EP1730394A1 - Process for controlling and regulating an internal combustion engine - Google Patents
Process for controlling and regulating an internal combustion engineInfo
- Publication number
- EP1730394A1 EP1730394A1 EP05857300A EP05857300A EP1730394A1 EP 1730394 A1 EP1730394 A1 EP 1730394A1 EP 05857300 A EP05857300 A EP 05857300A EP 05857300 A EP05857300 A EP 05857300A EP 1730394 A1 EP1730394 A1 EP 1730394A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- injection
- injector
- deviation
- dtsb
- dtse
- 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
- F02D41/22—Safety or indicating devices for abnormal conditions
- F02D41/221—Safety or indicating devices for abnormal conditions relating to the failure of actuators or electrically driven elements
-
- 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
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/3809—Common rail control systems
-
- 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
- F02D41/20—Output circuits, e.g. for controlling currents in command coils
- F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
- F02D2041/2055—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit with means for determining actual opening or closing time
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/22—Safety or indicating devices for abnormal conditions
- F02D2041/224—Diagnosis of the fuel system
-
- 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
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
- F02D41/402—Multiple injections
Definitions
- the invention relates to a method for controlling and regulating an internal combustion engine according to the preamble of claim 1.
- the start of injection and the end of injection significantly determine the quality of the combustion and the composition of the exhaust gas. To comply with the legal limits, these two parameters are usually controlled by an electronic control unit.
- an electronic control unit In practice occurs in an internal combustion engine with a common rail system, the problem that there is a time offset between the start of energization of the injector, the needle stroke of the injector and the actual injection start. The same applies to the end of injection.
- a test method for an injector is known.
- different operating points are determined for the injector by varying the pressure at the injector outlet with a constant inlet pressure.
- the injector is faultless if the operating points are within a permissible range of a test chart.
- the test method is used on an injector test bench. This is not usable if the injector is already installed in an internal combustion engine.
- the object of the invention is to design a test method for the injector for an internal combustion engine with a common rail injection system including individual memories.
- the invention provides a method for control and regulation in which an injection end deviation is calculated from a desired injection end and the measured actual injection end and an injection start deviation from a desired injection start and the virtual actual injection start is determined. Thereafter, an injector is evaluated based on the injection end deviation and the start of injection deviation and the further control and regulation of the internal combustion engine is based on the injector evaluation.
- an injection end tolerance band is selected and it is checked whether the injection end deviation lies within the injection end tolerance band.
- a start of injection tolerance band is selected and also checked whether the injection start deviation is within the tolerance band. The selection of the respective tolerance band as well as its limit values, takes place in dependence of the operating state of the
- The-Inj ektor - is-then-a ⁇ ls-fehier-f-rei evaluated if the injection end deviation and the injection start deviation are within the respective tolerance band , Are these outside the respective Tolerance band, the injector is rated as faulty. Depending on the location of the start of injection deviation or injection end deviation to an evaluation threshold, it is then determined whether the injector is deactivated or the parameters of the injector, in particular energization start and energization duration, adjusted.
- the individual properties of the injectors can be determined over their lifetime. Based on the knowledge of these individual properties, the injectors can then be assimilated, i. H. their injection behavior is identical. The better knowledge of the injectors makes it possible to optimize their potential for use in terms of a reduction in consumption and emission reduction. For the maintenance of the internal combustion engine, this means that the maintenance intervals can be extended. In addition, a targeted diagnosis with maintenance suggestions for the service personnel can be issued.
- Fig. 1 is a system diagram
- FIG. 2 shows an injector characteristic
- FIG. 1 shows a system diagram of an electronically controlled internal combustion engine 1.
- the fuel via a common rail
- the operation of the internal combustion engine 1 is controlled by an electronic control unit (ADEC) 4.
- the electronic control unit 4 includes the usual components of a microcomputer system, such as a microprocessor, I / O devices, buffers and memory devices (EEPROM, RAM). In the memory modules relevant for the operation of the internal combustion engine 1 operating data in maps / curves are applied. About this calculates the electronic control unit 4 from the input variables, the output variables.
- the following input variables are shown by way of example in FIG. 1: a rail pressure pCR measured by a rail pressure sensor 5, a speed signal nMOT of the internal combustion engine 1, pressure signals pE (i) of the individual memory 8 and an input quantity E.
