EP0449851B1 - Verfahren zur kraftstoffmengenbestimmung - Google Patents

Verfahren zur kraftstoffmengenbestimmung Download PDF

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Publication number
EP0449851B1
EP0449851B1 EP89913031A EP89913031A EP0449851B1 EP 0449851 B1 EP0449851 B1 EP 0449851B1 EP 89913031 A EP89913031 A EP 89913031A EP 89913031 A EP89913031 A EP 89913031A EP 0449851 B1 EP0449851 B1 EP 0449851B1
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EP
European Patent Office
Prior art keywords
intake
mass
value
air
calculated
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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.)
Expired - Lifetime
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EP89913031A
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German (de)
English (en)
French (fr)
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EP0449851A1 (de
Inventor
Martin Klenk
Winfried Moser
Kurt Ingrisch
Christian Klinke
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Robert Bosch GmbH
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Robert Bosch GmbH
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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
    • 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
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/047—Taking into account fuel evaporation or wall wetting
    • 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
    • F02D41/2474—Characteristics of sensors
    • 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
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0402—Engine intake system parameters the parameter being determined by using a model of the engine intake or its components

Definitions

  • the invention relates to a method for determining the amount of fuel to be supplied to an internal combustion engine per cycle.
  • This arrangement has a means 11 for determining the control value, a means 12 for determining transient transition values, a means 13 for regulating, and an internal combustion engine 14 with a throttle valve 15, injection valve arrangement 16 and pressure sensor 17 in the intake manifold 18 and with a lambda probe 19 in the exhaust pipe 20. It is initially assumed that the internal combustion engine 14 is operated in a controlled manner. In this case, only the signal from the means 11 for determining the control value acts on the injection valve arrangement 16.
  • the means 11 for determining the control value are supplied with values of operating variables, in particular the setting angle of the throttle valve 15 and the rotational speed, whereupon the means 11 outputs an injection time signal.
  • the means 11 for determining the control value can also use only the pressure signal from Intake manifold pressure sensor 17 are supplied.
  • the injection time is then set essentially proportional to the measured pressure.
  • the signal is advantageously also corrected with values which are read out from a characteristic diagram as a function of values of operating variables.
  • the actual lambda value is compared by the lambda probe 19 with a desired lambda value in a comparison point 21 and the difference value is fed as a control deviation to the control means 13, which determines a control value in the form of a control factor RF as a function of the control deviation is multiplied by the value output by the means 11 for determining the control value in a manipulated value linking point 22.
  • the control loop described ensures that control values with which the desired lambda value alone is not achieved are corrected in such a way that this goal is nevertheless achieved.
  • the values output by means 11 for determining the control value are normally determined for stationary operating states. But finds between a first stationary operating state and a second stationary operating state z. B. acceleration instead, an acceleration enrichment is now required.
  • the means 12 for determining transient transitional values is available. If values of operating variables with a high time gradient change, the means 12 for determining transient transition values outputs a time sequence of values that be linked with control values in a transient correction point 23.
  • the transient correction can be present on only controlled systems or on pre-controlled systems with superimposed regulation. In all applications, those cases are particularly problematic in which several transient conditions are fulfilled in a short time sequence, each triggering new transient transition functions. In practice, this often leads to overlaps that undesirably increase or cancel.
  • the update error is handled in a conventional manner, namely in that if after the calculation of the fuel quantity to be supplied in the next stroke an unsteady event has occurred and the new fuel quantity taking this event into account can be taken into account before the completion of the intake stroke, a post-injection occurs.
  • the wall film error is calculated individually depending on the values of different operating parameters.
  • the phase error is an error which results in particular from the fact that an air flow meter measures not only the air that is sucked in for combustion, but also that air which serves to increase the pressure in the intake manifold. This phase error is compensated for by adapting the slope of the signal from the air flow meter to the slope of the intake manifold pressure. The intake manifold pressure is therefore measured and the air mass drawn in for combustion per cycle is determined with the aid of the intake manifold pressure.
  • phase error is adapted to the gradient of the signal of the pressure sensor by adapting the gradient of the signal of the air mass meter, this method behaves similarly to those in series in which the air mass sucked in for combustion determines directly from the measured intake manifold pressure in the transient case becomes. However, it is known from these methods that they do not fully compensate for the phase error which occurs in an unsteady-state operation.
