einem Verbrennungsmotor mit Benzindirekteinspritzung im Schichtbetrieb
DE10043699 2000-09-04
PCT/DE2001/003321 WO2002020961A1 (de) 2000-09-04 2001-09-03 Verfahren zur bestimmung des kraftstoffgehaltes des regeneriergases bei einem verbrennungsmotor mit benzindirekteinspritzung im schichtbetrieb

Publications (2)

Publication Number Publication Date
EP1317610A1 EP1317610A1 (de) 2003-06-11
EP1317610B1 true EP1317610B1 (de) 2006-08-30

Family

ID=7655035

Family Applications (1)

Application Number Title Priority Date Filing Date
EP01971683A Expired - Lifetime EP1317610B1 (de) 2000-09-04 2001-09-03 Verfahren zur bestimmung des kraftstoffgehaltes des regeneriergases bei einem verbrennungsmotor mit benzindirekteinspritzung im schichtbetrieb

Country Status (7)

Country Link
US (1) US6805091B2 (ja)
EP (1) EP1317610B1 (ja)
JP (1) JP2004508483A (ja)
KR (1) KR100777935B1 (ja)
AT (1) ATE338203T1 (ja)
DE (2) DE10043699A1 (ja)
WO (1) WO2002020961A1 (ja)

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10228004A1 (de) * 2002-06-22 2004-01-15 Daimlerchrysler Ag Verfahren zur Bestimmung einer Beladung eines Aktivkohlebehälters eines Tankentlüftungssystems
US7441403B2 (en) * 2004-12-20 2008-10-28 Detroit Diesel Corporation Method and system for determining temperature set points in systems having particulate filters with regeneration capabilities
US7210286B2 (en) * 2004-12-20 2007-05-01 Detroit Diesel Corporation Method and system for controlling fuel included within exhaust gases to facilitate regeneration of a particulate filter
US7461504B2 (en) * 2004-12-21 2008-12-09 Detroit Diesel Corporation Method and system for controlling temperatures of exhaust gases emitted from internal combustion engine to facilitate regeneration of a particulate filter
US20060130465A1 (en) * 2004-12-22 2006-06-22 Detroit Diesel Corporation Method and system for controlling exhaust gases emitted from an internal combustion engine
US7076945B2 (en) * 2004-12-22 2006-07-18 Detroit Diesel Corporation Method and system for controlling temperatures of exhaust gases emitted from an internal combustion engine to facilitate regeneration of a particulate filter
US7434388B2 (en) 2004-12-22 2008-10-14 Detroit Diesel Corporation Method and system for regeneration of a particulate filter
DE102007008119B4 (de) * 2007-02-19 2008-11-13 Continental Automotive Gmbh Verfahren zum Steuern einer Brennkraftmaschine und Brennkraftmaschine
US10851725B2 (en) * 2018-12-18 2020-12-01 Caterpillar Inc. Fuel content detection based on a measurement from a sensor and a model estimation of the measurement

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3813220C2 (de) 1988-04-20 1997-03-20 Bosch Gmbh Robert Verfahren und Einrichtung zum Stellen eines Tankentlüftungsventiles
US5765541A (en) * 1997-04-03 1998-06-16 Ford Global Technologies, Inc. Engine control system for a lean burn engine having fuel vapor recovery
DE19758725B4 (de) 1997-06-27 2007-09-06 Robert Bosch Gmbh Verfahren zum Betreiben einer Brennkraftmaschine insbesondere eines Kraftfahrzeugs
JP3861446B2 (ja) * 1998-03-30 2006-12-20 トヨタ自動車株式会社 希薄燃焼内燃機関の蒸発燃料濃度検出装置及びその応用装置
DE19850586A1 (de) 1998-11-03 2000-05-04 Bosch Gmbh Robert Verfahren zum Betreiben einer Brennkraftmaschine
DE19851990A1 (de) 1998-11-03 2000-06-21 Bosch Gmbh Robert Verfahren zur Bestimmung von Stellgrößen bei der Steuerung von Benzindirekteinspritzmotoren
US6622691B2 (en) 2001-09-10 2003-09-23 Delphi Technologies, Inc. Control method for a direct injection gas engine with fuel vapor purging

Also Published As

Publication number Publication date
EP1317610A1 (de) 2003-06-11
JP2004508483A (ja) 2004-03-18
DE10043699A1 (de) 2002-03-14
US6805091B2 (en) 2004-10-19
DE50110890D1 (de) 2006-10-12
ATE338203T1 (de) 2006-09-15
US20030029427A1 (en) 2003-02-13
KR20020068337A (ko) 2002-08-27
KR100777935B1 (ko) 2007-11-20
WO2002020961A1 (de) 2002-03-14

