EP1971765A1 - Procédé d'ajustage d'un injecteur pour faire fonctionner un moteur à combustion interne - Google Patents

Procédé d'ajustage d'un injecteur pour faire fonctionner un moteur à combustion interne

Info

Publication number
EP1971765A1
EP1971765A1 EP07729530A EP07729530A EP1971765A1 EP 1971765 A1 EP1971765 A1 EP 1971765A1 EP 07729530 A EP07729530 A EP 07729530A EP 07729530 A EP07729530 A EP 07729530A EP 1971765 A1 EP1971765 A1 EP 1971765A1
Authority
EP
European Patent Office
Prior art keywords
injector
internal combustion
combustion engine
fuel
combustion chamber
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.)
Withdrawn
Application number
EP07729530A
Other languages
German (de)
English (en)
Inventor
Uwe Jung
Janos Radeczky
Michael Wirkowski
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.)
Continental Automotive GmbH
Original Assignee
Siemens AG
Continental Automotive 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 Siemens AG, Continental Automotive GmbH filed Critical Siemens AG
Publication of EP1971765A1 publication Critical patent/EP1971765A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/008—Controlling each cylinder individually
    • F02D41/0087—Selective cylinder activation, i.e. partial cylinder operation
    • 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
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F02D41/2096—Output circuits, e.g. for controlling currents in command coils for controlling piezoelectric injectors
    • 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
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D41/221—Safety or indicating devices for abnormal conditions relating to the failure of actuators or electrically driven elements
    • 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
    • F02D41/2438—Active learning methods
    • 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
    • F02D41/2441—Methods of calibrating or learning characterised by the learning 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
    • F02D41/24—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
    • 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
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
    • F02D2041/2051—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit using voltage 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
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D2041/228—Warning displays
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D2041/389—Controlling fuel injection of the high pressure type for injecting directly into the cylinder
    • 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
    • F02D2200/0614—Actual fuel mass or fuel injection amount
    • 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
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1002—Output torque
    • 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
    • F02D41/008—Controlling each cylinder individually
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off

