EP2705237A1 - Procédé de commande et de régulation d'un moteur à combustion interne - Google Patents

Procédé de commande et de régulation d'un moteur à combustion interne

Info

Publication number
EP2705237A1
EP2705237A1 EP12719266.4A EP12719266A EP2705237A1 EP 2705237 A1 EP2705237 A1 EP 2705237A1 EP 12719266 A EP12719266 A EP 12719266A EP 2705237 A1 EP2705237 A1 EP 2705237A1
Authority
EP
European Patent Office
Prior art keywords
time
pressure
relief valve
rail
pressure relief
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP12719266.4A
Other languages
German (de)
English (en)
Other versions
EP2705237B1 (fr
Inventor
Armin DÖLKER
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.)
Rolls Royce Solutions GmbH
Original Assignee
MTU Friedrichshafen 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 MTU Friedrichshafen GmbH filed Critical MTU Friedrichshafen GmbH
Publication of EP2705237A1 publication Critical patent/EP2705237A1/fr
Application granted granted Critical
Publication of EP2705237B1 publication Critical patent/EP2705237B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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
    • F02D41/22—Safety or indicating devices for abnormal 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
    • F02D41/22—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
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M41/00—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor
    • F02M41/16—Fuel-injection apparatus with two or more injectors fed from a common pressure-source sequentially by means of a distributor characterised by the distributor being fed from a constant pressure source, e.g. accumulator or constant pressure positive displacement pumps
    • 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
    • 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
    • F02D41/3809—Common rail control systems
    • F02D41/3836—Controlling the fuel pressure
    • F02D41/3863—Controlling the fuel pressure by controlling the flow out of the common rail, e.g. using pressure relief valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • 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
    • F02D2041/224—Diagnosis of the fuel system
    • 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
    • F02D2041/227—Limping Home, i.e. taking specific engine control measures at abnormal 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
    • F02D41/22—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
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/31—Control of the fuel pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/0012—Valves
    • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
    • F02M63/005—Pressure relief valves

