EP2620625B1 - Procédé de commande d'un moteur à combustion interne - Google Patents

Procédé de commande d'un moteur à combustion interne Download PDF

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Publication number
EP2620625B1
EP2620625B1 EP13000061.5A EP13000061A EP2620625B1 EP 2620625 B1 EP2620625 B1 EP 2620625B1 EP 13000061 A EP13000061 A EP 13000061A EP 2620625 B1 EP2620625 B1 EP 2620625B1
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EP
European Patent Office
Prior art keywords
combustion engine
internal combustion
emissions
mean value
value
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EP13000061.5A
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German (de)
English (en)
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EP2620625A2 (fr
EP2620625A3 (fr
Inventor
Ekkehard Pott
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Volkswagen AG
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Volkswagen AG
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Publication of EP2620625A3 publication Critical patent/EP2620625A3/fr
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • 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
    • F02D41/1452—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 a COx content 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
    • F02D41/02—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
    • 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
    • F02D41/146—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 NOx content 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
    • F02D41/02—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

Definitions

  • the present invention relates to a method for operating an internal combustion engine, in particular a method for operating the internal combustion engine in a fuel-efficient manner while maintaining predetermined emission conditions.
  • the operating parameters are set in such a way that an optimal compromise between consumption and emissions is found in the entire map of the internal combustion engine, i.e. in all of its operating ranges.
  • a reduction in NOx emissions can be achieved over a wide range of characteristics by increasing an exhaust gas recirculation rate, but the specific fuel consumption increases at the same time.
  • This knowledge is taken into account when the operating parameters are set by defining a corresponding compromise for each operating point in the engine map and storing appropriate data in the engine control unit. In particular, it is taken into account that, due to legal driving cycles and driver-specific behavior, there are map areas with a higher and lower probability of presence.
  • the DE10333933 A1 discloses in this context a method and a device for controlling an internal combustion engine. Emissions from the internal combustion engine are recorded in the exhaust gas and, depending on a comparison of the recorded emissions with a target value, a manipulated variable influencing combustion in the internal combustion engine is corrected.
  • the nitrogen oxide concentration and / or the particle concentration in the exhaust gas are preferably recorded as emissions.
  • the DE 102009029586 A1 relates to a method and a control device for operating an internal combustion engine.
  • a nitrogen oxide emission value of the internal combustion engine is determined and an assessment is made as to whether the nitrogen oxide emission value exceeds a predeterminable first threshold value. If the nitrogen oxide emission value exceeds the first threshold value, the internal combustion engine is switched from a first operating mode to a second operating mode. In the first operating mode, the internal combustion engine is operated with a lean combustion air ratio and in the second operating mode with an essentially stoichiometric combustion air ratio.
  • the DE 102009026556 A1 relates to a method for limiting nitrogen oxide emissions from an internal combustion engine in order to keep nitrogen oxide emissions within permissible limits. To do this, the current nitrogen oxide content in the exhaust gas is monitored. If a deviation of the monitored nitrogen oxide content from a stored target value by more than a preset value is determined, at least one basic setting point of the internal combustion engine is modified as a function of the deviation of the monitored nitrogen oxide content from the stored target value.
  • the WO 01/51792 A1 relates to a device for controlling an exhaust gas recirculation rate of an exhaust gas recirculation device for internal combustion engines during lean operation.
  • a deviation of a calculated pollutant emission from a pollutant emission measured by a pollutant sensor in the exhaust system of the internal combustion engine is determined and a correction value for the manipulated variable of an adjusting means of the exhaust gas recirculation device is determined as a function of the amount of the deviation.
