EP1297249A1 - Method for operating an internal combustion engine in particular in a motor vehicle - Google Patents
Method for operating an internal combustion engine in particular in a motor vehicleInfo
- Publication number
- EP1297249A1 EP1297249A1 EP01935998A EP01935998A EP1297249A1 EP 1297249 A1 EP1297249 A1 EP 1297249A1 EP 01935998 A EP01935998 A EP 01935998A EP 01935998 A EP01935998 A EP 01935998A EP 1297249 A1 EP1297249 A1 EP 1297249A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- operating mode
- lambda
- air mass
- lean
- transitions
- 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
- F02D41/18—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
- F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
- F02D41/182—Circuit arrangements for generating control signals by measuring intake air flow for the control of a fuel injection device
-
- 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
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
- F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
- F02D41/3064—Controlling fuel injection according to or using specific or several modes of combustion with special control during transition between modes
- F02D41/307—Controlling fuel injection according to or using specific or several modes of combustion with special control during transition between modes to avoid torque shocks
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
- F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
- F02D41/0275—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a NOx trap or adsorbent
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
- F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
- F02D41/3023—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode
- F02D41/3029—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode further comprising a homogeneous charge spark-ignited mode
Definitions
- the invention is based on a method for operating an internal combustion engine, in particular a motor vehicle, in which fuel is injected into a combustion chamber in a lean operating mode and in a rich operating mode, and in which a switch is made between the two operating modes.
- the invention also relates to a corresponding internal combustion engine and a control device for such an internal combustion engine.
- NOx storage catalytic converter In diesel as well as in gasoline internal combustion engines, it is known to use a NOx storage catalytic converter to reduce pollutant emissions. To operate the NOx storage catalytic converter, it is necessary to switch the internal combustion engine from the lean operating mode to the rich operating mode. In this rich operating mode, the NOx storage catalytic converter is regenerated. After the regeneration has been carried out, the internal combustion engine is switched back to the lean operating mode.
- Air mass supplied to the internal combustion engine, as well as the amount of fuel injected into the internal combustion engine, must therefore be influenced when switching between the two operating modes such that, in particular, the torque generated by the internal combustion engine does not produce any peaks or jumps or the like. having.
- the object of the invention is to provide a method for operating an internal combustion engine, in particular a motor vehicle, in which a changeover between the rich operating mode and the lean operating mode or the like without any changeover pressure. is possible.
- this object is achieved in that an air mass and an injection quantity for lean operation are continuously determined, and that a lambda for lean operation is continuously determined from the air mass and the injection quantity that one of the lambda for the lean operation deviating lambda is specified for the rich operating mode and for the transitions there, and that a target air mass for the rich operating mode and for the transitions there from the lambda for the lean operation and from the lambda for the rich operating mode and for the transitions there is determined.
- the control and / or regulation of the internal combustion engine during the transition from the lean to the rich operating mode, as well as in the rich operating mode itself, is thus carried out on the basis of the injection quantity and the air mass, which are provided for the lean operating mode.
- This air mass and injection quantity for lean operation become lambda for the lean
- This lambda is combined with a lambda linked, which represents the desired lambda for the transition to the rich operating mode or for the rich operating mode as such. From this combination of the calculated lambda for the lean operating mode and the desired lambda for the rich operating mode or for the transition there, the desired air mass is then determined in which the internal combustion engine itself is supplied during the transition to the rich operating mode or in the rich operating mode , It goes without saying that other operating variables of the internal combustion engine can also play a role in determining the target air mass.
- control and / or regulation according to the invention represents an air-guided system.
- the target air mass, which is supplied to the internal combustion engine is calculated on the basis of the lambda for the lean operation as a function of the desired lambda for the rich operating mode or for the transition there should .
- the internal combustion engine is therefore influenced in the first step with the aid of a change in the air mass in the direction of the rich operating mode.
- a target value for the lambda in the rich operating mode and for the transitions there is determined as a function of the air mass and the injection quantity for the lean operation, and it a target injection quantity for the rich operating mode and for the transitions there is determined from the actual air mass and the target value for the lambda.
- control and / or regulation according to the invention represents an air-guided system.
- the target air mass is determined according to the invention as a function of the respectively desired lambda.
- the actual air asse ie the air mass actually supplied to the internal combustion engine, is measured. It is also possible to derive the actual air mass from other operating variables
- a target air mass and a target injection quantity are always generated which depend on the one hand on the desired lambda and on the other hand are always coordinated with one another.