  • the invention has for its object to provide a method for determining the amount of fuel to be supplied to an internal combustion engine per cycle, with which phase errors can be largely avoided.
  • the method according to claim 1 is characterized in that the air mass pounded for combustion is no longer determined from the currently measured intake manifold pressure, but rather is determined which intake manifold pressure is likely to be in the adjusts the next cycle, and that the air mass calculation is carried out with the help of this pre-calculated intake manifold pressure.
  • This procedure makes use of the knowledge that the intake manifold pressure changes relatively strongly from one cycle to the next during transient transitions, that is to say that considerably better control values can be achieved if the intake manifold pressure that is then likely to be present is already taken into account for the fuel quantity to be supplied in the next cycle.
  • the method according to claim 4 is characterized in that the air mass determined with the aid of the intake manifold pressure is corrected with a value which takes into account in particular temperature influences. It has been found that the air mass sucked in for combustion does not match the mass that would actually be expected due to the pressure conditions. It should be noted here that pressure conditions actually influence the flow of an air volume, but not a mass. The air mass present in a certain volume still depends on the temperature of the intake air. However, the temperature conditions in an internal combustion engine change during transient transitions. The relationship between the correction value and values of operating variables can be predetermined. This predetermined relationship is then used to correct the air mass that was initially determined with the help of the suction pipe pressure.
  • the intake manifold pressure changes over time according to a specific function. In the simplest case a linear change is assumed, but it has been shown that the smallest deviations between the calculated and measured values occur when a first order transition is used for the change.
  • This method is characterized by the fact that it always works with current values, that is to say without characteristic maps, which leads to high accuracy if, after a change in the flow cross sections, in particular by changing the actuating angle of a throttle valve, no further such changes take place.
  • the cross-section changes continuously, the parameters of the transition function also change continuously, which is, however, not sufficiently taken into account, since outdated values are used for the calculation.
  • Fig. 1 the throttle valve angle ⁇ is plotted against time t. At one point in time, the throttle valve angle changes abruptly from an old stationary value to a new stationary value that corresponds to a larger opening cross-section than was previously the case.
  • This temporal change in the intake manifold pressure pS (t) is plotted in FIG. With their help, it can be predicted which value the sowing pipe pressure will assume at a point in time that is 4 t ( ⁇ ) later than the current point in time. This period of time is also entered in FIG. 2. It should be noted for the following that when actually calculating the intake manifold pressure, a prediction does not have to be made over a certain period of time, but rather over a certain crank angle range. The prediction period depends on the speed ⁇ . For the sake of simplicity, it is initially assumed that the prediction period corresponds to a permanently fixed crank angle range of 720 °, that is to say the distance between two intake clocks for one fixed cylinder in each case. The number of computing cycles for each cylinder is then identical to the number of intake cycles for this cylinder. The current calculation cycle is identified below with the letter n.
  • the intake manifold pressure is calculated in a means 24 for pressure calculation.
  • the pressure pS (n + 1) is calculated as it is likely to be for the next intake cycle for the one under consideration Cylinder will be present. Examples of the calculation are explained below with reference to FIGS. 6-8.
  • a preliminary air mass mLV (n + 1) is calculated from the intake manifold pressure pS (n + 1) for the next cycle, as is likely to be taken in with the next intake cycle. It is known that this mass is essentially proportional to the intake manifold pressure, except in the full load range.
  • the provisional air mass mLV (n + 1) is read from an air mass map 25, specifically addressed via values of the calculated intake manifold pressure pS (n + 1), the speed ⁇ and the engine temperature T w .
  • FIG. 3 The time course of the provisionally calculated air mass mLV (t) as a function of the intake manifold pressure pS (t) is shown in FIG. 3.
  • a further air mass is shown in FIG. 3, namely a temperature-dependent air mass mLT (t) which is to be added to the provisional air mass in order to obtain the air mass mL (t) actually sucked in for combustion.
  • the temperature-dependent air mass mLT (t) is calculated using an auxiliary temperature variable ⁇ T (t). 5 auxiliary values TStat (n), h1 (n) and h2 (n) are read out from a temperature auxiliary characteristic map, addressable via values of the throttle valve angle, the speed and the engine temperature for the computing cycle n.
  • the read values are represented by a Means 27 for recursion calculation are converted into a future value ⁇ T (n + 1) and this is multiplied by a constant kT and the provisional air mass mLV (n + 1) and the temperature-dependent air mass mLT (n + 1) thus obtained becomes the provisional air mass mLV (n + 1) added.
  • the fuel mass which is to be added to the air mass in order to achieve a specific lambda value can be calculated from the air mass mL (n + 1) drawn in this way from the intake manifold. 5, this conversion takes place in one Dividing point 28.
  • the fuel mass now calculated is not exactly that which is to be added to the intake air mass, since part of the fuel is additionally to be used for a wall film build-up or is released from the wall film if, in contrast to FIG. 1, instead of an acceleration a delay is initiated.