  • a pollutant sensor is a NOx emission measuring NOx sensor can be used.
  • the object of the present invention is therefore to provide a method for operating an internal combustion engine which enables predetermined emission limit values to be adhered to with the lowest possible consumption.
  • a method of operating an internal combustion engine is provided.
  • an average emission value of a pollutant in the exhaust gas of the internal combustion engine is determined by determining an amount of the pollutant in the exhaust gas while the internal combustion engine emits a predetermined amount of carbon dioxide.
  • the mean emissions value is determined as a sliding mean value of the pollutant emissions in relation to the specified amount of carbon dioxide.
  • An operating parameter of the internal combustion engine is set as a function of the mean emission value and a predetermined limit value.
  • emission peaks from previous or subsequent operation of the internal combustion engine with lower emissions can be compensated, so that temporary emissions above the specified limit value can be tolerated in favor of lower fuel consumption without the specified limit value as a whole exceed. Only when the average emissions value approaches the specified limit value or when the specified limit value is exceeded are the operating parameters of the internal combustion engine changed in such a way that the average emissions value overall remains below the specified limit value while the internal combustion engine emits the specified amount of carbon dioxide.
  • the pollutant includes, for example, nitrogen oxide or soot particles.
  • the ratio of nitrogen oxide to soot particles can be adjusted, for example, by changing an exhaust gas recirculation rate. Since the soot particles in a diesel engine with a diesel particle filter are generally almost completely removed from the exhaust gases by the diesel particle filter, emission peaks can be changed to the detriment of the amount of soot particles, so that the raw amount of soot particles increases whereas the amount of nitrogen oxide decreases. Downstream of the diesel particulate filter, limit values for soot particles can be adhered to despite the increased raw amount of soot particles. The diesel particulate filter can be regenerated when the internal combustion engine is operated later.
  • the internal combustion engine can thus be operated with relatively low fuel consumption.
  • the regeneration of the diesel particulate filter which also costs fuel, can be carried out in an operating range of the internal combustion engine in which the additional fuel consumption for the diesel particulate filter regeneration is as low as possible. Overall, the fuel consumption of the internal combustion engine can thus be reduced.
  • the mean emission value is determined as a sliding mean value. It can thereby be ensured that, for example, when a vehicle is tested with the internal combustion engine according to a PEMS method, the specified limit values can be complied with at any time.
  • the internal combustion engine can be operated in one or more operating points of the internal combustion engine while the average emission value is being determined.
  • the PEMS method can be carried out independently of predetermined driving cycles during normal everyday use of the vehicle without the mean emission value exceeding the predetermined limit value.
  • the mean emission value is determined by determining an amount of fuel that is to be supplied to the internal combustion engine in order to generate the predetermined amount of carbon dioxide in the exhaust gas, and determining the amount of the pollutant in the exhaust gas while the previously determined amount of fuel is supplied to the internal combustion engine .
  • the predefined amount of carbon dioxide that is to be expected in the exhaust gas can be converted into a fuel amount to be supplied to the internal combustion engine.
  • a measurement of the amount of fuel supplied to the internal combustion engine can be determined relatively easily via, for example, an injection pressure and an injection time, so that the method can be implemented cost-effectively.
  • the predetermined amount of carbon dioxide can be, for example, an amount in a range from 600 g to 2500 g. Corresponding amounts of fuel are accordingly in the range from approx. 0.2 to 1 liter. Carbon dioxide quantities or fuel quantities in this range are common in PEMS processes and offer the previously described process sufficient possibilities to achieve the required mean emission value and at the same time ensure fuel-saving operation of the internal combustion engine.
  • the amount of the pollutant in the exhaust gas is determined by estimating the amount of the pollutant in a model-based manner as a function of operating parameters and / or operating variables of the internal combustion engine. An inexpensive and robust determination of the pollutant in the exhaust gas is thus possible.