- the air-guided system according to the invention is thus completed by changing the desired injection quantity as a function of the actual air mass and thus as a function of the target air mass. Since the target injection quantity and the actual air mass are always coordinated, it is ensured that no jumps or peaks or the like. of the torque generated by the internal combustion engine can arise.
- the target value for the lambda in the rich operating mode and for the transitions there is determined from a target efficiency for the rich operating mode and for the transitions there, and if the target efficiency is divided by the actual air mass is determined by said multiplication result.
- the target injection quantity can be calculated. Again, it is essential that a conversion from an efficiency into a lambda is carried out. Furthermore, it is important that the multiplication result resulting from the air mass and the injection quantity for the lean operation is also used according to the invention when determining the target injection quantity. In this way, the target Injection quantity ensures that there is no jump in the target injection quantity when switching between the operating modes.
- the conversion of a lambda into an associated efficiency or vice versa is carried out by means of a reference characteristic curve and by means of additive and / or multiplicative corrections.
- a reference characteristic curve and by means of additive and / or multiplicative corrections.
- the start of injection or the start of activation and / or the injection duration or the activation duration of the partial injections is dependent on the operating mode and / or depending on the size of the company
- the computer program can run on a computer of the control unit and is suitable for executing the method according to the invention.
- the invention is implemented by the computer program, so that this computer program represents the invention in the same way as the method, for the execution of which the computer program is suitable.
- the computer program can preferably be stored on a flash memory.
- a microprocessor can be provided as a computer.
- the control device, in which the computer program is contained, is provided in particular for controlling and / or regulating a plurality of operating variables of the internal combustion engine.
- Figure 1 shows a schematic block diagram of a
- FIGS. 2a and 2b show schematic block diagrams of
- FIG. 3 shows a schematic block diagram of an exemplary embodiment for the use of different characteristic diagrams for the activation duration of a main injection
- Figure 4 shows a schematic block diagram of an embodiment for the inclusion of a
- Figure 5 shows a schematic diagram for the relationship between an efficiency and
- a NOx storage catalytic converter is provided to reduce the pollutant emissions of a diesel internal combustion engine.
- the internal combustion engine is operated alternately in a lean and a rich operating mode.
- Nitrogen oxides generated in the lean operating mode are absorbed by the NOx storage catalytic converter and temporarily stored.
- the NOx storage catalytic converter is loaded with the nitrogen oxides.
- the internal combustion engine is switched to a rich operating mode. In this rich operating mode, unburned hydrocarbons, carbon monoxide and hydrogen reach the NOx storage catalytic converter.
- the nitrogen oxides stored in the NOx storage catalytic converter then react with the hydrocarbons, carbon monoxide and hydrogen and can then be released into the atmosphere as carbon dioxide and water, among other things.
- the rich operating mode of the internal combustion engine is maintained until the NOx storage catalytic converter is again completely discharged from nitrogen oxides. This discharge of nitrogen oxides is also referred to as regeneration of the NOx storage catalytic converter.
- FIG. 1 shows a control system which can be used to switch between a lean and a rich operating mode without a sudden jump in torque.
- the starting point for the control of FIG. 1 is a predetermined injection quantity M E / tnager for lean operation and a predetermined air mass M L / It ⁇ ager also for lean operation.
- M E / lean and M LInager are provided by a general control and / or regulation of the internal combustion engine.
- the size M h ⁇ raage ⁇ usually generated by a control for this exhaust gas recirculation.
- the size M E / lean usually corresponds to the propulsion request of the driver or the torque to be generated.
- an actual air mass M L is present in FIG. 1, which is measured with the aid of an air mass sensor. It is possible that the signal from the air mass sensor is corrected by means of further measured variables.
- the switchover between the lean and the rich operating mode takes place with the aid of a predeterminable lambda value ⁇ between which, as has been explained, can be changed to a rich lambda value or a lean lambda value, depending in particular on the loading of the NOx storage catalytic converter.
- the injection quantity M E (lean , in the case of diesel fuel, is multiplied by a fixed factor of 14.5 in order then to be divided by the air mass M L (lean .
- the result of this division is then a lambda value ⁇ lean for the lean operation.
- This lambda value ⁇ raager is permanently generated from the two variables M E / lean and M L ⁇ mager , regardless of whether the internal combustion engine is in a lean or a rich operating mode.
- the lambda value ⁇ lean is converted in a block 10 into an efficiency ⁇ raager for lean operation.
- This efficiency ⁇ ? raager is then multiplicatively linked to the air mass M L (Vnager .
