CN110719993B - Plausibility test of an air quality measuring device - Google Patents
Plausibility test of an air quality measuring device Download PDFInfo
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- CN110719993B CN110719993B CN201880037870.2A CN201880037870A CN110719993B CN 110719993 B CN110719993 B CN 110719993B CN 201880037870 A CN201880037870 A CN 201880037870A CN 110719993 B CN110719993 B CN 110719993B
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
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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
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D41/0047—Controlling exhaust gas recirculation [EGR]
- F02D41/0065—Specific aspects of external EGR control
- F02D41/0072—Estimating, calculating or determining the EGR rate, amount or flow
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—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
- F02D41/1446—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 exhaust temperatures
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—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
- F02D41/1448—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 exhaust gas pressure
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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
- F02D41/22—Safety or indicating devices for abnormal conditions
- F02D41/222—Safety or indicating devices for abnormal conditions relating to the failure of sensors or parameter detection devices
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01F—MEASURING VOLUME, VOLUME FLOW, MASS FLOW OR LIQUID LEVEL; METERING BY VOLUME
- G01F25/00—Testing or calibration of apparatus for measuring volume, volume flow or liquid level or for metering by volume
- G01F25/10—Testing or calibration of apparatus for measuring volume, volume flow or liquid level or for metering by volume of flowmeters
- G01F25/15—Testing or calibration of apparatus for measuring volume, volume flow or liquid level or for metering by volume of flowmeters specially adapted for gas meters
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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
- F02D41/0002—Controlling intake air
- F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01F—MEASURING VOLUME, VOLUME FLOW, MASS FLOW OR LIQUID LEVEL; METERING BY VOLUME
- G01F1/00—Measuring the volume flow or mass flow of fluid or fluent solid material wherein the fluid passes through a meter in a continuous flow
- G01F1/05—Measuring the volume flow or mass flow of fluid or fluent solid material wherein the fluid passes through a meter in a continuous flow by using mechanical effects
- G01F1/34—Measuring the volume flow or mass flow of fluid or fluent solid material wherein the fluid passes through a meter in a continuous flow by using mechanical effects by measuring pressure or differential pressure
- G01F1/50—Correcting or compensating means
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- 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
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- General Physics & Mathematics (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Exhaust-Gas Circulating Devices (AREA)
Abstract
The invention relates to a method for operating an internal combustion engine (1), wherein a mass flow m of the intake combustion air (11) is measured by an air mass measuring device A Wherein a pressure-based air mass measuring device (13) is selected, wherein the mass flow m relative to the mass flow through an intake pipe (15) connected between the air mass measuring device (13) and at least one combustion chamber (20) of the internal combustion engine (1) is selected s To m is aligned with A Is checked for plausibility (140), wherein the mass flow m is determined in the following operating state s : in the operating state, the mass flow m of the exhaust gas (12) R Is recirculated into the intake pipe (15), wherein a mass flow m is additionally determined (130) R . The invention also relates to an air supply system for an internal combustion engine (1) and to a computer program product.
Description
Technical Field
The invention relates to a method for operating an internal combustion engine, in which a malfunction of an air quality measuring device can be detected, and to an air supply system for an internal combustion engine, which is provided for this purpose.
Background
An air mass measuring device is used in the intake tract of an internal combustion engine in order to ensure an optimum degree of filling of the combustion chamber and thus an optimum combustion. The power output by a gasoline engine is proportional to the intake air mass flow. Correctly measuring the air mass flow is of important relevance for safety. Thus, legal requirements dictate that the correct functioning of the air quality measuring device be monitored.
It is known from US 5 291 a, DE 199 46 874 Al and DE 10 2010 044 Al to check the plausibility of the air mass flow determined by the air mass measuring device by means of a comparison value, which is obtained by a further sensor which is independent of the air mass measuring device. If the air mass flow deviates too far from the comparison value, this can be evaluated as a fault-present behavior.