  • the fuel mass calculated from the intake air mass mL (n + 1) is therefore only a provisional fuel mass mKV (n + 1).
  • the time course of this provisional fuel mass mKV (t) is shown in FIG. 4.
  • the fuel mass mKÜ (t) is also shown there, which must be additionally injected for the wall film build-up.
  • the fuel mass mK (t) to be actually injected is the sum of the provisional fuel mass and the fuel mass required for the wall film construction. This sum formation is also shown in FIG. 5.
  • the starting point for all two sub-methods explained with reference to FIGS. 6-7 is the first order transition function according to FIG. 2 and according to equation (1).
  • a transition function of the 1st order describes the behavior observed on previously examined internal combustion engines after a sudden change throttle angle most accurately.
  • the first order transition function according to equation (1) has three parameters, namely the final pressure pStat, the initial pressure pS (t0) and the time constant kp.
  • Throttle valve changes that took place before the current cycle do not influence methods as will now be explained with reference to FIGS. 6 and 7.
  • two of the three parameters of equation (1) are read from characteristic maps, namely the final pressure pStat and the time constant kp, which values depend on the values of throttle valve angle ⁇ and speed present for the current cycle.
  • the stationary pressure pStat (n) is thus addressably read out from a stationary pressure map 28 via the values ⁇ (n) and ⁇ (n) and the value ⁇ p (n) valid for these values is addressed from the time constant map 29 using the same values. the time constant is read out.
  • the values of the stationary pressure and time constant are passed to a means 30 for calculating the equation, to which the current value pS (n) of the intake manifold pressure is also fed. Using this measured value, the third parameter trise is calculated from equation (1). Once this has taken place, equation (1) is used to calculate the suction pressure pS (n + 1) which is likely to be established in the next cycle. With this method, all three parameters are thus determined solely on the basis of currently available measured values.
  • the method now explained with reference to FIG. 7 manages with very simple means. It only uses the values of throttle valve angle ⁇ and speed ⁇ that are already available on internal combustion engines. With the aid of these values, the characteristic diagrams described with reference to FIG. 6 are addressed.
  • the intake manifold pressure pS (n + 1) for the next cycle determined by this recursion formula is stored for the calculation in the next cycle, which is indicated in FIG. 8 by a sample / hold element 32.
  • the pressure pS (n + 1) calculated in the manner just described is the current pressure value pS (n) for the next cycle.
  • the factor G and the time constant kp, as shown in equation (1), can be converted into each other.
  • a further improvement can be achieved by correcting the calculated value with a temperature-dependent air mass mLT, as already briefly indicated above with reference to FIGS. 3 and 5. This measure can also be carried out without the suction pressure prediction described, that is, even if the currently measured intake manifold pressure is used as the intake manifold pressure present in the next cycle.
  • the temperature-dependent correction is based on the knowledge that when both the intake manifold and the engine are relatively cold, the masses flowing into the intake manifold and the engine are divided differently than when the intake manifold is cold and the engine is hot.
  • the air mass flowing into the engine for combustion therefore depends not only on the intake manifold pressure, but also on temperature differences. It has been found that the temporal behavior of such temperature influences can be simulated relatively well with the aid of a second-order transition function, which is essentially only one has parameters strongly dependent on values of operating variables, namely a stationary temperature ⁇ TStat.
  • ⁇ TStat (n) f ( ⁇ (n), ⁇ (n), T w (n)).
  • ⁇ T (n + 1) k1 (n) x ( ⁇ TStat (n) - ⁇ T (n)) + k2 (n) x ( ⁇ T (n) - ⁇ T (n - 1))
  • the constant values k1 (n) and k2 (n), like the stationary temperature ⁇ TStat (n), are also read from the auxiliary temperature variables map 26. With the aid of these variables, the recursion formula (3) above is evaluated on average 27 for calculating the recursion.
  • the auxiliary variable ⁇ T used to correct the provisionally calculated air mass mLV only carries the dimension of a temperature for the sake of clarity, in order to express that the corrected influences are mainly temperature influences.
  • the correction quantity could easily be dimensionless.
  • Other effects besides temperature effects, in particular vibration effects, can be taken into account by modifying the recursion formula given above, e.g. B. by multiplying by a trigonometric vibration function.
  • An adaptation procedure can also be carried out with regard to the air mass mL.
  • the calculated air mass mL (n + 1) is compared with the air mass actually sucked in for cycle n + 1. This measurement takes place e.g. B. with the help of an air mass meter, the air mass flow detected. The mass sucked in results from the mass flow and the suction time. If the difference between the air mass actually sucked in and the calculated air mass exceeds a threshold value, the stationary temperature TStat is preferably calculated backwards so that the correct air mass would have been corrected with the corrected stationary temperature. The corrected stationary temperature is then stored in the map 26.
  • the ignition timing is set on the basis of the calculated air mass mL (n + 1) and on the other hand the fuel mass to be added to this air mass is calculated.