- the result of this multiplication is identified in FIG. 1 by the reference number A.
- the predefinable lambda value ⁇ zwisohen is converted by a block 11 in an efficiency between T7. This conversion will be explained in connection with FIGS. 2a and 2b.
- the above multiplication result is divided by the efficiency A 77 between.
- the result of this division represents a target air mass M L ⁇ S0ll .
- the target air mass M L (S ⁇ U can be used, for example To influence the opening angle of a throttle valve, with which the air that is supplied to the internal combustion engine, for example, via an intake pipe, can be changed.
- the target air mass M LJSO11 represents the target value, that is to say the desired air mass to be supplied to the internal combustion engine.
- the air mass actually supplied to the internal combustion engine is measured with the aid of an air mass sensor.
- the measurement signal is then - as already explained - the actual air mass M L (isC .
- the multiplication result A mentioned above is divided according to FIG. 1 by the actual air mass M L / ist .
- the result of division represents a target efficiency is 7 / to.
- This desired efficiency ⁇ should be converted to by a block 12 in a lambda target value ⁇ . This conversion will be explained with reference to Figures 2a and 2b.
- the target lambda value ⁇ target is multiplied by a fixed factor of 14.5 for diesel fuel. Thereafter, the actual air mass M L> is divided by the value multiplied by 14.5 lambda target value ⁇ should. The division result is a target injection quantity M E / SO11 .
- the target injection quantity M EJSO11 represents an output signal of the control of FIG. 1.
- SOII for example, an injection valve of the internal combustion engine can be controlled, with which the target injection quantity M E) SO11 into the combustion chamber of the Internal combustion engine is injected.
- the one shown in FIG. 1 and explained above Control is air-guided. This means that the target air mass M LISO11 is first calculated from the input variables of the control. This target air mass M L # should , as has been explained, result in the actual air mass M L / . The target injection quantity M E; SO11 is then calculated from this measured actual air mass M L (actual.
- the lambda value ⁇ between the lambda value ⁇ lean corresponds to the lean operation.
- the target air mass M L / SO11 is equal to the air mass M L (inager for lean operation.
- the target injection quantity M EISO11 is equal to the injection quantity M Eftnager for lean operation
- Control of Figure 1 no change in the two input variables M E / lean and M L ⁇ mager result.
- the lambda value ⁇ is changed in the direction of a rich lambda value.
- the lambda value ⁇ between is thus reduced, for example, in the direction of the value 0.95.
- the desired air mass M L ⁇ Soll zwlschen changed. Due to the desired rich operating mode, the target air mass M Ljaoll is reduced.
- the lean operating mode of the internal combustion engine can be changed over again. This is achieved by increasing the lambda value ⁇ between I1 again in the direction of the lambda value ⁇ lean for lean operation. This then has the consequence that the target air mass M LISO11 becomes larger and the target injection quantity M ES0ll simultaneously becomes smaller. The air / fuel ratio of the internal combustion engine is therefore changed in the direction of a lean operating mode.
- FIGS. 2a and 2b show how these conversions can be carried out.
- FIG. 2a there is an efficiency ⁇ as an input variable and a lambda value ⁇ as an output variable.
- the speed n of the internal combustion engine and the injection quantity M E _ raager for the lean operation of the internal combustion engine are also specified.
- These last two operating variables of the internal combustion engine are supplied with a total of four characteristic diagrams.
- the values Yotti Y w it ⁇ off and x ⁇ are generated from the four maps.
- the value y off is from the Efficiency ⁇ subtracted.
- the resulting difference is divided by the value y mul .
- the division result is fed to a reference characteristic curve 24 for converting the efficiency into the lambda value.
- the value x off is subtracted from the output signal of the reference characteristic curve 24.
- the subtraction result is divided by the value x mul .
- the lambda value ⁇ is then available as the division result.
- the maps 20, 22 each serve an additive correction, while the maps 21, 23 effect a multiplicative correction.
- FIG. 2b a conversion of a lambda value ⁇ into an efficiency ⁇ is carried out in a correspondingly reverse manner.
- characteristic diagrams 25, 26, 27, 28 with which a reference characteristic curve 29 for converting a lambda value into an efficiency can be corrected. Again, it is possible to correct the reference characteristic curve 29 in an additive and multiplicative manner.
- the map 25 is identical to the map 23.
- the characteristic curve 29 is the inverse function of the characteristic curve 24.
