EP1672206B1 - Procédé et dispositif de commande d'un moteur à combustion interne dans un véhicule - Google Patents

Procédé et dispositif de commande d'un moteur à combustion interne dans un véhicule Download PDF

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Publication number
EP1672206B1
EP1672206B1 EP05251628A EP05251628A EP1672206B1 EP 1672206 B1 EP1672206 B1 EP 1672206B1 EP 05251628 A EP05251628 A EP 05251628A EP 05251628 A EP05251628 A EP 05251628A EP 1672206 B1 EP1672206 B1 EP 1672206B1
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Prior art keywords
afr
air
observer
fuel ratio
injection
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EP05251628A
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German (de)
English (en)
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EP1672206A2 (fr
EP1672206A3 (fr
Inventor
Bart Schreurs
Julien Schmitt
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Delphi Technologies Inc
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Delphi Technologies Inc
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2477—Methods of calibrating or learning characterised by the method used for learning
    • F02D41/248—Methods of calibrating or learning characterised by the method used for learning using a plurality of learned values
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • F02D41/2454—Learning of the air-fuel ratio control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • 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
    • F02D2041/1415—Controller structures or design using a state feedback or a state space representation
    • F02D2041/1416—Observer
    • 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
    • F02D2041/1433—Introducing closed-loop corrections characterised by the control or regulation method using a model or simulation of the system
    • 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
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0602—Fuel pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • F02D41/2464—Characteristics of actuators
    • F02D41/2467—Characteristics of actuators for injectors