  • the amount of the pollutant in the exhaust gas can be determined by means of an exhaust gas sensor. This allows the emissions to be determined more precisely and, if necessary, a model can be checked or adapted.
  • an injection time of fuel into a combustion chamber of the internal combustion engine, an injection pressure of fuel into the Combustion chamber of the internal combustion engine, a boost pressure of combustion air which is supplied to the internal combustion engine, an exhaust gas recirculation rate of an exhaust gas recirculation, a setting of a variable intake manifold or a swirl flap in an air supply of the internal combustion engine, a setting of a turbine geometry of an exhaust gas turbine of the internal combustion engine, an ignition point for igniting the fuel in the Internal combustion engine or a setting of valve timing of intake and exhaust valves of the internal combustion engine can be changed.
  • the aforementioned parameters can, individually or in combination, contribute to reducing fuel consumption of the vehicle, for example, although the amount of pollutants in the exhaust gas may increase or, conversely, the amount of emissions may be reduced while fuel consumption increases. Furthermore, by changing the aforementioned parameters, it can be achieved that certain pollutants in the exhaust gas are reduced, possibly while accepting an increase in another pollutant content or an increase in fuel consumption. For example, by adjusting the exhaust gas recirculation rate, the amount of soot particles in the exhaust gas can be reduced, as a result of which, for example, the amount of nitrogen oxides in the exhaust gas can increase. Thus, by suitably setting the aforementioned operating parameters, the average emission value for all pollutants can be kept below the specified limit value.
  • the average emission value is compared with the predefined limit value and the operating parameter of the internal combustion engine is set as a function of the comparison of the average emission value with the predefined limit value. If the average emission value is below the predefined limit value or equal to the predefined limit value, the operating parameter is set in such a way that fuel consumption of the internal combustion engine is reduced. If the average emission value is above the predefined limit value, the operating parameter is set in such a way that the emissions in the exhaust gas are reduced.
  • control of the internal combustion engine can be simplified by providing two setting values for the operating parameters for each operating point of the internal combustion engine, one that is optimized for consumption and one that is optimized for emissions. By setting the operating parameter to the emission-optimized setting value, it can be achieved that the average emission value can be brought back below the predetermined limit value as quickly as possible when the predetermined limit value is exceeded.
  • the operating parameter of the internal combustion engine is set as a function of the average emission value and the predetermined limit value by adding a consumption-optimized value for the operating parameter and an emission-optimized value for the operating parameters are weighted.
  • the operating parameter is then set to a combination of the weighted consumption-optimized value and the weighted emission-optimized value.
  • the weighting can take place, for example, by means of a characteristic curve and a deviation of the mean emission value from the predetermined limit value.
  • the operating parameter can thus be changed continuously in such a way that the average emission value is just kept below the predetermined limit value, so that fuel consumption of the internal combustion engine can be optimized.
  • an internal combustion engine having a control device.
  • the control device is able to carry out the method according to the invention for operating the internal combustion engine. It can thus be ensured during operation of the internal combustion engine that the predetermined limit value is not exceeded, at least on average, and that consumption of the internal combustion engine is optimized at the same time.
  • Fig. 1 shows a first embodiment of a method for operating an internal combustion engine.
  • the regulated or controlled operation of an internal combustion engine is also referred to as engine application.
  • a current Emission status (ES) of the vehicle determined. This can in particular take place independently of a driving cycle, ie with a map-wide emission monitoring. With such a map-wide emission monitoring system, pollutant emissions can be related to an emitted carbon dioxide mass. This means, for example, that no more than a specified mass of nitrogen oxides (NOx) or soot particles may be generated per kilogram of carbon dioxide released or emitted.
  • NOx nitrogen oxides