Definitions

  • the invention relates to a method for controlling and regulating a
  • Pressure relief valve for the discharge of fuel from a rail in the fuel tank, in which the pressure relief valve is monitored.
  • Pressure relief valve monitored for open. An open one
  • Pressure relief valve is detected after a load shedding because the rail pressure exceeds a limit, subsequently a stationary state of the
  • Characteristics of the rail pressure control loop are the I component of the rail pressure regulator and, for example, a PWM signal for controlling the suction throttle.
  • DE 10 2006 040 441 B3 also describes a method for monitoring a passive pressure limiting valve after a load shedding.
  • a first step it is checked whether the rail pressure, starting from a stationary rail pressure, for example 1800 bar, has exceeded a first, higher limit value, for example 1850 bar.
  • a second step it is then checked whether the rail pressure, despite a temporary increase of the drive signal for the suction throttle, a second, even higher limit, for example, 1920 bar, exceeds. If both limits have been exceeded, the pressure limiting valve is set as open. Due to the dispersion of
  • Pressure relief valves may occur in practice, however, that the
  • Pressure relief valve is recognized by the evaluation program as open, but in fact this is still closed. The consequence is an operator error alarm and an erroneous follow-up action.
  • it is checked whether the rail pressure has exceeded the second limit value and then falls below a further limit value with a lower pressure level than the second limit value. When falling below the further limit value, the rail pressure control deviation is then monitored for a predefinable period. If this is permanently greater during the period than, for example, 20 bar, the pressure relief valve is set open as time passes. It is critical that a pressure relief valve that has been opened can be prone to leaking and cause unwanted leakage during normal operation. The leakage corresponds to that fuel volume flow, which over the
  • Pressure relief valve undesirable flows into the fuel tank.
  • the leakage in turn causes a decreasing overall efficiency, as the
  • High pressure pump must pump more fuel into the rail, so that the target rail pressure is reached. In the advanced stage then the high-pressure pump can no longer maintain the actual rail pressure, that is, the engine power drops and the
  • the invention is based on the object, in a generic common Railsystem an actually open pressure relief valve to recognize beyond doubt and set a course of action.
  • the pressure limiting valve is set as open when, within a first critical time, starting from a stationary rail pressure, the rail pressure exceeds a first limit value and then falls below a second limit value.
  • the first limit is characterized by a higher pressure level than the stationary rail pressure and the second limit is characterized by a lower pressure level than the first limit.
  • the opening duration of the pressure relief valve is then monitored by setting an open
  • Pressure limiting valve a first time limit, for example, three hours, and a second time limit, for example, five hours, are set for continued operation. After the expiration of the first time limit, a yellow alarm is initiated to warn the operator and after expiration of the second time limit, a red alarm is issued as a recommendation for the exchange of the Pressure relief valve initiated.
  • the opening duration is stored with detection of the stationary internal combustion engine. After a restart of the internal combustion engine then the stored opening period is counted further, if in normal operation, the pressure relief valve is set again as open and its opening period is monitored.
  • Opening process is recorded and the time is measured by exceeding the first and falling below the second limit. Since a pressure drop, due to a control process, z. B. in a load shedding, takes much longer, still a sufficient time reserve can be considered.
  • the simple parameterization is also particularly clear in comparison with a method in which the rail pressure gradient is evaluated. Among other things, the type of gradient calculation plays an important role here, as the maximum negative rail pressure gradient is determined and compared with the
  • a safety plus can be achieved by supplementing the single-stage process with a second stage, which is used as a further criterion in addition to the rail pressure control deviation.
  • the method is that the pressure limiting valve is then set as open, if after a positively recognized first stage in the second stage within a second critical time, a rail pressure control deviation
  • the frequency of opening operations is also recorded in addition.
  • a yellow alarm is initiated at a first number of opening operations and a red alarm is initiated at a second number of opening operations.
  • FIG. 1 shows a system diagram
  • FIG. 2 shows a rail pressure control loop
  • FIG. 3 shows the one-stage method in a time diagram
  • FIG. 4 shows the two-stage method in a time diagram
  • FIG. 5 shows a plurality of opening operations in a time diagram
  • FIG. 6 shows a program flow chart
  • FIG. 7 shows a first subroutine
  • FIG. 9 shows a third subroutine.
  • FIG. 1 shows a system diagram of an electronically controlled
  • the common rail system comprises the following mechanical components: a low-pressure pump 3 for
  • High-pressure pump 5 for conveying the fuel under pressure increase, a rail 6 for storing the fuel and injectors 7 for injecting the fuel into the combustion chambers of the internal combustion engine 1.
  • the common rail system can also be designed with individual memories, in which case, for example, in the injector 7 a
  • Single memory 8 is integrated as an additional buffer volume.
