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WO1996035048A1 - Procede de regulation lambda d'un cylindre individuel d'un moteur a combustion interne multi-cylindre - Google Patents

Procede de regulation lambda d'un cylindre individuel d'un moteur a combustion interne multi-cylindre Download PDF

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Publication number
WO1996035048A1
WO1996035048A1 PCT/DE1996/000760 DE9600760W WO9635048A1 WO 1996035048 A1 WO1996035048 A1 WO 1996035048A1 DE 9600760 W DE9600760 W DE 9600760W WO 9635048 A1 WO9635048 A1 WO 9635048A1
Authority
WO
WIPO (PCT)
Prior art keywords
lam
lambda
cylinder
controller
value
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.)
Ceased
Application number
PCT/DE1996/000760
Other languages
German (de)
English (en)
Inventor
Willibald SCHÜRZ
Florian Tisch
Erwin Achleitner
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.)
Siemens AG
Siemens Corp
Original Assignee
Siemens AG
Siemens Corp
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, Siemens Corp filed Critical Siemens AG
Priority to EP96913453A priority Critical patent/EP0826100B1/fr
Priority to DE59603569T priority patent/DE59603569D1/de
Publication of WO1996035048A1 publication Critical patent/WO1996035048A1/fr
Anticipated expiration legal-status Critical
Ceased 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
    • 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
    • F02D41/1439—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the position of the sensor
    • F02D41/1441—Plural sensors
    • F02D41/1443—Plural sensors with one sensor per cylinder or group of cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1413—Controller structures or design
    • F02D2041/1418—Several control loops, either as alternatives or simultaneous
    • 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
    • F02D41/0082—Controlling each cylinder individually per groups or banks
    • 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
    • F02D41/1456—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 with sensor output signal being linear or quasi-linear with the concentration of oxygen

