Bayerische Motoren Werke Aktiengesellschaft

B Ayerische M Otoren W Erke a Ktiengesellschaft

Gerd Kraemer

Heiko Konrad

Lothar Wolf

Ralf Cosfeld

Georg Meder

Klaus Bourdon

Tobias Bergweiler

Norbert Klauer

Karl-Heinz Ebeling

Gert Rekewitz

Alberto Croci

Wolf Kiefer

Stefan Uhl

Wolfgang Schulte

Florian Gramer

Manfred Fux

Mathieu Front

Tim Beattie

Helmut Eichlseder

Gerhard Schulz

Carsten Erbguth

Frank Strahsen

A method actuates a vehicle drivetrain of a vehicle having a drive unit, in particular an electric motor, wherein the drivetrain has at least one first partial drivetrain which is assigned to a first output unit which transmits a torque between the drive unit and the first output unit, and has at least one second partial drive train which is assigned to a second output unit which transmits a torque between the drive unit and the second output unit. When a positive torque is transmitted, a load is applied to the drivetrain in a first direction, and when a negative torque is transmitted, a load is applied to the drivetrain in a second direction opposed to the first direction. At least one pre-load device is provided which, when a predetermined positive torque limiting value is reached or when a predetermined negative torque limiting value is reached, pre-loads the first partial drivetrain in the first direction of the positive torque and pre-loads the second partial drivetrain in the second direction of the negative torque.

Method for actuating a vehicle drivetrain

A method and a device for predefining a torque output of a motor vehicle drive engine when switching over accelerator pedal characteristic curves. The method and the device determine a setpoint change in the acceleration that is intended to sense occur as a result of the switching over. The method and device determine a change in torque as a function of the vehicle mass and the determined setpoint change in acceleration. The method and device determine a difference output from the change in torque, by which difference output a setpoint drive output is changed from a first drive output to a second drive output when switching over.

Method and device for improved switching over between accelerator pedal characteristic curves

A method is provided for controlling a drive unit of a motor vehicle with an automatic or automated transmission. The drive unit includes at least one drive motor, which generates a drive torque in an overrun mode. The drive torque acts as a drag torque or as a creep torque on the drive wheels as a function of the current speed. The level of the drive torque in the overrun mode can be at least partially controlled by actuating a brake pedal. The drag torque applied to the drive wheels in the overrun mode can be controlled by actuating the brake pedal in such a way that a reduced drag torque dependent on the actuation of the brake pedal is applied to the drive wheels.

Method for controlling a drive unit of a motor vehicle

A shifting point display for indicating shift advice is provided in a motor vehicle having a manual transmission and a control unit for the continuous determination of a current operating point of the motor vehicle. At least one characteristic upshift indication curve or a characteristic downshift indication curve is stored in an electronic memory. An upshift indication or a downshift indication is displayed when the characteristic upshift indication curve or the characteristic downshift indication curve is reached by the current operating point and a currently differently engaged gear. The upshift indication or the downshift indication is indicated until the driver has carried out a corresponding upshift operation or downshift operation or until the current operating point has reached and/or fallen below a characteristic upshift indication hysteresis curve that is smaller than the characteristic upshift indication curve, or has reached and/or exceeded a characteristic downshift indication hysteresis curve that is greater than the characteristic downshift indication curve.

Shifting point display in a motor vehicle having a manual transmission

The diagnosis of the heating of a catalytic converter situated in an exhaust system of an internal combustion engine is described. The system includes monitoring the actual ignition angle intervention. A current ignition angle is acquired over a specified time and converted into a torque model used for catalytic converter heating. Using the torque model, a degree of fulfillment of executed catalytic converter heating measures is obtained and an error signal is generated by comparing the obtained degree of fulfillment to a limiting value.

Method for monitoring the functionality of the heating of a catalytic converter situated in an exhaust system of an internal combustion engine

A process control system for controlling at least one process actuator includes a first process model for driving at least one process actuator in such a manner that at least one process desired manipulating variable is generated for driving at least one process actuator; a second process model, which generates a process actual variable from at least one process actual manipulating variable of the at least one process actuator; and another process element for generating a comparison process actual variable. The first process model can be mapped by inverting the second process model, and a process actual variable difference, which is formed from a process actual variable and a comparison process actual variable, is fed via a control unit to the first and second process models. The process element is designed as a third process model with higher reproduction precision and includes at least one non-invertible process component.