Definitions

  • the invention relates to a method for operating an internal combustion engine, an internal combustion engine having at least one combustion chamber and for each combustion chamber an injector for injecting fuel into the at least one combustion chamber and a motor control, and a software program product.
  • a piezo injector is an injector in which the valve stem is actuated by a piezoelectric actuator.
  • its torque is first detected in a coasting phase of the diesel engine. Subsequently, the injectors with varying drive times ⁇ in: are controlled and then determined from the torque change, how much fuel has been injected from each piezo injector.
  • the drive time is determined, which is required to inject a predetermined injection quantity into the combustion chamber and it is optionally determined a drive time correction.
  • the actuation time ⁇ in: is changed in such a way for all injectors that the quantity of fuel predetermined by an engine control is always injected.
  • This method is used only for small injection quantities, since otherwise suffers the smoothness of the running of the engine and noise occurs. This process minimizes fuel consumption and emissions.
  • a disadvantage of the known method is that this method makes high demands on the manufacturing accuracy of the piezoelectric actuators. If, for example, the piezoactuator has too great a lengthening for a given drive voltage, a shortest possible drive time predetermined by the engine control may possibly lead to an excessive injection quantity. It must therefore be kept close tolerances in the piezoelectric actuators. In addition, due to aging of the piezoactuators, it may also happen that the amount of fuel that is injected during the shortest possible activation time also increases. Then a predetermined by the engine control, injected small injection quantity can be exceeded.
  • the invention solves the problem by an internal combustion engine according to the preamble of claim 11, wherein the engine control is arranged to perform a method according to the invention.
  • the invention solves the problem by a software program product that can be loaded directly into the internal memory of a digital engine controller and includes software code portions that perform a method of the invention when the software program product is running on the digital engine controller.
  • An advantage of the method according to the invention is that aging effects of the injectors can be detected and optionally corrected. This has the advantage that less stringent tolerances are acceptable in the manufacture of the injectors, as any differences in the aging of the injectors can be compensated subsequently. It can therefore be used cheaper actuators.
  • a further advantage is that the invention can be implemented with very little effort.
  • the advantages of the invention will therefore be achieved inexpensively. It is also easily possible to retrofit existing internal combustion engines.
  • Another advantage is that the emission of pollutants of the internal combustion engine can be kept small even with aging injectors, which contributes to environmental protection.
  • an internal combustion engine is understood to mean in particular a piston engine, in particular a reciprocating piston engine, in particular, for example, an Ottooder diesel engine.
  • the internal combustion engine is preferably designed for use in a passenger car or a truck. Preferably, such firing maximum power between 10 kW and 300 kW.
  • the injector used is preferably a piezo injector, that is to say that the injector comprises a piezoactuator which drives a valve tappet.
  • the injector electrical values refer to the piezo actuator.
  • a servo piezoinjector is preferred, as shown by way of example in FIG. 2 below.
  • each combustion chamber comprises an injector for injecting fuel, this does not mean that it is imperative that only a single injector be present. There may also be two or more injectors.
  • the injector is a piezoinjector, it is meant by the drive time ⁇ in: in particular the time between the beginning of the charge of the piezo injector and the beginning of the discharge of the piezo injector.
  • the beginning of the charge of the piezoelectric injector is the time from which the energy stored in the piezoelectric actuator increases by applying a control voltage U. Accordingly, the beginning of the discharge of the piezoelectric injector is the time at which due to the application of a voltage which is lower than the voltage applied to the piezoelectric actuator at the corresponding time, the energy stored in the piezoelectric actuator decreases.
  • a state of the internal combustion engine is understood in which to obtain the speed of the internal combustion engine only a fuel supply is necessary, which is smaller than the empty running fuel supply.
  • the idling fuel supply is understood to mean that fuel supply which is necessary in order to keep the internal combustion engine idling.
  • the internal combustion engine is in particular in the overrun phase when the engine control does not provide fuel supply and the engine speed nevertheless does not drop below the idling speed.
  • a torque change .DELTA.M By detecting a torque change .DELTA.M are meant in particular all processes, on the basis of which a change in the torque of the internal combustion engine can be concluded.
  • measurement data are recorded in advance, which correlate a change in the rotational angular velocity with a change in the torque and these measured values are stored in a table. By interpolation is then determined from this table based on the change in the angular velocity of the change in torque.
  • Step (f) does not have to be performed in a coasting phase of the internal combustion engine.
  • the determined injector characteristic value (K) describes the aging of the injector.
  • An injector characteristic value describing the aging of the injector is one such characteristic that varies due to typical injector aging events.
  • the rest length of the piezoelectric actuator for piezo injectors in the de-energized state is another injector characteristic.
  • Another injector characteristic is, for example, the energy sensitivity.
  • the energy sensitivity describes the change in the injection quantity at constant activation time ⁇ in: as a function of the drive voltage U of the piezoelectric actuator.
  • the injector characteristic value is the value of the idle stroke.
  • the injector characteristic is the Leerhubschreib. This is the highest voltage that can be applied to the injector during the drive time ⁇ in: so that the injector just barely opens.
  • the method according to the invention comprises the additional step of performing of steps (a) to (f) for an injector for which the method has not yet been carried out.
  • steps (a) to (f) for an injector for which the method has not yet been carried out.
  • Steps (a) to (f) have not yet been performed for the corresponding injector after the start of the process.
  • the fact that the method for the injector has not yet been carried out means, in particular, that steps (a) to (f) have not yet been carried out during a contiguous overrun phase or in the time interval since the last start of the internal combustion engine.
  • step (d) is: After detecting a torque change ⁇ Mi of the torque M driving another injector with the same drive voltage Ui.
  • step (e) is then: repeating steps (a) to (d) for all injectors of the internal combustion engine.
  • Another step (e3) is: repeating steps (a) to (e2) further incrementing i until i has reached a preset value N or the internal combustion engine is no longer in the overrun phase. It follows step (f).
