EP1520091A1 - Method and device for the control of an internal combustion engine - Google Patents
Method and device for the control of an internal combustion engineInfo
- Publication number
- EP1520091A1 EP1520091A1 EP03762409A EP03762409A EP1520091A1 EP 1520091 A1 EP1520091 A1 EP 1520091A1 EP 03762409 A EP03762409 A EP 03762409A EP 03762409 A EP03762409 A EP 03762409A EP 1520091 A1 EP1520091 A1 EP 1520091A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- signal
- determined
- parameters
- internal combustion
- combustion engine
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1497—With detection of the mechanical response of 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
- F02D41/14—Introducing closed-loop corrections
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
- F02D2041/1413—Controller structures or design
- F02D2041/1432—Controller structures or design the system including a filter, e.g. a low pass or high pass filter
-
- 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
- F02D2200/025—Engine noise, e.g. determined by using an acoustic sensor
Definitions
- the invention relates to a method and a device for controlling an internal combustion engine according to the preambles of the independent claims.
- a method and a device for controlling an internal combustion engine, in particular a diesel internal combustion engine, is known from DE 195 36 110. Based on the signal from a structure-borne noise sensor, variables are determined there that are used to control the internal combustion engine.
- parameters are determined on the basis of the signal from a structure-borne noise sensor. These are used to control the internal combustion engine.
- the evaluation of the structure-borne noise signal includes at least one filtering, which selects at least two angular ranges.
- the parameters result from the correspondingly processed signal.
- a parameter is preferably determined for each angular range in which an evaluation is carried out.
- new parameters are determined by dividing the parameters among themselves. For example, two parameters K1 and K2 are determined by filtering in at least one angular range and the Quotient formed. By dividing the two parameters, which characterize the intensity of the sound emission in the two sub-areas, the actual parameter is then determined by forming a ratio, which is independent of absolute signal values and thus of sensor tolerances and drifts.
- the parameters are compared with target values.
- manipulated variables can be specified which influence the injection and / or the position of the intake valves and / or the exhaust valves.
- the determined parameters characterize certain events and or times.
- the parameter preferably characterizes the noises determined in the corresponding measurement window. In the case of a pre-injection, there is a simple relationship between the noise emission and the amount of fuel injected.
- a correlation coefficient which characterizes the deviation of the measured signal from a reference signal, is determined as a parameter by means of a cross correlation.
- the reference signal preferably corresponds to the structure-borne noise signal in preferred states.
- the reference signal corresponds to the structure-borne noise signal when a pre-injection is desired.
- FIGS. 2 to 4 different configurations of the evaluation of the structure-borne noise signal according to the invention.
- the inventive method for measuring and evaluating the structure-borne sound signal is shown as a block diagram.
- 0 is a structure-borne noise sensor
- 1 an anti-aliasing filter
- 2 is a window
- 3a, 3b, 3c are three parallel FIR filters
- 4a, 4b and 4c are three parallel amounts
- 5a, 5b, and 5 c three integrators are designated.
- the FIR filters the amount calculations and the Integrators are shown in several branches. In the exemplary embodiment, 3 parallel branches are shown. In other embodiments, other numbers of parallel branches can also be provided.
- the parallel FIR filters can be freely parameterized. Different frequency ranges can be viewed at the same time. This is advantageous because, in certain frequency ranges, interference signals superimpose the actual useful signal due to secondary noises in the vehicle, which are caused, for example, by the activation of a pump, by valve noises from another cylinder.
- the filtering selects one and / or more frequency ranges in which the useful signal can be measured without interference as far as possible. The combination of several selected frequency ranges enables a more reliable detection of the useful signal.
- the output signals of the individual branches go to a controller 6. An output signal is forwarded for each angle range and frequency range under consideration.
- a signal of a first partial injection which is filtered using a first filter method
- InlFl A signal of a first partial injection, which is filtered by a second filter method
- In2 a signal of a second partial injection, which is filtered by a first filter method
- In2 a signal of a second partial injection, which is filtered by a first filter method
- In2 a signal of a second partial injection, which is filtered by a first filter method
- Signals that are assigned to at least one angular range are filtered using at least one filter method. Signals are preferably filtered over a number of angular ranges using a number of filter methods.
