EP0254005A1 - Procédé d'amélioration de la régularité de marche avec un moteur à combustion à pistons et moteur utilisant ce procédé - Google Patents

Procédé d'amélioration de la régularité de marche avec un moteur à combustion à pistons et moteur utilisant ce procédé Download PDF

Info

Publication number
EP0254005A1
EP0254005A1 EP87108248A EP87108248A EP0254005A1 EP 0254005 A1 EP0254005 A1 EP 0254005A1 EP 87108248 A EP87108248 A EP 87108248A EP 87108248 A EP87108248 A EP 87108248A EP 0254005 A1 EP0254005 A1 EP 0254005A1
Authority
EP
European Patent Office
Prior art keywords
shaft
torsional vibrations
internal combustion
combustion engine
cylinders
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
EP87108248A
Other languages
German (de)
English (en)
Other versions
EP0254005B1 (fr
Inventor
Jean Jenzer
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.)
Sulzer AG
Original Assignee
Sulzer AG
Gebrueder Sulzer AG
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 Sulzer AG, Gebrueder Sulzer AG filed Critical Sulzer AG
Publication of EP0254005A1 publication Critical patent/EP0254005A1/fr
Application granted granted Critical
Publication of EP0254005B1 publication Critical patent/EP0254005B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/20—Multi-cylinder engines with cylinders all in one line
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1497—With detection of the mechanical response of the engine
    • F02D41/1498—With detection of the mechanical response of the engine measuring engine roughness
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B2075/1804—Number of cylinders
    • F02B2075/1824—Number of cylinders six
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
    • F02D41/28—Interface circuits
    • F02D2041/286—Interface circuits comprising means for signal processing
    • F02D2041/288—Interface circuits comprising means for signal processing for performing a transformation into the frequency domain, e.g. Fourier transformation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1015—Engines misfires