Definitions

  • the invention relates to a method for engine control, in particular a method for controlling the fuel / air ratio in a motor vehicle according to the preamble of claim 1.
  • the invention further relates to a device operating according to the method, namely a control device in the engine electronics of an internal combustion engine integrated or can be designed as a separate control device.
  • a control of the air / fuel ratio is known. That's how it describes WO 03/095819 A1 a method for controlling an internal combustion engine, wherein a measure of a current injection mass error is obtained by comparing a corrected estimated lambda signal with a measured value of the lambda probe and a controller is supplied.
  • a measure of a current injection mass error is obtained by comparing a corrected estimated lambda signal with a measured value of the lambda probe and a controller is supplied.
  • a measure of a current injection mass error is obtained by comparing a corrected estimated lambda signal with a measured value of the lambda probe and a controller is supplied.
  • a measure of a current injection mass error is obtained by comparing a corrected estimated lambda signal with a measured value of the lambda probe and a controller is supplied.
  • a measure of a current injection mass error is obtained by comparing a corrected estimated lambda signal with a measured value of the lambda probe and a controller is supplied.
  • the invention proposes a method of controlling this ratio instead of the control to achieve better results in terms of energy utilization as well as unavoidable exhaust emissions.
  • An optimum fuel / air ratio is accompanied by a minimum emission of pollutants.
  • the object of the invention is to improve the adjustment of the fuel / air ratio. This object is achieved by the method in claim 1 and a device operating according to the method.
  • Fig. 1 schematically shows a representation of an internal combustion engine 10 as used for motor vehicles and that by the example of a diesel engine.
  • the internal combustion engine 10 comprises, in a manner known per se, at least one cylinder 11 with the piston 12 operating therein and a fresh air supply system 13 and an exhaust gas removal system 14.
  • the exhaust gas removal system 14 also comprises, for example, a catalytic converter 15 and a filter 16 in a manner known per se an arrow 17 is in Fig.
  • AFR air / fuel ratio
  • WRAF wide range air / fuel
  • the injection duration calculation 20 can determine the duration of a pulse for driving the respective injection nozzle in the internal combustion engine 10, the in Fig. 2 only shown as function block 10, calculate.
  • the respectively determined pulse duration 22 is correspondingly shown as the output of the injection duration calculation 20 and as an input for the internal combustion engine 10.
  • Fig. 3 shows an example of a characteristic field for different injection pressures, eg 200 bar, 400 bar, etc. In so-called “common rail systems” these pressure values are the so-called “rail pressure”.
  • the abscissa shows the fuel quantity per piston stroke in milligrams (mg) and the respective pulse duration in microseconds on the ordinate.
  • the associated pulse duration over the ordinate is determined from the respective associated curve of the characteristic field from the abscissa required fuel quantity, as exemplified for a required fuel quantity of 10 mg, the pulse duration of 200 at an injection pressure of 600 Microseconds required is shown. This is done by means of a suitable algorithm, which is based on a suitable storage of the in Fig. 3 shown in the injection duration calculation 20 automatically and continuously.
  • the invention proposes a control of the pulse duration for the control of the respective injection nozzles, as will be explained below with reference to the other figures.
  • Fig. 4 shows on the basis of a schematically simplified block diagram a first aspect of the invention, namely the regulation of the air / fuel ratio by suitably influencing the pulse duration 22 based on a supplied by the WRAF sensor 18 reading 24.
  • This is processed by means of preprocessing 25.
  • a corresponding numerical value for example by means of A / D conversion, is formed from the current or voltage signal supplied by the WRAF sensor 18, which if necessary is additionally filtered or smoothed.
  • a value is then available at the output of preprocessing 25, which is referred to hereinafter as "measured" air / fuel ratio 26 or, based on the abovementioned abbreviations, as MAFR (measured air fuel ratio) 26.
  • Another input for the AFR observer 28 is derived from the currently required amount of fuel 21.
  • the air / fuel ratio is calculated in an AFR calculation 30 on the basis of the fuel quantity 21 and the respective air mass in the cylinder 11 and provided as output value 32 for further processing.
  • the AFR calculation is based on the air mass in the cylinder 11, so not on the constant air volume, but depending on the ambient situation (temperature, ambient pressure) varying air mass.
  • This input value 34 is preferably based on the speed density (unit: [g / s]) of the mass flow of fresh air drawn in.
  • the output value 32 may also be referred to as the AFR command (AFR command) and is preprocessed in a model 36 for simulating the dynamics of the combustion process and the response time of the WRAF sensor 18.
  • AFR command AFR command
  • a value is available which is fed to the AFR observer 28 as a delayed AFR setpoint value 38 or DAFR setpoint value 38 (delayed AFR command).
  • the two input signals of the AFR observer 28, ie MAFR (measured air fuel ratio) 26 and DAFR setpoint 38 should match. In practice and in the operation of the internal combustion engine 10 such a match is usually not given.
