EP0394306A1 - Control equipment for an internal combustion engine and process for adjusting the parameters for the equipment. - Google Patents
Control equipment for an internal combustion engine and process for adjusting the parameters for the equipment.Info
- Publication number
- EP0394306A1 EP0394306A1 EP19890900183 EP89900183A EP0394306A1 EP 0394306 A1 EP0394306 A1 EP 0394306A1 EP 19890900183 EP19890900183 EP 19890900183 EP 89900183 A EP89900183 A EP 89900183A EP 0394306 A1 EP0394306 A1 EP 0394306A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- individual
- factor
- lambda
- cylinder
- 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.)
- Granted
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
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
-
- 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
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
-
- 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
- F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
- F02D41/2425—Particular ways of programming the data
- F02D41/2429—Methods of calibrating or learning
- F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
- F02D41/2454—Learning of the air-fuel ratio control
-
- 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
- F02D41/0085—Balancing of cylinder outputs, e.g. speed, torque or air-fuel ratio
-
- 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
-
- 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
- F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
- F02D41/2425—Particular ways of programming the data
- F02D41/2429—Methods of calibrating or learning
- F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
- F02D41/2464—Characteristics of actuators
- F02D41/2467—Characteristics of actuators for injectors
Definitions
- Control device for an internal combustion engine and method for setting parameters of the device
- the invention relates to a control device for controlling the amount of fuel which is fed to the cylinders of an internal combustion engine by an injection device to each cylinder, and to a method for setting parameters of the control device.
- a known control device has a pilot control timer which outputs pilot control times as a function of the rotational speed and the amount of air drawn in, a respective pilot control time being common for all injection valves.
- a La bda control is superimposed on the precontrol in currently used embodiments.
- the problem with the known control device is that scatter in properties of the different cylinders are not taken into account, which can lead to a single cylinder of the internal combustion engine delivering an exhaust gas that is relatively rich in pollutants. Attempts have so far been made to keep the cylinder scatter low, in particular by designing the internal combustion engine so that conditions are very similar on all gas flow paths and by injecting valves in a sorted manner so that one is installed on each internal combustion engine There is a set of valves, all of which have very similar properties.
- a control device that compensates for cylinder scatter is not yet known.
- the invention is based on the object of specifying a control device of the type mentioned at the outset which has a compensatory effect with respect to cylinder scatter.
- the invention is also based on the object of specifying a method for setting parameters of such a device.
- the control device is characterized in that it compensates for variations in the properties of the different cylinders of an internal combustion engine by modifying the known pilot control with individual correction values. So there will be It is no longer the case that all the injection devices are controlled with the same injection time, but the pilot control time is corrected for each cylinder in such a way that the exhaust gas from all the individual cylinders has essentially the same composition.
- the device according to the invention has an individual value memory.
- a linking device links the common pilot control time with the individual correction values.
- the inventive method is characterized in that it is determined for which the cylinder ge in Ab ⁇ as äoweicht my predetermined value, established Lamb ⁇ Yes value of ⁇ V and then the Kor ⁇ rekturwert for this cylinder is changed so long or its Correction values are changed until the specified lambda value results.
- considerable effort is required in the signal processing of the probe, since such probes are relatively sensitive not only to fluctuations in the exhaust gas composition but also to pressure fluctuations. In the latter relationship, Nernst type probes are less problematic. The use of such probes is also recommended for the reason that the probe which is often already installed in the vehicle and which is generally a probe of the Nernst type can then be used as a measuring probe.
- FIG. 1 shows a block diagram of a control device with an individual value memory and a linking device
- FIG. 3 shows a block diagram of a control device with an individual value memory, which stores individual factors and individual summands, and a combination device, which multiplies and adds;
- control device 4 shows a block diagram of a control device and a test device, the control device having an individual value memory with individual factors that can be changed with the aid of the test device. Description of the embodiments
- pilot control timer 10 has a pilot control timer 10, an individual value memory 11 and a linking device 12 which outputs corrected pilot control times to (not shown) injection devices in an internal combustion engine 13.
- the pilot control timer 10 is driven by a signal which is proportional to the rotational speed n and a load-indicating signal which is indicated by QL in FIG. 1, corresponding to a measured amount of air per unit of time.
- the Lastsig ⁇ signal can also z. B. be given by the suction pressure or the throttle valve position.