Definitions

  • the present invention relates to a method for improving the synchronism of a reciprocating piston internal combustion engine with volumetric fuel supply, in the stationary operating state, with three or more cylinders, and a reciprocating piston internal combustion engine for carrying out the method.
  • the control and monitoring of the synchronism of such reciprocating internal combustion engines, such as diesel engines, has hitherto been carried out by monitoring the speed of the output shaft or the shaft of a machine driven by the engine.
  • the regulation itself is carried out by changing the injection quantity of all injection pumps, which are switched on to the individual cylinders in a certain cycle.
  • This known type of regulation takes into account and regulates the constancy of the rotational speed in the sense that with the change in the injection quantity, this is changed in the same way for all cylinders if it is assumed that the injection quantity in each cylinder is the same.
  • the invention provides a remedy here and ensures that the reciprocating piston internal combustion engine has a significantly improved synchronism behavior in this respect.
  • Such a method for improving the same is according to the invention running a three- or multi-cylinder reciprocating internal combustion engine, characterized in that the torsional vibrations of at least one order of the drive shaft are minimized by changing the indicated mean cylinder pressure of at least one cylinder.
  • the invention further relates to a reciprocating piston internal combustion engine for carrying out the method and advantageous special embodiments of the method and the reciprocating piston internal combustion engine.
  • the torsional vibrations or their amplitudes and angular position are measured with the torsional vibration meter 3 measured continuously at the shaft end l23 and fed to the Fourier analyzer 4. In the Fourier analyzer 4, the Fourier decomposition of the torsional vibrations into members of different orders is carried out.
  • the crank star method is a simple approximation method, for example, the torsional vibrations are minimized iteratively, ie in several cycles or steps.
  • correction signals are generated which are fed to the relevant injection pumps 61, 62, 63, 64, 65, 66. Due to the corrections, a new steady state is established in the course of the diesel engine 1. After this is reached the torsional vibrations are measured and analyzed again in a further control cycle and other correction signals are generated on the basis of the analysis results and the torsional vibrations are further minimized.
  • the control cycle advantageously extends over the time of several working cycles (revolutions) of the diesel engine 1. It is thus achieved that the stochastic changes in the indicated cylinder mean pressure from ignition to ignition of the individual cylinders 16l, 1662, 1663, 1664, 1665, 1666 only negligibly affect the torsional vibration signal to be evaluated.
  • torsional vibrations e.g. a device available on the market under the name angle encoder (optical incremental encoder, type G 70 from Litton).
  • An injection pump that is suitable for changing the injection quantity is e.g. described in DE-OS 3l 00 725.2-l3.
  • Fourier analyzers are also known and commercially available (e.g. CAT 25l5 from Genrad).
  • the two-stroke diesel engine l from FIG. 2 with the six cylinders l6l to l66 drives the ship propeller 7 via the shaft 22.
  • the other end of the crankshaft 22 of the diesel engine is connected via a clutch l8 to a transmission gear 8 which drives a hydraulic pump 8l .
  • This pump 8l is part of a hydrostatic transmission, which forms a closed hydraulic pressure medium circuit together with the hydrostatic motor 82.
  • This circuit is supplied with hydrostatic pressure medium, for example oil, through the low-pressure station 83, which contains a pressure medium reservoir, a feed pump, an overflow line with overflow valve, filter, etc.
  • the hydrostatic motor 82 drives the electric generator 9 via a shaft 89.
  • the speed of the shaft 89 and thus of the generator 9 is monitored by the sensor 84, from which the measured actual value is fed to the speed controller 85 and in which the Actual value is compared with the specified target value.
  • the generator 9 delivers the electrical energy to the vehicle electrical system 100.
  • the amount of pressure medium flowing through the hydrostatic motor 82 is changed by the controller signals being fed via the signal line 86 to an actuator in the motor 82.
  • the torsional vibration meter 3 measures the torsional vibrations of the shaft of the generator 9.
  • the determination of the correction signals which are fed to the injection pumps 6l, 62, 63, 64, 65, 66 are carried out in the same way as for the system from FIG. l described, determined.
  • the torsional vibrations generated by the diesel engine 1 are partially transmitted to the engine 82 and the shaft of the generator via the hydrostatic circuit.
  • the shaft l7 of the diesel engine 1 drives the adjustable ship propeller 72 via the coupling 7l and shaft 73.