  • the ignition timing is set by driving a conventional speed-air-mass ignition timing map. It is advantageous that the control of this customary map is no longer carried out with the aid of the currently measured air mass value, but rather with the aid of the value calculated in advance. Instead of a map, the ignition timing can also be calculated from values of the speed and the air mass using an equation. In this case, too, there is the advantage that the calculation with the Who: Door is done for the expected and not for the current air mass.
  • the fuel mass is calculated from the air mass with the aid of the predetermined lambda setpoint ⁇ SOLL (n + 1) in the dividing point 27.
  • the fuel mass obtained by dividing the air mass mL (n + 1) by the setpoint is only a provisional fuel mass mKV (n + 1). It is provisional, since it still has to be taken into account how much fuel is transferred into the construction of a wall film, with an increased supply of fuel or how much fuel is obtained from the decomposition of a wall film, with a reduced supply of fuel.
  • the wall film correction is carried out using any known method, preferably that described in "Transient A / F Control Characteristics of the 5 l Central Fuel injection engine from CF Aquino in SAE paper 81 0494, pp.
  • mK (n + 1) mKV (n + 1) + mKÜ (n + 1)
  • transition functions and recursion formulas for calculating the intake manifold pressure or the temperature influence are only examples which have been found to be advantageous from previous measurements.
  • other transition functions and associated recursion formulas can better describe the actually measured conditions.
  • the methods can be used individually or together. One method consists in that the sowing pipe pressure that is present for the next suction cycle is calculated in advance and the other method consists in that the intake manifold pressure, regardless of how it was determined, is corrected with the aid of a temperature effect model.
  • FIG. 8 A procedure will now be described with reference to FIG. 8 which avoids the disadvantages just mentioned.
  • the respective intake cycles for four cylinders Z1-Z4 are recorded as rectangular boxes, each with the same length, ie the same crank angle overlap.
  • the intake manifold pressure to the middle of an intake stroke should be calculated in order to be able to determine the fuel mass to be injected therefrom.
  • the centers of all intake cycles are 180 ° apart. Brands M1-M4 are related to these centers.
  • the mark M1 indicates the crank angle at which it is queried which fuel mass is to be injected for the cylinder Z1 so that it can draw this fuel in its next intake cycle.
  • the mark M1 is at crank angle 0 and the center of the associated intake stroke is 540 °.
  • the calculation of the fuel mass is started a few crank angle degrees before the occurrence of one of the brands, so that the calculation result is available when the brand occurs.
  • the constant values G ( ⁇ (n), ⁇ (n)) are stored for the period in which 180 ° crank angle is covered at the respective speed. If the recursion formula (2) is calculated once, the intake manifold pressure is present, which is likely to occur 180 ° later, i.e. before the mark M2. However, since the intake manifold pressure is of interest to the M4 mark, the recursion according to equation (2) is carried out twice more. Shortly before the appearance of the mark M1, the evaluation of the recursion formula (2) runs three times in quick succession. The calculation result for the amount of fuel to be injected is therefore available for the intake stroke of the cylinder Z1 at the mark M4 when the mark M1 occurs.
  • the calculation result of the first application of the recursion forms the initial value if, shortly before the appearance of the mark M 2, the recursion is carried out three times again in order to calculate the fuel mass which is required for the intake stroke of the cylinder Z2 around the next mark M1. If the recursion formula is applied once with this initial value, the result should agree with that which was achieved shortly before the occurrence of the mark M1 after the recursion formula was applied twice. However, there is no agreement if the position of the throttle valve has changed in the meantime. If there is no agreement, this is preferably used to correct the fuel mass for the still imminent intake stroke of the cylinder Z1 around the mark M4.
  • the difference is also injected. It turns out that less Kratstoff would have been required than already injected, the difference value is subtracted for the next injection for the cylinder Z1. If only a small amount of pre-storage is used in the current operating state, ie when the mark M2 occurs, the fuel for the intake stroke of the cylinder Z1 has not yet been sprayed around the mark M4, the required fuel quantity is recalculated.
  • each recursion step not 180 °, but a smaller angular range, e.g. B. to cover only 60 °. Then a calculation mark is output every 60 ° crank angle.
  • the recursion formula (2) is only used for those computation marks that are not just before one of the marks M1-M4.
  • the recursion equation is carried out nine times in succession in order to predict the intake manifold pressure for a point in time at which the crank angle has covered a further 540 °.
  • the smaller the angular range that is covered by a recursion evaluation the more up-to-date the adaptation to any changes in the throttle valve angle, but the higher the computing effort.
  • the prediction does not necessarily have to be made in advance by an angular range of 540 °. In the example, this area was chosen because it also covers the largest storage times. If the method is used for a motor that has a shorter maximum pre-storage time, a correspondingly smaller angular range is used in the future.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Analytical Chemistry (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
EP89913031A 1988-12-14 1989-11-29 Verfahren zur kraftstoffmengenbestimmung Expired - Lifetime EP0449851B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3842075 1988-12-14
DE3842075A DE3842075A1 (de) 1988-12-14 1988-12-14 Verfahren zur kraftstoffmengenbestimmung

