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WO2004055351A1 - Procede d'exploitation d'un moteur a combustion interne, et moteur a combustion interne et appareil de commande appropries - Google Patents

Procede d'exploitation d'un moteur a combustion interne, et moteur a combustion interne et appareil de commande appropries Download PDF

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Publication number
WO2004055351A1
WO2004055351A1 PCT/DE2003/004041 DE0304041W WO2004055351A1 WO 2004055351 A1 WO2004055351 A1 WO 2004055351A1 DE 0304041 W DE0304041 W DE 0304041W WO 2004055351 A1 WO2004055351 A1 WO 2004055351A1
Authority
WO
WIPO (PCT)
Prior art keywords
operating mode
sch
hom
air filling
internal combustion
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/DE2003/004041
Other languages
German (de)
English (en)
Inventor
Jens Wagner
Andreas Kufferath
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch 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 Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of WO2004055351A1 publication Critical patent/WO2004055351A1/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
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/15—Digital data processing
    • F02P5/1502—Digital data processing using one central computing unit
    • F02P5/1504—Digital data processing using one central computing unit with particular means during a transient phase, e.g. acceleration, deceleration, gear change
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
    • F02D37/02—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
    • 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
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3023—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode
    • F02D41/3029—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode further comprising a homogeneous charge spark-ignited mode
    • 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
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3064—Controlling fuel injection according to or using specific or several modes of combustion with special control during transition between modes
    • F02D41/307—Controlling fuel injection according to or using specific or several modes of combustion with special control during transition between modes to avoid torque shocks
    • 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
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • 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
    • F02D2250/18—Control of the engine output torque
    • F02D2250/21—Control of the engine output torque during a transition between engine operation modes or states
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the invention relates to a method for operating an internal combustion engine, in which fuel is injected in a first operating mode and in at least one further operating mode into a combustion chamber of a cylinder of the internal combustion engine, the injection optionally taking the form of a single injection or a split injection, in which one Fuel quantity to be injected is divided into two partial quantities and injected into the combustion chamber at different times, and in which a switch is made between the operating modes.
  • the invention also relates to an internal combustion engine in which fuel can be injected into a combustion chamber of a cylinder of the internal combustion engine in a first operating mode and in at least one further operating mode, the injection being able to take place either in the form of a single injection or a split injection in which an amount of fuel to be injected divided into two subsets and different ones Times are injected into the combustion chamber, and at which it is possible to switch between the operating modes.
  • the present invention relates to a control device for such an internal combustion engine and a computer program for the control device.
  • the above-mentioned operating method is especially known from internal combustion engines with gasoline direct injection.
  • a so-called shift operation and a homogeneous operation, the shift operation preferably being chosen for low to medium loads and the homogeneous operation preferably for larger loads.
  • a division of the amount of fuel to be injected in combination with late ignition angles is also known and is used in the known operating methods to quickly heat up a catalytic converter to a predetermined operating temperature, in particular after a cold start of the internal combustion engine, by generating particularly hot exhaust gases.
  • Compression phase of the internal combustion engine is injected into the combustion chamber in such a way that at the time of ignition there is a cloud of fuel in the immediate vicinity of a spark plug and forms a so-called stratified charge.
  • the fuel is injected homogeneously during the intake phase of the internal combustion engine, so that swirling and thus homogeneous distribution of the fuel in the combustion chamber can take place easily before the ignition of the air / fuel mixture.
  • the homogeneous operation corresponds approximately to the operating mode of internal combustion engines, in which conventionally fuel is injected into an intake manifold. If necessary, homogeneous operation can also be used for smaller loads.
  • a throttle valve in the intake pipe leading to the combustion chamber is opened wide and the combustion is essentially only controlled and / or regulated by the fuel mass to be injected.
  • the throttle valve is opened or closed depending on the requested torque and the fuel mass to be injected is controlled and / or regulated depending on the air mass drawn in.
  • the fuel mass to be injected is additionally controlled and / or regulated as a function of a plurality of further input variables to an optimum value with regard to fuel savings, exhaust gas reduction and the like.
  • the control and / or regulation is different in the two operating modes.
  • Switching between shift operation and homogeneous operation or vice versa requires, among other things. an adaptation of the air filling of the combustion chamber from the respective output operating mode to the target operating mode.
