EP2699783B1 - Procédé et dispositif d'étalonnage d'un système de dosage de carburant d'un véhicule automobile - Google Patents

Procédé et dispositif d'étalonnage d'un système de dosage de carburant d'un véhicule automobile Download PDF

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Publication number
EP2699783B1
EP2699783B1 EP12709871.3A EP12709871A EP2699783B1 EP 2699783 B1 EP2699783 B1 EP 2699783B1 EP 12709871 A EP12709871 A EP 12709871A EP 2699783 B1 EP2699783 B1 EP 2699783B1
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EP
European Patent Office
Prior art keywords
injector
excitation
injection
determined
test injection
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Not-in-force
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EP12709871.3A
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German (de)
English (en)
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EP2699783A1 (fr
Inventor
Michael Walter
Stefan Bollinger
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Robert Bosch GmbH
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Robert Bosch GmbH
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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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • 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
    • F02D41/247—Behaviour for small quantities
    • 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
    • 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
    • F02D41/24—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
    • F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
    • F02D41/28—Interface circuits
    • F02D2041/286—Interface circuits comprising means for signal processing
    • 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
    • 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

Definitions

  • the invention relates to a method and a device for calibrating a fuel metering system of an internal combustion engine, in particular of a motor vehicle.
  • the small amounts of fuel in the part injections mentioned require a precise metering of the respective injection quantities. Falls a partial injection completely away, for example, because a present injection component, injectors in common-rail injection systems, due to conventional tolerances at an underlying drive signal is not yet injected, this has a significant impact on the operation of the engine, which, for example, by increased Noise during combustion manifests.
  • An essential one The tolerance source for the quantity accuracy of the pilot injection is a so-called drift of the respective injector.
  • pressure generation and injection are decoupled from one another by means of a high-pressure accumulator, wherein the injection pressure is generated independently of the engine speed and the injection quantity and is available for injection in the high-pressure accumulator.
  • the respective injection time and the respective injection quantity are calculated in an electronic engine control unit and added by the respective injectors of each cylinder of the internal combustion engine via remote-controlled valves. It has to be ensured that the said partial injections are always realized with the highest possible precision.
  • the injectors of a fuel metering system When manufacturing injectors of a corresponding fuel metering system occurring manufacturing tolerances cause differences in the operating characteristics of the individual injectors, which often occur only over the life of the respective injectors or the fuel metering system or are even enhanced during the life.
  • the injectors of a fuel metering system usually have different quantity maps, d. H. different dependencies between injection quantities, rail pressure and activation duration. As a result, the various injectors fill the combustion chamber with different amounts of fuel, even with very precise control.
  • a metering of said minimum amounts is based on a so-called zero-quantity calibration.
  • This is, for example, in the publication DE 199 45 618 A1 described.
  • a single injector is activated and the actuation period is increased stepwise until a change in a quantity substitute signal (short: quantity signal) occurs at a minimum actuation time, for example a torque increase measurable on the internal combustion engine, on the basis of which now that an injection or injection has taken place.
  • the control duration then present corresponds to an operating state in which the injection for the relevant internal combustion engine, ie the cylinder of the internal combustion engine, is being used. This approach will apply to all Injectors or cylinders of the internal combustion engine carried out accordingly.
  • control periods thus obtained are stored in a so-called control map, which is used in a subsequent control of the injectors in the context of a zero-quantity calibration, wherein a current value of the control period is respectively converted into a correction value for the amount of fuel to be supplied.
  • a method and a device for calibrating a fuel metering system of an internal combustion engine in which at least one injector with a first test injection is activated with a first test injection quantity and a resulting resulting first quantity signal is detected.
  • a first emergencyan Taverndauer is determined and it is further provided that the at least one injector with at least one second injection injection is controlled with a deviating from the first injection amount second injection quantity and thereby resulting at least second quantity signal is detected, wherein at least this second injection quantity an at least secondISan Taverndauer is determined.
  • a regression calculation is performed.
  • the zero-rate calibration learning process can be improved by reducing the time required to learn a calibration value.
  • the DE 103 59 306 A1 discloses another method for calibrating a fuel metering system of an internal combustion engine.
  • test injections with variable actuation duration are carried out in the thrust on a cylinder or the injector associated therewith.
  • the associated quantity replacement signal which can be obtained, for example, by processing the measured speed signal, is calculated.