  • the shaft l7 ⁇ of the diesel engine l drives the generator via a transmission 9l 9, which delivers the electrical current to the vehicle electrical system 100.
  • the torsional vibrations and their amplitudes and Angular positions are measured with the torsional vibration meter 3 on the shaft of the generator 9 and continuously fed to the Fourier analyzer 4.
  • the Fourier decomposition of the torsional vibrations into members of different orders is carried out.
  • the correction signals for the change in the injection quantity of the injection pumps 6l, 62, 63, 64, 65, 66 are in the injection pump controller 5, which includes a computer, for example on the basis of the elements of the first and second order, for example according to the crank star method, which is based on Fig. 3 is explained.
  • the shaft l7 of the diesel engine drives, via the clutch 71, the shaft 73 with the adjustable marine propeller 72.
  • the gear 92 is connected as a secondary gear to the shaft of the diesel engine 1 and drives the generator via a clutch 94 9.
  • the generator 9 supplies electrical energy to the vehicle electrical system 100.
  • the torsional vibrations of the shaft of the generator 9 are continuously determined with the torsional vibration meter 3 according to their amplitude and angular position and fed to the Fourier analyzer 4.
  • the torsional vibrations are broken down into links of different orders in the Fourier analyzer 4.
  • the shaft l7 of the diesel engine 1 drives the shaft 73 with the adjustable ship propeller 72 via the clutch 71.
  • the gear 93 is driven directly by the shaft 73 and in turn drives via the clutch 94, the generator 9.
  • the generator 9 supplies electrical energy to the vehicle electrical system 100.
  • the amplitude and angular position of the torsional vibrations are continuously measured on the shaft of the generator 9 and the Fourier analyzer 4 fed.
  • the Fourier analyzer 4 the Fourier decomposition of the torsional vibrations into members of different orders takes place.
  • the correction signals for the injection pumps 61, 62, 63, 64, 65 and 66 can be determined in the systems of FIGS. 2A, 2B and 2C in the same way as described for FIG. 1.
  • crank star method for determining the correction factors for correcting the injection quantity for minimizing the torsional vibrations of the first order is explained.
  • the simplifying assumptions are made that - The average indicated cylinder pressure of a cylinder does not deviate from the target value by more than 5%.
  • the disturbance amplitude changes linearly with the disturbance and the phase remains the same.
  • the measured disturbance, ie a measured torsional vibration can be minimized by correcting the mean indicated cylinder pressure of two or, in special cases, one cylinder, ie the disturbance is generated by the corresponding cylinder.
  • the firing order of the engine is l, 6, 2, 4, 3, 5.
  • the pole diagram l9 are the calculated torsional vibration vectors l9l to l96, first order of the shaft of a six-cylinder engine for all six cases that one of the cylinders has a 5% reduction in the yields mean indicated cylinder pressure, shown in dashed lines.
  • These vectors l9l to l96 form the so-called first-order correction crank stars.
  • the ends of these vectors l9l to l96 lie on a circle whose center M is not in the zero point P of the pole diagram, but is shifted by a vector l90.
  • This vector l90 corresponds to the torsional vibration vector of the ideal, i.e. fully balanced engine.
  • crank star l9l ⁇ to l96 ⁇ is now used to determine the corrections to the mean indicated cylinder pressure in one or two cylinders.
  • a torsional vibration S (amplitude and phase) is measured on the shaft and the vector is drawn in the shifted correction crank star
  • S lies between two vectors of the shifted correction crank star, in our example between the vectors l9l ⁇ and l96 ⁇ , or falls in the direction of one of the vectors l9l ⁇ to l96 ⁇ .
  • the decomposition of the amplitude vector S into the two vectors S1 and S6 in the direction of the two vectors of the correction crank star is interpreted as a disturbance of the two cylinders 1 and 2. Since the correction crank star is based on the assumption of underperformance of the disturbed cylinders, but the cylinders could also perform too much, this decomposition must be calculated in the correct vector basis.
  • This base is a pair of the vectors Z1, Z6, Z3 and Z4. The correction factor for the two cylinders of a pair combination thus results directly from the correction crank star.
  • each fault can be attributed to two faulty cylinders, for example, usually makes it necessary to iteratively minimize the to carry out in several steps.
  • a single correction factor for only one cylinder is obtained if the vector of the measured disturbance coincides with one of the vectors l9l ⁇ to l96 ⁇ .
  • the described way of minimizing the torsional vibrations has proven to be very favorable in practice.
  • the invention is in no way limited to the exemplary embodiments described, but rather comprises any method for improving the synchronism of reciprocating piston internal combustion engines, in which correction factors acting on the indicated medium pressure are determined in a different way.