- a rail pressure pCR measured by a rail pressure sensor 5
- nMOT speed signal
- nMOT speed signal
- pE (i) of the individual memory 8 and an input quantity E.
- a signal ADV for controlling the pumps 3 with the suction throttle and an output variable A are shown as output variables of the electronic control unit 4.
- the output A is representative of the other control signals for controlling and regulating the
- Internal combustion engine for example, a current start BB and a current end BE.
- FIG. 2 shows an injector characteristic curve.
- the energizing duration BD is plotted on the ordinate an injection qV.
- the injector characteristic curve is used to calculate a calculated injection quantity Energizing duration BD assigned.
- the injection quantity qV (A) is assigned an operating point A and, correspondingly, the energizing duration BD (A).
- dashed lines two limit lines are shown.
- the operating point A changes over the life of the injector. The causes for this are the magnetic changes of the magnetic circuit, the hydraulic changes, z. B. Change of the throttle cross-section, and the mechanical changes, eg. B. wear.
- the changes of the operating point A are indicated in the figure with corresponding arrows, resulting z. B. a new operating point Al.
- FIG 3 several pressure curves are exemplified.
- the abscissa indicates the crankshaft angle Phi or the equivalent time.
- the measured pressure pE (i) of a single memory is plotted.
- a desired spray course with the points A, B and C is shown as a solid line.
- a dashed line with the points D, E and F a first actual injection profile is shown.
- a dot-dash line with the points A, G, H and J a second actual injection profile is shown.
- a pre- and post-injection was omitted for reasons of clarity in the respective spray progressions.
- the reference character TBSB designates an injection start tolerance band with the limit values GW3 and GW4.
- the reference symbol TBSE determines an injection end tolerance band with the associated limit values GW1 and GW2. Also drawn in FIG. 3 is an ordinal-parallel line, corresponding to the -Bewe-r-frung-sg-r-en-z-we-r-fe-BWGW.
- the process according to the invention proceeds as follows:
- the electronic control unit outputs an energization start BB and a current end BE for the injector. This period corresponds to the energizing duration BD.
- the pressure curve pE (i) of the individual memory the actual injection end can be recognized without any doubt.
- the pressure value pE (SE) includes the point E and the associated time value tE (dashed line).
- the associated virtual injection start can be calculated via a mathematical function, here the point D with the time value tD.
- Such a calculation method is known from the German patent application with the official file number DE 103 44 181.6. Their disclosure content is part of the disclosure of this application.
- a time tSE (IST) is calculated from the current end BE to the measured end of injection, here time tE.
- a time tSB (IST) is calculated from the start of energization BB until the virtual start of injection, time tD.
- an injection end deviation dtSE is calculated from the desired injection profile and the first actual injection profile. This deviation corresponds to the distance of the points E and B in FIG. 3.
- an injection start deviation dtSB is likewise calculated. This corresponds to the difference between the two points D and A.
- the injection end tolerance band TBSE is selected as a function of operating parameters of the internal combustion engine. Under operating parameters of the
- the injection end deviation dtSE lies within the two limit values GW1 and GW2 of the injection end tolerance band TBSE. In FIG. 3 this is the case with respect to the first actual injection profile.
- the injection start tolerance band TBSB is selected and it is checked whether the start of injection deviation dtSB lies within the tolerance band with the limit values GW3 and GW4.
- the start of injection deviation dtSB (points A, D) is also within the associated tolerance band. Since both the injection end deviation dtSE and the start of injection deviation dtSB lie within the respective tolerance band, the injector is rated as error-free.
- FIG. 4 shows a program flowchart of the method as a subroutine.
- FIG. 4 consists of the partial figures 4A and 4B.
- the subroutine can be both time-controlled and event-driven, if z. B. a high exhaust gas temperature dispersion is detected.
- Sl it is checked whether a stationary operating state exists. -EiH-st-afci-onary-be-ri-ebs-zus-fca-nd-1-i-eg-te-z --- B- at - a- constant-speed. If it is determined at Sl that there is a transient state, then with S2 a corresponding holding loop is run through. Is the query included?
- an injector to be evaluated is selected at S3.
- a mode MOD is selected.
- the operating mode is specified by the operator.
- the pre- and post-injection is deactivated for the evaluation of the injector, step S5.
- the energization start BB is retarded in the sense of smaller crankshaft angles before top dead center.
- the energizing duration BD is adjusted.
- the injector including the pre, main and post injection is evaluated.