Disclosure of Invention
A method for operating an internal combustion engine has been developed within the scope of the present invention. The mass flow m of the sucked-in combustion air (Verbrennungslift) is measured by an air mass measuring device A 。
According to the invention, a pressure-based air quality measurement device is selected. Relative to mass flow m through the inlet pipe S To m A Is checked for plausibility, the intake pipe being connected between the air mass measuring device and at least one combustion chamber of the internal combustion engine. In this case, the mass flow m is determined in the operating state S Wherein the mass flow m of the exhaust gas is adjusted in the operating state R Is recirculated into the intake pipe, wherein the mass flow m is additionally determined R 。
It has been recognized that the mass flow m is independent of the position of a throttle flap arranged between the air mass measuring device and the intake manifold S Should nominally be equal to mass flow m A With mass flow m of recirculated exhaust gas R And (4) the sum. It has furthermore been recognized that the mass flow m through the inlet line S And exhaust gas mass flow m R Can be derived from variables which are provided by sensors which are present in the internal combustion engine under standard conditions (at least with sufficient accuracy for plausibility checks). Thus, redundant sensors can be omitted. This provision for monitoring the correct functioning of the air quality measuring device can therefore be met with low expenditure.
According to the prior art, measurements have been made, for example, by means of a boost pressure sensorThe pressure and temperature of the air before the pressure is relieved by the throttle flap are measured and this relief pressure has been modeled by the throttle equation. By measuring the intake manifold pressure, the mass flow through the throttle flap can then be determined as m A The comparison value of (1). In contrast, the plausibility test according to the invention has the following advantages: a boost pressure sensor is not required and thus cost can be saved.
Particularly advantageous is the combination with a Pressure-based air quality measuring device, for example of the PFM (Pressure-based Flow Meter) type. Such air mass measuring devices measure the static pressure as a reference pressure and the pressure difference caused by the mass flow, as well as the temperature of the air. This therefore involves a relatively expensive sensor, which can simultaneously assume the function of a charge pressure sensor for this purpose, since the static pressure corresponds to the charge pressure and the temperature corresponds to the charge air temperature. It is obvious that an additional boost pressure sensor can be used for plausibility checking of the air quality measuring device. However, if used solely as such a control mechanism, the boost pressure sensor is too expensive.
Instead of determining the recirculated exhaust gas mass flow m R In principle, the exhaust gas mass flow can be set to zero by temporarily disabling the exhaust gas recirculation. However, this has a significant disadvantage, even in active exhaust gas recirculation, in comparison with the plausibility check implemented according to the invention. In particular in natural gas engines for commercial vehicles, it is not possible to shut off the exhaust gas recirculation at every operating point of the engine, since the exhaust gas recirculation is used there primarily to reduce the combustion chamber temperature or the engine outlet temperature and is necessary to protect the turbocharger and other components. Operating states in which exhaust gas recirculation is temporarily not required occur very rarely during driving operation. In order to carry out a defined plausibility check of the air quality measuring device, it may therefore be necessary to briefly force the following operating states: in this operating state, exhaust gas recirculation is temporarily disabled. This may mean, for example: the engine torque must be reduced to avoid internal combustionThe combustion engine or the exhaust gas is overheated. On the one hand, this may be unpleasant for the driver, since sometimes the full requested engine torque is not available. On the other hand, when exhaust gas recirculation is disabled, it is necessary to adjust the ignition angle in a later direction as necessary, which reduces combustion efficiency and increases fuel consumption.
In a particularly advantageous embodiment of the invention, the mass flow m is determined from the air mass in the combustion chamber and the rotational speed n of the internal combustion engine S . Mass flow m S For example, the following formula can be used:
here, the fraction represents the mass of air in the combustion chamber in the following approximation: air is considered an ideal gas. p is a radical of formula c 、V c And T c Respectively, the pressure, volume and temperature of the air in the combustion chamber, R c Is a specific gas constant of the air in the combustion chamber, n is the engine speed, and F (n) is a multiplication factor depending on the engine speed.
Determining p at the moment when the inlet valve of the combustion chamber is opened c 、V c And T c Is particularly easy. Then, V c Corresponding to the effective working volume, p, of the internal combustion engine c Approximately corresponding to the pressure in the inlet line measured in the normal case.
In the standard case, the temperature is measured in addition to the pressure in the intake manifold. Temperature T in the combustion chamber if the intake valve of the combustion chamber is open c At least approximately from the temperature in the intake manifold and the temperature T of the cooling water of the internal combustion engine, which is likewise measured under standard conditions K And (6) obtaining. Advantageously, therefore based on the temperature T in the combustion chamber c Determining the mass flow m S From the temperature T in the inlet pipe M Combined with the temperature T of the cooling water of the internal combustion engine K To find the temperature in the combustion chamber.
