EP1730395A1 - Method for adapting detection of a measuring signal of a waste gas probe - Google Patents
Method for adapting detection of a measuring signal of a waste gas probeInfo
- Publication number
- EP1730395A1 EP1730395A1 EP04804558A EP04804558A EP1730395A1 EP 1730395 A1 EP1730395 A1 EP 1730395A1 EP 04804558 A EP04804558 A EP 04804558A EP 04804558 A EP04804558 A EP 04804558A EP 1730395 A1 EP1730395 A1 EP 1730395A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- limit value
- cylinders
- controller
- equal
- cylinder
- 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.)
- Withdrawn
Links
Classifications
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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
- F02D41/30—Controlling fuel injection
- F02D41/32—Controlling fuel injection of the low pressure type
- F02D41/34—Controlling fuel injection of the low pressure type with means for controlling injection timing or duration
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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
- F02D41/14—Introducing closed-loop corrections
- F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
- F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
- F02D41/1454—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio
- F02D41/1456—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio with sensor output signal being linear or quasi-linear with the concentration of oxygen
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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
- F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
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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
- F02D41/008—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
- F02D41/32—Controlling fuel injection of the low pressure type
- F02D41/36—Controlling fuel injection of the low pressure type with means for controlling distribution
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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
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/14—Timing of measurement, e.g. synchronisation of measurements to the engine cycle
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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
- F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
Definitions
- the invention relates to a method for adapting the detection of a measurement signal of an exhaust gas probe which is arranged in an internal combustion engine with a plurality of cylinders and the injection valves assigned to the cylinders, which measure fuel.
- the exhaust gas probe is arranged in an exhaust tract and its measurement signal is characteristic of the air / fuel ratio in the respective cylinder.
- DE 199 03 721 C1 discloses a method for a multi-cylinder internal combustion engine for cylinder-selective control of an air / fuel mixture to be combusted, in which the lambda values for different cylinders or cylinder groups are sensed and controlled separately.
- a probe evaluation unit is provided, in which a time-resolved evaluation of the exhaust probe signal is carried out and a cylinder-selective lambda value is thus determined for each cylinder of the internal combustion engine.
- Each cylinder is assigned an individual controller, which is designed as a PI or PID controller, the controlled variable of which is a cylinder-specific lambda value and the reference variable of which is a cylinder-specific target value of the lambda.
- the manipulated variable of the respective controller then influences the injection of the fuel in the respectively assigned cylinder.
- the quality of the cylinder-specific lambda control depends largely on how precisely the measurement signal of the exhaust gas probe is assigned to the exhaust gas of the respective cylinder. During the operation of the exhaust gas probe, its response behavior can change and thus also the degree of precision in the assignment of the measurement signal of the exhaust gas probe to the exhaust gases of the respective cylinder.
- the object of the invention is to create a method for adapting the detection of a measurement signal of an exhaust gas probe, which enables simple and precise control of an internal combustion engine over a long operating period, in which the exhaust gas probe can be arranged.
- the object is achieved by the features of the independent claims.
- Advantageous embodiments of the invention are characterized in the subclaims.
- the invention is characterized by a method and a corresponding device for adapting the detection of a measurement signal of an exhaust gas probe.
- the exhaust gas probe is arranged in an internal combustion engine with a plurality of cylinders and with the injection valves assigned to the cylinders, which measure fuel.
- the exhaust gas probe is arranged in an exhaust tract of the internal combustion engine and its measurement signal is characteristic of the air / fuel ratio in the respective cylinder.
- the measurement signal is recorded and assigned to the respective cylinder.
- a control variable for influencing the air / fuel ratio in the respective cylinder is generated by means of one controller depending on the measurement signal recorded for the respective cylinder.
- the specified crankshaft angle is adjusted depending on an instability criterion of the controller.
- the invention is based on the surprising finding that the control quality of the controller is only significantly influenced by the crankshaft angle at which the measurement signal is recorded if an instability criterion is met, that is if the controller is operating unstably.
- the invention uses this knowledge by adapting the predetermined crankshaft angle depending on the instability criterion of the controller.
- the customization can be very simple and at the same time take place very quickly and thus ensure a high control quality of the controller in a simple manner.
- the instability criterion depends on the manipulated variable (s) of the controller assigned to the respective cylinder and / or further controllers assigned to other cylinders. In this way, the measurement signal can be adapted particularly easily and quickly.
- the instability criterion is met if the manipulated variable or the manipulated variables is or are the same for a predetermined period of time to the maximum limit value to which it is or will be limited by the controller or controllers, or is or are the same Minimum limit value to which it is or will be limited by the controller (s).