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EP0449851A1 EP0449851A1 (de) 1991-10-09
EP0449851B1 true EP0449851B1 (de) 1993-07-07

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EP89913031A Expired - Lifetime EP0449851B1 (de) 1988-12-14 1989-11-29 Verfahren zur kraftstoffmengenbestimmung

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EP (1) EP0449851B1 (ja)
JP (1) JP3138467B2 (ja)
KR (1) KR0148796B1 (ja)
DE (2) DE3842075A1 (ja)
WO (1) WO1990007053A1 (ja)

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US5522367A (en) * 1994-01-22 1996-06-04 Robert Bosch Gmbh Method and device for predicting a future load signal in connection with the control of an internal-combustion engine
WO2000043669A1 (de) * 1999-01-21 2000-07-27 Robert Bosch Gmbh Verfahren und vorrichtung zum festlegen des zündzeitpunktes einer brennkraftmaschine

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IT1268039B1 (it) * 1994-03-04 1997-02-20 Weber Srl Sistema elettronico di calcolo del tempo di iniezione
DE19515855A1 (de) * 1995-04-29 1996-10-31 Volkswagen Ag Verfahren zum Einstellen der Bewegung eines leistungsverändernden Regelorgans
DE19853410A1 (de) * 1998-11-19 2000-05-25 Bayerische Motoren Werke Ag Verfahren zur Bestimmung des Drosselklappenwinkels
FR2821388B1 (fr) * 2001-02-28 2003-04-25 Renault Procede de calcul de la masse d'air admise dans le cylindre d'un moteur a combustion interne equipant un vehicule automobile et calculateur d'injection mettant en oeuvre le procede
DE10141929A1 (de) * 2001-08-28 2003-03-27 Volkswagen Ag Verfahren zum Starten eines Ottomotors
DE102005031030A1 (de) * 2005-07-04 2007-01-18 Robert Bosch Gmbh Verfahren zum Betreiben einer Brennkraftmaschine
KR100793738B1 (ko) * 2006-12-14 2008-01-10 현대자동차주식회사 밸브타이밍 가변엔진의 흡입공기량 연산방법
DE102008041689B4 (de) 2008-08-29 2019-07-25 Robert Bosch Gmbh Verfahren und Motorsteuergerät zur Adaption von Verdampfungsparametern eines Kraftstoffs bei einem dualen Einspritzsystem
DE102009032064B3 (de) * 2009-07-07 2010-08-26 Continental Automotive Gmbh Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine
US20160123824A1 (en) 2012-07-09 2016-05-05 Ji An Wan Full Load Brake Torque Inspection Method

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* Cited by examiner, † Cited by third party
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US5522367A (en) * 1994-01-22 1996-06-04 Robert Bosch Gmbh Method and device for predicting a future load signal in connection with the control of an internal-combustion engine
DE4401828B4 (de) * 1994-01-22 2004-02-19 Robert Bosch Gmbh Verfahren und Vorrichtung zur Vorhersage eines zukünftigen Lastsignals im Zusammenhang mit der Steuerung einer Brennkraftmaschine
WO2000043669A1 (de) * 1999-01-21 2000-07-27 Robert Bosch Gmbh Verfahren und vorrichtung zum festlegen des zündzeitpunktes einer brennkraftmaschine

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EP0449851A1 (de) 1991-10-09
KR910700403A (ko) 1991-03-15
DE58904884D1 (de) 1993-08-12
DE3842075A1 (de) 1990-06-21
KR0148796B1 (ko) 1998-10-01
JP3138467B2 (ja) 2001-02-26
WO1990007053A1 (de) 1990-06-28
JPH04502352A (ja) 1992-04-23

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