  • a passive pressure relief valve 11 is provided which opens, for example, at a rail pressure of 2400 bar and in the open state, the fuel from the rail 6 in the fuel tank 2 abgrest.
  • the operation of the internal combustion engine 1 is determined by an electronic control unit (ECU) 10.
  • the electronic control unit 10 includes the usual components of a microcomputer system, such as a microprocessor, I / O devices, buffers and memory devices (EEPROM, RAM). In the memory modules relevant for the operation of the internal combustion engine 1 operating data in maps / curves are applied. About this calculates the electronic control unit 10 from the
  • the rail pressure pCR which is measured by means of a rail pressure sensor 9, an engine speed nMOT, a signal FP for power input by the operator, optionally the individual storage pressure pE and an input size ON. Under the input variable ON, the further sensor signals are combined,
  • Output variables of the electronic control unit 10 a signal PWM for driving ng the suction throttle 4, a signal ve for controlling the injectors. 7
  • the output variable OFF is representative of the further control signals for controlling and regulating the internal combustion engine 1, for example for a control signal for activating a second exhaust gas turbocharger in a register charging.
  • FIG. 2 shows a rail pressure control circuit 12 for regulating the rail pressure pCR.
  • the input variables of the rail pressure control circuit 12 are: a target rail pressure pCR (SL), a target consumption Wb, the engine speed nMOT, and a quantity E1.
  • the size E1 for example, the PWM fundamental frequency, the battery voltage and the ohmic resistance of Saugdrosselspule are combined with supply, which in the
  • the output of the rail pressure control circuit 12 is the raw value of the rail pressure pCR.
  • the actual rail pressure pCR (IST) is calculated by means of a filter 13. This is then compared with the desired rail pressure pCR (SL) at a summation point A, resulting in a control deviation ep.
  • a pressure regulator 14 calculates its control variable, which corresponds to a regulator volume flow VR with the physical unit liters / minute.
  • To the regulator volume flow VR is at a Summation point B of the calculated target consumption Wb added.
  • the target consumption Wb is calculated as a function of a desired injection quantity and the engine speed.
  • the result of the addition at summation point B corresponds to an unlimited one
  • Volume flow Vu which is limited by a limit 15 as a function of the engine speed nMOT.
  • the output of the limit 15 corresponds to one
  • the setpoint volume flow V (SL) is assigned a desired electric current i (SL).
  • the desired current i (SL) is an input variable of a function block 17.
  • the function block 17 contains the calculation of the PWM signal.
  • the output of the function block 17 corresponds to the actual volume flow V (IST), which is conveyed by the high-pressure pump in the rail 6.
  • the pressure level pCR in the rail is detected by the rail pressure sensor.
  • the control loop 12 is closed.
  • FIG. 3 shows, in a time diagram, the single-stage method for detecting an opening process of the pressure-limiting valve with monitoring of the pressure-limiting valve
  • Opening time Over time, the following are shown: the rail pressure pCR, a process variable DBV as a state identifier of the pressure relief valve, a process variable D1 for the yellow alarm, a process variable D2 for the red alarm, a process variable engine Mst for a stationary internal combustion engine and a signal RS as
  • the rail pressure pCR corresponds to the stationary rail pressure
  • the second limit value pLi2 must be set so that the rail pressure pCR drops to a lower level than the second limit value pLi2 for all operating points when the pressure relief valve is open.
  • the second limit pLi2 z.
  • the value pLi2 1000 bar.
  • the first critical time tKrl can therefore z.
  • B. be set to the value tKr1 0.5 seconds.
  • the internal combustion engine is then turned off by the operator so that a motor standstill is detected at the time t6.
  • the process variable Mst (motor stopped) changes from the value 0 to the value 1.
  • the pressure relief valve is now closed, the process variable DBV changes from the value 1 to the value 0.
  • Pressure relief valve should now be replaced with a new valve. If this has happened, the reset button is pressed at time t7, whereby the signal RS changes from the value 0 to the value 1. This resets the alarms, i. H. the two process variables D1 (yellow alarm) and D2 (red alarm) change back to the value 0. Monitoring of the pressure relief valve can now start again.
  • the current opening time is stored when the engine standstill is detected. Will after restarting the
  • FIG. 4 shows, in a time diagram, the two-stage method for detecting the opening process of the pressure-limiting valve with monitoring of the pressure-limiting valve
  • Opening time Over time, the following are shown: the rail pressure pCR, the process variable DBV as the state identifier of the pressure relief valve, the process variable D1 for the yellow alarm, the process variable D2 for the red alarm, the process variable engine Mst for a stationary internal combustion engine and the signal RS as
  • the rail pressure pCR must again reach or fall below the second limit value pLi2 within the first critical time tKrl after reaching the first limit value pLi1. If this is the case, the rail pressure control deviation within a second critical time tKr2 during the time dtdp must be continuously greater than or equal to a limit value dpLi. At the same time, the rail pressure must not fall below a third limit value pLi3 and must not exceed a fourth limit value pLi4 and no motor standstill must be detected. If all these conditions are fulfilled, then an open one will become
  • Process variable DBV now assumes the value 1.