Similar Documents

Publication Publication Date Title
DE4324312C2 (de) Verfahren zum Betreiben einer Brennkraftmaschine in einem Magergemisch-Verbrennungsbereich
DE3714151A1 (de) Steuereinrichtung fuer die drosselklappe eines verbrennungsmotors
DE69923532T2 (de) Vorrichtung zur steuerung der abgasrückführung in einer brennkraftmaschine
DE19640403A1 (de) Vorrichtung und Verfahren zum Steuern einer Brennkraftmaschine mit Direkteinspritzung
EP2029872A1 (de) Verfahren zum betreiben einer brennkraftmaschine
EP1317617B1 (de) Verfahren und elektronische steuereinrichtung zur diagnose der gemischbildung einer brennkraftmaschine
WO2008009499A1 (de) Verfahren und vorrichtung zur diagnose der zylinderselektiven ungleichverteilung eines kraftstoff-luftgemisches, das den zylindern eines verbrennungsmotors zugeführt wird
DE10239065A1 (de) Verfahren zum Betrieb einer Brennkraftmaschine
DE102006020675A1 (de) Verfahren zur Lambda- und Momentenregelung einer Verbrennungskraftmaschine sowie Programmalgorithmus
EP1250525B1 (de) Verfahren und vorrichtung zur steuerung einer brennkraftmaschine
DE3217287A1 (de) Auspuffgasrueckfuehrungs-steuersystem fuer brennkraftmaschinen
DE19938037A1 (de) Diagnose-System für einen Motor
DE112019002741T9 (de) Steuerungsvorrichtung und Steuerungsverfahren für eine Verbrennungskraftmaschine
DE10046597B4 (de) Steuersystem für Motoren mit Direkteinspritzung
DE19937095B4 (de) Steuersystem für eine Brennkraftmaschine des Zylindereinspritztyps mit einer Abgasrückführungs-Rückkopplungssteuerung
EP1315630B1 (de) Verfahren zur diagnose des tankentlüftungsventils und elektronische steuereinrichtung
EP1317610B1 (de) Verfahren zur bestimmung des kraftstoffgehaltes des regeneriergases bei einem verbrennungsmotor mit benzindirekteinspritzung im schichtbetrieb
WO2000028200A1 (de) VERFAHREN ZUM BESTIMMEN DER NOx-ROHEMISSION EINER MIT LUFTÜBERSCHUSS BETREIBBAREN BRENNKRAFTMASCHINE
DE10120653A1 (de) Schnelles transientes Drehzahlmanagement bei fremdgezündeten Motoren mit Kraftstoffdirekteinspritzung (DISI)
DE19818836A1 (de) Kraftstoffeinspritz-Steuervorrichtung für einen Zylindereinspritz-Verbrennungsmotor
DE19522659C2 (de) Kraftstoffzufuhrsystem und Kraftstoffzufuhrverfahren für eine Verbrennungskraftmaschine
DE10033946B4 (de) Kraftstoffeinspritzsteuersystem für eine Brennkraftmaschine mit Direkteinspritzung
DE10064000A1 (de) Hybrider Betriebsmodus für fremdgezündete Verbrennungskraftmaschinen mit Kraftstoff-Direkteinspritzung (DISI)
DE19753450A1 (de) Gerät zur Steuerung des Unterdrucks in Verbrennungsmotoren
DE3742909A1 (de) Elektronische steuervorrichtung fuer verbrennungsmotoren

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20030404

AK Designated contracting states

Designated state(s): AT BE CH CY DE DK ES FI FR GB GR IE IT LI LU MC NL PT SE TR

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AT BE CH CY DE DK ES FI FR GB GR IE IT LI LU MC NL PT SE TR

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20060830

Ref country code: NL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20060830

Ref country code: IE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20060830

Ref country code: GB

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20060830

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LI

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20060930

Ref country code: BE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20060930

Ref country code: MC

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20060930

Ref country code: CH

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20060930

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

Free format text: LANGUAGE OF EP DOCUMENT: GERMAN

REF Corresponds to:

Ref document number: 50110890

Country of ref document: DE

Date of ref document: 20061012

Kind code of ref document: P

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20061130

Ref country code: SE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20061130

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: ES

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20061211

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20070212

NLV1 Nl: lapsed or annulled due to failure to fulfill the requirements of art. 29p and 29m of the patents act
ET Fr: translation filed
GBV Gb: ep patent (uk) treated as always having been void in accordance with gb section 77(7)/1977 [no translation filed]

Effective date: 20060830

REG Reference to a national code

Ref country code: IE

Ref legal event code: FD4D

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed

Effective date: 20070531

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: AT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20060903

BERE Be: lapsed

Owner name: ROBERT BOSCH G.M.B.H.

Effective date: 20060930

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20061201

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20060903

Ref country code: TR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20060830

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: CY

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20060830

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: IT

Payment date: 20140923

Year of fee payment: 14

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 20140917

Year of fee payment: 14

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20150903

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

Effective date: 20160531

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20150930

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20161125

Year of fee payment: 16

REG Reference to a national code

Ref country code: DE

Ref legal event code: R119

Ref document number: 50110890

Country of ref document: DE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20180404