Continental Automotive Gmbh

Siemens Aktiengesellschaft

Siemens Aktiengellschaft

Frank Hacker

Hong Zhang

Klaus Bayerle

Gerhard Haft

An internal combustion engine can be operated by a fuel mixture consisting of a base fuel and an alternative fuel. Concentration values (ETH_PERC) of the alternative fuel are determined in at least two different ways for operating the internal combustion engine. A reliable concentration value of the alternative fuel is determined depending on the various determined concentration values (ETH_PERC).

Method and device for operating an internal combustion engine

In a method and a device which allow determination of the combustion lambda value of an internal combustion engine having at least two combustion chambers without using a lambda sensor, a predetermined first fuel quantity is metered to the first combustion chamber and a predetermined second fuel quantity is metered to the second combustion chamber, the first fuel quantity is reduced by a predetermined amount and the second fuel quantity is increased by the same predetermined amount. A first engine noise, associated with the first combustion chamber, and a second engine noise, associated with the second combustion chamber, are determined. The combustion lambda value is determined based on the first engine noise value and second engine noise value.

Method and device for determining the combustion lambda value of an internal combustion engine

The individual cylinders of the internal combustion engine are divided into at least two cylinder banks wherein each is assigned a separate exhaust-gas channel. Secondary air is conveyed by a compressor. The flow of the secondary-air mass flow is set independently by an electrically controllable throughflow control. A value for the entire secondary-air mass flow is determined from the signal of a secondary-air mass sensor. The throughflow control is controlled into an open position, the value for the entire secondary-air mass flow is detected and subsequently the throughflow control is controlled into a closed position, the values for the secondary-air mass flows are detected before and after closure, and these values are compared with a plurality of different threshold values and, as a function of the result of the comparisons, a determination is made of the fault location with regard to the respective cylinder bank.

Method for monitoring the secondary air system in an exhaust-gas purification system

In a method for controlling an internal combustion engine () for a motor vehicle in stop-start operation, the internal combustion engine () is operated in the idling operating state. If there is a request for switch-off of the internal combustion engine () the torque produced by the internal combustion engine () is reduced while fuel continues to be injected. The fuel injection is switched off if the speed of the internal combustion engine () reaches a predetermined minimum value. The torque produced by the internal combustion engine () is increased again if the request for switching off the internal combustion engine () is canceled before the minimum speed is reached.

Method and device for controlling an internal combustion engine in stop/start operation

The internal combustion engine has at least two partly separate exhaust systems in each of which are disposed a catalytic converter, and upstream thereof, a lambda probe. There is provided a secondary air pump and a number of individual secondary air lines, corresponding to the number of exhaust systems, for delivering secondary air to the respective exhaust systems. From the signal of at least one air mass meter, a value is determined for the total air mass flow introduced into the exhaust systems. In order to determine the air mass actually introduced into the individual exhaust systems, the output signals from the lambda probes in the exhaust systems are used to identify an uneven distribution of the air mass fed to the individual exhaust systems.

System and method for monitoring the feeding of secondary air into the exhaust as of an internal combustion engine

To balance ozone sensors for the onboard diagnosis of a catalytic element which is arranged in a vehicle and is exposed to an ambient airstream, for breaking down ozone, predetermined enable conditions allowing the sensor balancing to be carried out are checked, and if the enable conditions are fulfilled the values of the output signals from the ozone sensors are recorded and compared with one another. This comparison gives a deviation value which is characteristic of the deviation between the two values, and the deviation value is used to decide whether sensor balancing is required and indeed possible. If sensor balancing is required and possible, the values of the output signals from the ozone sensors are compared with a threshold value and depending on the result of this comparison either an additive or a multiplicative correction of the values of the output signals is performed.

Method for balancing ozone sensors

Method for checking the conversion capacity of a catalytic element for converting ozone where the catalytic element is provided as a vehicle radiator with a catalytic coating and the method of checking uses ozone sensors upstream and downstream of the radiator. The check is only carried out if predetermined enable conditions are satisfied. Only then are the values emitted by the sensors recorded and compared with one another. A variable which represents an uncorrected value for the quality of the conversion capacity is derived from this comparison. This variable is weighted as a function of at least one operating parameter of the vehicle. The weighted variable is compared with a predetermined threshold value, and, if the threshold value is exceeded, it is concluded that the conversion capacity of the radiator is insufficient.

Method for checking the conversion capacity of a catalytic element for converting ozone

By taking into account the deviation between a desired value, determined from a model for a secondary-air mass flow and an actual value of the secondary-air mass flow, detected by an airflow sensor, a correction value is obtained. From the correction value, together with a main-air mass flow that is present in an intake tract of the internal combustion engine and a pilot control value for an air/fuel ratio, a correction factor for correcting an injection duration is derived.

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Wuppertal, Germany

Frank Hacker