Exhaust gas recirculation is usually not performed with a constant flow resistance, but rather exhaust gas recirculation is controlled by an exhaust gas recirculation valveThe ring, the exhaust gas recirculation valve may be either open or closed. The exhaust gas recirculation valve also has a flow resistance in the open state, so that the exhaust gas recirculation valve acts as a throttle. The mass flow m of the recirculated exhaust gas can be determined at least approximately R The most important parameters of (2) are: pressure and temperature of the exhaust gas before and after the restriction. It is therefore advantageous to control the mass flow m of the exhaust gas by means of an exhaust gas recirculation valve R And the use of the pressure pv and the temperature T of the exhaust gas upstream of the exhaust gas recirculation valve in the flow direction is taken into account v To find the mass flow m R 。
For example, the pressure pv and the temperature T of the exhaust gas can be measured v . Corresponding sensors may be present, for example, in the context of exhaust gas aftertreatment. For the purpose of exhaust gas aftertreatment, however, there are also a number of characteristic maps or calculation models of internal combustion engines which specify the pressure pv and the temperature T of the exhaust gas v As a function of the operating point of the internal combustion engine. Advantageously, therefore, the pressure pv and the temperature T of the exhaust gas are retrieved from a characteristic map or a calculation model as a function of the operating point of the internal combustion engine v 。
Advantageously, by for said mass flow m R The determination of (2) takes the exhaust gas recirculation valve as a throttle, which can significantly simplify the mass flow m of the exhaust gas R Obtaining the target value. Since in the standard case the pressure and the temperature of the recirculated exhaust gas in the intake manifold downstream of the exhaust gas recirculation valve in the flow direction are measured and at the same time the pressure pv and the temperature T of the exhaust gas upstream of the exhaust gas recirculation valve in the flow direction are known v Therefore, when additionally knowing the opening cross section and the emission coefficient (ausfluszahl) of the exhaust gas recirculation valve, m can be calculated directly R . The opening cross section and the emission coefficient of the exhaust gas recirculation valve are known as a function of the valve opening or can be determined, for example, on a test bench.
For example, m can be calculated using the following throttle equation R ：
Here, a is an opening cross section of the exhaust gas recirculation valve, and μ is a discharge coefficient of the exhaust gas recirculation valve. p is a radical of M Is the pressure, p, measured in the intake pipe under standard conditions v Is the density of the recirculated exhaust gas in the flow direction before the exhaust gas recirculation valve. In the approximate case of an exhaust gas which is an ideal gas, the pressure p upstream of the exhaust gas recirculation valve in the flow direction v And temperature T v Are related by:
p V ·v V ＝R V ·T V
here, v v Is the specific volume of the recirculated exhaust gas, and R v Is the specific gas constant of the recirculated exhaust gas. By means of v v ＝1/ρ v Obtaining:
now, to m A A plausibility check is carried out, the mass flow m through the intake manifold being derived above with regard to the opening of the intake valve s Can be replaced by the intake pipe pressure and the gas constant R can be replaced by the gas constant Rv (of the mixture of air and recirculated exhaust gas) c . Then, m A Should correspond to m s And m R The difference therebetween. If m is A If the deviation from this value exceeds a predetermined limit value in magnitude, it can be concluded that the mass flow m measured by the air mass measuring device is present A There is an error. For pressure-based air quality measuring devices, which measure static pressure, pressure differences caused by mass flow and temperature by means of separate sensors, this likewise means that at least one of these sensors is defective. One possible cause for this is due to environmental influences or ageingResulting in a change in the sensor characteristic.
As mentioned above, the invention also relates to an air supply system for an internal combustion engine. The air supply system includes: the device comprises a turbocharger, an air mass measuring device arranged downstream of the turbocharger in the flow direction, a throttle flap arranged downstream of the air mass measuring device in the flow direction, and an intake pipe arranged downstream of the throttle flap in the flow direction and connected upstream of the combustion chamber of the internal combustion engine. In addition, an exhaust gas recirculation line (for the exhaust gas of the internal combustion engine) opens into the intake manifold.
According to the invention, the air mass measuring device is a pressure-based air mass measuring device and is provided as the only sensor for measuring the charge pressure and the charge air temperature.
It has been realized that the method according to the invention can be implemented in said configuration: mass flow m of combustion air measured by air mass measuring device A A plausibility check is carried out, for which purpose the boost pressure sensor is not required as a further redundant sensor. Therefore, the boost pressure sensor can be omitted. This omission in turn leads to: the use of higher quality pressure-based air quality measurement devices ultimately does not incur any additional expense in manufacturing.
