Robert Boschgmbh

Claus-Dieter Nusser

Alfred Kratt

Guido Ehlers

Peter Henkelmann

Markus Lischwe

Johannes Locher

Michael Horbelt

Albert Gerhard

Robert H Entenmann

Erhard Renninger

Martin Haussmann

Axel Stuber

Joerg Kerner

Hans Seitel

Helmut Sperling

Paul Janischewski

J&uuml;rgen Gras

Thomas Igler

Jochen Stahl

Bernd Landes

A method for diagnosing an exhaust-gas recirculation system of an internal combustion engine provides that the fuel quantity, which is needed for a desired mixture composition, is computed, at least approximately, in a control apparatus from at least stored data of the EGR system. The stored data can be in the form of a through-flow characteristic line. Thereafter, the fuel quantity is corrected by a control factor in dependence upon the mixture composition. The control factor is computed and stored when the EGR system is switched on and the control factor is computed and stored when the EGR system is switched off. The difference of these control factors is then formed and compared to pregiven values. A fault signal is outputted in the event of a deviation.

Method for diagnosing an exhaust-gas recirculation system of an internal combustion engine

A method and an arrangement for controlling an internal combustion engine (,) are introduced and have actuators (,), which influence at least one control parameter relevant for the consumption of fuel of the engine. A control appearance forms an index L for the run-in state of the engine. The drive signals y of the actuators (,) are changed in dependence upon the above-mentioned index L in a predetermined manner.

Internal combustion engine control according to running time

Method and device for monitoring a load, which can be driven by means of an output stage as a function of the control signals of a control unit, the output stage carrying out fault monitoring and emitting an appropriate fault signal, wherein faults are detected only when at least one further condition is satisfied in addition to the fault signal.

Method and device for monitoring the serviceability of a load

A device for determining a load signal indicating the actual air mass per stroke in an internal combustion engine based on signals which indicate the respective instantaneous air flow rate in the intake pipe, these signals being indirectly or directly summed up over a specified angular range of the crankshaft for forming the load signal. In first predetermined ranges of speeds and throttle-valve positions, the load signal serves directly as a computational basis for the quantity of fuel to be injected. In second predetermined ranges, the last value from the first ranges is subjected to a speed-dependent correction and this corrected value is used as a substitute load signal.

Device and method for determining a load signal in an internal

A method and an arrangement for idle adjustment of an internal combustion engine provide that the idle rpm is increased when the engine is warm. A warm engine is then present when the oil temperature exceeds a threshold at which the oil pressure can become too low. Exceeding the oil temperature threshold is determined in dependence upon the engine temperature, the intake-air temperature and, if necessary, the engine rpm and the load of the engine.

Method and arrangement for idle adjustment of an internal combustion

A method and an arrangement for adjusting the idle of an internal combustion engine are suggested wherein the idle rpm is increased when the engine is hot. A hot engine is then present when the engine temperature and the intake-air temperature have exceeded predetermined threshold values and the engine rpm has been above a limit rpm for a pregiven time.

In a method and apparatus for limiting the speed of motor vehicles, in cases where a speed signal is not available, engine cut-off is not rigidly activated upon exceeding a constant rotational speed threshold. Rather, a variable rotational speed threshold is determined which takes into account instantaneous or previous driving states, thereby being responsive to instantaneous or previous reactions of the vehicle's driver. This provides for an intelligent engine cut-off which accounts for operating conditions and, thus, can substantially better respond during critical driving situations.

Method and device for limiting vehicle speed

The invention is directed to an arrangement for controlling an actuable element in a motor vehicle equipped with a drive unit. The arrangement includes an actuable element movable over a maximum possible operating range between two outermost limits including a normal operating work range within the limits; an electrically actuable actuating device for controlling the actuable element; a control unit for generating actuating signals for controlling the actuable element and for supplying the actuating signals to the actuating device; the control unit is adapted to generate the signals so as to cause the actuable element to move over most of the maximum possible operating range in a manner to prevent jammings with the actuable element being moved outside of the normal operating work range at least beyond one end of the normal operating work range; the actuable element being moved starting from a desired position for every possible direction of movement; and, the actuable element being moved at least at one of the following times: ahead of the start of the drive unit and after the drive unit has been switched off.

Arrangement for controlling an actuable element in a motor vehicle

A control unit installed in a vehicle, particularly a control unit to control an internal combustion engine (ICE) thereof, has within its already present computation stage, a program store or program memory (PS, 2b') which stores a test program (TP) therein. The program store (PS) also includes an operating program memory (OP) used to control operation of the vehicle and/or the ICE thereof. The test apparatus includes a test computer and comparator (1) and a simulation and measuring unit which applies simulated input signals to the vehicular control unit, for example sequentially and only to single inputs thereof. The test program within the vehicular control unit is then run under control of the test computer and forwards the data referring to the applied signals via the serial interface 5 to the test computer 1 for evaluation. The test computer can also control the test program, resulting in output signals which are measured in the simulation and control unit (6) and applied as measured results to the test computer and comparator for evaluation and checking against desired or standard values. The normal operating program, likewise, can be read out for checking. The simulation and control unit may, for example, include a resistance network which is sequentially, selectively connected to the vehicular control unit under control of the computer and comparator (1) to provide appropriate input signals to selected input terminals.

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Schwieberdingen, Germany

Claus-Dieter Nusser