Definitions

  • the invention relates to a method for cylinder-selective lambda control of a multi-cylinder internal combustion engine according to the preamble of patent claim 1.
  • the lambda control is the most effective exhaust gas purification method for internal combustion engines today.
  • lambda probes So-called jump probes are used as lambda probes, the output signal of which changes abruptly both in the transition from a rich to a lean exhaust gas state and in the transition from a lean to a rich exhaust gas state.
  • Such lambda probes based on zirconium oxide or titanium oxide have response times of approximately 100 ms and therefore only detect the oxygen content in the total exhaust gas, which is composed of the individual exhaust gas packs of the individual cylinders of the internal combustion engine.
  • variable suction systems switching suction pipes
  • variable valve timing makes it difficult to achieve a balanced cylinder charge in all operating points of the internal combustion engine using conventional means.
  • the oxygen sensors for cylinder-specific mixture control are also referred to as linear lambda probes and are constructed, for example, on the basis of strontium titanate (SrTi03) in thin-film technology (VDI reports 939, Düsseldorf 1992, “Comparison of the Response Speed of Vehicle Exhaust Gas Sensors for Fast Lambda Measurement on the Basis” of selected metal oxide thin films ").
  • the present invention is based on the object of specifying a method for the cylinder-selective lambda control of a multi-cylinder internal combustion engine of the type mentioned at the outset, so that at all operating points of the internal combustion engine The deviation of the individual cylinder air numbers from the target value seems to be limited to a minimum.
  • the single-cylinder lambda control consists of two control loops, an outer control loop for regulating the global mean lambda value and an inner control loop in which the air ratio is controlled in a cylinder-selective manner.
  • a linear proportional integral controller (PI controller) is used to regulate the mean air ratio.
  • the controlled system can be simulated with sufficient accuracy by a dead time element and two first-order delay elements.
  • a controller structure can be designed, the parameters of which depend on the dead time of the lambda control loop, the time constants of the delay elements and the speed. Since these system variables can be easily determined by measurements, the effort for the application of the lambda controller can be significantly reduced.
  • the slope of the oxygen probe signal is evaluated after the push-out cycle has elapsed.
  • a positive gradient means that the air ratio in the current exhaust cycle is leaner than the air ratio in the previous cycle, a negative gradient in the current exhaust cycle indicates a richer exhaust gas packet. Since this represents qualitative information about the state of the air ratio of the single-cylinder exhaust gas, the single-cylinder lambda controller can be implemented as a two-point controller.
  • a PI controller is also used as the controller for the single-cylinder air figures, in which the proportional and integral components are set as a function of the load and the speed.
  • the air ratio amplitude in the total exhaust gas is significantly reduced in comparison to that of a conventional two-point lambda regulator and the conversion rate for CO and NO x of an aged catalyst is significantly increased.
  • the detection and evaluation of the individual-cylinder air numbers enables the detection of defects in the injection valves, which are associated with a change in the dynamic properties of the flow rate, as a result of which the on-board diagnosis (OBD II) is supported.
  • FIG. 1 shows a block diagram of a device for cylinder-selective lambda control of an internal combustion engine
  • FIG. 2 shows the relationship between probe voltage and air ratio of a linear lambda probe
  • FIG. 3 shows the position of the sampling points for the probe voltage in relation to the push-out cycles of the individual cylinders
  • FIG. 4 shows a graphical representation of a hysteresis for determining air gradient
  • FIG. 5 shows a flow chart for determining state variables which indicate whether the exhaust gas of a cylinder is too rich or too lean.
  • reference number 10 denotes an internal combustion engine BKM, shown only schematically, with 6 cylinders, 3 cylinders in each case being combined to form a cylinder bank.
  • the cylinders 1, 2, 3 are assigned to a first cylinder bank ZB1, the exhaust gas of which opens into a common exhaust line AST1.
  • the cylinders 4,5,6 are a second cylinder Linderbank ZB2 assigned to which an exhaust line AST2 is common.
  • a linear lambda sensor LSI is provided in the exhaust line AST1 of the internal combustion engine 10, and a linear lambda sensor LS2 is provided in the exhaust line AST2. Positioning the two lambda probes LSI, LS2 near the internal combustion engine 10 favors the detectability of individual cylinder air number deviations, since the distance between the installation location of the lambda probes LSI, LS2 and the
  • Internal combustion engine 10 increases the degree of mixing of the individual exhaust gas packets and thereby makes cylinder-selective detection difficult.
  • the signals of the two lambda probes LSI, LS2 are fed to a circuit block 11 which controls the signal detection and linearization of these signals.
  • a cylinder identification signal ZID and a time signal, namely the waiting time TEZ are present on circuit block 11 as further input variables.
  • the value for the waiting time TEZ is read out from a characteristic map KF depending on a variable that represents the engine load, for example the air mass LM and the rotational speed N.
  • FIG. 2 shows the dependence of the probe voltage of a linear lambda probe on the air ratio ⁇ .
  • the characteristic curve shows a saturation behavior in the rich and lean air ratio range.
  • the probe voltage is converted into an actual lambda value LAM_IST using a stored characteristic curve or a one-dimensional characteristic map.
  • a separate characteristic diagram can be provided for each of the two lambda probes, with the aid of which the values of the sensor voltages are converted into air ratio values.
  • the top dead center ignition (ZOT) of the individual cylinders is used as a reference for the timing of the samples.