In a further advantageous embodiment of the invention, the following sensors are connected in the exhaust gas recirculation line: the sensor is used for directly measuring the mass flow m of the exhaust gas guided through the exhaust gas recirculation line R . This can be a relatively inexpensive sensor, since only sufficient accuracy for the plausibility check is required.
As mentioned above, there are the following embodiments of the method according to the invention: the embodiment processes the data separately, which can be measured by sensors present anyway or can be called up from a characteristic map. In particular, such an embodiment can therefore be implemented completely in software running on the control device. Other embodiments may be implemented at least in part in software on a control device. Such software can be sold, for example, as an update to an existing control device and is therefore a stand-alone product. The invention therefore also relates to a computer program product having machine-readable instructions which, when executed on a computer and/or control device, cause the computer and/or control device to carry out the method according to the invention.
Drawings
Further measures to improve the invention are shown in more detail below in connection with the description of preferred embodiments of the invention with reference to the figures.
The figures show:
fig. 1 shows an embodiment of the air supply system and of the method in a schematic view;
fig. 2 shows an exemplary illustration of an exhaust gas recirculation valve 25 which can be used in the air supply system or the method.
Detailed Description
According to fig. 1, combustion air 11 is drawn in by an exhaust gas turbocharger 26, which is driven by the exhaust gas 12 of the internal combustion engine 1. Mass flow m of combustion air 11 by means of a pressure-based air mass measuring device 13 A The measurement is performed.
A portion of the exhaust gas 12 is recirculated into the inlet pipe 15 through an exhaust gas recirculation line 28. Connected in the exhaust gas recirculation line 28 is a temperature sensor 23, which measures the temperature T of the exhaust gas 12 upstream of the exhaust gas recirculation valve 25 in the flow direction v . Also connected in the exhaust gas recirculation line 28 is a pressure sensor 24, which is assigned to the exhaust gas 12Pressure p upstream of exhaust gas recirculation valve 25 in the flow direction v The measurement is performed. The temperature T can optionally also be retrieved from the characteristic map 27 as a function of the operating point of the internal combustion engine 1 v And pressure p v 。
Mass flow m measured by an air mass measuring device A The plausibility check of (2) is now carried out in a plurality of steps. First, in step 110, the temperature T in the combustion chamber 20 is derived from c : intake pipe temperature T measured by means of intake pipe temperature sensor 15b M Temperature T of cooling water jacket 19 K And (optionally) other operating variables of the internal combustion engine 1. In a next step 120, the temperature T is measured c Combined with pressure p in the inlet line M Determining the total mass flow m through the intake manifold 15 as a function of the speed n of the internal combustion engine 1 S The pressure in the intake pipe is measured by an intake pipe pressure sensor 15 a.
In active exhaust gas recirculation, the mass flow m S Consisting of a mixture of combustion air 11 and recirculated exhaust gas 12. Thus, in step 130, the mass flow of the recirculated exhaust gas 12 is found by: temperature T of recirculated exhaust gas 12 upstream of exhaust gas recirculation valve 25 in the flow direction v And pressure p v Intake pipe pressure p M . Alternatively, the mass flow m can also be determined directly by a sensor 29 in the exhaust gas recirculation line 28 R 。
Finally, in step 140, the total mass flow m in the inlet line 15 is measured S And mass flow m of recirculated exhaust gas 12 R Differencing to determine the mass flow m of the combustion air 11 A Comparison value m of A * . In the case where the air quality measuring device 13 is operating normally, m is not only inaccurate due to the approximation A * Should be in contact with m A The same is true. If m is A And m A * If the deviation between the values is greater in magnitude than a predetermined limit value, it is concluded that a fault state exists in the air quality measuring device 13.
Fig. 2 schematically shows an exhaust gas recirculation valve 25 which can be used in the air supply system shown in fig. 1. The valve 25 is constituted by a valve body 25a, which is crossed by a passage 25 b. The channel 25b is connected on the input side to the exhaust gas recirculation line 28 and on the output side to the intake pipe 15.
The passage 25b can be closed by a valve disk 25d interacting with a valve seat 25 c. The valve disk can be moved by a valve rod 25e, which can be moved by means of a servomotor 25 f. In the open state of the valve 25, the exhaust gas 12 can pass through an opening area a determined by the position of the valve disc 25 d. This position is measured by a stroke measurement 25g on the valve stem 25 e. The valve 25 is connected to the engine control via an electronic connection 25 h.