  • the method according to the invention comprises the step of adapting an injector-specific control variable in the engine control to the determined Integrable injector parameters K :.
  • K is the injector characteristic of the jth injector, j is an index, not an exponent.
  • the injector-individual control variable is the injector-specific control voltage U : which is adjusted so that, for the same drive time ⁇ in: all injectors inject the substantially equal amount of fuel m.
  • the engine control controls each injector with the same drive time ⁇ in: but with injector-specific drive voltages U : .
  • the j is not an exponent, but an index.
  • the quantities of fuel are substantially the same if between the largest value and the smallest value there is a difference of at most 25%, in particular at most 20%, in particular at most 15%, in particular at most 10%, in particular at most 5%.
  • the method according to the invention comprises the step of outputting a warning message if the injector characteristic value K exceeds a predetermined threshold value. If the internal combustion engine comprises a plurality of injectors, it is sufficient if one of the injector characteristic values K : exceeds the preset threshold value.
  • FIG. 2 shows a schematic representation of an injector of the internal combustion engine from FIG. 1,
  • Figure 3 is a schematic representation of the dependence of the fuel quantity m of the drive voltage U and 4 shows a flowchart of a method according to the invention.
  • FIG. 1 shows an internal combustion engine 1 in the form of a diesel engine, which comprises four cylinders 2, namely 2a, 2b, 2c, 2d, in which pistons 3, namely 3a, 3b, 3c, 3d, run.
  • the pistons 3 are each connected to a crankshaft 5 via a connecting rod 4, namely 4a, 4b, 4c, 4d.
  • a rotation angle sensor 6 is provided for detecting a rotation angle ⁇ .
  • the rotation angle sensor 6 is connected via an electrical line 7 in conjunction with an engine control 8.
  • the cylinder 2 are supplied via an air supply line 9 with fresh air. Exhaust leaves the cylinder 2 through an exhaust pipe 10th
  • piezo injectors 14 From a fuel tank 11, fuel 13 is passed through a fuel line 12 to piezo injectors 14, namely 14a, 14b, 14c, 14d. Each cylinder 2 has here exactly one Piezoinj ector 14. There may also be two or more piezo injectors per cylinder. All piezo injectors 14 are electrically connected via a control line 15 to the motor controller 8. Via a communication line 16, the motor controller 8 is electrically connected to a not shown here warning lamp.
  • the digital engine controller 8 controls the piezoinjectors 14 in such a way that in the respective working cycles of the cylinder 2 an amount of fuel m is injected which is smaller than the amount of fuel that was required to Keep internal combustion engine 1 idle.
  • the engine controller 8 controls the piezoinjectors so that no fuel is injected at all.
  • the internal combustion engine 1 is in the overrun phase, for example, when the driver of the passenger car leaves the gas at high speed, so that the mass of the passenger car pushes the internal combustion engine 1.
  • the engine controller 8 was none of the injectors 14 drive, so that no fuel was injected.
  • the engine control unit 8 sends an electrical signal to the piezoinjector 14a.
  • a piezoactuator 17 (FIG. 2) arrives in the piezoinjector 14a and prints on a stamp 18.
  • the stamp 18 then opens a connecting channel 19 between a pressure chamber 20 and a leakage channel 21.
  • the piezo injector 14a Due to the control by the engine control unit 8, the piezo injector 14a therefore emits a fuel quantity mi into the cylinder 2a. In the associated power stroke, the combustion of the fuel quantity mi leads to an acceleration of the crankshaft 5.
  • the rotation angle sensor 6 By means of the rotation angle sensor 6, a change in the rotational speed of the crankshaft 5 is detected from a plurality of measurements of the rotation angle ⁇ and forwarded to the engine control unit 8. Due to this signal, the engine controller 8 detects a torque change ⁇ Mi.
  • the engine control unit 8 After the engine control unit 8 has detected the torque change .DELTA.M.sub.i, it calculates therefrom the fuel quantity mi which has been injected into the cylinder 2a by the piezoactuator 14a on the basis of the control with the drive voltage U.sub.i.
  • the motor controller 8 controls the piezoinjector 14a with a drive voltage U2 different from the first drive voltage Ui.
  • the activation time ⁇ in: remains constant. Due to the newly applied drive voltage in turn lengthens the piezoelectric actuator 14a and it will be a
  • FIG. 3 A graphical representation of this dependence is shown in FIG. 3 for two different piezo injectors 1 and 2, here for the piezo injectors 14a and 14b.
  • the motor controller 8 calculates the equalization line gl.
  • the gradient of the straight line g1 represents a first injector characteristic value K 1 , where "1" is not an exponent but an index indicating that it refers to the first injector (here, injector 14a).
  • a second injector characteristic value is the drive voltage at which the straight line g1 cuts the ordinate. In the case shown in FIG. 3, this is the case with the drive voltage Ui.
  • the elongation of the piezoelectric actuator 17 within the activation time ⁇ in] is not sufficient to open the piezoelectric injector 1 (in this case piezoactuator 14a).
  • the pressure drop in the pressure chamber 20 described above in connection with FIG. 2 is not sufficient to lift the valve tappet 23 away from the valve seat 24.
  • injector 14b there is another balancing line g2.
  • the reason for the differences between injector 1 and injector 2 may be, for example, a different aging behavior. This results in an injector characteristic K 2 .
  • the motor control 8 corrects the drive voltages U 1 (for piezo injector 14 a) U 2 (for piezo injector 14 b). , U 3 (for piezo injector 14 c) and U 4 (for piezo injector 14 d) injector-indi- vidual. If, for example, an amount of fuel is injected which corresponds to the fuel quantity m 5 (see FIG.
  • the engine control unit 8 controls the injector 1 (ie the piezoinjector 14 a) with a voltage U 1 which corresponds to U 5 , whereas it controls the injector 2 (ie piezo injector 14b), with a voltage U 2 (the "2" is an index) which is smaller than the drive voltage U 1 .
  • both injectors 1 and 2 ie the piezo injectors 14 a and 14 b
  • both injectors 1 and 2 inject the same amount of fuel m 5 despite different aging.
  • the drive voltages for all other Piezoinj be corrected injektorindividuell reflectors so that all piezo injectors with the same activation time ⁇ in: the same amount of fuel m inject 5, regardless of whether they are aged Where appropriate different.
  • FIG. 4 shows a flow chart of the method according to the invention.
  • the torque change of the torque M of the internal combustion engine 1 is determined, for example by measuring the change over time of the Drehwinkelge- speed of the crankshaft. 5
  • the drive voltage U is changed to a value U 1+ i different from U 1 .
  • Steps one to four are repeated with further incrementing of i until i has reached a preset value N or when the internal combustion engine 1 is no longer in the overrun phase (step S5).
  • An injector characteristic value K of the injector 14a is subsequently calculated from the fuel quantities mi, rri 2 ,..., M N determined in the aforementioned steps and the associated drive voltages Ui, U2,..., U N (step S6). Subsequently, the procedure for the other injectors of the internal combustion engine is repeated.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