  • Whether the internal combustion engine or the vehicle complies with specified limits for pollutant emissions can be determined, for example, by means of portable emission measurement systems in, for example, everyday operation of the vehicle. Monitoring methods of this type are referred to as PEMS methods (Portable Emission Measurement System).
  • the emission status can in particular be determined as a moving average of the pollutant emissions over the specified amount of carbon dioxide.
  • these amounts can also be modeled with sufficient accuracy from the vehicle's operating data and various sensor signals.
  • the released carbon dioxide mass can be calculated from an injection pressure, for example what is known as a rail pressure, and an activation duration of injectors of an internal combustion engine.
  • Particle and NOx emissions can also be determined with the aid of suitable models.
  • a second step 12 it is checked whether the emission status ES exceeds a predefined or predefinable limit value GW1 or not. If the limit value is exceeded, then in step 13 an adaptation of the engine operation is carried out in such a way that an operation with reduced pollutant emissions is set compared to normal operation or normal operation.
  • This pollutant emission-reduced operation can also take place at the expense of consumption or carbon dioxide emissions, ie this engine operation is not consumption-neutral, but can contribute to an increase in fuel consumption.
  • step 14 the control or normal operation is set for the engine, which is characterized by a favorable consumption compared to the operation with reduced emissions.
  • the process steps described above are carried out continuously, i.e. after a change in the engine application, the emission status ES is determined and evaluated again. In particular, it can be taken into account that a sliding mean value of the emission status ES does not exceed the limit value GW1, so that the vehicle always adheres to the values for the required pollutant emissions even with a PEMS method.
  • the specified mass of carbon dioxide, via which the amount of nitrogen oxides and particles to determine the emission status are determined in step 11, can, for example, be in a range of 600-2500 g, or, for example, correspond to a fuel amount of approx. 0.2-1 liter .
  • the amount of carbon dioxide that the pollutants use in determining the Emission status ES are determined, can also be adjustable depending on the test method.
  • Fig. 2 shows a further embodiment of the method according to the invention, in which the engine application is provided with a hysteresis.
  • a second limit value LV2 is defined below the limit value LV1. If the emission status ES determined in step 11 exceeds the first limit value GW1, the engine is operated with reduced emissions (step 13). Only when the second limit value GW2 is undershot, which is checked in step 21, is the internal combustion engine reset to normal or normal operation in step 14.
  • Fig. 3 shows a further embodiment, which has a sliding consideration of the emission status when setting the internal combustion engine.
  • the emission status ES is determined in step 11.
  • the emission status ES includes, for example, a moving average value of a mass of nitrogen oxides which is emitted during a predetermined amount of emitted carbon dioxide.
  • the emission status can comprise a moving average of an amount of particles which is emitted during the predetermined amount of carbon dioxide.
  • an emissions weighting (EG) is determined in step 31 from the emission status ES, which weights a consumption-optimized setting and an emission-optimized setting of the internal combustion engine.
  • the emission weighting EG determined in step 31 can include, for example, a factor between 0 and 1, which can be low in favor of consumption in the case of low emission status values and high in favor of emission reduction in the case of high emission status values.
  • the emission weighting factor EG With the emission weighting factor EG, the data of a consumption-optimized application 32 and an emission-optimized application 33 are weighted and added, and the internal combustion engine is adjusted accordingly in step 34. As a result, consumption-optimized operation can be achieved without exceeding the required emission limit values.
  • the methods described above are suitable for internal combustion engines with emission monitoring across the map, in particular for vehicle engines based on the diesel or Otto process.
  • FIG. 4 Figure 4 shows a vehicle 41 according to an embodiment of the present invention.
  • the vehicle 41 comprises an internal combustion engine 42 and a control device 43.
  • the control device 43 is for performing the in the Figures 1-3 described method suitable.
  • the control device 43 can be part of engine electronics of the vehicle 41 be.
  • the control device 43 can ensure that when the vehicle 41 is operating, pollutant emissions of the vehicle 41 do not exceed a ratio to a predetermined carbon dioxide mass.