- a fault in the injection valve or an actuator recognizes that only the air supply to the respective cylinder is influenced if the manipulated variable of the respective cylinder is the same for a predetermined period of time to its maximum limit value, to which it is limited by the controller, or is equal to its minimum limit value, to which it is limited by the controller, and at least one manipulated variable that is assigned to another cylinder is not equal to the maximum limit value or the minimum limit value.
- a fault in an injection valve can also be detected and the crankshaft angle of the detection of the measurement signal cannot then be incorrectly changed.
- the instability criterion is met if at least the manipulated variable assigned to a cylinder has an amplitude swings that is greater than a predetermined threshold amplitude. In this way, the instability of the control can be reliably recognized, particularly when the number of cylinders is odd.
- the controllers each include an observer who determines a state variable as a function of the detected measurement signals of the exhaust gas probe, wherein a quantity characterizing the state variable is fed back and in which the instability criterion depends on one or more of the state variables , As a result, the instability criterion can be particularly simple.
- the predetermined crankshaft angle is adjusted with a step size that corresponds to a predetermined fraction of the expected stability range of the control.
- the fraction is preferably chosen to be approximately 1/5 of the expected stability range of the control.
- the adaptation of the detection of the measurement signal of the exhaust gas probe and the further exhaust gas probe is advantageously carried out separately and in each case based on the first part or the second part of all cylinders.
- FIG. 1 shows an internal combustion engine with a control device
- FIG. 2 shows a block diagram of the control device
- FIG. 3 shows a first flow chart of a program for adapting the detection of a measurement signal of an exhaust gas probe
- FIG. 4 shows another program for adapting the detection of the measurement signal of the exhaust gas probe
- FIG. 5 shows yet another flowchart of a program for adapting the detection of the measurement signal of the exhaust gas probe.
- An internal combustion engine (FIG. 1) comprises an intake tract 1, an engine block 2, a cylinder head 3 and an exhaust tract 4.
- the intake tract 1 preferably comprises a throttle valve 11, further a collector 12 and an intake manifold 13, which leads to a cylinder ZI an inlet duct is led into the engine block 2.
- the engine block 2 further comprises a crankshaft 21, which is coupled to the piston 24 of the cylinder ZI via a connecting rod 25.
- the cylinder head 3 comprises a valve train with a gas inlet valve 30, a gas outlet valve 31 and valve drives. ben 32, 33.
- the cylinder head 3 further comprises an injection valve 34 and a spark plug 35.
- the injection valve can also be arranged in the intake duct.
- the exhaust tract 4 comprises a catalytic converter 40, which is preferably designed as a three-way catalytic converter. An exhaust gas recirculation line can be led from the exhaust tract 4 to the intake tract 1, in particular to the collector 12.
- control device 6 is provided, to which sensors are assigned, which detect different measured variables and each determine the measured value of the measured variable.
- the control device 6 controls the actuators by means of corresponding actuators depending on at least one of the measured variables.
- the sensors are a pedal position sensor 71 which detects the position of an accelerator pedal 7, an air mass meter 14 which detects an air mass flow upstream of the throttle valve 11, a temperature sensor 15 which detects the intake air temperature, a pressure sensor 16 which detects the intake manifold pressure, a crankshaft angle sensor 22, which detects a crankshaft angle, to which a speed N is then assigned, a further temperature sensor 23, which detects a coolant temperature, a camshaft angle sensor 36a, which detects the camshaft angle and an exhaust gas probe 41 which detects a residual oxygen content of the exhaust gas and whose measurement signal is characteristic of that Air / fuel ratio in the cylinder ZI.
- the exhaust gas probe 41 is preferably designed as a linear lambda probe and thus generates a measurement signal proportional to this over a wide range of the air / fuel ratio.
- any subset of the sensors mentioned or additional sensors can be present.
- the actuators are, for example, the throttle valve 11, the gas inlet and gas outlet valves 30, 31, the injection valve 34 or the spark plug 35.
- cylinders Z2-Z4 are also provided, to which corresponding actuators are then assigned.
- An exhaust gas probe is preferably assigned to each exhaust bank on cylinders.
- the internal combustion engine can comprise six cylinders, three cylinders being assigned to one exhaust gas bank and, accordingly, one exhaust gas probe 41 each.
- FIG. 2 A block diagram of parts of the control device 6, which can also be referred to as a device for controlling the internal combustion engine, is shown in FIG. 2.
- a block B1 corresponds to the internal combustion engine.
- An air / fuel ratio LAM_RAW detected by the exhaust gas probe 41 is fed to a block B2.