  • transition states with increased emissions and torque fluctuations can occur which must be avoided for safe and environmentally friendly operation of the internal combustion engine.
  • the problems mentioned above arise in the transition from homogeneous operation to shift operation, in which one
  • Air filling in the combustion chamber are increased, and at the same time an ignition timing is shifted late in order to keep the torque delivered by the internal combustion engine constant must become. Similarly, when switching from stratified operation to homogeneous operation, a large engine torque caused by the large air filling must be compensated for by retarding the ignition angle.
  • the object of the invention is to provide a method for operating an internal combustion engine, an internal combustion engine and a control device and a computer program therefor, in which the transitions between the operating modes also have low emissions and a controllable torque.
  • This object is achieved according to the invention in a method of the type mentioned at the outset by switching from the first operating mode to the second operating mode and / or switching from the second operating mode to the first operating mode via an intermediate operating mode with split injection.
  • the first mode of operation is the homogeneous mode and the second
  • the intermediate operating mode is also referred to as homogeneous mode with split injection.
  • the operating method according to the invention does not pose the problem of increased emissions or an uncontrolled torque development. Rather, a safe and low-emission switchover between the operating modes of the internal combustion engine is possible.
  • An advantageous embodiment of the method according to the invention provides that before switching from In the first operating mode for the intermediate operating mode, the air filling is raised from an air filling assigned to the first operating mode to an air filling required for the intermediate operating mode, so that a split injection is possible at all.
  • an ignition timing is shifted from an ignition timing assigned to the first operating mode to a later ignition timing required for the intermediate operating mode.
  • the adjustment of the ignition timing at later times is preferably coordinated with the increase in the air filling so that the
  • another advantageous method variant also provides that in the intermediate operating mode the air filling is raised to an air filling that is minimally required for the second operating mode. Accordingly, the ignition timing is further retarded in order to keep the torque constant.
  • a further variant of the invention proposes to control the air filling in the second operating mode to an optimal air filling for the second operating mode.
  • This optimal air charge is usually greater than the minimum air charge required for the second operating mode.
  • Another very advantageous embodiment of the operating method according to the invention is characterized in that before switching from the second operating mode to the intermediate operating mode, the air filling is lowered from an air filling assigned to the second operating mode to an air filling required for the intermediate operating mode.
  • the ignition timing when switching from the single injection to the split injection must be adjusted.
  • Operating mode is provided when switching from the second operating mode to the first operating mode, during the intermediate operating mode with split injection the air filling is reduced to a maximum air filling for the first operating mode.
  • the ignition timing is adjusted early in accordance with the lowering of the air filling.
  • the switchover from the intermediate operating mode to the first operating mode is carried out as soon as the air filling has reached a maximum air filling for the first operating mode.
  • FIG. 1 shows a schematic block diagram of an exemplary embodiment of an internal combustion engine according to the invention
  • FIG. 2 shows a flow chart of a first variant of the operating method according to the invention
  • FIG. 3a schematically shows a time course of the air filling rl in a combustion chamber of the internal combustion engine in the method according to FIG. 2,
  • FIG. 3b schematically shows a time course of an ignition angle of the internal combustion engine
  • FIG. 4 shows a state diagram with the operating states of the internal combustion engine.
  • FIG. 1 shows an internal combustion engine 1 of a motor vehicle in which a piston 2 can be moved back and forth in a cylinder 3.
  • the cylinder 3 is provided with a combustion chamber 4 which is delimited inter alia by the piston 2, an inlet valve 5 and an outlet valve 6.
  • An intake pipe 7 is coupled to the inlet valve 5 and an exhaust pipe 8 is coupled to the exhaust valve ⁇ .
  • an injection valve 9 and a spark plug 10 protrude into the combustion chamber 4.
  • Fuel can be injected into the combustion chamber 4 via the injection valve 9.
  • the fuel in the combustion chamber 4 can be ignited with the spark plug 10.
  • a rotatable throttle valve 11 is accommodated, via which air can be supplied to the intake pipe 7.
  • the amount of air supplied is dependent on the angular position of the throttle valve 11 and the speed of the internal combustion engine 1.
  • a catalytic converter 12 is accommodated in the exhaust pipe 8 and serves to clean the exhaust gases resulting from the combustion of the fuel. Between the outlet valve 6 and the catalytic converter 12 there is also a lambda probe (not shown) in the exhaust pipe 8, from whose measurement signal a ratio of air mass and fuel mass in the exhaust pipe 8, also referred to as air ratio La bda, can be inferred.
  • the injection valve 9 is connected to a fuel accumulator 13 via a pressure line.
  • the injection valves of the other cylinders of the internal combustion engine 1 are also connected to the fuel accumulator 13.