  • the remaining deviation between the two input values of the AFR observer 28, is assigned by means of an AFR observer 28 and in FIG. 4 not separately shown PI controller compensated.
  • the PI controller internally assigned to the AFR observer 28 is thus used to register the DAFR setpoint 38 with the MAFR 26.
  • the I component of the PI controller assigned to the AFR observer 28 is output, if necessary still divided by the respective instantaneous value of DAFR 38, as the estimated AFR "error" 40 and an AFR controller 42, which is also preferably designed as a PI controller. fed. Deviating from the usual constellations, the AFR controller 42 is therefore not supplied with an error signal, for example in the form of the absolute deviation between MAFR 26 and DAFR setpoint 38, but instead the I component of an upstream controller.
  • This aspect of the invention is considered as an aspect of its own inventive quality.
  • the output 44 of the AFR controller is multiplicatively linked to the pulse duration 22 and fed as a corrected pulse duration 46 to the engine 10 and the respective injection nozzle.
  • the AFR observer 28 supplies the estimated air / fuel ratio 41 as a further output value.
  • FIG. 5 A more detailed account of the AFR observer is in Fig. 5 shown.
  • Fig. 5 also the internal PIRegler 50 of the AFR observer 28 is shown.
  • internal PI controller 50 is provided to compensate for any deviations between MAFR 26 and DAFR setpoint 38.
  • the input 52 of the internal PI controller thus represents the WRAF estimation error, that before the internal PI controller by subtraction a WRAF estimate 56 obtained by means of a WRAF sensor model 54 is formed by the MAFR 26.
  • Shown at 58 is the tap of the I component of the internal PI controller 50, which is divided for normalization by the DARF setpoint 38.
  • the estimated AFR error 40 results after this division, which in the case of the above-described division can also be referred to as a relative AFR error 40.
  • the use of only the I portion of the internal PI controller 50 corresponds to a low pass filtering of the error between estimated AFR 56 and MAFR 26.
  • the regulation of the pulse duration for controlling the injection nozzles by means of the AFR controller 42 then causes that at a relative AFR error 40> 0 (greater "0"),
  • a relative AFR error 40> 0 greater "0"
  • the correction value 44 output from the AFR controller 42 is less than "1.0" and, accordingly, the pulse length for the opening times of the Injectors is shortened by multiplication with the correction value 44;
  • relative AFR error 40 0 (equal to "0"), that is, when the actual AFR is equal to the required / requested AFR, the correction value 44 output from the AFR controller 42 is "1.0", and accordingly, the pulse length for the injection nozzle timings remains unchanged; relative AFR error 40 ⁇ 0,
  • the correction value 44 output from the AFR controller 42 is greater than "1.0" and, accordingly, the pulse length for injector opening times is increased.
  • the control of the pulse duration for driving the injection nozzles is referred to as “fast control”.
  • fast control that is to say complementary or optionally also independently and independently thereof
  • an adaptation method for adjusting the pulse durations for controlling the injection nozzles is proposed, which likewise has independent inventive quality.
  • the adaptation method or its application is referred to the distinction of the "fast control” for referencing according to “slow control”.
  • Fig. 6 is as a cutout Fig. 4 and shows correspondingly the AFR controller 42, the injection duration calculation 20 and the internal combustion engine 10.
  • the in Fig. 6 not shown elements Fig. 4 are omitted only for the sake of clarity.
  • the invention provides for two basically independent, i. alternatively or combined usable, adaptation method before.
  • One of the adaptation methods is referred to as “multiplicative learning” for referencing and the other adaptation method as “starting point learning” or “learning to offset”.
  • the multiplicative learning will be described in more detail, which is performed by means of a first function block 62 provided for this purpose.
  • the input signal of the first functional block 62 is the tap of the I component 60 of the AFR controller 42.
  • this I component is less than zero, equal to zero or greater than zero, in an adaptation matrix 64, which in Fig. 7 is shown as an example, made appropriate changes.
  • Fig. 7 shows the adaptation matrix 64, whose columns represent an injection pressure in bar and whose rows represent a fuel quantity in mg per piston stroke.
  • a neutral value is stored in each cell of the adaptation matrix 64, ie in a later multiplicative consideration of the result of the adaptation process, eg the value "1.0".
  • the respective relevant Cell or row of the adaptation matrix 64 is selected.
  • the specific cell is selected based on the currently required fuel quantity 21.
  • the numerical value of the cell of the adaptation matrix selected in this way is now changed according to the following scheme:
  • the respective numerical value of the cell assigned to the respective operating situation is multiplicatively linked to the determined pulse duration 22 at the output 66 of the first functional block 62.
  • the respective numerical value is a value of the order of "1.0", ie with a numerical value greater than "1.0”, the pulse duration is extended by the adaptation method, with a numerical value smaller than "1.0” the pulse duration is shortened accordingly by the adaptation method.
  • the adaptation method has the advantage that the adaptation results in changed conditions in the engine, e.g. Wear and the like can be considered and compensated.
  • this would also be possible by the control with the AFR controller 42, this has at least in principle the undesirable effect that the AFR controller must be constantly active to compensate for permanent errors.