  • the further sequence corresponds to the single-stage method of FIG. 3, that is, from the time t5 the first time limit tLM and the second time limit tU2 are set. After the first timeout t1, a yellow alarm is initiated. Accordingly, the value of the
  • Process variable D1 from 0 to 1. This is the case at time t7. At the end of the second time limit tl_i2, a red alarm is initiated. Accordingly, the value of the process variable D2 changes from 0 to 1. This is the case at time t8. At time t9 engine stall is detected, i. H. the signal Mst (motor stopped) changes from the value 0 to the value 1. The pressure limiting valve is now closed again so that the process variable DBV changes from the value 1 to the value 0. To the
  • the Reset RS is activated, causing the alarms to be reset, i. H. the signals D1 and D2 are reset from the value 1 to the value 0.
  • FIG. 5 shows a method in which besides the opening time of the
  • Clarity in FIG. 5 are times (tKrl, tKr2, tLM, tl_i2, etc.).
  • Process variable D1 for the yellow alarm, the process variable D2 for the red alarm, the process variable engine Mst stands for a stationary internal combustion engine and the
  • Limit value pLi2 has subsequently fallen below.
  • the signal DBV changes from the value 0 to the value 1.
  • the number of opening operations are counted and stored in counter Z.
  • variable motor is Mst is set to the value 1 again.
  • the variable DBV is reset to the value 0.
  • the number of opening operations is counted further, ie the counter Z is incremented with each further opening operation. If the pressure relief valve has opened a total of nD1 times, for example 30 times, then a yellow alarm is triggered, ie in this case variable D1 changes from value 0 to value 1 (time t7). If the pressure relief valve has finally opened nD2 times, for example 50 times, an additional red alarm is triggered at time t10.
  • FIG. 6 shows a program flow chart for monitoring the pressure relief valve
  • query result S3 yes
  • the time t1 is compared with a first critical time tKr1 at S7. This time t1 serves to check whether the second limit value pLi2 is reached or undershot within the first critical time tKrl. If the time t1 is greater than the critical time tKrl, query result S7: yes, then the flag and the time t1 are reset to the value 0, S16 and S17. Thereafter, the program flow continues at S20. If the first critical time tKrl is not exceeded by the time t1, query result S7: no, then it is checked at S8 whether the rail pressure pCR reaches or falls below a second limit value pLi2.
  • query result S11 yes
  • the flag 2 is set to the value 1 at S18 and the time t2 is incremented at S19.
  • This time t2 serves to check whether, within a second critical time tKr2, there is a continuous rail pressure control deviation ep which is greater than or equal to the limit value dpLi during a period dtdp.
  • the counter Z which indicates how many times the pressure relief valve has opened, is incremented.
  • the counter reading is queried in a third subroutine UP3.
  • the third subroutine UP3 will be explained in conjunction with FIG. Thereafter, the program flow continues at S20.
  • FIG. 7 shows the first subroutine UP1. About the first
  • FIG. 8 shows the second subroutine UP2.
  • Query result S1 yes, the process is aborted, i. H. In this case, no open pressure relief valve is detected. Subsequently, at S10 the flags are reset, at S1 the flag 2 and at S12 the time t2 is reset to the value 0. Also, the time t3 and the time t4, which indicate how long the rail pressure control deviation without interruption has been greater in magnitude than the limit value dpLi, are reset to the value 0, S13 and S14. Is not one of the o. G. Conditions fulfilled,
  • Interrogation result S1 no, then it is checked at S2 whether the rail pressure control deviation ep is greater than or equal to the limit value dpLi. If this is the case, the time t4 is reset to the value 0 at S3. This time t4 measures how long the rail pressure control deviation ep is continuously negative and greater in magnitude than the limit value dpLi. By contrast, time t3 measures how long the rail pressure control deviation ep is continuously positive and greater than the limit value dpLi. If time t3 reaches limit value dtdp, query result S4: yes, an open pressure relief valve is detected. At S5, the variable DBV (see FIG. 4) is set to the value 1.
  • the flags and flags 2 as well as the time t2 and the time t3 are reset to the value 0.
  • the counter Z is incremented at S6 and then checked for limit violation at S7 in the third subroutine UP3. Thereafter, branching is made to the point A in the main program of FIG. If it is recognized at S4 that the time t3 is smaller than the limit value dtdp is, query result S4: no, the time t3 is incremented at S8 and the time t2 is incremented at S9 and branched to the main program of FIG.
  • query result S2 no, the time t3 is reset to the value 0 at S 5. It is then checked at S16 whether the rail pressure deviation ep is less than or equal to - dpLi. If this is not the case, query result S16: no, the time t4 is reset to the value 0 at S21 and the time t2 at S22
  • query result S16 yes
  • the flags and flags 2 as well as the time t2 and the time t4 are reset to the value 0 and the flag 3 is set to the value 1.
  • the counter Z is then incremented and at S20 in the third subroutine UP3 (FIG. 9) the counter Z is checked for limit violation. After that, in the
  • FIG. 9 shows the third subroutine UP3 via which the counter Z is checked. The counter is incremented whenever an open one
  • query result S1 yes, at S2 the yellow alarm is initiated to warn the operator. Subsequently, at S3 it is checked whether the counter Z is greater than or equal to a predeterminable number nROT, for
  • Example 50 is. If this is not the case, then the subroutine is ended. Is the
  • ECU electronice control unit