- conventional pilot control timers often take into account further variables, in particular the engine temperature, which is not important for the following explanations.
- the linking device 12 links the pilot control times output by the pilot control timer 10 with correction values read from the individual value memory 11, which are determined separately for each injection device of the internal combustion engine 13 in such a way that for each injection device there is such a control time that the one for each cylinder individually Lambda values measured by a lambda probe in the exhaust gas are essentially the same for all cylinders.
- FIG. 2 Before going into details of the invention, it is first explained with reference to FIG. 2 how cylinder scattering can generally be compensated for.
- the load size TL is e.g. B. obtained by dividing the air volume QL per unit of time by the speed n and that The result is multiplied by a constant which adjusts the result of the division in such a way that there is a time which is within the usual injection times of a few milliseconds.
- the load variable tL is therefore a preliminary injection time.
- az is an individual factor valid for the cylinder z. This factor is only the same for all cylinders if all the injection devices deliver exactly the same amount of fuel within the same injection time and if all of the cylinders are penetrated by the exact same amount of air per unit of time.
- one of the cylinders has an injection device which, for. B. dispenses 5% less fuel per unit of time than the other injection devices, the factor az for the cylinder z with this injection device is to be selected 5% higher than the individual factors for the other cylinders. Accordingly, an increase in an individual factor by z. B. 5% required if a cylinder of 5% more air flows through per time unit than the other cylinders.
- the values obtained in this way are stored in an individual value memory, which is part of the control device shown in FIG. 3 and is indicated there with 11.1.
- the control device also has a load size transmitter 10.1 and a linking device 12.1.
- the load variable generator 10.1 forms the quotient QL / n and also multiplies by a factor such that a load variable is obtained in the sense of a preliminary injection time, as explained above.
- This load variable is multiplied multiplicatively in the linkage device 12.1 by an individual factor a1, a2, a3 or a4, and a respective individual sum and b1, b2, b3 or b4 is added by a respective summing element.
- individual injection times each arrive at one injection device on each of the cylinders of an internal combustion engine 13.
- a control device 14 and a test device 15 are present, both of which are indicated by framing with dash-dotted lines.
- the control unit 14 this has a pilot control time memory 10.2, an individual value memory 11.2 and a linking device 12.2. Only individual factors f1, f2, f3 and f4 are stored in the individual value memory 11.2. In order to obtain these, two measurements no longer have to be carried out, as explained above using equations (3) and (4), but one measurement is sufficient, e.g. B. that according to equation (3), the summand is set to zero and instead of the factor az there is a factor fz.
- Pre-control times are stored in the pre-control time memory 10.2 in an addressable manner via values of the air quantity QL and the speed n and, under certain circumstances, other (not shown) operating variables in an addressable manner.
- Linking device 12.2 multiplies a pilot control time common to all cylinders by an individual factor f1, f2, f3 or f4 and passes the individualized control times to the associated injection device in internal combustion engine 13.
- f1, f2, f3 or f4 are the pilot control times for if all operating conditions are correctly determined and if there are no changes in the scattering of the summands or due to aging, it is irrelevant for the accuracy of the correction that the summands in the control device in the control unit 14 are not taken into account separately. It is sufficient to redetermine the individual factors fz from time to time.
- the control unit 14 according to FIG. 4 has a superimposed control in addition to the pilot control.
- This is irrelevant to the invention and is only described briefly here, since it represents the usual design of control units.
- a lambda probe 16 is also arranged in the exhaust gas stream 17 of the internal combustion engine 13.
- This probe has an actual lambda value that is subtracted from a lambda target value that is read from a setpoint memory 18 that can be addressed via the operating variables that were mentioned in the description of the pilot control time memory 10.2.
- the control deviation formed in this way is fed to a control device 19 which outputs a correction factor KF with which the pilot control time read out from the pilot control time memory 10.2 is corrected by multiplication in such a way that the control deviation should disappear.
- Such a control superimposed on the pilot control can not only be carried out with the embodiment - ⁇
- the test device 15 is used to carry out the measures just mentioned. It is divided into three areas, namely a measurement area 15.1, a test area 15.2 and a programming area 15.3.
- the measuring range 15.1 has a display device 20 for displaying the lambda value measured in the exhaust gas stream 17. So that this lambda value is no longer passed to the subtractor for forming the control deviation for the control device 1, but rather to the display device 20, a changeover switch 21 is present in the control unit 14, which switches to a switchover signal US from the test device 15 Toggles.