  • the control period is varied so long until a predetermined setpoint of the quantity signal is reached.
  • a drive duration learning value is calculated and stored non-volatile. The method is used individually for each injector at several rail pressure levels.
  • An object of the present invention was now to accelerate the determination of the above learning values.
  • a first injector with a first test injection and a first activation duration and a second injector with a second test injection and a second activation duration are provided for calibrating a fuel metering system of an internal combustion engine, in particular a motor vehicle, and a resulting overall excitation as a superimposition of a first injector Detecting excitation of the first injector and a second excitation of the second injector. From this, a total vibration is then determined, from which the first excitation of the first injector and the second excitation of the second injector are reconstructed. On the basis of the respective excitation as a respective quantity signal for the respective injector, a zero quantity calibration is then carried out independently of the other injector, whereby a respective minimum actuation duration is determined for a respective injector.
  • the learning values are determined as in the normal zero-quantity calibration in the thrust.
  • the proposed method with respect to the learning process is carried out independently on two injectors in parallel. From each test injection of the two injectors results in a stimulation of the drive train. These suggestions, as parallel or approximately at the same time, are superimposed on the drive train. A corresponding speed signal evaluation determines a total vibration with magnitude and phase. From this, the excitation of the respective individual injectors can then be reconstructed according to the principle of vector addition. On the basis of the quantity signal reconstructed for the respective injector, a calibration for each injector then takes place independently as in the case of a previously mentioned "normal" zero-quantity calibration.
  • Advantage of the proposed method is the ability to double the calibration without having to accept a deterioration in the signal-to-noise ratio in purchasing.
  • the first test injection for the first injector and the second test injection for the second injector are made in the thrust and in approximately the same time.
  • the first injector or the first cylinder assigned to it and the second injector or the second cylinder assigned to it are mutually orthogonal.
  • first injector and the second injector and the respective cylinders may also be in opposite phase to each other or according to yet another embodiment also to each other so that they include an angle ⁇ , where ⁇ is not equal to a multiple of 90 °.
  • the determined respective excitations are entered as respective quantity signals for a respective injector in a respective drive duration map and stored in this.
  • two injectors are simultaneously subjected to respective test injections during thrust.
  • Each of these test injections excites the vibratory components of the powertrain.
  • the resulting superposition of these two excited vibrations can be measured by means of a speed sensor.
  • the amplitudes of the individual signals belonging to the respective injectors are then reconstructed from the superimposed signal.
  • the invention further relates to a device for calibrating a Kraftstoffzumesssystems an internal combustion engine, in particular a motor vehicle.
  • the device comprises control means for driving a first injector with a first test injection having a first drive duration and a second injector with a second test injection having a second drive duration.
  • Further Sensor means are provided which are configured to detect a resulting total excitation as a superposition of a first excitation of the first injector and a second excitation of the second injector and to determine a resulting overall vibration.
  • the proposed device comprises computing means which are configured to reconstruct from the overall vibration the first excitation of the first injector and the second excitation of the second injector.
  • a zero quantity calibration can be carried out independently of the other injector on the basis of a respective excitation as a respective quantity signal for a respective injector, whereby a respective minimum actuation duration can be determined for a respective injector.
  • the proposed device can be used in particular in a common rail diesel injection system.
  • FIG. 1 As part of an embodiment of the method according to the invention, a reconstruction of excitations of two injectors acted upon at the same time by respective test injections from a measured excitation of oscillatable components of the drive train within an internal combustion engine, in particular of a motor vehicle is shown.
  • the measured excitation or oscillation results as a superimposition of oscillations, excited by the respective individual two injectors loaded with respective test injections.
  • the two injectors loaded with respective test injections or the correspondingly assigned cylinders are orthogonal to one another.
  • the first injector or the associated cylinder 1 is characterized by the ordinate
  • the second injector or cylinder 2 is represented by the abscissa.
  • the now measured oscillation is first represented by an amplitude A12 and a corresponding phase ⁇ . This can be done, for example, as a Fourier transformation of a corresponding speed signal.
  • the respective phases of a pure excitation or oscillation on the first cylinder 1 or the second cylinder 2 are known from the prior art and are, as already mentioned above, used as axes in the coordinate system shown here.
  • A12 is the amplitude of the total vibration d. H. the superposition of the two oscillations caused by the respective injectors, A1 is the reconstructed amplitude of cylinder 1 and A2 represents the reconstructed amplitude of cylinder 2. ⁇ results from the phase or phase shift of the measured excitation with respect to the phase of cylinder 2 or cylinder 1.