  • the output 44 of the AFR controller always remains close to "1.0" in continuous operation, i. the AFR controller 42 barely intervenes. This is possible if a possible error due to the adaptation can be steadily reduced, so that the AFR error 40 remains small. With a small or vanishing AFR error 40, the output 44 of the AFR controller remains in the range of the desired value of "1.0", so that the dynamics of the overall system is optimized by minimizing the influence of the AFR controller on this dynamics.
  • minimum and maximum values may be taken into account such that the numerical value of a cell corresponds to the respective or individual lines of the adaptation matrix 64 or to the adaptation matrix 64 may not be less than or equal to the predetermined minimum or maximum value.
  • Useful minimum and maximum values are eg "0.8” or "0.9” or "1.1” or “1.2". Of course, depending on the situation, for example engine or vehicle type, other, by more than 10% or 20% of "1.0" remote minimum and maximum values into consideration.
  • adaptation matrix 64 in FIG Fig. 7 only some example values are listed as examples. During operation of the internal combustion engine 10 or during operation of a vehicle with the internal combustion engine 10, the numerical values in the adaptation matrix are continuously adjusted.
  • the use of a further adaptation process is considered, namely the "offset learning". It is considered that the pulse for controlling the injectors always has substantially the same amplitude, but that for a reaction of the injector, so the actual opening of the injection port, depending on the operating situation, especially depending on the prevailing pressure conditions, the queuing of the pulse for a certain time (offset) is necessary until the injection valve responds and releases the injection port.
  • offset learning the pulse for controlling the injectors always has substantially the same amplitude, but that for a reaction of the injector, so the actual opening of the injection port, depending on the operating situation, especially depending on the prevailing pressure conditions, the queuing of the pulse for a certain time (offset) is necessary until the injection valve responds and releases the injection port.
  • a pulse 70 for controlling an injection nozzle having a duration corresponding to the determined pulse duration 22 shown is.
  • the actual opening time of the injection nozzle is shorter than the determined pulse duration 22.
  • the retrieved fuel quantity can then not reach the actual required amount of fuel. This one tries to compensate by the pulse duration is extended, ie by the pulse starts earlier, so that the injection valve is opened synchronously to the engine cycle and remains open exactly for the determined pulse duration 22.
  • the total extension of the pulse 70 by an offset component 72 may vary and is in Fig. 8 only shown as an example.
  • the above-mentioned initial value and the instantaneous value y determined therefrom initially do not directly represent a time value but rather a "fuel quantity".
  • a "fuel quantity” adjusted during offset learning can be mapped to a duration of the offset component 72 of the injection pulse 70 in a particularly elegant and efficient manner.
  • scaling can also take place by means of predetermined or predefinable scaling factors, however, so that the non-linear relationship between the fuel quantity and the required pulse duration can be mapped less well.
  • the change in offset learning adapted numerical value can also be limited by suitably selected limits.
  • the offset learning takes place by means of a second function block 68, which implements the functionality described above, is arranged parallel to the first functional block 62 and to which the tap of the I component 60 of the AFR controller 42 is also supplied as an input signal.
  • the output signal of the second function block is a time value 74 which is added to the determined pulse duration 22.
  • An adaptation of the control method to different engines and vehicles is e.g. This is also possible because an adaptation matrix 64, which is not available in all cells with the neutral value, e.g. "1.0" is preset, but in individual cells from the neutral value deviating values that result as empirical values or calculations. Then the respective engine can go into operation with an adaptation method whose parameters are already the result of a "preliminary training". The optimum operating situation of the engine is achieved faster in this way because individual sections of the adaptation, the "training", have already been anticipated.
  • the first and second functional blocks 62, 68 represent an algorithm that is preferably implemented in the engine electronics.
  • the implementation of the respective algorithms is particularly preferably carried out as a software task, so that the respective algorithm can be called up in a fixed time grid.
  • a fixed time grid so equidistant Call times, has the well-known advantage that instability, or oscillation is best avoided.
  • a method for controlling an internal combustion engine 10 - engine control - in a motor vehicle, namely for the optimal adjustment of an air / fuel ratio, is specified, which is characterized in that the air / fuel ratio is the result of a control process.
  • the invention is concerned in individual aspects with a control method which is particularly suitable for such a control with regard to the available input and measured values.
  • an adaptation method which can also be used independently of the control method or with other control methods is specified, which allows a continuous adaptation of the control to the respective operating conditions, such as, for example, the mileage of the engine and associated wear phenomena, disturbances due to deposits, etc.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Claims (8)