- the injection end SE is detected. From the injection end SE and the current end BE, a time tSE (IST) is calculated.
- a virtual injection start SBv is determined from the injection end SE.
- a time tSB (IST) is determined for the SlO from the start of energization BB and the virtual injection start SBV.
- a time tSB (IST) is determined for the SlO from the start of energization BB and the virtual injection start SBV.
- an injection start deviation dtSB and an injection end deviation dtSE are calculated from the respective target / actual comparison.
- the injection end tolerance band TBSE and the start of injection tolerance band TBSB are calculated at S12.
- both the start-up-rejection-G-hu-ng-as-a-t ⁇ -efe-the-spr-i-fe-zende-deviations are within the respective tolerance band, then at S14 the injector becomes evaluated as error-free and the subroutine terminated. If the test at S15 shows that the injection end deviation is outside the tolerance band, then it is checked in Sl6 whether the start of injection deviation dtSB or the end of injection deviation dtSE is greater than the evaluation limit value BWGW. If this is the case, a diagnostic entry is initiated at S19 and the corresponding injector is deactivated at S20. Alternatively it can be provided that instead of deactivating the injector, the internal combustion engine is stopped.
- the program schedule for this case is completed. If the check at S16 shows that the injection end deviation and the start of injection deviation are smaller than the assessment limit value BWGW, a diagnosis entry is initiated at S17. The diagnostics entry recommends that the service technician replace the injector at the next maintenance date. Then, at S18, the control parameters of the injector are adjusted and the subroutine is ended.
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
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102004006896A DE102004006896A1 (en) | 2004-02-12 | 2004-02-12 | Method for control and regulation of an IC engine with common-rail system uses calculation of injection end and injection begin deviations to evaluate fuel injectors |
PCT/EP2005/001226 WO2006094516A1 (en) | 2004-02-12 | 2005-02-08 | Process for controlling and regulating an internal combustion engine |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1730394A1 true EP1730394A1 (en) | 2006-12-13 |
EP1730394B1 EP1730394B1 (en) | 2011-07-06 |
Family
ID=34853442
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP05857300A Active EP1730394B1 (en) | 2004-02-12 | 2005-02-08 | Process for controlling and regulating an internal combustion engine |
Country Status (4)
Country | Link |
---|---|
US (1) | US7305972B2 (en) |
EP (1) | EP1730394B1 (en) |
DE (1) | DE102004006896A1 (en) |
WO (1) | WO2006094516A1 (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US10465617B2 (en) | 2015-06-23 | 2019-11-05 | Ge Global Sourcing Llc | Dual-fuel internal combustion engine |
Families Citing this family (32)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102006007365B3 (en) * | 2006-02-17 | 2007-05-31 | Mtu Friedrichshafen Gmbh | Method for controlling and regulating an internal combustion engine, involves setting of minimum pressurization level from maximum individual accumulator pressure in first step |
DE102006034514B4 (en) | 2006-07-26 | 2014-01-16 | Mtu Friedrichshafen Gmbh | Method for controlling an internal combustion engine |
DE102006034513B3 (en) * | 2006-07-26 | 2007-10-04 | Mtu Friedrichshafen Gmbh | Detection method for pre-injection in IC engines with common-rail system comprises following pressure change in intermediate storage tanks over fixed interval, detecting end of main injection stage and calculating virtual starting point |
JP4501975B2 (en) * | 2007-08-31 | 2010-07-14 | 株式会社デンソー | FUEL INJECTION DEVICE AND METHOD FOR MANUFACTURING FUEL INJECTION DEVICE |
JP4462307B2 (en) * | 2007-08-31 | 2010-05-12 | 株式会社デンソー | Fuel injection device and fuel injection system |
EP2031224B1 (en) * | 2007-08-31 | 2018-11-07 | Denso Corporation | Fuel injection device, fuel injection system, and method for determining malfunction of the same |
US8459234B2 (en) * | 2007-08-31 | 2013-06-11 | Denso Corporation | Fuel injection device, fuel injection system, and method for determining malfunction of the same |