Claims (9)
1. Method for operating an internal combustion engine (1), in which method a malfunction of an air mass measuring device is identified, wherein a mass flow mA of intake combustion air (11) is measured by means of the air mass measuring device, wherein a pressure-based air mass measuring device (13) is selected and the value of mA is checked for plausibility with respect to a mass flow mS flowing through an intake pipe (15) which is connected between the air mass measuring device (13) and at least one combustion chamber (20) of the internal combustion engine (1), wherein the mass flow mS is determined in an operating state, wherein the mass flow mR of exhaust gases (12) is recirculated into the intake pipe (15) in the operating state, wherein the mass flow mR is additionally determined, wherein a difference between mass flow and mS mass flow mR is determined and compared to mass flow mA, wherein a malfunction of the air mass measuring device is identified if a comparison value is greater than a predefined limit value.
2. Method according to claim 1, characterized in that the mass flow mS is determined from the air mass in the combustion chamber (20) and the rotational speed n of the internal combustion engine.
3. Method according to claim 1 or 2, characterized in that the mass flow mS is found on the basis of the temperature TC in the combustion chamber (20), which is found from the temperature TM in the intake line in combination with the cooling water temperature TK of the internal combustion engine (1).
4. Method according to claim 1 or 2, characterized in that the mass flow mR of the exhaust gas is controlled by means of an exhaust gas recirculation valve (25), wherein the mass flow mR is determined taking into account the pressure pv and the temperature Tv of the exhaust gas (12) upstream of the exhaust gas recirculation valve (25) in the flow direction.
5. Method according to claim 4, characterized in that the pressure pv and the temperature Tv of the exhaust gas (12) are recalled from a characteristic map or a calculation model (27) as a function of the operating point of the internal combustion engine (1).
6. Method according to claim 4, characterized in that for the determination of the mass flow mR the exhaust gas recirculation valve (25) is considered as a restriction.
7. An air supply system for an internal combustion engine (1), the air supply system comprising: a turbocharger (26), an air quality measuring device (13), a throttle flap (14) and an air inlet pipe (15), the air quality measuring device being arranged downstream of the turbocharger (26) in the flow direction, the throttle flap being arranged downstream of the air quality measuring device (13) in the flow direction, the air inlet pipe being arranged downstream of the throttle flap (14) in the flow direction and being connected upstream of a combustion chamber (20) of the internal combustion engine (1), wherein an exhaust gas recirculation line (28) for exhaust gases (12) of the internal combustion engine (1) opens into the air inlet pipe (15), wherein the air quality measuring device (13) is a pressure-based air quality measuring device (13) and the air quality measuring device is provided as a sole sensor for measuring a charge pressure and a charge air temperature, wherein the air supply system is provided for carrying out the method according to one of claims 1 to 6.
8. Air supply system according to claim 7, characterised in that the following sensors (29) are connected into the exhaust gas recirculation line (28): the sensor is used for directly measuring the mass flow mR of the exhaust gas (12) conducted through the exhaust gas recirculation line (28).
9. A machine-readable storage medium on which is stored a computer program product comprising machine-readable instructions which, when implemented on a computer and/or on a control device, cause the computer and/or the control device to carry out the method according to any one of claims 1 to 6.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102017209559.8 | 2017-06-07 | ||
| DE102017209559.8A DE102017209559A1 (en) | 2017-06-07 | 2017-06-07 | Plausibility check of an air mass meter |
| PCT/EP2018/063876 WO2018224342A1 (en) | 2017-06-07 | 2018-05-28 | Checking the plausibility of an air mass flow meter |
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| Publication Number | Publication Date |
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| CN110719993A CN110719993A (en) | 2020-01-21 |
| CN110719993B true CN110719993B (en) | 2023-02-28 |
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| CN201880037870.2A Active CN110719993B (en) | 2017-06-07 | 2018-05-28 | Plausibility test of an air quality measuring device |
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| EP (1) | EP3635231A1 (en) |
| CN (1) | CN110719993B (en) |
| DE (1) | DE102017209559A1 (en) |
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| CN110319463B (en) * | 2019-08-09 | 2024-03-19 | 中山市铧禧电子科技有限公司 | System and method for calculating heat load by using air |
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Also Published As
| Publication number | Publication date |
|---|---|
| CN110719993A (en) | 2020-01-21 |
| DE102017209559A1 (en) | 2018-12-13 |
| WO2018224342A1 (en) | 2018-12-13 |
| EP3635231A1 (en) | 2020-04-15 |
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