- the predetermined air / fuel ratio which is derived from the measurement signal of the exhaust gas probe 41, is then assigned in block B2 to the respectively predetermined crankshaft angles CRK_SAMP based on a reference position of the respective piston of the respective cylinder ZI to Z4 the respective air / fuel ratio of the respective cylinder ZI to Z4 and so the individually determined air / fuel ratio LAM_I [Z1-Z4] is assigned.
- the reference position of the respective piston 24 is preferably its top dead center.
- the predefined crankshaft angle CRK_SAMP is, for example, permanently applied for the initial start-up of the internal combustion engine and is adapted in the following, if necessary, using the programs described below.
- an average air / fuel ratio LAM_MW is determined by averaging the air / fuel ratios LAM_I [Z1-Z4] recorded individually for the cylinder. Furthermore, an actual value D_LAM_I [ZI] of a cylinder-specific air / fuel ratio deviation is determined in block B2a from the difference between the mean air / fuel ratio LAM_MW and the cylinder-individually determined air / fuel ratio LAM_I [ZI]. This is then fed to a controller which is formed by block B3a.
- the cylinder-specific air / fuel ratio deviation is determined and then assigned to a block B3, which is part of an observer and comprises an integrating element that includes the integrated size at its entrance.
- the I element of block B3 then provides a first estimate EST1 [ZI] at its output.
- the first estimated value EST1 [ZI] is limited in the integration element of block B3 to a minimum and minimum value MINV1 and a maximum and maximum value MAXV1, which are preferably fixed.
- the first estimated value EST1 [ZI] is then supplied to a delay element which also forms part of the observer and is formed in block B4.
- the delay element is preferably designed as a PTI element. Possibly the respective first estimates EST1 [Z2-Z4] based on the further cylinders [Z2-Z4] are also fed to the delay element.
- the first estimate EST1 [ZI] forms a state variable of the observer.
- the first estimated value EST1 [ZI] is also fed to a block B5, in which a further integrator element is formed, which integrates the first estimated value ESTl [ZI] and then generates a cylinder-individual lambda control factor LAM_FAC_I [ZI] at its output as the manipulated variable of the controller ,
- the cylinder-specific lambda control factor LAM_FAC_I [ZI] is limited to a maximum limit value MAXV2 and a minimum limit value MINV2.
- a second estimated value EST2 [ZI] is determined depending on the cylinder-specific lambda control factor LAM_FAC_I [Zl].
- a lambda controller is provided, the reference variable of which is an air / fuel ratio specified for all cylinders of the internal combustion engine and the control variable is the average air / fuel ratio LAM_MW.
- the manipulated variable of the lambda controller is a lambda control factor LAM_FAC_ALL.
- the lambda controller therefore has the task that, when viewed across all cylinders Z1 to Z4 of the internal combustion engine, the predetermined air / fuel ratio is set.
- the third controller of block B8 can then be omitted.
- a fuel mass MFF to be metered is determined as a function of an air mass flow MAF in the respective cylinders Z1 to Z4 and, if appropriate, the speed N and a setpoint value LAM_SP of the air / fuel ratio for all cylinders Z1-Z4.
- a corrected fuel mass MFF_COR to be metered is determined by multiplying the fuel mass MFF to be metered, the lambda control factor LAM_FAC_ALL and the cylinder-specific lambda control factor LAM_FAC_I [Z1].
- an actuating signal is then generated with which the respective injection valve 34 is activated.
- controller structures B_Z2 to B_Z4 are provided for the respective further cylinders Z2 to Z4 for each additional cylinder Z1 to Z4.
- a proportional element can also be formed in block B5.
- a program for adapting the detection of the measurement signal of the exhaust gas probe 41 is started in a step S1, preferably shortly after the start of the internal combustion engine. Variables are initialized in step S1 if necessary (FIG. 3).
- a step S2 it is checked whether the cylinder-specific lama control factor LAM_FAC_I [Zl], which is assigned to the cylinder Zl, is equal to the limit maximum value MAXV2 or a limit minimum value MINV2, specifically for a predetermined period of time, for example five to ten seconds , or whether the amplitude AMP of the cylinder-specific lambda control factor
- LAM_FAC_I [Zl] which is assigned to the cylinder Zl, exceeds a predetermined threshold amplitude AMP_THR. If this is not the case, then an instability criterion is not met and processing is continued in a step S4, in which the program is interrupted for a predetermined waiting period T_W before the condition of step S2 is checked again.