DE102007045606B3 (en) * | 2007-09-25 | 2009-02-26 | Mtu Friedrichshafen Gmbh | Method for controlling and regulating internal combustion engine with common rail system, involves filtering individual accumulator pressure within time frame in measuring interval after end of injection of main injection |
DE102007053406B3 (en) * | 2007-11-09 | 2009-06-04 | Continental Automotive Gmbh | Method and device for carrying out both an adaptation and a diagnosis in emission-relevant control devices in a vehicle |
JP5383132B2 (en) * | 2008-03-28 | 2014-01-08 | 株式会社デンソー | Fuel pressure sensor mounting structure, fuel pressure detection system, fuel injection device, pressure detection device and pressure accumulation fuel injection device system used therefor |
DE102008001412B4 (en) * | 2008-04-28 | 2016-12-15 | Robert Bosch Gmbh | Method and device for operating an injection valve |
DE102008024546B3 (en) * | 2008-05-21 | 2010-01-07 | Continental Automotive Gmbh | Method for injector-specific adjustment of the injection time of motor vehicles |
DE102008002240A1 (en) * | 2008-06-05 | 2009-12-10 | Robert Bosch Gmbh | Pressure sensor checking method for fuel injection system of diesel internal-combustion engine of motor vehicle, involves determining closing duration of injection valve to switch-over valve from opened condition to closed condition |
DE102009056381B4 (en) | 2009-11-30 | 2014-05-22 | Mtu Friedrichshafen Gmbh | Method for controlling and regulating an internal combustion engine |
JP5263280B2 (en) * | 2010-12-10 | 2013-08-14 | 株式会社デンソー | Fuel injection control device |
JP5287839B2 (en) * | 2010-12-15 | 2013-09-11 | 株式会社デンソー | Fuel injection characteristic learning device |
DE102011080990B3 (en) * | 2011-08-16 | 2013-01-24 | Mtu Friedrichshafen Gmbh | Common rail system, internal combustion engine and device and method for controlling and / or regulating an internal combustion engine |
DE102011085926A1 (en) * | 2011-11-08 | 2013-05-08 | Robert Bosch Gmbh | Method for operating an internal combustion engine |
FR2983530A1 (en) * | 2011-12-06 | 2013-06-07 | Renault Sa | METHOD FOR DIAGNOSING A DERIVATIVE OF AT LEAST ONE INJECTOR OF A COMMON RAIL FUEL INJECTION SYSTEM |
GB2500926B (en) * | 2012-04-05 | 2017-04-26 | Gm Global Tech Operations Llc | Method of determining injection faults in an internal combustion engine |
DE102012015493B4 (en) | 2012-08-04 | 2015-10-15 | Mtu Friedrichshafen Gmbh | Method for determining at least one actual injection parameter of at least one injector in an internal combustion engine |
DE102012021076B4 (en) | 2012-10-19 | 2023-03-30 | Rolls-Royce Solutions GmbH | Method for determining at least one actual injection parameter of at least one injector in an internal combustion engine and engine control unit |
DE102013211728A1 (en) * | 2013-06-20 | 2014-12-24 | Mtu Friedrichshafen Gmbh | Method for correcting the start of injection of injectors of an internal combustion engine and control device for an internal combustion engine |
DE102013211731B4 (en) | 2013-06-20 | 2024-06-13 | Rolls-Royce Solutions GmbH | Method for correcting the injection duration of injectors of an internal combustion engine and control device |
DE102013216255B3 (en) * | 2013-08-15 | 2014-11-27 | Mtu Friedrichshafen Gmbh | Method for injector-specific diagnosis of a fuel injection device and internal combustion engine with a fuel injection device |
DE102013221229B4 (en) * | 2013-10-18 | 2017-05-11 | Mtu Friedrichshafen Gmbh | Method for determining at least one actual injection parameter of at least one injector of an internal combustion engine and internal combustion engine |
JP2016133065A (en) * | 2015-01-20 | 2016-07-25 | 株式会社ケーヒン | Fuel injection valve with cylinder pressure sensor |
EP3258092B1 (en) * | 2015-02-09 | 2020-05-13 | Hitachi Automotive Systems, Ltd. | Control device for fuel injection valve |
US11014581B2 (en) * | 2017-04-28 | 2021-05-25 | Transportation Ip Holdings, Llc | Vehicle engine control system |
DE102019001677B4 (en) * | 2019-03-08 | 2020-12-10 | Mtu Friedrichshafen Gmbh | Method for predicting the condition of an injector |
DE102019003815B4 (en) * | 2019-05-29 | 2021-01-28 | Mtu Friedrichshafen Gmbh | Method for monitoring an injector for mechanical damage |
DE102021206876A1 (en) | 2021-06-30 | 2023-01-05 | Robert Bosch Gesellschaft mit beschränkter Haftung | Method and device for operating a fuel injector using machine learning methods |