  • reference marks e.g. Teeth evaluated on a sensor wheel assigned to the crankshaft or camshaft (e.g. tooth 15: ZOT cylinder 5, tooth 35: ZOT cylinder 3, tooth 55: ZOT cylinder 6, tooth 75: ZOT cylinder 2, tooth 95: ZOT cylinder 4, Tooth 115: ZOT Zylin ⁇ der 1).
  • FIG. 3 shows in the first two lines the position of the sampling points AP for the sensor signals of the two cylinder banks ZB1, ZB2 in relation to the push-out cycles AT of the individual cylinders.
  • the push-out strokes AT of the cylinders 4, 5 and 6 of the cylinder bank ZB 2 are shown
  • the push-out strokes AT of the cylinders 1, 2 and 3 of the cylinder bank ZB 1 are shown.
  • a cylinder identification signal ZID is shown in the last line of FIG. 3, on which the respective top dead center ignition (ZOT) of cylinders 1 to 6 are marked.
  • the value of the probe signal which contains the information about the air ratio of a cylinder, is only recorded after a certain waiting time TEZ has elapsed after the exhaust valve has closed (the exhaust stroke has ended).
  • This waiting time TEZ depends on the load and the speed of the internal combustion engine.
  • the waiting time TEZ is stored in a map which is spanned over the air mass LM and the speed N.
  • the time interval between the signal acquisition is therefore predefined in relation to a trigger mark (tooth number) fixed to the crankshaft, depending on the load and the speed.
  • a lambda voltage value per cylinder bank is determined for each segment.
  • a proportional integral controller (PI controller) with the proportional component LAM_P and the integration component LAM_I serves as the global lambda controller for controlling the total exhaust gas
  • circuit block 14 in FIG. 1 Depending on the lambda mean value LAMMW_IST and the target value LAM_SOLL, these controller components are calculated.
  • the setpoint LAM_SOLL is stored in a map as a function of the load, for example the air mass LM and the speed N of the internal combustion engine.
  • n number of the measured value
  • LAM_SUM_i (n) LAM_SUM_i (n-1) - LAM_IST_i (n-6) + LAM_IST_i (n)
  • LAMMW_i (n) LAM_SUM_i (n) / 6
  • the input variable for the global lambda controller is the control deviation LAM_DIF_i (n), which is defined as the difference between the setpoint value LAM_SOLL (n) taken from the map mentioned above and the average lambda value LAMMW_IST (n):
  • LAM_DIF_i (n) LAM_SOLL (n) - LAMMW_IST_i (n)
  • La bda controller components LAM_P_i and LAM_I_i of the global lambda controller are calculated as follows:
  • LAM_P_i (n) LAM_KPI_FAK (n) * P_FAK_LAM_GR * (T_LS + TN) * LAM_DIF_i (n)
  • LAM_I_i (n) LAM_I_i (n-l) + LAM_KPI_FAK (n) * I_FAK_LAM_GR * 2
  • LAM_KPI_FAK control gain factor (e.g..0-2)
  • P_FAK_LAM_GR applicable constant (e.g..0-2)
  • I_FAK_LAM_GR applicable constant (e.g..0-2)
  • T_LS applicable time constant (e.g..0- 0.043) [sec]
  • TN segment duration [sec]
  • the control gain factor LAM_KPI_FAK is selected as a function of a dead time LAM_TOTZ_GR in the lambda control loop, which is composed of the duration of the fuel storage, the duration of the intake, compression, work and push-out cycle as well as the gas running time for the respective lambda probe.
  • This dead time LAM_TOTZ_GR is taken from a map depending on the load and speed.
  • the influence of the global lambda controller results from the sum of the controller components LAM_P_i and LAM_I_i:
  • LAM_GR_i (n) LAM_P_i (n) + LAM_I_i (n)
  • This controller output of the global lambda controller is preferably limited to ⁇ 25% of the basic injection time, i.e. -0.25 ⁇ LAM_GR_i ⁇ 0.25.
  • the integral component can also be limited to ⁇ 25% of the basic injection time, i.e. -0.25 ⁇ LAM_I_i ⁇ 0.25.
  • a gradient method is used to identify the individual cylinder air numbers.
  • a qualitative assessment of the individual cylinder air numbers is carried out from the gradient behavior of the lambda probe signal after the push-out cycle has elapsed, i.e. it is determined whether the exhaust gas of the current cycle is richer or leaner than that exhaust gas of the previous cycle.
  • circuit block 13 (FIG. 1) in the following way:
  • the air ratio gradients are calculated segment-synchronously cylinder-selectively from the actual lambda values LAM_IST_i, only every second measured value per cylinder bank being taken into account for the gradient calculation.
  • LAM_GRD_ZYL_X LAM_IST_i (n) - LAM_IST_i (n-2) (1)
  • a hysteresis LAM_ZST_HYS the width of which can be applied, is introduced to suppress interference, which can lead to incorrect detections, particularly in the case of small air gradient.
  • step S5 If the query in step S1 yields a negative result, it is checked in step S5 whether the value of the air ratio gradient LAM_GRD_ZYL_x is less than the hysteresis value.
  • LAM_ZST_i are used to control the individual cylinder air numbers. They serve as input variables for a single-cylinder lambda controller (circuit block 15 in FIG. 1) which is designed as a proportional-integral controller (PI controller).
  • PI controller proportional-integral controller
  • circuit blocks 11-15 in FIG. 1 are preferably integrated in an electronic control device 16 known per se, as is used in modern motor vehicles for controlling and regulating a wide variety of operating parameters such as injection time calculation, ignition control, diagnosis, etc. in any case. Also those mentioned in the description Characteristic maps are stored in memories of the control device 16.
  • LAM_P_EZ_x (n) -LAM_P_EZ (n)
  • LAM_I_EZ_x (n) LAM__I_EZ_x (n-1) - LAM_I_EZ (n)
  • LAM_ZST_i 1 (exhaust gas from a cylinder is too lean)
  • LAM_P_EZ_x (n) LAM_P_EZ (n)
  • LAM_I_EZ_x (n) LAM_I_EZ_x (n-l) + LAM_I_EZ (n)
  • LAM_I_SUM_EZ_i (n + l) LAM_I_SUM_EZ_I (n) - LAM_I_EZ_i (n-2)
  • LAM_I_EZ_x (n) is entered in a memory LAM_I_EZ_i.
  • LAMMW_I_EZ_i (n + l) LAM_I_SUM_EZ_i (n + 1) / 3
  • LAM_P_EZ and LAM_I_EZ are each stored in a map, which are spanned over the load size LM and the speed N of the internal combustion engine.
  • the integration component LAM_I_EZ_x of the single-cylinder lambda controller is limited, for example, to ⁇ 10% of the basic injection time TI_B, i.e. -0.1 ⁇ LAM_I_EZ_x ⁇ 0.1.
  • TI_x TI_B * (1 + TI_LAM_x) with
  • the invention was explained on the basis of an exemplary embodiment in which the internal combustion engine has 6 cylinders and in each case 3 cylinders are combined to form a group (cylinder bank ZB1, ZB2). Each group or cylinder bank is assigned an exhaust line containing a linear lambda probe.
  • the number of exhaust gas lines and thus the number of linear lambda probes are then determined in accordance with the number of groups.