- An angular range is in particular assigned to a partial injection of a combustion process.
- Preferably 3 filters are used, which cover the entire evaluation range, i.e. for all injections.
- the window formation excludes angular ranges that contain no signal component and / or in which interference occurs.
- the controller 6 can be connected directly to the structure-borne noise sensor 0 via a first connection 7 and / or directly to the window 2 via the connection 8.
- Outa is a manipulated variable for valve control
- Outb is a manipulated variable for controlling the start of pilot, main, and post-injections
- Oute is a manipulated variable for controlling the duration of pilot, main, Post-injections called.
- the structure-borne noise signal is measured in one or more measurement windows. Two to three measurement windows are preferably provided per injection.
- a measurement window is defined by the window position and the window length.
- the window position corresponds to the angular position of the camshaft and / or the crankshaft at which the detected size is likely to occur.
- the window length corresponds to the angular range around which the detected size can change.
- the window position and length can be variably adjusted to capture different sizes.
- the window selects the angular range to be evaluated within which the structure-borne sound signal is evaluated. Depending on which size is to be obtained as the output size, different measurement windows are specified.
- a partial injection is preferably assigned to each window. At least one measuring window is assigned to the individual partial injections.
- bandpasses, lowpasses, highpasses, bandstops and / or nonlinear filters are preferably used.
- Filters are preferably used which select specific frequency ranges.
- a square formation or similar functions can also be used. It is essential that a variable is formed that characterizes the signal power, which is quadratic dependent on the signal amplitude.
- a variable is formed that characterizes the signal power, which is quadratic dependent on the signal amplitude.
- an arbitrary averaging in these angular ranges can also be realized if a relative consideration of different characteristic values is carried out relative to one another by forming a quotient or a similar mathematical method.
- the controller 6 applies a first manipulated variable Outa to a valve control unit (not shown). This is preferably a variable that influences the opening and / or closing times of the intake valves and / or the exhaust valves.
- the controller 6 also acts on actuating elements (not shown) which influence the fuel metering with a second signal Outb which influences the start of activation of one or more pre-injections, main injections and post-injections.
- the controller 6 acts on the control elements shown, which influence the fuel metering, with a third signal Oute, which determines the activation duration and thus the amount of one or more pre-injections, main injections and post-injections.
- FIG. 2 shows the signal processing in the controller 6 in more detail using the example of an input variable Inb.
- 21 denotes a runtime correction, 22 a malfunction compensation, 23 an averaging, 24 a calculation of statistical variables and 25 a switchover between control / regulation dependent on the interference level.
- a structure-borne noise sensor is preferably used for several cylinders of the internal combustion engine.
- the sound wave that arises in the combustion chamber needs a running time to reach the sensor. Therefore, the signals from cylinders farther from the sensor reach the sensor later than from the closer cylinders.
- This runtime or the necessary correction is a defined variable, which depends on the installation location of the sensor. It is applied to the test bench or vehicle beforehand in order to take it into account in signal processing. For block 21 this means that there is a time shift of the signals with the previously applied variables.
- Noise signals are superimposed on the useful signals by background noise. For example, the valve stroke of another cylinder causes a characteristic vibration in the Waveform. These faults are previously determined on the test engine. These interference signals are compensated for in interference compensation 22.
- the interference signals that have previously been determined on the test engine are therefore subtracted from the input signal in the time and / or frequency domain.
- the averaging 23 determines an average over several variables.
- the calculation 24 determines various statistical variables, such as the variance.
- FIG. 3 shows the evaluation of the structure-borne noise signals transmitted via the connection 7 and / or 8 in the controller 6.
- Ine is a reference signal and Inb is the body sound signal that is transmitted via connection 7 and / or connection 8.
- 31 is an integrator and 32 is an evaluation method.
- the structure-borne noise signal is fed to the integrator 31.
- the structure-borne noise signal and the reference signal are fed to the evaluation method 32.
- a threshold value formation is denoted by 33 and a weighting and / or combination of the features is denoted by 34.
- the output of the integrator 31 and the structure-borne sound signal are fed to the threshold value formation 33.
- the weighting and / or combination of the features 34 are supplied with the output signal of the threshold value formation 33 and that of the evaluation method 32.
- the weighting and / or combination of the features is preferably designed as a Cayman filter.