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)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
EP19870108248 1986-06-23 1987-06-06 Procédé d'amélioration de la régularité de marche avec un moteur à combustion à pistons et moteur utilisant ce procédé Expired - Lifetime EP0254005B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CH252486A CH674398A5 (fr) 1986-06-23 1986-06-23
CH2524/86 1986-06-23

Publications (2)

Publication Number Publication Date
EP0254005A1 true EP0254005A1 (fr) 1988-01-27
EP0254005B1 EP0254005B1 (fr) 1990-01-31

Family

ID=4235730

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19870108248 Expired - Lifetime EP0254005B1 (fr) 1986-06-23 1987-06-06 Procédé d'amélioration de la régularité de marche avec un moteur à combustion à pistons et moteur utilisant ce procédé

Country Status (6)

Country Link
EP (1) EP0254005B1 (fr)
JP (1) JP2686261B2 (fr)
CH (1) CH674398A5 (fr)
DE (1) DE3761577D1 (fr)
DK (1) DK162853C (fr)
FI (1) FI89404C (fr)

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0447697A2 (fr) * 1990-03-23 1991-09-25 Mitsubishi Jukogyo Kabushiki Kaisha Dispositif pour supprimer des vibrations de torsion d'un vilebrequin d'un moteur diesel
WO1994029580A1 (fr) * 1993-06-04 1994-12-22 Man B & W Diesel A/S Moteur a combustion interne
EP0710841A2 (fr) * 1994-11-07 1996-05-08 Eaton Corporation Analyseur de vibrations dans une transmission de véhicule
WO2000055484A1 (fr) * 1999-03-12 2000-09-21 Continental Isad Electronic Systems Gmbh & Co. Ohg Systeme pour amortir les irregularites de la chaine cinematique d'une automobile a moteur a combustion interne
EP1435446A2 (fr) * 2003-01-02 2004-07-07 FERRARI S.p.A. Méthode de réduction des phénomènes de résonances dans une chaíne cinématique de véhicule ayant un moteur à combustion interne
WO2005124132A1 (fr) * 2004-06-17 2005-12-29 Man B & W Diesel A/S Reduction de vibrations dans de gros moteurs diesel
US7082932B1 (en) * 2004-06-04 2006-08-01 Brunswick Corporation Control system for an internal combustion engine with a supercharger
EP1739296A1 (fr) * 2005-06-30 2007-01-03 Wärtsilä Schweiz AG Méthode pour optimiser un paramètre de fonctionnement d'un moteur à combustion, et moteur à combustion
CN115031978A (zh) * 2022-04-07 2022-09-09 哈尔滨工程大学 一种基于连杆瞬态应力的柴油机曲轴扭振模型标定方法
CN115217664A (zh) * 2021-06-07 2022-10-21 广州汽车集团股份有限公司 一种气缸压力控制方法、装置及存储介质

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FI121150B (fi) 2005-11-30 2010-07-30 Waertsilae Finland Oy Mäntäpolttomoottorisysteemin laitteisto ja menetelmä tunnistamaan epäyhtenäinen sylinteriteho-osuus

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0113510A2 (fr) * 1982-12-09 1984-07-18 General Motors Corporation Pompe d'injection Diesel avec commande adaptative d'équilibrage de couple

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6026131A (ja) * 1983-07-22 1985-02-09 Toyota Motor Corp 内燃機関のトルク制御装置
JPH0650080B2 (ja) * 1984-05-30 1994-06-29 日本電装株式会社 内燃機関用燃料噴射量制御方法

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0113510A2 (fr) * 1982-12-09 1984-07-18 General Motors Corporation Pompe d'injection Diesel avec commande adaptative d'équilibrage de couple

Non-Patent Citations (4)

* Cited by examiner, † Cited by third party
Title
INTERNATIONAL CONFERENCE ON VEHICLE CONDITION MONITORING AND FAULT DIAGNOSIS, London, 6.-7. März 1985, Seiten 15-24, Mechanical Engineering Publications Ltd, London, GB; J.W. FREESTONE et al.: "The diagnosis of cylinder power faults in diesel engines by flywheel speed measurement" *
PATENT ABSTRACTS OF JAPAN, Band 9, Nr. 63 (M-365)[1786], 20. März 1985; & JP-A-59 196 950 (MITSUBISHI JIDOSHA KOGYO K.K.) 08-11-1984 *
RESEARCH DISCLOSURE, Nr. 180, April 1979, Nr. 18002, Havant., Hants., GB; "Adaptive balance control for injection system" *
SAE TRANSACTIONS, INDEX ABSTRACTS, 1976, Seite 36, Nr. 760146, Society of Automotive Engineers, US; S.C. HADDEN et al.: "Non-contact diagnosis of internal combustion engine faults through remote sensing" *