Landscapes

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

Abstract

L'invention porte sur un procédé de commande et de régulation d'un moteur à combustion interne (1) équipé d'un système à rampe commune, ainsi que d'une soupape passive de limitation de la pression (11) servant à décharger du carburant d'une rampe (6) dans le réservoir de carburant (2), procédé suivant lequel, dans une première phase, la soupape de limitation de pression (11) est mise en état d'ouverture lorsque, dans les limites d'un premier temps critique, en partant d'une pression stationnaire de la rampe, la pression de la rampe excède une première valeur limite, puis devient inférieure à une deuxième valeur limite, la première valeur limite identifiant un niveau de pression plus élevé que la pression de rampe stationnaire, et la deuxième valeur limite identifiant un niveau de pression inférieur à la première valeur limite, et procédé suivant lequel la durée d'ouverture de la soupape de limitation de pression ouverte (11) est surveillée.
EP12719266.4A 2011-05-02 2012-04-27 Procédé de commande et de régulation d'un moteur à combustion interne Active EP2705237B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011100187A DE102011100187B3 (de) 2011-05-02 2011-05-02 Verfahren zur Steuerung und Regelung einer Brennkraftmaschine
PCT/EP2012/001815 WO2012150020A1 (fr) 2011-05-02 2012-04-27 Procédé de commande et de régulation d'un moteur à combustion interne

Publications (2)

Publication Number Publication Date
EP2705237A1 true EP2705237A1 (fr) 2014-03-12
EP2705237B1 EP2705237B1 (fr) 2018-06-27

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP12719266.4A Active EP2705237B1 (fr) 2011-05-02 2012-04-27 Procédé de commande et de régulation d'un moteur à combustion interne

Country Status (6)

Country Link
US (1) US9347409B2 (fr)
EP (1) EP2705237B1 (fr)
KR (1) KR101791541B1 (fr)
CN (1) CN103635677B (fr)
DE (1) DE102011100187B3 (fr)
WO (1) WO2012150020A1 (fr)

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US9347409B2 (en) 2016-05-24
EP2705237B1 (fr) 2018-06-27
CN103635677A (zh) 2014-03-12
KR101791541B1 (ko) 2017-11-20
CN103635677B (zh) 2017-08-29
WO2012150020A1 (fr) 2012-11-08
DE102011100187B3 (de) 2012-11-08
US20140123950A1 (en) 2014-05-08
KR20140033380A (ko) 2014-03-18

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