- the output signal of the evaluation method 32 is referred to as a parameter Ka.
- the output signal of the threshold value formation 33 is also referred to as a parameter Kb. These characterize the times at which certain signals occur.
- the output variables of the weighting 34 correspond to the output variables of the controller 6.
- the processed structure-borne sound signals which arrive at control 6 via connection 7 or 8, are evaluated via block 32 and / or block 33.
- Reference signals are used both in block 32 and in threshold value formation 33.
- Structure-borne noise signals that were measured under defined operating conditions are used as reference signals.
- structure-borne noise signals that occur in overrun mode and / or structure-borne noise signals that occur with only one pre-injection, main injection or post-injection can be used as the reference signal.
- the reference signals are preferably recorded in the corresponding operating states and stored in suitable storage means.
- a KKF and / or a wavelet analysis and / or an FIR filtering are preferably used as the evaluation method.
- Spectral analysis is one way of evaluating the signals. The goal here is to describe the signal power in the frequency domain.
- the following tools are provided individually or in combination:
- the signals are folded in the time domain.
- a measured signal is evaluated.
- the KKF evaluates the similarity of the signal to reference signals.
- the correlation coefficient describes the agreement.
- the value 1 denotes an identical course of the signal and the reference signal.
- the absolute times and / or the angular positions of the signal vibrations that occur are determined.
- the FIR is used to reduce noise and to select relevant frequency ranges. This enables the performance of certain frequency components to be calculated.
- the windowing of the signals can also be used to determine in which measurement window and thus when an event occurs in the measurement signal.
- the wavelet analysis in which the signal is folded with a reference signal, corresponds to simple FIR filtering. Their simple implementation in software and hardware is advantageous.
- the evaluation in block 32 includes at least two options with which the parameters can be calculated and the control can be implemented.
- the calculated features are combined and weighted using mathematical methods, in particular by using a so-called Kaiman filtering.
- Block 33 contains the evaluation of the measured structure-borne noise signals and / or the integral values.
- a starting point in the signal is recognized when a defined operating point-dependent threshold value is exceeded. Based on the parameters calculated using this method, the points in time at which an intake valve and / or an exhaust valve closes and / or opens, top dead center occurs, the individual partial injection begins or ends and / or the combustion begins or ends is recognized.
- a corresponding point in time is preferably recognized when the correspondingly filtered signal exceeds certain threshold values. It is provided that the filtering of the structure-borne noise signal and the reference values for the different sizes are selected differently. In addition to pressure changes due to combustion, sound waves from engine attachments and / or auxiliary units influence the structure-borne noise signal.
- the actuation of the inlet valves and / or the outlet valves causes mechanical vibrations which are recognized by the structure-borne noise sensor as a characteristic vibration in the signal curve.
- the angular ranges of the structure-borne sound signals in which these vibrations preferably occur are filtered out by means of the window 2 and / or the FIR filtering.
- the angular positions at which the inlet and / or outlet valves open and / or close are determined by evaluating the correspondingly filtered signal.
- the variables determined in this way are fed as actual values to a control system which, based on a comparison of these actual variables with a desired value, determines a corresponding manipulated variable which is used to act upon an actuating element which actuates the inlet and / or outlet valves.
- the time position and / or the angular position can be determined directly.
- the oscillation occurring is assigned to a specific event or a specific operating state. It is thus recognized that a measured vibration correlates with the closing or with the opening of the valve.
- a characteristic vibration occurs at fixed angular positions in the signal curve. This is recognized by the evaluation 32 and used, for example, for TDC detection and calibration.
- the incipient combustion causes a vibration in the structure-borne noise signal.
- the detection of the start of the combustion and thus the ignition delay enables the start times of the injection to be regulated.
- the pre-injection quantity can be inferred from the detection of the start of combustion of the main injection, since the pre-injection quantity has a decisive influence on the ignition delay of the main combustion.
- the variables determined in this way are fed as actual values to a control system, which, based on a comparison of these actual variables with a desired value, is a corresponding manipulated variable that controls the start and / or activation duration of pre-injections, main injections and post-injections.
- the evaluation of the structure-borne noise signals using blocks 1, 2, 3, 4 and 5 provides a number of parameters which are determined by the number of measurement windows times the number of injections per injection cycle. The processing of these parameters is shown in FIG. 4.