Family Cites Families (14)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS6293468A (en) * | 1985-10-21 | 1987-04-28 | Honda Motor Co Ltd | Fuel injection control device for engine |
DE4004107C2 (en) * | 1990-02-10 | 1999-03-25 | Bosch Gmbh Robert | Method and device for controlling electromagnetic valves of a fuel pump |
DE4344190A1 (en) * | 1993-12-23 | 1995-06-29 | Orange Gmbh | Fuel injector with high pressure fuel accumulator |
US5535621A (en) * | 1994-03-02 | 1996-07-16 | Ford Motor Company | On-board detection of fuel injector malfunction |
JP3695046B2 (en) * | 1997-02-07 | 2005-09-14 | いすゞ自動車株式会社 | Engine fuel injection method and apparatus |
DE19740608C2 (en) * | 1997-09-16 | 2003-02-13 | Daimler Chrysler Ag | Method for determining a fuel injection-related parameter for an internal combustion engine with high-pressure accumulator injection system |
JPH11101149A (en) * | 1997-09-26 | 1999-04-13 | Isuzu Motors Ltd | Fuel injection method and device thereof for engine |
DE19757293C2 (en) * | 1997-12-22 | 1999-11-25 | Siemens Ag | Device for determining the start of injection in a direct injection internal combustion engine |
DE19850221C1 (en) | 1998-10-31 | 2000-05-04 | Mtu Friedrichshafen Gmbh | Method for testing a throttle point, in particular a throttle point of an injector |
DE19857971A1 (en) * | 1998-12-16 | 2000-06-21 | Bosch Gmbh Robert | Controlling an IC engine esp. for IC engine with common rail fuel injection system so that at least one pump delivers fuel in storage |
SE514368C2 (en) * | 1999-06-01 | 2001-02-12 | Volvo Personvagnar Ab | Method and arrangement for diagnosis of sensor in connection with control of an internal combustion engine and use of said arrangement |
DE10232356A1 (en) * | 2002-07-17 | 2004-01-29 | Robert Bosch Gmbh | Method for controlling injectors of a fuel metering system of an internal combustion engine |
DE10344181A1 (en) | 2003-09-24 | 2005-04-28 | Mtu Friedrichshafen Gmbh | Method for controlling and regulating an internal combustion engine |
JP2005180217A (en) * | 2003-12-16 | 2005-07-07 | Mitsubishi Electric Corp | Injector control device for cylinder injection type engine |
-
2004
- 2004-02-12 DE DE102004006896A patent/DE102004006896A1/en not_active Ceased
-
2005
- 2005-02-08 WO PCT/EP2005/001226 patent/WO2006094516A1/en active Application Filing
- 2005-02-08 EP EP05857300A patent/EP1730394B1/en active Active
-
2006
- 2006-08-07 US US11/499,966 patent/US7305972B2/en active Active
Non-Patent Citations (1)
Title |
---|
See references of WO2006094516A1 * |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US10465617B2 (en) | 2015-06-23 | 2019-11-05 | Ge Global Sourcing Llc | Dual-fuel internal combustion engine |
Also Published As
Publication number | Publication date |
---|---|
US7305972B2 (en) | 2007-12-11 |
US20060266332A1 (en) | 2006-11-30 |
WO2006094516A1 (en) | 2006-09-14 |
EP1730394B1 (en) | 2011-07-06 |
DE102004006896A1 (en) | 2005-09-15 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
EP1730394B1 (en) | Process for controlling and regulating an internal combustion engine | |
DE19721176C2 (en) | System for checking a pressure sensor of a fuel supply system for an internal combustion engine, in particular a motor vehicle | |
EP1446568B1 (en) | Method for controlling an internal combustion engine | |
DE102010013602A1 (en) | A method for detecting a malfunction of an electronically controlled fuel injection system of an internal combustion engine | |
DE102010043989A1 (en) | Adaptation method of an injector of an internal combustion engine | |
WO2017021183A1 (en) | Method for identifying faulty components of a fuel injection system | |
DE102010027675B4 (en) | Method for detecting faulty components or faulty subsystems of an electronically controlled fuel injection system of an internal combustion engine by evaluating the pressure behavior | |
DE102013102071A1 (en) | Method for checking a function of an exhaust valve | |
DE102008005183A1 (en) | Automatic fuel detection | |
DE102006048227B4 (en) | Method and device for determining an operating characteristic of an injection system and a correspondingly equipped internal combustion engine | |
DE102014007963A1 (en) | Method for operating an internal combustion engine and engine control unit | |