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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)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

Selon l'invention, deux circuits régulateurs sont prévus pour assurer la régulation lambda d'un cylindre individuel. Une boucle de régulation extérieure sert à réguler le coefficient d'air de l'ensemble des gaz d'échappement, à l'aide d'un régulateur intégral proportionnel. Le coefficient d'air est régulé de manière sélective par cylindre, dans une boucle de régulation intérieure. Afin d'identifier les coefficients d'air des cylindres individuels, on utilise un procédé à gradient d'indice qui permet de faire une estimation qualitative des variations entre les coefficients d'air des cylindres individuels à partir du comportement de la pente du signal fourni par le détecteur d'oxygène. Afin d'éliminer les différences de coefficient d'air entre les cylindres individuels, on utilise un régulateur intégral proportionnel en 2 points.
PCT/DE1996/000760 1995-05-03 1996-05-02 Procede de regulation lambda d'un cylindre individuel d'un moteur a combustion interne multi-cylindre Ceased WO1996035048A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP96913453A EP0826100B1 (fr) 1995-05-03 1996-05-02 Procede de regulation lambda d'un cylindre individuel d'un moteur a combustion interne multi-cylindre
DE59603569T DE59603569D1 (de) 1995-05-03 1996-05-02 Verfahren zur zylinderselektiven lambda-regelung einer mehrzylinder-brennkraftmaschine

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19516209 1995-05-03
DE19516209.9 1995-05-03

Publications (1)

Publication Number Publication Date
WO1996035048A1 true WO1996035048A1 (fr) 1996-11-07

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PCT/DE1996/000760 Ceased WO1996035048A1 (fr) 1995-05-03 1996-05-02 Procede de regulation lambda d'un cylindre individuel d'un moteur a combustion interne multi-cylindre

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EP (1) EP0826100B1 (fr)
DE (1) DE59603569D1 (fr)
WO (1) WO1996035048A1 (fr)

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10338775A1 (de) * 2003-08-23 2005-03-17 Adam Opel Ag Diagnoseeinrichtung für einen Verbrennungsmotor
DE102004026176B3 (de) * 2004-05-28 2005-08-25 Siemens Ag Verfahren zum Erfassen eines zylinderindividuellen Luft/Kraftstoff-Verhältnisses bei einer Brennkraftmaschine
DE102005009101B3 (de) * 2005-02-28 2006-03-09 Siemens Ag Verfahren und Vorrichtung zum Ermitteln eines Korrekturwertes zum Beeinflussen eines Luft/Kraftstoff-Verhältnisses
DE102006020349A1 (de) * 2006-04-28 2007-10-31 Mahle International Gmbh Kolbenmotor und zugehöriges Betriebsverfahren
DE102006026390A1 (de) * 2006-06-07 2007-12-13 Bayerische Motoren Werke Ag Elektronische Steuereinrichtung zur Steuerung der Brennkraftmaschine in einem Kraftfahrzeug
WO2008009499A1 (fr) * 2006-07-21 2008-01-24 Continental Automotive Gmbh Procédé et dispositif de diagnostic de répartition inégale sélective par cylindre d'un mélange air-carburant alimentant les cylindres d'un moteur à combustion interne
DE102006044073A1 (de) * 2006-09-20 2008-03-27 Bayerische Motoren Werke Ag Verwendung einer elektronischen Steuereinrichtung zur Steuerung der Brennkraftmaschine in einem Kraftfahrzeug
WO2010057738A1 (fr) * 2008-11-19 2010-05-27 Continental Automotive Gmbh Dispositif de fonctionnement d'une machine à combustion interne
DE10057013B4 (de) * 1999-11-18 2011-02-24 DENSO CORPORATION, Kariya-shi Luft/Kraftstoff-Verhältnissteuersystem für einen Verbrennungsmotor
WO2012152662A1 (fr) * 2011-05-11 2012-11-15 Jaguar Cars Ltd. Diagnostic de moteur avec délai d'échantillonnage des gaz d'échappement
DE102011084630A1 (de) 2011-10-17 2013-04-18 Robert Bosch Gmbh Verfahren zum Betrieb einer Brennkraftmaschine und Recheneinheit
DE102011084635A1 (de) 2011-10-17 2013-04-18 Robert Bosch Gmbh Verfahren zum Betrieb einer Brennkraftmaschine und Recheneinheit