- the evaluation of the structure-borne noise signals shown in FIG. 4 takes place in the controller 6.
- the variables In1 to Inx correspond to the output signals of the blocks 5a, 5b and 5c. Ine denotes the reference signal or signals.
- the number x of the input variables Inl to Inx preferably corresponds to the number of partial injections times the number of measurement windows per partial injection.
- averaging over several parameters takes place in the same injection, averaging over the injection into several cylinders and / or averaging over several partial injections.
- other statistical variables such as variance can be determined.
- a comparison and / or an evaluation of the parameters of the different windows from cycle to cycle is also advantageous.
- the pre-injection drastically influences the noise and exhaust emissions due to the strong influences on the combustion process. This affects the ignition delay and the gradient of the cylinder pressure curve.
- the structure-borne noise signal is a direct measure of the changes occurring in the cylinder pressure.
- the parameters for the pre-combustion and / or the main combustion calculated from the structure-borne noise signal show a clear dependence on the pre-injection quantity.
- the influences of the pre-injection on the structure-borne noise signal can be used to optimize the pre-injection. Optimization means reducing or increasing the Pre-injection quantity in compliance with defined ignition delays and cylinder pressure gradients.
- the relationship is used that the speed of sales or the amount of fuel injected influence the parameters. Larger amounts of fuel or faster sales speeds affect the signal intensity in different frequency ranges. These influences are recognized through filtering, amount formation and integration.
- the comparison of the signals with one another or with parameters that were determined under reference conditions provide the desired relationship to the amount of fuel injected and the times of the individual injections and thus enable their regulation.
- the evaluation according to path 1-2-3-4-5 from Fig.l divides both the main injection and the pre-injection into different measurement windows, in which the evaluation takes place.
- the result in particular the signal value integrated via the measurement window, corresponds to a combination of integrator values which is characteristic of this operating point.
- An increase in the pre-injection quantity leads to a stronger pre-combustion, an earlier and therefore slower main combustion. This has the effect on the integrator values of the pilot injection that generally higher values occur.
- the integrator values of the earlier measurement windows increase because the main combustion takes place earlier.
- the values of the mean measured values decrease because the burning speed is lower.
- the times and injection quantities are inferred from the comparison of the measured pattern with the patterns determined under reference conditions.
- At least one of the parameters In is determined.
- This parameter is fed to a control system as the actual value.
- the corresponding characteristic variable Ine which is set when a pre-injection with an optimal pre-injection quantity takes place, serves as the setpoint. If the parameters measured during operation differ from the parameter with optimal pre-injection, the controller influences the pre-injection quantity via the manipulated variable Out in such a way that the difference between the setpoint and the actual value is reduced.
- FIG. 5 A particularly advantageous embodiment is shown in FIG. 5. At least two filtered signals Inl and In2, through appropriate filtering and signal processing by means of the blocks 1 to 5 are determined, a quotient formation 50 is obtained.
- the output signal Ka which represents a parameter, arrives at a control 52 at whose second input the reference signal Ine is present. This reference signal Ine is provided by a setpoint specification 54.
- the procedure of the embodiment of FIG. 5 is described below using the example of a pre-injection and a main injection.
- the procedure is not restricted to this combination. It can be used in any combination of partial injections, i.e. a first partial injection and at least a second partial injection (see above).
- a parameter Ka determined from this can also be used. This means that a size calculated from several sizes In can also be used.
- a first value Inl, which characterizes the noise emission of the pre-injection, and a second value In2, which characterizes the noise emission of the main injection, are determined by filtering. From this, the division gives the parameter Ka. This corresponds to the ratio between the parameter for the pre-injection and the parameter for the main injection. Based on this parameter, which corresponds to the ratio between the pre-injection and the main injection, the manipulated variable Oute is then specified. That is, the duration of the pre-injection is set depending on the ratio of the noise emission during the pre-injection and the noise emission during the main injection. This means that a third parameter is determined by dividing two parameters.
- new parameters are determined by dividing the parameters among themselves.
- the actual parameter is then determined by forming the ratio, which is independent of absolute signal values and thus of sensor tolerances and sensor drifts.