- step S2 If, on the other hand, the condition of step S2 is met, the instability criterion is met and the predetermined crankshaft angle CRK_SAMP based on the reference position of the piston 24 of the respective cylinder Z1 to Z4, at which the measurement signal of the exhaust gas probe 41 is detected and assigned to the respective cylinder, is adapted in step S6, preferably in that the predetermined crankshaft angle CRK_SAMP is either increased or decreased by a predetermined change angle D.
- the change angle D is preferably a predetermined fraction of the expected Crankshaft angle range within which the control is stable. This expected crankshaft angle range is preferably determined by tests, specifically for the new state of the internal combustion engine.
- the change angle D is preferably large angles with respect to the crankshaft angle range and is, for example, 20% of the crankshaft angle range, for example approximately 40 ° crankshaft angle.
- the direction of the adaptation of the predefined crankshaft angle CRK_SAMP is preferably determined by two or more successive runs of steps S2 and S6, including the starting state, that is to say the instability criterion, with different signs of the change angle D.
- the stable range of the control can be found within very few passes of steps S2 and S6, which is characterized in that the instability criterion of step S2 is not met ,
- a second embodiment of a program for adapting the detection of the measurement signal of the exhaust gas probe 41 is shown with reference to FIG. 4.
- the program is started in a step S10, in which variables are initialized if necessary. It is used as an example for an internal combustion engine. wrote, in which three cylinders Z1-Z3 are assigned to an exhaust gas probe 41. This can be the case, for example, in the case of an internal combustion engine with three cylinders Z1-Z3 or also in the case of an internal combustion engine with six cylinders, in which the exhaust gas ducts are led from three cylinders Z1-Z3 to an exhaust gas probe 41. In such an internal combustion engine with six cylinders, the program is then processed in parallel once for every three cylinders in accordance with the following steps. However, the program is also suitable for implementation if a different number of cylinders are assigned to the respective exhaust gas probe 41, the conditions then being adapted in accordance with this number.
- step S12 the cylinder-specific lambda control factors LAM_FAC_I [Zl], LAM_FAC_I [Z2], LAM_FAC_I [Z3], which are assigned to the cylinders Zl to Z3, are checked to determine whether they are the maximum limit value MAXV2 or the for the specified period Minimum limit value MINV2 assume or their temporal course oscillates with an amplitude AMP that is greater than the predetermined threshold amplitude AMP THR.
- the amplitude AMP can also be determined in each case in that the maximum and minimum values of the time profile of the cylinder-specific lambda control factor LAM_FAC_I [Zl to Z3] occurring during the predetermined time period are recorded and their difference is equated with the amplitude AMP.
- a step S14 it is then checked whether the number of cylinder-specific lambda control factors LAM_FAC_I [Zl to Z3], which were recorded in step S12, in such a way that they were the same for the predetermined period of time Limit maximum value MAXV2 or the minimum limit value MINV2 is greater than zero and at the same time their number is less than three.
- This component can be the respective injection valve 34 of the cylinder or cylinders Z1-Z3, the cylinder-specific lambda control factor LAM_FAC_I [Zl to Z3] of which has assumed the maximum limit value MAXV2 or the minimum limit value MINV2 for the specified period of time. This is based on the knowledge that if not all cylinder-specific lambda control factors LAM_FAC_I [Zl to Z3] which are each assigned to an exhaust gas probe 41, but only a part of them takes the maximum limit value MAXV2 or the minimum limit value MINV2, this does not apply to an instance - is due to the stability of the regulation, but to one
- the component can be the respective injection valve 34 or also an actuator which only influences the air supply to the respective cylinder Z1-Z3.
- Such an actuator can be, for example, the inlet valve 30 or a so-called impulse charging valve.
- step S16 for example, an emergency operation of the internal combustion engine can then be controlled or, if appropriate, measures can also be initiated to correct the fault in the components.
- step S18 the processing is continued in step S18, in which the program is interrupted for the predetermined waiting period T_W before the processing is continued again in step S12.
- step S20 If, on the other hand, the condition of step S14 is not met, an instability criterion is checked in step S20. It is checked in step S20 whether the number ANZ of the cylinder-specific lambda control factors LAM_FAC_I [Zl to Z3], which have taken the maximum limit value MAXV2 for the predetermined time in step S12, is two and the corresponding number of those who have taken the minimum limit value MINV2 is one or the number ANZ of those who have taken the maximum limit value MAXV2 is equal to one and the number of those who have taken the minimum value limit MINV2 is two or the number of those cylinder-specific lambda control factors LAM_FAC_I [Zl to Z3] whose amplitude AMP is greater than the threshold amplitude AMP_THR is greater than zero.
- step S20 If the condition of step S20 and therefore of the instability criterion is not met, the processing is continued in step S18.