  • the fuel accumulator 13 is supplied with fuel via a supply line. This is a Provided fuel pump which is suitable for building up the desired pressure in the fuel accumulator 13.
  • This pressure is the pressure that is exerted on the fuel and with which the fuel is therefore injected into the combustion chamber 4 of the internal combustion engine 1 via the injection valve 9.
  • fuel is delivered to the fuel accumulator 13.
  • This fuel is injected into the associated combustion chambers 4 via the injection valves 9 of the individual cylinders 3.
  • the amount of fuel injected essentially depends on the injection time and the fuel pressure in the fuel accumulator 13.
  • burns are generated in the combustion chambers 4, by means of which the pistons 2 are made to move back and forth. These movements are transmitted to a crankshaft (not shown) and exert a torque on it.
  • a control unit 15 is acted upon by input signals 16, which represent operating variables of internal combustion engine 1 measured by sensors.
  • input signals 16 represent operating variables of internal combustion engine 1 measured by sensors.
  • the control unit 15 is connected to an accelerator pedal sensor which generates a signal which indicates the position of an accelerator pedal which can be actuated by a driver and thus the requested torque.
  • the control unit 15 generates output signals 17 with which the actuators or actuators Behavior of the internal combustion engine 1 can be influenced.
  • the control unit 15 is connected to the injection valve 9, the spark plug 10 and a pressure control element (not shown), which controls the fuel pressure in the fuel accumulator 13, and the like, and generates the signals required to control it.
  • the pressure actuator can be designed as a fuel pump or also as a metering unit, which controls, for example, a suction-side fuel flow into a fuel pump by means of a solenoid valve.
  • control unit 15 is provided to control and / or regulate the operating variables of the internal combustion engine 1.
  • the fuel mass injected into the combustion chamber 4 by the injection valve 9 is controlled and / or regulated by the control unit 15, in particular with regard to low fuel consumption and / or low pollutant development.
  • the control unit 15 is provided with a microprocessor which has stored a computer program in a storage medium, in particular in a flash memory, which is suitable for carrying out the control and / or regulation mentioned.
  • the control unit 15 also controls a switchover of the internal combustion engine 1 from a first operating mode, also referred to as homogeneous operation HOM, to a second operating mode, called shift operation SCH, and vice versa, as is shown in simplified form in the state diagram in FIG.
  • the internal combustion engine 1 (FIG. 1) is in the homogeneous operation HOM, cf. FIG. 4, in which an air charge rl_hom (FIG. 3) assigned to homogeneous operation is set in the combustion chamber 4 of the internal combustion engine 1.
  • the air charge rl in the combustion chamber 4 is then raised to an air charge rl_hsp_min required for the split injection, which is symbolized by step 100 in the flowchart of FIG.
  • an ignition timing is shifted in step 110 to a later ignition timing required for the split injection.
  • This retardation of the ignition timing corresponds to an adjustment of the ignition angle to later ignition angles, as can be seen schematically in FIG. 3b within the region of the diagram labeled “HOM ⁇ ”. It should be noted here that in the diagram shown in FIG. 3b, early ignition angles have larger ordinate values than late ignition angles.
  • the air charge rl in the combustion chamber 4 in homogeneous operation HOM is already greater than the air charge rl_hsp_min required for the split injection, so that the increase described above no longer has to be carried out.
  • step 120 a switch is made from single injection to split injection, in which a first subset of a quantity of fuel to be injected is injected into the combustion chamber 4 in one intake stroke of the cylinder 3 and a second subset in a compression stroke of the cylinder 3.
  • This state of internal combustion engine 1 is also referred to as intermediate operating mode HSP and is also shown in the state diagram from FIG. 4.
  • intermediate operating mode HSP This state of internal combustion engine 1
  • the air filling rl_hsp_min required for the injection split in the intermediate operating mode HSP can also be reached when switching from homogeneous operation HOM to
  • Injection required ignition timing work stably, so that starting from the air filling rl__hsp_min (Fig. 3) in step 130, a further increase in the air filling rl to the minimum air filling rl_sch_min, Fig. 3, required for the shift operation SCH (Fig. 4) is possible , which - as already mentioned - requires a further retard of the ignition timing to keep the torque constant. This further late adjustment takes place in step 140.
  • step 150 it is possible to switch to shift operation SCH as soon as that for shift operation SCH (Fig. 4) minimally required air filling rl_sch_min is present. Thereafter, a further increase in the air filling to an air filling rl_sch_max that is optimal for the stratified operation SCH is possible in order to enable an optimal operating state of the internal combustion engine 1.
  • Another variant of the operating method of the invention provides a switch from the stratified operation SCH to the Homo 're- place before HOM, which also takes place via the intermediate mode HSP (Fig. 4).
  • the air filling set in shift operation SCH is first reduced to an air filling required for the split injection.
  • This air filling is the maximum air filling with which trouble-free operation of the internal combustion engine 1 is possible with the split injection.
  • the ignition point is always adapted to the instantaneous air charge rl in the combustion chamber 4 in order to avoid torque jumps.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Theoretical Computer Science (AREA)
  • Signal Processing (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