- angular ranges are, for example, ranges a that are characteristic of certain partial injections, such as the pre-injection and the main injection are areas b which are characteristic of certain partial injections under certain process conditions, areas c in which no combustion takes place and / or areas d in which characteristic disturbances such as valve rattling take place.
- the quotients of the parameters between the areas which are characteristic of the pre-injection and the areas which are characteristic of the main injection are preferably considered. Alternatively or additionally, the quotients of the parameters are formed between areas with injection and areas without injection. The parameters of areas between which the weight of the partial burns shifts depending on the process conditions can also be considered.
- the manipulated variable is determined by means of a control system.
- the parameter Ka is compared with a target value Ine.
- the manipulated variable is then specified depending on the comparison. In this case, a constant setpoint or a setpoint dependent on the operating state was specified.
- an addaptive control can also be provided.
- the parameter Ka is compared with the setpoint Ine.
- a correction variable is determined and saved.
- the correcting variable is corrected with the stored correction variable in the other operating states.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
Description
Claims
Applications Claiming Priority (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE10229719 | 2002-07-02 | ||
DE10229719 | 2002-07-02 | ||
DE10305656 | 2003-02-12 | ||
DE10305656A DE10305656A1 (en) | 2002-07-02 | 2003-02-12 | Method and device for controlling an internal combustion engine |
PCT/DE2003/002043 WO2004005686A1 (en) | 2002-07-02 | 2003-06-18 | Method and device for the control of an internal combustion engine |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1520091A1 true EP1520091A1 (en) | 2005-04-06 |
EP1520091B1 EP1520091B1 (en) | 2007-11-21 |
Family
ID=30116597
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP03762409A Expired - Lifetime EP1520091B1 (en) | 2002-07-02 | 2003-06-18 | Method and device for the control of an internal combustion engine |
Country Status (6)
Country | Link |
---|---|
US (1) | US7269498B2 (en) |
EP (1) | EP1520091B1 (en) |
JP (1) | JP2005531722A (en) |
CN (1) | CN100458129C (en) |
DE (1) | DE50308657D1 (en) |
WO (1) | WO2004005686A1 (en) |
Families Citing this family (16)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE10343069B4 (en) * | 2003-09-17 | 2005-09-29 | Siemens Ag | Method for quantifying a pilot injection in a fuel injection system of an internal combustion engine |
DE102004046086A1 (en) * | 2004-09-23 | 2006-03-30 | Robert Bosch Gmbh | Method and device for controlling an internal combustion engine |
JP2008520876A (en) * | 2004-11-18 | 2008-06-19 | ウエストポート・パワー・インコーポレイテッド | System and method for processing accelerometer signals to assist in flammability control of an internal combustion engine |
DE102004058682A1 (en) * | 2004-12-06 | 2006-06-08 | Robert Bosch Gmbh | Internal combustion engine e.g. diesel engine, monitoring and controlling method, involves comparing structural noise signal with predetermined value and emitting defect signal if noise signal exceeds predetermined valve |
DE102005036727A1 (en) * | 2005-08-04 | 2007-02-15 | Robert Bosch Gmbh | Method for operating an internal combustion engine |
DE102006001369A1 (en) * | 2005-10-24 | 2007-05-03 | Robert Bosch Gmbh | Method and device for controlling an internal combustion engine |
DE102005059908A1 (en) * | 2005-12-15 | 2007-06-28 | Robert Bosch Gmbh | Method for metering fuel into combustion chambers of an internal combustion engine |
EP1843024B1 (en) * | 2006-04-06 | 2017-07-26 | Magneti Marelli S.p.A. | Power train control method and system |
ATE430975T1 (en) * | 2006-07-10 | 2009-05-15 | Harman Becker Automotive Sys | REDUCING BACKGROUND NOISE IN HANDS-FREE SYSTEMS |