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

Claims (13)

  1. Procédé de fonctionnement d'un moteur à combustion interne, ledit procédé comprenant les étapes suivantes :
    - déterminer (11) une valeur d'émission moyenne (ES) d'un polluant dans les gaz d'échappement du moteur à combustion interne (42) par détermination d'une quantité du polluant dans les gaz d'échappement tandis que le moteur à combustion interne (42) émet une quantité prédéterminée de dioxyde de carbone,
    et
    - régler (13, 14) un paramètre de fonctionnement du moteur à combustion interne (42) en fonction de la valeur d'émission moyenne (ES) et d'au moins une valeur limite (GW1, GW2) spécifiée ou spécifiable,
    caractérisé en ce que la valeur d'émission moyenne (ES) est déterminée comme étant une valeur moyenne glissante de l'émission de polluants par rapport à la quantité spécifiée de dioxyde de carbone.
  2. Procédé selon la revendication 1, le polluant comprenant de l'oxyde d'azote et/ou des particules de suie.
  3. Procédé selon l'une des revendications précédentes, le moteur à combustion interne (42) fonctionnant lors de la détermination de la valeur d'émission moyenne (ES) en un ou plusieurs points de fonctionnement arbitraires du moteur à combustion interne (42).
  4. Procédé selon l'une des revendications précédentes, le moteur à combustion interne (42) fonctionnant indépendamment d'un cycle de conduite spécifié lors de la détermination de la valeur d'émission moyenne (ES).
  5. Procédé selon l'une des revendications précédentes, la détermination de la valeur d'émission moyenne (ES) comprenant les opérations suivantes :
    - déterminer une quantité de carburant qui doit être amenée au moteur à combustion interne (42) afin de générer la quantité spécifiée de dioxyde de carbone dans les gaz d'échappement, et
    - déterminer la quantité de polluant dans les gaz d'échappement pendant que la quantité de carburant est amenée au moteur à combustion interne.
  6. Procédé selon la revendication 5, la quantité spécifiée de dioxyde de carbone étant une quantité dans une gamme de 600 g à 2500 g.
  7. Procédé selon l'une des revendications précédentes, la détermination de la quantité de polluant dans les gaz d'échappement comprenant les opérations suivantes :
    - estimer de manière modélisée la quantité de polluant en fonction des paramètres de fonctionnement et/ou des grandeurs de fonctionnement du moteur à combustion interne (42), et/ou
    - détecter la quantité de polluant dans les gaz d'échappement au moyen d'un capteur de gaz d'échappement.
  8. Procédé selon l'une des revendications précédentes, le paramètre de fonctionnement comprenant :
    - un instant d'injection de carburant dans la chambre de combustion du moteur à combustion interne (42),
    - une pression d'injection de carburant dans la chambre de combustion du moteur à combustion interne (42),
    - une pression de suralimentation de l'air de combustion amené au moteur à combustion interne (42),
    - un taux de recirculation de gaz d'échappement d'un circuit de recirculation de gaz d'échappement,
    - un réglage d'un collecteur d'admission variable ou d'un volet de turbulence d'une amenée d'air de combustion du moteur à combustion interne (42),
    - un réglage d'une géométrie d'une turbine à gaz d'échappement du moteur à combustion interne (42),
    - un instant d'allumage du carburant dans le moteur à combustion interne (42), et/ou
    - un réglage des temps de commande de soupapes d'admission et d'échappement du moteur à combustion interne (42).
  9. Procédé selon l'une des revendications précédentes, le réglage du paramètre de fonctionnement du moteur à combustion interne en fonction de la valeur d'émission moyenne et de la valeur limite spécifiée comprenant les opérations suivantes :
    - comparer (12) la valeur d'émission moyenne (ES) à la valeur limite (GW1, GW2) et
    - régler (13, 14) le paramètre de fonctionnement du moteur à combustion interne (42) en fonction de la comparaison de la valeur d'émission moyenne (ES) à la valeur limite (GW1, GW2).
  10. Procédé selon la revendication 9, le réglage du paramètre de fonctionnement du moteur à combustion interne en fonction de la comparaison de la valeur d'émission moyenne à la valeur limite spécifiée comprenant les opérations suivantes :
    - régler (14) le paramètre de fonctionnement de manière à réduire la consommation de carburant du moteur à combustion interne lorsque la valeur d'émission moyenne est inférieure à la valeur limite spécifiée ou égale à la valeur limite spécifiée, et
    - régler (13) le paramètre de fonctionnement de manière à réduire les émissions dans les gaz d'échappement lorsque la valeur d'émission moyenne est supérieure à la valeur limite spécifiée.
  11. Procédé selon l'une des revendications précédentes, le réglage du paramètre de fonctionnement du moteur à combustion interne en fonction de la valeur d'émission moyenne et de la valeur limite spécifiée comprenant les opérations suivantes :
    - pondérer une valeur (32), optimisée pour la consommation, du paramètre de fonctionnement et une valeur (33), optimisée pour les émissions, du paramètre de fonctionnement en fonction de la valeur d'émission moyenne et de la valeur limite spécifiée, et
    - régler (34) le paramètre de fonctionnement sur une combinaison de la valeur pondérée, optimisée pour la consommation, et la valeur pondérée optimisée pour les émissions.
  12. Moteur à combustion interne comprenant un dispositif de commande (43) qui est conçu pour mettre en œuvre le procédé selon l'une des revendications 1 à 11.
  13. Véhicule à moteur à combustion interne (42) selon la revendication 12.
EP13000061.5A 2012-01-26 2013-01-08 Procédé de commande d'un moteur à combustion interne Active EP2620625B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102012001477A DE102012001477A1 (de) 2012-01-26 2012-01-26 Verfahren zum Betreiben eines Verbrennungsmotors

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EP2620625A2 EP2620625A2 (fr) 2013-07-31
EP2620625A3 EP2620625A3 (fr) 2018-04-04
EP2620625B1 true EP2620625B1 (fr) 2021-10-20

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DE102009026556A1 (de) 2009-05-28 2010-12-02 Ford Global Technologies, LLC, Dearborn Verfahren zur Begrenzung der Stickoxidemissionen eines Verbrennungsmotors sowie Steuerung zur Durchführung des Verfahrens
DE102009029586A1 (de) 2009-09-18 2011-03-24 Robert Bosch Gmbh Verfahren und Steuervorrichtung zum Betreiben einer Brennkraftmaschine

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