L'invention concerne un procédé pour faire fonctionner un moteur à combustion interne, comprenant les étapes suivantes : (a) pendant une phase de poussée du moteur à combustion interne, commande d'un injecteur d'une première chambre de combustion pendant un temps de commande prédéterminé t<SUB>inj</SUB>, avec une tension de commande prédéterminée U<SUB>i=1</SUB>, (b) détection d'une variation de couple, (c) détection d'une quantité de carburant m<SUB>i=1</SUB> du carburant injecté par l'injecteur pendant le temps de commande t<SUB>inj</SUB>, à partir de la variation de couple, (d) variation de la tension de commande à une valeur U<SUB>i+1</SUB> différente de U<SUB>i</SUB>, (e), répétition des étapes (a) à (d) en incrémentant de i, jusqu'à ce que i ait atteint une valeur N préajustée ou que le moteur à combustion interne ne se trouve plus dans la phase de poussée et (f) détection d'une valeur caractéristique d'injecteur de l'injecteur de la première chambre de combustion à partir des quantités de carburant m<SUB>1</SUB>, m<SUB>2</SUB>,..., m<SUB>N</SUB> et des tensions de commande U<SUB>1</SUB>, U<SUB>2</SUB>,..., U<SUB>N</SUB>.
EP07729530A 2006-06-13 2007-05-25 Procédé d'ajustage d'un injecteur pour faire fonctionner un moteur à combustion interne Withdrawn EP1971765A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102006027405A DE102006027405B3 (de) 2006-06-13 2006-06-13 Verfahren zum Betreiben einer Brennkraftmaschine und Brennkraftmaschine
PCT/EP2007/055103 WO2007144253A1 (fr) 2006-06-13 2007-05-25 Procédé d'ajustage d'un injecteur pour faire fonctionner un moteur à combustion interne

Publications (1)

Publication Number Publication Date
EP1971765A1 true EP1971765A1 (fr) 2008-09-24

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP07729530A Withdrawn EP1971765A1 (fr) 2006-06-13 2007-05-25 Procédé d'ajustage d'un injecteur pour faire fonctionner un moteur à combustion interne

Country Status (5)

Country Link
US (1) US7765054B2 (fr)
EP (1) EP1971765A1 (fr)
CN (1) CN101395361B (fr)
DE (1) DE102006027405B3 (fr)
WO (1) WO2007144253A1 (fr)

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DE102008060928A1 (de) 2008-12-06 2010-06-10 Daimler Ag Verfahren zur Kalibrierung einer Kraftstoffeinspritzeinrichtung eines Verbrennungsmotors
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WO2007144253A1 (fr) 2007-12-21
CN101395361B (zh) 2012-06-27
US7765054B2 (en) 2010-07-27
US20090177365A1 (en) 2009-07-09
DE102006027405B3 (de) 2007-12-13
CN101395361A (zh) 2009-03-25

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