FR2918338B1 (en) * | 2007-07-06 | 2009-10-30 | Renault Sas | DEVICE AND METHOD FOR ASSISTING A VEHICLE. |
AT505105B1 (en) * | 2008-07-24 | 2009-10-15 | Avl List Gmbh | METHOD FOR ASSESSING THE RABBABILITY OF VEHICLES |
JP5152048B2 (en) * | 2009-03-12 | 2013-02-27 | 日産自動車株式会社 | Diesel engine control device |
DE102011005773A1 (en) * | 2011-03-18 | 2012-01-19 | Continental Automotive Gmbh | Injection valve controlling method for measuring fuel utilized for internal combustion engine of motor vehicle, involves determining operating variable, and controlling injection valve by taking operating variable into account |
DE102012023393A1 (en) * | 2012-11-30 | 2014-06-05 | Hella Kgaa Hueck & Co. | Method for recording vehicle-relevant data, in particular for detecting and assessing minor damage, sensor arrangement for installation in a vehicle and vehicle with the sensor arrangement for carrying out the method |
AT518869B1 (en) | 2016-09-28 | 2018-02-15 | Avl List Gmbh | Method for creating a suppressed combustion chamber signal data stream |
DE102017115757A1 (en) * | 2017-07-13 | 2019-01-17 | Man Diesel & Turbo Se | Method and control device for operating an internal combustion engine |
Family Cites Families (14)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2508630B2 (en) | 1986-02-28 | 1996-06-19 | 日本電装株式会社 | Fuel injection rate control device |
JPS63231221A (en) * | 1987-03-19 | 1988-09-27 | Mitsubishi Electric Corp | Measuring instrument for intake air quantity of engine |
JPH05238348A (en) * | 1991-03-13 | 1993-09-17 | Zexel Corp | Control system for vehicle safety device |
US5261694A (en) | 1991-06-14 | 1993-11-16 | Automotive Systems Laboratory, Inc. | Reconfigurable air bag firing circuit |
DE19536110B4 (en) * | 1995-09-28 | 2005-09-29 | Robert Bosch Gmbh | Method and device for controlling an internal combustion engine |
DE19612179C1 (en) * | 1996-03-27 | 1997-08-14 | Siemens Ag | Combustion control of multi-cylinder engine |
WO1999017010A1 (en) * | 1997-09-29 | 1999-04-08 | Siemens Aktiengesellschaft | Method for monitoring an injection system |
GB9810726D0 (en) | 1998-05-20 | 1998-07-15 | Lucas France | Control system |
DE19844746C1 (en) * | 1998-09-29 | 2000-04-20 | Siemens Ag | Method and device for detecting a pre-injection in an internal combustion engine |
DE10028995B4 (en) | 2000-06-16 | 2005-10-27 | Siemens Ag | Method for evaluating the phase position of a camshaft of an internal combustion engine, in particular for a motor vehicle |
DE10032931B4 (en) * | 2000-07-06 | 2009-12-10 | Aft Atlas Fahrzeugtechnik Gmbh | Method for controlling a multi-cylinder four-stroke internal combustion engine with cylinder-selective fuel injection |
JP3487274B2 (en) | 2000-08-23 | 2004-01-13 | トヨタ自動車株式会社 | Activation control device for airbag device |
DE10050956A1 (en) | 2000-10-13 | 2002-05-02 | Bayerische Motoren Werke Ag | Method for triggering at least one restraint |
JP4158335B2 (en) * | 2000-12-11 | 2008-10-01 | 日産自動車株式会社 | Engine noise detection device |
-
2003
- 2003-06-18 US US10/520,103 patent/US7269498B2/en not_active Expired - Fee Related
- 2003-06-18 CN CNB038035081A patent/CN100458129C/en not_active Expired - Fee Related
- 2003-06-18 JP JP2004518401A patent/JP2005531722A/en active Pending
- 2003-06-18 EP EP03762409A patent/EP1520091B1/en not_active Expired - Lifetime
- 2003-06-18 DE DE50308657T patent/DE50308657D1/en not_active Expired - Lifetime
- 2003-06-18 WO PCT/DE2003/002043 patent/WO2004005686A1/en active IP Right Grant
Non-Patent Citations (1)
Title |
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See references of WO2004005686A1 * |
Also Published As
Publication number | Publication date |
---|---|
JP2005531722A (en) | 2005-10-20 |
CN1630773A (en) | 2005-06-22 |
EP1520091B1 (en) | 2007-11-21 |
US7269498B2 (en) | 2007-09-11 |
US20060085119A1 (en) | 2006-04-20 |
CN100458129C (en) | 2009-02-04 |
WO2004005686A1 (en) | 2004-01-15 |
DE50308657D1 (en) | 2008-01-03 |
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