- the test area 15.2 has a test factor setting device 22 and a test factor multiplexer 23. Accordingly, the programming area 15.3 has an individual factor setting device 24 and an individual factor multiplexer 25. Each of the four output lines of the multiplexers is connected to a register in the individual value memory 11.2, which stores a respective individual factor. It is assumed that the lambda value is measured with a lambda probe with a linear output signal and that all adjustment processes are carried out by hand.
- a test factor of 0.8 individually cylinder by cylinder is given via the test factor multiplexer 23 to the responsible register in the individual value memory 11.2.
- the content of the other registers is set to 1 via the individual factor multiplexer 25.
- the multiplication of a pilot control value with the value 0.8 leads to a shift of the lambda value in the lean direction. As soon as the register that is assigned to the cylinder that triggered the deviation in the bold direction on the display device 20 is triggered with the factor 0.8, this deviation disappears.
- the individual factor 1 is again determined for this cylinder. Then the lambda value for this cylinder is measured on the display device, e.g. B. 0.95. Exactly this value is then set as an individual factor in the individual factor setting device 24 via a signal EIF from the outside and the individual factor multiplexer 25 is controlled by a signal NFM in such a way that it exactly stores the factor 0.95 in the individual value memory 11.2 writes the register responsible for the determined cylinder. This measure ensures that the cylinder in question no longer deviates from the other cylinders in the bold direction.
- the use of a lambda probe with linear behavior has the advantage that lambda values can be read directly.
- test factors for fat and lean only have a predetermined deviation of 1, e.g. B. 2%.
- test factor rather than a device which performs a multiplicative combination with the Individual factor that could be placed on the line for the correction factor KF, which 'leads anyway to a multipl ikativ acting link device.
- the two described methods are applicable not only to the control device according to FIG. 4, which only stores individual factors fz, but also to the embodiment of the control device according to FIG. 3, which stores individual factors az and individual summands or.
- the summands or are then set to zero in the individual value memory.
- test device 15 can be designed as a separate device or it can be accommodated in the housing that houses the control device. In the latter case the individual values can be set regularly, e.g. B. each after a predetermined time after starting the internal combustion engine.
- this does not have any major advantages, since the largest variations are compensated for when setting the final assembly and aging-related effects only occur over longer periods of time.
- the described method is automated with the successive approximation, it is to be monitored, as described, whether a false signal occurs in the bold direction when only lean signals are actually expected and vice versa. If it is now to be observed whether this signal disappears cylinder by cylinder when test factors are changed, it can happen that the signal is maintained, namely when not only a single cylinder is scattering in the observed misalignment, but when there are two or more do more neighboring cylinders. If this is ascertained, the test factors for two adjacent cylinders must be changed together in the manner described, if there is still a signal, for three adjacent cylinders, etc. Instead, it is also possible, except for the amplitude also to monitor the duration of the false signal.
- each injection device has a control time such that the La bda values measured individually for each cylinder in the exhaust gas by a lambda probe for all cylinders are the same. If these values are stored in the individual value memory of a control device and linked to a common pilot control time by a linking device, all cylinders essentially deliver an exhaust gas with the same lambda value. This makes it possible to reduce the proportion of pollutants evenly for all cylinders. It is then no longer necessary, as before, that some cylinders have to run a little too rich and the others a little too lean, only to obtain a satisfactory mean.
- the individual value memory in all embodiments is most appropriately designed as a PROM, in particular as an EEPROM. If a procedure for determining individual correction values is then carried out at customer service, the newly determined values can be written into the EEPROM. It is also possible to use a non-volatile RAM, but then a control device which contains a control device of the type described must also contain a test device which makes it possible whenever an initialization process for memory is required was to automatically determine new individual correction values and write them back into the RAM.