  1. Procédé pour la commande d'un moteur à combustion interne (10) dans un véhicule automobile, à savoir pour le réglage optimal d'un rapport air/carburant,
    dans lequel le rapport air/carburant est le résultat d'un processus de régulation,
    dans lequel, pour le processus de régulation, on utilise en guise de valeurs de mesure une part d'oxygène dans les gaz d'échappement (24) et une masse d'air dans le moteur à combustion interne (34) ou dans le cylindre respectif, et on utilise en guise de valeur de consigne une valeur pour la quantité de carburant (21) momentanément nécessaire,
    dans lequel la masse d'air dans le moteur à combustion interne (34) et la quantité de carburant (21) momentanément nécessaire sont des valeurs d'entrée d'un modèle (36) pour la combinaison constituée du moteur à combustion interne (10) et du système de capteurs (18) nécessaire pour le procédé, et en ce qu'une valeur de sortie (38) du modèle (36) représente un rapport requis air/carburant (38) qui est fourni à un dispositif d'observation AFR (28) en plus d'un rapport momentané air/carburant (26) obtenu pour la part d'oxygène dans les gaz d'échappement (24) à l'aide de la valeur de mesure, et en ce que le dispositif d'observation AFR (28) comprend un régulateur interne (50) pour minimiser l'écart entre les deux signaux d'entrée du dispositif d'observation AFR (28),
    caractérisé en ce que
    une part intégrale du régulateur interne (50) du dispositif d'observation AFR est fournie à un premier et/ou un second bloc fonctionnel (62, 68),
    en ce que le premier et/ou le second bloc fonctionnel est prévu pour l'adaptation de la durée d'impulsion de l'impulsion d'injection, et
    en ce qu'une matrice d'adaptation (64) est associée au premier bloc fonctionnel (62), dans laquelle sont mémorisés des facteurs de correction pour des combinaisons de paramètres de fonctionnement individuels concernant la quantité de carburant et la pression d'injection requises, facteurs de correction au moyen desquels la durée d'impulsion déterminée (22) des impulsions d'injection peut être influencée de manière additive ou multiplicative.
  2. Procédé selon la revendication 1,
    dans lequel une part intégrale du régulateur interne (50) du dispositif d'observation AFR est fournie à un régulateur AFR (42) pour l'adaptation de la durée d'impulsion de l'impulsion d'injection.
  3. Procédé selon la revendication 1 ou 2,
    dans lequel un facteur de correction, donc le contenu ou la valeur d'un élément de matrice dans le cas d'une matrice d'adaptation, est augmenté ou diminué au moyen d'un facteur prédéterminé ou d'une somme prédéterminée en fonction de la part intégrale du régulateur interne (50) du dispositif d'observation AFR.
  4. Procédé selon la revendication 3,
    dans lequel lors de l'augmentation de la réduction d'un facteur de correction, on prend en compte des valeurs limites prédéterminées ou prédéterminables.
  5. Procédé selon l'une des revendications 1 à 4,
    dans lequel, avec le second bloc fonctionnel (68), on adapte une durée d'une part offset (72) de l'impulsion d'injection, avec laquelle la durée d'impulsion déterminée (22) de l'impulsion d'injection peut être influencée de manière additive ou multiplicative.
  6. Procédé selon la revendication 5,
    dans lequel la durée de la part offset (72) de l'impulsion d'injection est augmentée ou diminuée au moyen d'un facteur ou d'une somme prédéterminée en fonction de la part intégrale du régulateur interne (50) du dispositif d'observation AFR.
  7. Procédé selon la revendication 6,
    dans lequel la durée déterminée de la part offset (72) est mise à l'échelle en considération de pressions d'injection différentes.
  8. Dispositif pour la commande d'un moteur à combustion interne (10), ou commande moteur, dans un véhicule automobile, à savoir pour le réglage optimal d'un rapport air/carburant,
    caractérisé en ce que le dispositif fonctionne selon un procédé des revendications 1 à 7, et/ou en ce que le dispositif comprend une mise en oeuvre du procédé selon l'une des revendications 1 à 7.
EP05251628A 2004-12-17 2005-03-17 Procédé et dispositif de commande d'un moteur à combustion interne dans un véhicule Active EP1672206B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102004061462A DE102004061462A1 (de) 2004-12-17 2004-12-17 Verfahren und Vorrichtung zur Motorsteuerung bei einem Kraftfahrzeug

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EP1672206A2 EP1672206A2 (fr) 2006-06-21
EP1672206A3 EP1672206A3 (fr) 2007-05-16
EP1672206B1 true EP1672206B1 (fr) 2009-12-30

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US (1) US7322346B2 (fr)
EP (1) EP1672206B1 (fr)
AT (1) ATE453794T1 (fr)
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DE102017209525A1 (de) * 2017-06-07 2018-12-13 Robert Bosch Gmbh Verfahren zur Berechnung einer Füllung einer Brennkraftmaschine

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ATE453794T1 (de) 2010-01-15
DE102004061462A1 (de) 2006-07-06
US20060130820A1 (en) 2006-06-22
EP1672206A2 (fr) 2006-06-21
DE502005008782D1 (de) 2010-02-11
US7322346B2 (en) 2008-01-29
EP1672206A3 (fr) 2007-05-16

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