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EP0236207A1 (fr) * 1986-02-25 1987-09-09 Regie Nationale Des Usines Renault Procédé et système d'injection électronique à régulation par sonde lambda pour moteur à combustion interne
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Cited By (26)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10057013B4 (de) * 1999-11-18 2011-02-24 DENSO CORPORATION, Kariya-shi Luft/Kraftstoff-Verhältnissteuersystem für einen Verbrennungsmotor
DE10338775B4 (de) * 2003-08-23 2010-12-30 GM Global Technology Operations, Inc., Detroit Diagnoseeinrichtung für einen Verbrennungsmotor
DE10338775A1 (de) * 2003-08-23 2005-03-17 Adam Opel Ag Diagnoseeinrichtung für einen Verbrennungsmotor
US7562653B2 (en) 2004-05-28 2009-07-21 Siemens Aktiengesellschaft Method for detecting a cylinder-specific air/fuel ratio in an internal combustion engine
DE102004026176B3 (de) * 2004-05-28 2005-08-25 Siemens Ag Verfahren zum Erfassen eines zylinderindividuellen Luft/Kraftstoff-Verhältnisses bei einer Brennkraftmaschine
DE102005009101B3 (de) * 2005-02-28 2006-03-09 Siemens Ag Verfahren und Vorrichtung zum Ermitteln eines Korrekturwertes zum Beeinflussen eines Luft/Kraftstoff-Verhältnisses
US7676317B2 (en) 2005-02-28 2010-03-09 Continental Automotive Gmbh Method and device for determining a corrective value used for influencing an air/fuel ratio
DE102006020349A1 (de) * 2006-04-28 2007-10-31 Mahle International Gmbh Kolbenmotor und zugehöriges Betriebsverfahren
US7387116B2 (en) 2006-04-28 2008-06-17 Mahle International Gmbh Piston engine and respective operating method
DE102006026390B4 (de) * 2006-06-07 2017-04-27 Bayerische Motoren Werke Aktiengesellschaft Elektronische Steuereinrichtung zur Steuerung der Brennkraftmaschine in einem Kraftfahrzeug
US7703437B2 (en) 2006-06-07 2010-04-27 Bayerische Motoren Werke Aktiengesellschaft Electronic control device for controlling the internal combustion engine in a motor vehicle
DE102006026390A1 (de) * 2006-06-07 2007-12-13 Bayerische Motoren Werke Ag Elektronische Steuereinrichtung zur Steuerung der Brennkraftmaschine in einem Kraftfahrzeug
US8103430B2 (en) 2006-07-21 2012-01-24 Continental Automotive Gmbh Method and device for the diagnosis of the cylinder-selective uneven distribution of a fuel-air mixture fed to the cylinders of an internal combustion engine
WO2008009499A1 (fr) * 2006-07-21 2008-01-24 Continental Automotive Gmbh Procédé et dispositif de diagnostic de répartition inégale sélective par cylindre d'un mélange air-carburant alimentant les cylindres d'un moteur à combustion interne
US7836870B2 (en) 2006-09-20 2010-11-23 Bayerische Motoren Werke Aktiengesellschaft Method for controlling an internal combustion engine of a motor vehicle
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WO2010057738A1 (fr) * 2008-11-19 2010-05-27 Continental Automotive Gmbh Dispositif de fonctionnement d'une machine à combustion interne
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DE102011084635A1 (de) 2011-10-17 2013-04-18 Robert Bosch Gmbh Verfahren zum Betrieb einer Brennkraftmaschine und Recheneinheit
WO2013056945A1 (fr) 2011-10-17 2013-04-25 Robert Bosch Gmbh Procede et dispositif pour faire fonctionner un moteur a combustion interne
WO2013056944A1 (fr) 2011-10-17 2013-04-25 Robert Bosch Gmbh Procédé de commande d'un moteur à combustion interne
DE102011084630B4 (de) 2011-10-17 2023-12-14 Robert Bosch Gmbh Verfahren zum Betrieb einer Brennkraftmaschine und Recheneinheit
DE102011084635B4 (de) * 2011-10-17 2025-06-12 Robert Bosch Gmbh Verfahren zum Betrieb einer Brennkraftmaschine und Recheneinheit

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