Landscapes
- 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
Une unité de régulation permettant de réguler la quantité de carburant fournie aux cylindres d'un moteur à combustion interne par un dispositif d'injection sur chaque cylindre, possède une horloge de présélection (10), une mémoire de valeurs individuelles (11) et une unité logique (12). La mémoire de valeurs individuelles mémorise des valeurs individuelles affectées aux dispositifs d'injection pour les différents cylindres d'un moteur à combustion interne (13). L'unité logique combine les valeurs individuelles avec un temps de présélection fourni par l'horloge de présélection, ce qui donne pour chaque dispositif d'injection un temps de régulation tel que les valeurs lambda mesurées individuellement pour chaque cylindre par une sonde lambda dans les gaz d'échappement sont sensiblement identiques pour tous les cylindres. Une telle unité de régulation permet d'obtenir de très bonnes valeurs à l'échappement.A regulating unit for regulating the quantity of fuel supplied to the cylinders of an internal combustion engine by an injection device on each cylinder, has a preset clock (10), a memory for individual values (11) and a logical unit (12). The individual value memory stores individual values assigned to the injection devices for the different cylinders of an internal combustion engine (13). The logic unit combines the individual values with a preset time provided by the preset clock, which gives for each injection device a regulation time such as the lambda values measured individually for each cylinder by a lambda probe in the exhaust gases are substantially identical for all cylinders. Such a regulation unit makes it possible to obtain very good exhaust values.
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE3800176A DE3800176A1 (en) | 1988-01-07 | 1988-01-07 | CONTROL DEVICE FOR AN INTERNAL COMBUSTION ENGINE AND METHOD FOR SETTING PARAMETERS OF THE DEVICE |
DE3800176 | 1988-01-07 |
Publications (2)
Publication Number | Publication Date |
---|---|
EP0394306A1 true EP0394306A1 (en) | 1990-10-31 |
EP0394306B1 EP0394306B1 (en) | 1992-04-01 |
Family
ID=6344869
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP89900183A Expired - Lifetime EP0394306B1 (en) | 1988-01-07 | 1988-12-09 | Control equipment for an internal combustion engine and process for adjusting the parameters for the equipment |
Country Status (6)
Country | Link |
---|---|
US (1) | US5020502A (en) |
EP (1) | EP0394306B1 (en) |
JP (1) | JP2719019B2 (en) |
KR (1) | KR0147062B1 (en) |
DE (2) | DE3800176A1 (en) |
WO (1) | WO1989006310A1 (en) |
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DE3925877C2 (en) * | 1989-08-04 | 1998-10-08 | Bosch Gmbh Robert | Method and device for controlling the fuel metering in a diesel internal combustion engine |
JPH0711256B2 (en) * | 1989-09-06 | 1995-02-08 | 本田技研工業株式会社 | Control device for internal combustion engine |
DE3929746A1 (en) * | 1989-09-07 | 1991-03-14 | Bosch Gmbh Robert | METHOD AND DEVICE FOR CONTROLLING AND REGULATING A SELF-IGNITIONING INTERNAL COMBUSTION ENGINE |
DE4228053A1 (en) * | 1991-09-30 | 1993-04-01 | Siemens Ag | Controlling and matching characteristic curves of cylinders of four stroke IC engine - using control programme to modify conditions for individual cylinders and generate overall performance programme for microprocessor providing electronic control |
DE4319677C2 (en) * | 1993-06-14 | 2002-08-01 | Bosch Gmbh Robert | Method and device for regulating the smooth running of an internal combustion engine |
JP3226720B2 (en) * | 1994-06-24 | 2001-11-05 | 三信工業株式会社 | Combustion control device for two-cycle engine |
DE19527218B4 (en) * | 1994-12-23 | 2004-03-18 | Robert Bosch Gmbh | Method and device for regulating the smooth running of an internal combustion engine |
CN1082617C (en) * | 1994-12-30 | 2002-04-10 | 本田技研工业株式会社 | Fuel injection control device for IC engine |
JP3422393B2 (en) * | 1995-02-24 | 2003-06-30 | 本田技研工業株式会社 | Air-fuel ratio control device for internal combustion engine |
US5623913A (en) * | 1995-02-27 | 1997-04-29 | Honda Giken Kogyo Kabushiki Kaisha | Fuel injection control apparatus |
JP3499319B2 (en) * | 1995-03-03 | 2004-02-23 | ヤマハマリン株式会社 | Engine fuel injector |