  • a search algorithm according to the prior art is performed for each of the two injectors, the first injector 1 and the second injector 2, wherein a drive duration of a respective injector is tracked until a predetermined target amount is reached and then it becomes a above-mentioned Learning value determined according to the prior art.
  • FIG. 2 is a test result again, which was obtained on a motor vehicle with a 4-cylinder engine after performing the method according to the invention.
  • a received drive characteristic map of a second injector 2 was determined three times.
  • the respective activation duration of a first injector 1 was used as a parameter and assumed in each case the activation duration 140 ⁇ s, 180 ⁇ s and 220 ⁇ s.
  • the three determined drive duty curves 10, 20, 30 are in this case in a graph showing a respective specific quantity signal S2 of the second injector 1 over the drive time T, measured in ⁇ s, registered.
  • the Anberichtdauerkennfeld 10 represents the Antechnischdauerkennfeld the second injector 2, at a drive time of the first injector of 140 microseconds.
  • the drive duration map 20 was recorded at a drive duration of the first injector of 180 .mu.s, and the drive duration map 30 was recorded for a drive duration of the first injector of 220 .mu.s.
  • the three determined control duration maps of the second injector 2 are exactly within the measurement accuracy of the speed evaluation used.
  • FIG. 3 a corresponding graph for corresponding control duration maps of the first injector 1 is shown, here almost opposite FIG. 2 Injector 1 and injector 2 have their roles "swapped".
  • a respective specific quantity signal S1 of the first injector 1 was plotted over the activation duration T, measured in ⁇ s.
  • the drive duration of the second injector 2 was used as a parameter and amounted to drive actuation characteristic 10 '140 microseconds, for drive duration map 20' 180 microseconds and for An confusedauerkennfeld 30 '220 microseconds.
  • the three Anberichtdauerkennfelder determined for injector 1 in the measurement accuracy of the Drehiereauswertmies exactly to each other.
  • FIG. 4 Now shows a made according to the method of the invention reconstruction of each of a first injector and a second injector excited vibrations from a result of the two oscillations and measured total vibration.
  • the injectors 1 and 2 enclose an angle ⁇ which is not equal to a multiple of 90 °.
  • FIG. 1 This constellation is also shown in a coordinate system, wherein the second cylinder 2 and injector 2 on a horizontal axis and the first cylinder 1 and injector 1 is marked on a relative to the horizontal axis rotated by ⁇ axis.
  • the coordinate axes of this coordinate system therefore include an angle ⁇ .
  • the measured signal is in turn converted into a representation with amplitude and phase and drawn accordingly in this coordinate system.
  • a reconstruction of the individual amplitudes A1 and A2 results here by application of the sine theorem analogous to the reconstruction in FIG. 1 , This results in a generalized evaluation relationship as follows:
  • a ⁇ 1 A ⁇ 12 ⁇ sin ⁇ / sin 180 ⁇ ° - ⁇
  • a ⁇ 2 A ⁇ 12 ⁇ sin ⁇ - ⁇ / sin 180 ⁇ ° - ⁇
  • FIG. 5 shows a simplified block diagram of an embodiment of an inventive device for controlling a fuel metering system.
  • an internal combustion engine 10 which receives a certain amount of fuel from a Kraftstoffzumessaku 30 at a given time.
  • sensor means in the form of various sensors 40, in particular a rotational speed sensor, are present, which detect measured values 15 which characterize the operating state of the internal combustion engine 10 and forward them accordingly to a control unit 20.
  • the control unit 20 moreover, output signals 25 of other existing sensors 45, which detect quantities that characterize the state of the fuel metering unit 30 and / or environmental conditions.
  • Such a size 25 is, for example, a given driver's request. In the other sizes 25, for example, may also be the pressure and temperature of the ambient air.
  • the control unit 20 calculates, on the basis of the measured values 15 and the further variables 25, control pulses 35 with which the fuel metering unit 30 is acted upon.
  • the internal combustion engine is preferably a direct injection and / or a self-igniting internal combustion engine.
  • the fuel metering unit 30 may be configured differently. It may, for example, be designed as a previously mentioned and described common rail injection system. In such a system, a high pressure pump compresses fuel in a reservoir. From this memory then the fuel passes through injectors into respective combustion chambers of the internal combustion engine. The duration and / or the beginning of the fuel injection is controlled by the injectors.
  • the injectors preferably each include a solenoid valve or a piezoelectric actuator.
  • an electrically actuated valve is provided in each case.
  • the solenoid valve and / or the piezoelectric actuator, which affects the fuel metering is referred to as an electrically actuable valve.
  • An electrically operable valve is arranged so that an amount of fuel to be injected is determined by opening time or by closing time of the valve.
  • control unit 20 For the calibration of the fuel metering system, the control unit 20 according to the invention now has control means 50 for driving a first injector with a first test injection having a first drive duration by means of drive pulse 35_1 and for driving a second injector with a second test injection having a second drive duration by means of drive pulse 35_2.
  • the sensors 40 in particular a provided speed sensor, are configured to detect a total excitation resulting therefrom as a superposition of a first excitation of the first injector and a second excitation of the second injector and to determine a resulting overall vibration.
  • the control unit 20 further has computing means 55 which are configured to reconstruct from the overall vibration the first excitation of the first injector and the second excitation of the second injector and based on the respective excitations as a respective quantity signal for the respective injector independently of the other injector to perform a zero-quantity calibration. As a result, a respective minimum activation duration is determined for a respective injector.