L'invention concerne un procédé d'exploitation d'un moteur à combustion interne (1), selon lequel du carburant est injecté dans une chambre de combustion (4) d'un cylindre (3) dudit moteur à combustion interne (1), dans un premier mode de fonctionnement (HOM) et dans au moins un autre mode de fonctionnement (SCH). L'injection s'effectue, au choix, sous forme d'injection simple ou sous forme d'injection fractionnée, au cours de laquelle une quantité de carburant à injecter est divisée en deux quantités partielles et est injectée dans la chambre de combustion (4), à des moments différents. Selon ce procédé, il est possible de passer d'un mode de fonctionnement à l'autre (HOM, SCH). Avant de passer du premier mode de fonctionnement (HOM) au second mode de fonctionnement (SCH) et/ou du second mode de fonctionnement (SCH), au premier mode de fonctionnement (HOM), il s'effectue un passage de l'injection simple à l'injection fractionnée, afin de maintenir les émissions produites par le moteur à combustion interne (1) à un bas niveau, y compris pendant le processus de passage d'un mode de fonctionnement à l'autre.
PCT/DE2003/004041 2002-12-14 2003-12-09 Procede d'exploitation d'un moteur a combustion interne, et moteur a combustion interne et appareil de commande appropries Ceased WO2004055351A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10258507.5 2002-12-14
DE10258507.5A DE10258507B4 (de) 2002-12-14 2002-12-14 Verfahren zum Betreiben einer Brennkraftmaschine sowie Steuergerät hierfür