IT1284681B1 (en) * | 1996-07-17 | 1998-05-21 | Fiat Ricerche | CALIBRATION PROCEDURE FOR AN INJECTION SYSTEM FITTED WITH INJECTORS. |
JP3729295B2 (en) * | 1996-08-29 | 2005-12-21 | 本田技研工業株式会社 | Air-fuel ratio control device for internal combustion engine |
DE19653521B4 (en) * | 1996-12-20 | 2006-01-19 | Bayerische Motoren Werke Ag | Electronic control of a multi-cylinder, in particular spark-ignited internal combustion engine |
DE19700711C2 (en) * | 1997-01-10 | 1999-05-12 | Siemens Ag | Method for compensating for the systematic error in injection devices for an internal combustion engine |
JPH11351046A (en) * | 1998-06-10 | 1999-12-21 | Honda Motor Co Ltd | Fuel injection control device for multiple cylinder internal combustion engine |
GB2343967A (en) * | 1998-11-21 | 2000-05-24 | Lucas Industries Ltd | Deriving fuel supply control algorithms for each engine cylinder to maintain balanced air/fuel ratio |
DE19909474A1 (en) | 1999-03-04 | 2000-09-07 | Siemens Ag | Operating method for a spark-ignited, multi-cylinder internal combustion engine working with direct fuel injection |
DE10011690C2 (en) * | 2000-03-10 | 2002-02-07 | Siemens Ag | Cylinder equalization procedure |
JP2001349243A (en) * | 2000-06-07 | 2001-12-21 | Isuzu Motors Ltd | Fuel injection control device of engine |
DE10133555A1 (en) * | 2001-07-11 | 2003-01-30 | Bosch Gmbh Robert | Process for cylinder-specific adjustment of the injection quantity in internal combustion engines |
DE10304242B3 (en) * | 2003-02-03 | 2004-04-29 | Siemens Ag | Determining combustion parameter in second cylinder of multi-cylinder internal combustion engine involves estimating parameter from lambda probe signal if no significant roughness between combustions |
DE10333994B4 (en) * | 2003-07-25 | 2015-04-30 | Robert Bosch Gmbh | Method for operating an internal combustion engine |
DE10339251B4 (en) * | 2003-08-26 | 2015-06-25 | Robert Bosch Gmbh | Method for operating an internal combustion engine |
DE10358988B3 (en) * | 2003-12-16 | 2005-05-04 | Siemens Ag | Fuel injection control for multi-cylinder IC engine using comparison of estimated fuel/air ratio with actual fuel air ratio for correcting injected fuel mass for each engine cylinder for individual lambda regulation |
DE102006033869B3 (en) | 2006-07-21 | 2008-01-31 | Siemens Ag | Method and device for diagnosing the cylinder-selective unequal distribution of a fuel-air mixture, which is supplied to the cylinders of an internal combustion engine |
DE102006039378B4 (en) * | 2006-08-22 | 2012-01-05 | Bayerische Motoren Werke Aktiengesellschaft | Method for operating an Otto internal combustion engine |
DE102007020964A1 (en) | 2007-05-04 | 2008-11-06 | Robert Bosch Gmbh | Method for the cylinder equalization of an internal combustion engine |
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US4869222A (en) * | 1988-07-15 | 1989-09-26 | Ford Motor Company | Control system and method for controlling actual fuel delivered by individual fuel injectors |
US4962741A (en) * | 1989-07-14 | 1990-10-16 | Ford Motor Company | Individual cylinder air/fuel ratio feedback control system |
-
1988
- 1988-01-07 DE DE3800176A patent/DE3800176A1/en not_active Withdrawn
- 1988-12-09 EP EP89900183A patent/EP0394306B1/en not_active Expired - Lifetime
- 1988-12-09 JP JP1500287A patent/JP2719019B2/en not_active Expired - Fee Related
- 1988-12-09 US US07/477,924 patent/US5020502A/en not_active Expired - Lifetime
- 1988-12-09 WO PCT/DE1988/000754 patent/WO1989006310A1/en active IP Right Grant
- 1988-12-09 DE DE8989900183T patent/DE3869783D1/en not_active Expired - Lifetime
-
1989
- 1989-12-09 KR KR1019890701646A patent/KR0147062B1/en not_active IP Right Cessation
Non-Patent Citations (1)
Title |
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See references of WO8906310A1 * |
Also Published As
Publication number | Publication date |
---|---|
DE3800176A1 (en) | 1989-07-20 |
US5020502A (en) | 1991-06-04 |
KR900700739A (en) | 1990-08-16 |
EP0394306B1 (en) | 1992-04-01 |
JP2719019B2 (en) | 1998-02-25 |
KR0147062B1 (en) | 1998-08-17 |
JPH03502224A (en) | 1991-05-23 |
WO1989006310A1 (en) | 1989-07-13 |
DE3869783D1 (en) | 1992-05-07 |
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