Cited By (18)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0447697A2 (fr) * 1990-03-23 1991-09-25 Mitsubishi Jukogyo Kabushiki Kaisha Dispositif pour supprimer des vibrations de torsion d'un vilebrequin d'un moteur diesel
EP0447697A3 (en) * 1990-03-23 1992-03-04 Mitsubishi Jukogyo Kabushiki Kaisha Apparatus for suppressing torsional vibration of a crank shaft of a diesel engine
WO1994029580A1 (fr) * 1993-06-04 1994-12-22 Man B & W Diesel A/S Moteur a combustion interne
CN1044732C (zh) * 1993-06-04 1999-08-18 曼·B及W柴油机公司 内燃机
EP0710841A2 (fr) * 1994-11-07 1996-05-08 Eaton Corporation Analyseur de vibrations dans une transmission de véhicule
EP0710841A3 (fr) * 1994-11-07 1998-11-18 Dana Corporation Analyseur de vibrations dans une transmission de véhicule
WO2000055484A1 (fr) * 1999-03-12 2000-09-21 Continental Isad Electronic Systems Gmbh & Co. Ohg Systeme pour amortir les irregularites de la chaine cinematique d'une automobile a moteur a combustion interne
EP1435446A3 (fr) * 2003-01-02 2005-01-26 FERRARI S.p.A. Méthode de réduction des phénomènes de résonances dans une chaíne cinématique de véhicule ayant un moteur à combustion interne
EP1435446A2 (fr) * 2003-01-02 2004-07-07 FERRARI S.p.A. Méthode de réduction des phénomènes de résonances dans une chaíne cinématique de véhicule ayant un moteur à combustion interne
US7212900B2 (en) 2003-01-02 2007-05-01 Ferrari S.P.A. Method of reducing resonance phenomena in a transmission train of a vehicle internal combustion engine
US7082932B1 (en) * 2004-06-04 2006-08-01 Brunswick Corporation Control system for an internal combustion engine with a supercharger
WO2005124132A1 (fr) * 2004-06-17 2005-12-29 Man B & W Diesel A/S Reduction de vibrations dans de gros moteurs diesel
KR100940528B1 (ko) * 2004-06-17 2010-02-10 맨 디젤 필리얼 아프 맨 디젤 에스이, 티스크랜드 대형 디젤 엔진의 진동 감소
CN1977099B (zh) * 2004-06-17 2010-09-01 曼B与W狄赛尔公司 十字头式大型活塞发动机的操作方法及相应构造的发动机
EP1739296A1 (fr) * 2005-06-30 2007-01-03 Wärtsilä Schweiz AG Méthode pour optimiser un paramètre de fonctionnement d'un moteur à combustion, et moteur à combustion
CN115217664A (zh) * 2021-06-07 2022-10-21 广州汽车集团股份有限公司 一种气缸压力控制方法、装置及存储介质
CN115217664B (zh) * 2021-06-07 2023-09-29 广州汽车集团股份有限公司 一种气缸压力控制方法、装置及存储介质
CN115031978A (zh) * 2022-04-07 2022-09-09 哈尔滨工程大学 一种基于连杆瞬态应力的柴油机曲轴扭振模型标定方法

Also Published As

Publication number Publication date
FI871638A0 (fi) 1987-04-14
DE3761577D1 (de) 1990-03-08
JPS6312864A (ja) 1988-01-20
JP2686261B2 (ja) 1997-12-08
EP0254005B1 (fr) 1990-01-31
FI89404B (fi) 1993-06-15
DK150087A (da) 1987-12-24
CH674398A5 (fr) 1990-05-31
FI89404C (fi) 1993-09-27
DK162853B (da) 1991-12-16
DK150087D0 (da) 1987-03-24
FI871638A (fi) 1987-12-24
DK162853C (da) 1995-12-04