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WO2004055351A1 true WO2004055351A1 (fr) 2004-07-01

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DE (1) DE10258507B4 (fr)
WO (1) WO2004055351A1 (fr)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2005024213A1 (fr) * 2003-09-05 2005-03-17 Siemens Aktiengesellschaft Procede et dispositif pour commander le passage entre deux modes de fonctionnement d'un moteur a etincelles et a injection directe
WO2007036411A1 (fr) * 2005-09-29 2007-04-05 Vdo Automotive Ag Procede et dispositif pour commander un moteur a combustion interne
WO2007039368A1 (fr) * 2005-09-30 2007-04-12 Continental Automotive Gmbh Procede et dispositif pour commander un moteur a combustion interne lors du changement de mode de fonctionnement
US7418941B2 (en) 2006-10-31 2008-09-02 Delphi Technologies, Inc. Fuel injection apparatus
EP2998548A4 (fr) * 2013-05-14 2016-05-18 Toyota Motor Co Ltd Dispositif de commande d'un moteur à combustion interne
EP3640462A4 (fr) * 2017-06-15 2020-07-01 Nissan Motor Co., Ltd. Dispositif de commande et procédé de commande pour moteur à injection directe

Families Citing this family (5)

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Publication number Priority date Publication date Assignee Title
DE102004036733A1 (de) * 2004-07-29 2006-03-23 Siemens Ag Verfahren und Vorrichtung zum Steuern einer Brennkraftmaschine
DE102005062552B4 (de) 2005-12-27 2022-02-10 Robert Bosch Gmbh Verfahren zum Betreiben einer Brennkraftmaschine
US8290686B2 (en) * 2008-03-12 2012-10-16 GM Global Technology Operations LLC Method for controlling combustion mode transitions for an internal combustion engine
US8645043B2 (en) 2011-01-19 2014-02-04 GM Global Technology Operations LLC System and method for controlling fuel injection to decrease particulate emissions during transient engine operation
US10746108B2 (en) * 2014-10-20 2020-08-18 Ford Global Technologies, Llc Methods and system for reactivating engine cylinders

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WO2002055857A1 (fr) * 2001-01-09 2002-07-18 Robert Bosch Gmbh Procede pour le chauffage d'un catalyseur dans des moteurs a combustion interne a injection directe d'essence
US6460508B1 (en) * 1998-03-26 2002-10-08 Robert Bosch Gmbh Method of operation for an internal combustion engine

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DE10043697A1 (de) * 2000-09-04 2002-03-28 Bosch Gmbh Robert Verfahren zum Betreiben einer Brennkraftmaschine eines Kraftfahrzeugs

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JPH11173186A (ja) * 1997-12-05 1999-06-29 Denso Corp 内燃機関の燃料噴射率の制御装置および制御方法、記録媒体
US6460508B1 (en) * 1998-03-26 2002-10-08 Robert Bosch Gmbh Method of operation for an internal combustion engine
WO2002055857A1 (fr) * 2001-01-09 2002-07-18 Robert Bosch Gmbh Procede pour le chauffage d'un catalyseur dans des moteurs a combustion interne a injection directe d'essence

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Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2005024213A1 (fr) * 2003-09-05 2005-03-17 Siemens Aktiengesellschaft Procede et dispositif pour commander le passage entre deux modes de fonctionnement d'un moteur a etincelles et a injection directe
US7328683B2 (en) 2003-09-05 2008-02-12 Siemens Aktiengesellschaft Method and device for controlling the transition in a direct injection internal combustion engine
WO2007036411A1 (fr) * 2005-09-29 2007-04-05 Vdo Automotive Ag Procede et dispositif pour commander un moteur a combustion interne
US8155863B2 (en) 2005-09-29 2012-04-10 Continental Automotive Gmbh Process and device for controlling an internal combustion engine
WO2007039368A1 (fr) * 2005-09-30 2007-04-12 Continental Automotive Gmbh Procede et dispositif pour commander un moteur a combustion interne lors du changement de mode de fonctionnement
US7934484B2 (en) 2005-09-30 2011-05-03 Continental Automotive Gmbh Method and device for controlling an internal combustion engine when changing operating modes
US7418941B2 (en) 2006-10-31 2008-09-02 Delphi Technologies, Inc. Fuel injection apparatus
EP2998548A4 (fr) * 2013-05-14 2016-05-18 Toyota Motor Co Ltd Dispositif de commande d'un moteur à combustion interne
EP3640462A4 (fr) * 2017-06-15 2020-07-01 Nissan Motor Co., Ltd. Dispositif de commande et procédé de commande pour moteur à injection directe

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Publication number Publication date
DE10258507B4 (de) 2015-01-15
DE10258507A1 (de) 2004-07-01

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