DE102005031591B4 (en) | Method for operating an internal combustion engine | |
DE102019001677B4 (en) | Method for predicting the condition of an injector | |
DE102005026054A1 (en) | Method and device for monitoring the functioning of a valve lift adjusting device of an internal combustion engine in a cold start phase | |
DE19537381B4 (en) | Method and device for controlling an internal combustion engine | |
EP1278949B1 (en) | Method for operating a fuel supply system for an internal combustion engine, especially of an automobile | |
DE102017004424B4 (en) | Procedure for the maintenance of an injector as required | |
DE102008024545A1 (en) | Method for determining cause of defect in low pressure area of fuel injection system of internal combustion engine of motor vehicle, involves determining actual cause of defect by monitoring reaction of injection system to load step | |
EP3234328B1 (en) | Method and apparatus for diagnosing a fuel supply system | |
EP1698777B1 (en) | Method of operating an injector for an internal combustion engine | |
DE102011005981B4 (en) | Method for determining a change in a control amount of an injector of an internal combustion engine | |
DE102016219571B3 (en) | Method and device for operating an internal combustion engine | |
DE102015200565A1 (en) | Method and device for adapting a component of an internal combustion engine | |
DE102008030870A1 (en) | Internal combustion engine i.e. common-rail-diesel-internal combustion engine, diagnosis method, involves producing signal, during exceeding of specific failure probability, where signal indicates increased risk of valve, reservoir and pump | |
DE10100412A1 (en) | Process for controlling an internal combustion engine especially fuel injection mixtures determines and corrects for aging effects |
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 |
|
17P | Request for examination filed |
Effective date: 20060708 |
|
AK | Designated contracting states |
Kind code of ref document: A1 Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IS IT LI LT LU MC NL PL PT RO SE SI SK TR |
|
AX | Request for extension of the european patent |
Extension state: AL BA HR LV MK YU |
|
DAX | Request for extension of the european patent (deleted) | ||
RBV | Designated contracting states (corrected) |
Designated state(s): DE FR GB |
|
RBV | Designated contracting states (corrected) |
Designated state(s): DE FR GB |
|
GRAP | Despatch of communication of intention to grant a patent |
Free format text: ORIGINAL CODE: EPIDOSNIGR1 |
|
GRAS | Grant fee paid |
Free format text: ORIGINAL CODE: EPIDOSNIGR3 |
|
GRAA | (expected) grant |
Free format text: ORIGINAL CODE: 0009210 |
|
AK | Designated contracting states |
Kind code of ref document: B1 Designated state(s): DE FR GB |
|
REG | Reference to a national code |
Ref country code: GB Ref legal event code: FG4D Free format text: NOT ENGLISH |
|
REG | Reference to a national code |
Ref country code: DE Ref legal event code: R096 Ref document number: 502005011601 Country of ref document: DE Effective date: 20110908 |
|
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 |
Effective date: 20120411 |
|
REG | Reference to a national code |
Ref country code: DE Ref legal event code: R097 Ref document number: 502005011601 Country of ref document: DE Effective date: 20120411 |
|
REG | Reference to a national code |
Ref country code: FR Ref legal event code: PLFP Year of fee payment: 12 |
|
REG | Reference to a national code |
Ref country code: FR Ref legal event code: PLFP Year of fee payment: 13 |
|
REG | Reference to a national code |
Ref country code: FR Ref legal event code: PLFP Year of fee payment: 14 |
|
REG | Reference to a national code |
Ref country code: DE Ref legal event code: R081 Ref document number: 502005011601 Country of ref document: DE Owner name: ROLLS-ROYCE SOLUTIONS GMBH, DE Free format text: FORMER OWNER: MTU FRIEDRICHSHAFEN GMBH, 88045 FRIEDRICHSHAFEN, DE |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: FR Payment date: 20230220 Year of fee payment: 19 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: GB Payment date: 20230220 Year of fee payment: 19 Ref country code: DE Payment date: 20230216 Year of fee payment: 19 |
|
P01 | Opt-out of the competence of the unified patent court (upc) registered |
Effective date: 20230529 |