- step S20 is based on the knowledge that in the event of instability in the control with an odd number of cylinders, all cylinder-specific lambda control factors LAM_FAC_I [Zl to Z3] either take the maximum limit value MAXV2 or the minimum limit value MINV2 and beyond one part occupies the minimum limit value MINV2 and the other part occupies the maximum limit value MAXV2.
- the number of those who take the maximum limit value MAXV2 differs only by one from the number that the
- step S20 If the condition of step S20 is met, then the predetermined crankshaft angle CRK_SAMP is adapted in a step S22 in accordance with step S6. Following step S22, the processing of the program is continued in step S18.
- step S30 A further embodiment of the program for adapting the detection of the measurement signal of the exhaust gas probe 41 is described below with reference to FIG. 5, only the differences from the embodiment according to FIG. 4 being explained.
- the program is started in a step S30.
- step S32 is processed, which is analogous to step S12.
- step S12 the time profiles of the respective first estimated value EST1 [Zl to Z3] of the controller assigned to the respective cylinder Zl to Z4 are examined to determine whether they are the maximum limit value MAXV1 or the minimum limit value MINVl for the specified period of time or whether their temporal course oscillates with an amplitude AMP that is greater than threshold amplitude AMP_THR.
- the first estimate EST1 filtered by block B4 can also be examined in step S32.
- Steps S34 and S40 correspond to steps S14 and S20, with the proviso that the conditions Instead of referring to the cylinder-specific lambda control factors LAM_FAC_I [Zl to Z3], the respective first estimated values ESTl [Zl to Z3] are related.
- Steps S36, S38 and S42 correspond to steps S16, S18 and S22.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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DE102004004291A DE102004004291B3 (en) | 2004-01-28 | 2004-01-28 | Process to correct automotive fuel/air mixture jet ratio by comparison of exhaust gas composition with the respective cylinder inputs |
PCT/EP2004/053065 WO2005073543A1 (en) | 2004-01-28 | 2004-11-23 | Method for adapting detection of a measuring signal of a waste gas probe |
Publications (1)
Publication Number | Publication Date |
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EP1730395A1 true EP1730395A1 (en) | 2006-12-13 |
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ID=33547302
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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EP04804558A Withdrawn EP1730395A1 (en) | 2004-01-28 | 2004-11-23 | Method for adapting detection of a measuring signal of a waste gas probe |
Country Status (5)
Country | Link |
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US (1) | US7331214B2 (en) |
EP (1) | EP1730395A1 (en) |
KR (1) | KR20060134078A (en) |
DE (1) | DE102004004291B3 (en) |
WO (1) | WO2005073543A1 (en) |
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DE10206402C1 (en) * | 2002-02-15 | 2003-04-24 | Siemens Ag | Cylinder-selective lambda regulation method for multi-cylinder IC engine using comparison of actual and required lambda values for adjusting fuel injection timing |
JP2003254129A (en) * | 2002-02-28 | 2003-09-10 | Nissan Motor Co Ltd | Device for controlling exhaust gas |
DE10258426B4 (en) * | 2002-12-13 | 2008-08-21 | Siemens Ag | Method and device for monitoring a control device of an internal combustion engine |
DE10304245B3 (en) * | 2003-02-03 | 2004-07-15 | Siemens Ag | Sampling adapting method for lambda probe signal values in multi-cylinder IC engine, with cylinder-selective lambda regulation adjusting sampling time points for individual cylinders |
DE10358988B3 (en) * | 2003-12-16 | 2005-05-04 | Siemens Ag | Fuel injection control for multi-cylinder IC engine using comparison of estimated fuel/air ratio with actual fuel air ratio for correcting injected fuel mass for each engine cylinder for individual lambda regulation |
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2004
- 2004-01-28 DE DE102004004291A patent/DE102004004291B3/en not_active Expired - Fee Related
- 2004-11-23 WO PCT/EP2004/053065 patent/WO2005073543A1/en active Application Filing
- 2004-11-23 EP EP04804558A patent/EP1730395A1/en not_active Withdrawn
- 2004-11-23 US US10/587,630 patent/US7331214B2/en active Active
- 2004-11-23 KR KR1020067017186A patent/KR20060134078A/en not_active Application Discontinuation
Non-Patent Citations (1)
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See references of WO2005073543A1 * |
Also Published As
Publication number | Publication date |
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DE102004004291B3 (en) | 2005-01-27 |
US7331214B2 (en) | 2008-02-19 |
KR20060134078A (en) | 2006-12-27 |
US20070119436A1 (en) | 2007-05-31 |
WO2005073543A1 (en) | 2005-08-11 |
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