- the target injection quantity M E ⁇ SQll of Figure 1 can be used to control an injection valve of the internal combustion engine. This injection valve is then used to inject the specified injection quantity M E / S ⁇ U into the combustion chamber of the internal combustion engine.
- this injection valve is then used to inject the specified injection quantity M E / S ⁇ U into the combustion chamber of the internal combustion engine.
- the respective activation start or injection start and the respective activation duration or injection duration are decisive.
- the division of the target injection quantity M E (SO11 between the pilot injection and the main injection, as well as the determination of the respective start of control and the respective trigger duration of the pilot injection and the main injection, are dependent on a plurality of operating variables of the internal combustion engines. It is possible that under certain conditions, for example in a lean operating mode of the internal combustion engine, there is no longer any pre-injection, and it is also possible, for example in a rich operating mode of the internal combustion engine, to significantly increase the time interval between the pre-injection and the main injection.
- Main injection then depends on this vibration of the rail pressure p rail , as a time shift of the main injection with respect to the pre-injection leads directly to a change in the rail pressure p rail present during the main injection.
- FIG. 3 shows an example of a possibility with which the activation period AD HE for the main injection can be determined as a function of the operating state of the internal combustion engine.
- the injection quantity M E ⁇ HE for the main injection and the rail pressure p Rail are specified as input variables. These input variables are fed to three characteristic diagrams 30, 31, 32.
- Main injection output which is provided for the rich operating mode of the internal combustion engine.
- the respective output signal of the selected characteristic diagram 30, 31, 32 is then passed on via the switch 33 as the control duration AD ⁇ .
- Signal B is a status signal that is specified, for example, as a function of the operating mode of the internal combustion engine.
- Signal B can also be specified as a function of further operating variables of the internal combustion engine.
- AD HE described for the main injection possibility of Switching between different characteristic diagrams can also be applied in a corresponding manner to the start of activation for the main injection, the activation period for the pre-injection and to the start of activation for the pre-injection.
- FIG. 4 shows, by way of example, on the basis of the start of actuation B VE of the pre-injection, a possibility with which such a hysteresis can be implemented.
- a characteristic diagram 40 is thus provided, to which the speed n of the internal combustion engine and the injection quantity M E, lean for the lean operation of the internal combustion engine are supplied as input signals. As the output signal, the characteristic diagram 40 generates a delta value ⁇ AB VE for the start of actuation
- a hysteresis characteristic 41 is supplied with the lambda target value ⁇ aoll . If the lambda setpoint is in a rich range, the hysteresis characteristic 41 produces the value 1 as the output signal. If the lambda setpoint ⁇ set is on the other hand in a lean range, the output value of the hysteresis characteristic 41 is 0.
- This output value of the hysteresis curve 41 is multiplied by the delta value ⁇ AB VJ . linked for the triggering of the pilot injection.
- This delta value ⁇ B ⁇ is completely passed on in a rich area of the internal combustion engine, but is completely suppressed in a lean area of the internal combustion engine.
- the multiplication result generated in the manner described is then additively linked to the start of actuation ⁇ B VE , m ag er for the pre-injection in a lean operating mode.
- the result of this addition is then the start of actuation AB ⁇ for the pre-injection, which ultimately defines the point in time at which the injection valve is opened for the purpose of the pre-injection.
- Control start of the pre-injection in the rich operating mode of the internal combustion engine is changed to an earlier point in time.
- the pre-injection can also be applied in a corresponding manner to the start of activation of the main injection and to the activation period of the pre-injection and / or the main injection.
- hysteresis is used, as explained by way of example in connection with FIG. 4, it may be advantageous or even necessary that hysteresis is also used in the conversions of blocks 10, 11, 12 of FIG. Such a hysteresis is shown by way of example in FIG. 5. If the hysteresis of FIG. 5 is used in blocks 10, 11, 12 of FIG. 1, then it is expedient or even necessary if the additive and multiplicative corrections of the reference characteristic curves 24 and 29 of FIGS. 2a and 2b are carried out in sections , in fact each separately for the two branches of the hysteresis shown in FIG. 5.