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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)
  • Fuel-Injection Apparatus (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Claims (7)

  1. Procédé d'étalonnage d'un système de dosage de carburant d'un moteur à combustion interne, notamment d'un véhicule automobile, dans lequel un premier injecteur est commandé avec une première injection de test avec une première durée de commande et dans lequel un deuxième injecteur est commandé avec une deuxième injection de test avec une deuxième durée de commande et dans lequel une excitation d'oscillation totale de la chaîne cinématique en résultant est détectée sous la forme d'une superposition d'une première excitation du premier injecteur et d'une deuxième excitation du deuxième injecteur, une oscillation totale étant calculée à partir de là, et la première excitation du premier injecteur et la deuxième excitation du deuxième injecteur étant reconstruites à partir de ladite oscillation totale et un étalonnage de quantité nulle étant effectué sur la base de l'excitation respective sous la forme d'un signal de quantité respectif pour l'injecteur respectif indépendamment de l'autre injecteur, moyennant quoi on calcule pour un injecteur respectif une durée de commande minimale respective, l'oscillation totale étant calculée avec une valeur et une phase, l'application de l'addition vectorielle permettant à partir de là de reconstruire la première excitation du premier injecteur et la deuxième excitation du deuxième injecteur, la première injection de test prévue pour le premier injecteur et la deuxième injection de test prévue pour le deuxième injecteur étant effectuées en poussée et approximativement au même moment.
  2. Procédé selon la revendication 1, le premier injecteur et le deuxième injecteur étant perpendiculaires l'un par rapport à l'autre.
  3. Procédé selon la revendication 1, le premier injecteur et le deuxième injecteur étant en opposition de phase.
  4. Procédé selon la revendication 1, le premier injecteur et le deuxième injecteur étant disposés de telle sorte l'un par rapport à l'autre qu'ils forment un angle τ avec τ ≠ n · 90°, n = 0, 1, 2....
  5. Procédé selon l'une quelconque des revendications précédentes, les excitations respectives calculées étant entrées sous la forme de signaux de quantité respectifs pour un injecteur respectif dans un champ d'identification de durée de commande respectif et mémorisées dans celui-ci.
  6. Dispositif d'étalonnage d'un système de dosage de carburant d'un moteur à combustion interne notamment d'un véhicule automobile, avec des moyens de commande pour commander un premier injecteur avec une première injection de test avec une première durée de commande et un deuxième injecteur avec une deuxième injection de test avec une deuxième durée de commande, avec des moyens de détection pour détecter une excitation d'oscillation totale de la chaîne cinématique en résultant sous la forme d'une superposition d'une première excitation du premier injecteur et d'une deuxième excitation du deuxième injecteur et pour calculer une oscillation totale en résultant et avec des moyens de calcul configurés pour reconstruire à partir de l'oscillation totale la première excitation du premier injecteur et la deuxième excitation du deuxième injecteur et pour effectuer un étalonnage de quantité nulle sur la base de l'excitation respective sous la forme d'un signal de quantité respectif pour l'injecteur respectif indépendamment de l'autre injecteur, moyennant quoi on calcule pour un injecteur respectif une durée de commande minimale respective, l'oscillation totale étant calculée avec une valeur et une phase, l'application de l'addition vectorielle permettant à partir de là de reconstruire la première excitation du premier injecteur et la deuxième excitation du deuxième injecteur, la première injection de test prévue pour le premier injecteur et la deuxième injection de test prévue pour le deuxième injecteur étant effectuées en poussée et approximativement au même moment.
  7. Dispositif selon la revendication 6 pour application dans un système d'injection à rampe commune.
EP12709871.3A 2011-04-18 2012-03-16 Procédé et dispositif d'étalonnage d'un système de dosage de carburant d'un véhicule automobile Not-in-force EP2699783B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011007563A DE102011007563A1 (de) 2011-04-18 2011-04-18 Verfahren und Vorrichtung zur Kalibrierung eines Kraftstoffzumesssystems eines Kraftfahrzeugs
PCT/EP2012/054641 WO2012143187A1 (fr) 2011-04-18 2012-03-16 Procédé et dispositif d'étalonnage d'un système de dosage de carburant d'un véhicule automobile