Similar Documents

Publication Publication Date Title
EP1242738B1 (fr) Regulation de concentricite pour moteurs diesel
EP3374617B1 (fr) Procédé d'identification combinée d'une différence de phase de course de piston, d'une différence de phase de course de soupape d'admission et d'une différence de phase de course de soupape d'échappement d'un moteur à combustion interne
DE69205650T2 (de) Verfahren und Vorrichtung zur Drehmomentmessung von Wärmemotoren mit interner Verbrennung.
EP3523528B1 (fr) Procédé d'identification combinée d'un décalage de phase de la levée des soupapes d'admission et d'un décalage de phase de la levée des soupapes d'échappement d'un moteur à combustion interne à l'aide de lignes de même amplitude
DE68918320T2 (de) Einrichtung zur Glättung des Momentes bei Brennkraftmaschinen.
DE3336028C2 (fr)
EP3523529B1 (fr) Procédé d'identification combinée de décalages de phase de la levée des soupapes d'admission et de la levée des soupapes d'échappement d'un moteur à combustion interne à l'aide de lignes de mêmes positions de phase et amplitudes
DE19955250B4 (de) Verfahren und Vorrichtung zur Funktionsüberwachung einer variablen Zylinderverdichtung
EP1664512B1 (fr) Procede pour commander et reguler un moteur a combustion interne
DE19633066C2 (de) Verfahren zur zylinderselektiven Steuerung einer selbstzündenden Brennkraftmaschine
EP0254005B1 (fr) Procédé d'amélioration de la régularité de marche avec un moteur à combustion à pistons et moteur utilisant ce procédé
DE102004054711A1 (de) Verfahren zum Betreiben einer Brennkraftmaschine
EP1568874A2 (fr) Procédé et système de commande de débit volumétrique dans un système d'injection de carburant d' un moteur à combustion interne
DE19745765B4 (de) Mehrzylindriger Verbrennungsmotor mit einem elektronischen Steuersystem
DE102017120838A1 (de) Automatisches kalibrierungssystem und verfahren für einen dualkraftstoff-verbrennungsmotor
DE4021886A1 (de) Kraftstoff-einspritzsystem fuer eine brennkraftmaschine
DE3403260C2 (fr)
DE3622814C2 (fr)
DE3919778C2 (fr)
DE102011077698A1 (de) Verfahren und Vorrichtung zur Regelung der Laufruhe einer Brennkraftmaschine
DE3511432A1 (de) Verfahren und anordnung zur brennraumidentifikation bei einer brennkraftmaschine
DE3223433A1 (de) Verfahren und vorrichtung zur regelung von brennkraftmaschinen
EP0406765B1 (fr) Procédé et dispositif de régulation du régime d'un moteur diesel lent, à plusieurs cylindres
EP0912825B1 (fr) Procede pour commander l'injection dans un moteur deux temps a combustion interne, a vitesse elevee et a injection de carburant
DE10038281B4 (de) Verfahren und Vorrichtung zur Reduktion von Schwingungen in einem Antriebssystem

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): DE FR GB IT NL

17P Request for examination filed

Effective date: 19880720

17Q First examination report despatched

Effective date: 19890118

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

ITF It: translation for a ep patent filed

Owner name: ING. ZINI MARANESI & C. S.R.L.

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): DE FR GB IT NL

REF Corresponds to:

Ref document number: 3761577

Country of ref document: DE

Date of ref document: 19900308

ET Fr: translation filed
GBT Gb: translation of ep patent filed (gb section 77(6)(a)/1977)
PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed
PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: GB

Payment date: 19920505

Year of fee payment: 6

ITTA It: last paid annual fee
PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Effective date: 19930606

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 19930606

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: NL

Payment date: 20060614

Year of fee payment: 20

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20060616

Year of fee payment: 20

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 20060619

Year of fee payment: 20

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: IT

Payment date: 20060630

Year of fee payment: 20

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: NL

Free format text: LAPSE BECAUSE OF EXPIRATION OF PROTECTION

Effective date: 20070606

NLV7 Nl: ceased due to reaching the maximum lifetime of a patent

Effective date: 20070606