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)
- Exhaust Gas After Treatment (AREA)
Abstract
Description
Claims
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE10030936A DE10030936A1 (en) | 2000-06-24 | 2000-06-24 | Method for operating an internal combustion engine, in particular a motor vehicle |
DE10030936 | 2000-06-24 | ||
PCT/DE2001/001573 WO2002001056A1 (en) | 2000-06-24 | 2001-04-26 | Method for operating an internal combustion engine in particular in a motor vehicle |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1297249A1 true EP1297249A1 (en) | 2003-04-02 |
EP1297249B1 EP1297249B1 (en) | 2005-12-14 |
Family
ID=7646745
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP01935998A Expired - Lifetime EP1297249B1 (en) | 2000-06-24 | 2001-04-26 | Method for operating an internal combustion engine in particular in a motor vehicle |
Country Status (5)
Country | Link |
---|---|
EP (1) | EP1297249B1 (en) |
JP (1) | JP4650992B2 (en) |
KR (1) | KR100749195B1 (en) |
DE (2) | DE10030936A1 (en) |
WO (1) | WO2002001056A1 (en) |
Families Citing this family (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP3991619B2 (en) * | 2000-12-26 | 2007-10-17 | 日産自動車株式会社 | Air-fuel ratio control device for internal combustion engine |
DE10163065B4 (en) * | 2001-12-21 | 2012-06-21 | Robert Bosch Gmbh | Method, computer program and control and / or regulating device for operating an internal combustion engine, and internal combustion engine |
DE10210795B4 (en) * | 2002-03-12 | 2020-03-19 | Volkswagen Ag | Driving behavior switchover |
DE10234849A1 (en) * | 2002-07-31 | 2004-02-19 | Robert Bosch Gmbh | Combustion engine control method, in which its output torque and combustion chamber lambda value are regulated in two different operating modes, with priority given to maintaining a constant set torque |
DE10305878B4 (en) | 2003-02-13 | 2015-04-30 | Robert Bosch Gmbh | Method for operating an internal combustion engine, control and / or regulating device for an internal combustion engine, computer program and electrical storage medium of an internal combustion engine |
JP4466008B2 (en) * | 2003-07-31 | 2010-05-26 | 日産自動車株式会社 | Engine fuel injection control device |
JP4895333B2 (en) | 2008-02-20 | 2012-03-14 | 株式会社デンソー | Exhaust gas purification device for internal combustion engine |
EP2998548B1 (en) * | 2013-05-14 | 2017-09-27 | Toyota Jidosha Kabushiki Kaisha | Control device for internal combustion engine |
Family Cites Families (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5704339A (en) * | 1996-04-26 | 1998-01-06 | Ford Global Technologies, Inc. | method and apparatus for improving vehicle fuel economy |
JP3536606B2 (en) * | 1997-08-21 | 2004-06-14 | 日産自動車株式会社 | Fuel injection control device for direct injection spark ignition type internal combustion engine |
DE19746902C2 (en) * | 1997-10-23 | 1999-08-19 | Siemens Ag | Method for controlling the switching of the combustion of a multi-cylinder gasoline direct injection internal combustion engine |
JPH11182299A (en) * | 1997-12-15 | 1999-07-06 | Nissan Motor Co Ltd | Torque control device for engine |
JP3569120B2 (en) * | 1997-12-25 | 2004-09-22 | トヨタ自動車株式会社 | Combustion control device for lean burn internal combustion engine |
DE19824915C1 (en) * | 1998-06-04 | 1999-02-18 | Daimler Benz Ag | Method of controlling fuel injection for motor vehicle internal combustion engine |
DE19828085A1 (en) * | 1998-06-24 | 1999-12-30 | Bosch Gmbh Robert | Procedure for operating IC engine especially of car |
-
2000
- 2000-06-24 DE DE10030936A patent/DE10030936A1/en not_active Withdrawn
-
2001
- 2001-04-26 JP JP2002506355A patent/JP4650992B2/en not_active Expired - Fee Related
- 2001-04-26 KR KR1020027002362A patent/KR100749195B1/en not_active IP Right Cessation
- 2001-04-26 WO PCT/DE2001/001573 patent/WO2002001056A1/en active IP Right Grant
- 2001-04-26 DE DE50108395T patent/DE50108395D1/en not_active Expired - Lifetime
- 2001-04-26 EP EP01935998A patent/EP1297249B1/en not_active Expired - Lifetime
Non-Patent Citations (1)
Title |
---|
See references of WO0201056A1 * |
Also Published As
Publication number | Publication date |
---|---|
KR20020033769A (en) | 2002-05-07 |
DE50108395D1 (en) | 2006-01-19 |
WO2002001056A1 (en) | 2002-01-03 |
JP2004502069A (en) | 2004-01-22 |
DE10030936A1 (en) | 2002-01-03 |
KR100749195B1 (en) | 2007-08-13 |
EP1297249B1 (en) | 2005-12-14 |
JP4650992B2 (en) | 2011-03-16 |
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