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Publication Number Publication Date
EP2699783A1 EP2699783A1 (fr) 2014-02-26
EP2699783B1 true EP2699783B1 (fr) 2015-06-17

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EP12709871.3A Not-in-force EP2699783B1 (fr) 2011-04-18 2012-03-16 Procédé et dispositif d'étalonnage d'un système de dosage de carburant d'un véhicule automobile

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EP (1) EP2699783B1 (fr)
KR (1) KR101858295B1 (fr)
CN (1) CN103492693B (fr)
DE (1) DE102011007563A1 (fr)
WO (1) WO2012143187A1 (fr)

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Publication number Priority date Publication date Assignee Title
DE102014202121A1 (de) 2014-02-06 2015-08-06 Robert Bosch Gmbh Verfahren zur Bestimmung von Kraftstoffmengen bei einer Direkteinspritzung eines Kraftfahrzeugs
JP5949819B2 (ja) * 2014-03-25 2016-07-13 トヨタ自動車株式会社 内燃機関の燃料噴射制御装置
DE102014208992A1 (de) * 2014-05-13 2015-11-19 Robert Bosch Gmbh Verfahren zur Kalibrierung von Nacheinspritzungen in einem Kraftstoff-Einspritzsystem einer Brennkraftmaschine insbesondere eines Kraftfahrzeugs
DE102014209587B4 (de) 2014-05-20 2016-03-31 Continental Automotive Gmbh Charakterisierung eines Messkanals zum Vermessen eines Rückkopplungssignals, welches von einem sich in Betrieb befindenden Kraftstoff-Injektor generiert wird

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IT1284681B1 (it) * 1996-07-17 1998-05-21 Fiat Ricerche Procedimento di taratura per un sistema di iniezione provvisto di iniettori.
DE19945618B4 (de) 1999-09-23 2017-06-08 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung eines Kraftstoffzumeßsystems einer Brennkraftmaschine
DE10359306A1 (de) * 2003-12-17 2005-07-21 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine
JP2007064191A (ja) * 2005-09-02 2007-03-15 Toyota Motor Corp ディーゼルエンジンの燃料噴射制御装置
DE102007019099B4 (de) * 2007-04-23 2016-12-15 Continental Automotive Gmbh Verfahren und Vorrichtung zur Kalibrierung von Kraftstoffinjektoren
DE102008002482A1 (de) * 2008-06-17 2009-12-24 Robert Bosch Gmbh Verfahren und Vorrichtung zur Kalibrierung eines Kraftstoffzumesssystems einer Brennkraftmaschine insbesondere eines Kraftfahrzeugs
DE102008043165B4 (de) * 2008-10-24 2020-08-06 Robert Bosch Gmbh Verfahren und Vorrichtung zur Kalibrierung der Voreinspritzmenge einer Brennkraftmaschine, insbesondere eines Kraftfahrzeugs

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CN103492693A (zh) 2014-01-01
KR101858295B1 (ko) 2018-05-15
DE102011007563A1 (de) 2012-10-18
WO2012143187A1 (fr) 2012-10-26
KR20140024324A (ko) 2014-02-28
CN103492693B (zh) 2016-06-15
EP2699783A1 (fr) 2014-02-26

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