Process control system

A method is provided for controlling an internal combustion engine operating in a homogenous mode. The internal combustion engine exhibits a control unit for setting the air supply, the fuel supply and the ignition angle. The method reduces the fuel consumption and increases a torque reserve that is to be made available for use. Starting from a specific distribution of air and fuel in the mixture, the air mass to be supplied is increased, which leans the air-fuel mixture such that a first torque reserve is generated. In the event of a positive torque request, the fuel mass to be supplied is increased in order to enrich the air-fuel mixture.

Method for controlling an internal combustion engine

A method for diagnosing errors in an intake system of an internal combustion engine having a variable intake manifold geometry is provided. According to the method, an air mass flow oscillation in the intake manifold is detected at an engine rotational speed that is present, the detected air mass flow oscillation is subjected to signal analysis to determine a characteristic actual oscillation variable which is compared to a setpoint oscillation variable associated with the engine rotational speed that is present.

Method for diagnosing errors in an intake system of an internal combustion engine having a variable intake manifold geometry

The invention relates to a method for establishing an operating variable to be determined of a motor vehicle in dependence on a first known operating variable and a second known operating variable, using a characteristics map for executing functions of the motor vehicle. Said characteristics map is stored in the Cartesian coordinate system in an electronic control device with the help of interpolating points. If a mathematically invertible characteristics map by which means an operating variable to be determined for a first motor vehicle function is entered on the Z-axis is provided, then by reverse interpolation using the same characteristics map, an operating variable allocated to the Y- or X-axis can also be an operating variable to be determined for a second motor vehicle function, the operating variable allocated to the Z-axis being the known operating variable for the second motor vehicle.

Method for establishing a motor vehicle operating variable that is to be determined

In a process and a device for electronically controlling actuators of a combustion engine with variable gas exchange control using a suction pipe pressure model where the connection between the cylinder filling level and the suction pipe pressure is described by a straight line with gradient and offset, the gradient and/or offset are determined as a function of the valve overlap surface. Preferably, the gradient and/or the offset are also determined as a function of the position of the valve overlap surface. The position of the valve overlap surface can be determined by the interval between the center of gravity of the valve overlap surface and a reference crankshaft angle. This improves the control of a combustion engine in motor vehicles with a gas exchange control (for example, with variable cam shaft rotation and/or cam shaft switchover to phaseless change of the valve control time and/or the valve stroke) with a view to accuracy and flexibility.

Process and device for electronically controlling actuators of a combustion engine with variable gas exchange control

A control device for controlling an internal combustion engine with a variably controlled valve stroke and with a butterfly valve in an air intake tract is provided. The control device is equipped with devices with which the even running of the internal combustion engine is monitored and through which the butterfly valve is actuated in the closing direction when a defined uneven running threshold value has been exceeded and when the valve stroke is smaller than a specified threshold until the value drops below the uneven running threshold value again.

Control device for controlling an internal combustion engine with a variably controlled valve stroke

A method and apparatus is provided for determining the cylinder charge in the case of unthrottled internal-combustion engines with a variable valve gear. For determining the fresh-air cylinder charge in the case of such internal-combustion engines, the following steps are followed (i) at least one engine operating value is determined, (ii) a standardized air flow rate is determined relative to a defined inlet and outlet spread as a function of the at least one engine operating value, and (iii) the influence of the actual inlet spread existing in comparison to the defined inlet spread on the air flow rate is determined and a corrected air flow rate is calculated.

Method and apparatus for determining the cylinder charge in the case of unthrottled internal-combustion engines

A method for determining the throttle valve angle includes determination of the throttle valve position using a throttle valve model from a rate of air flow and a differential pressure across the throttle valve. For reducing the application expenditures and for permitting the throttle valve angle determination also at low differential pressures across the throttle valve, the throttle valve model is determined from an undercritical rate of air flow through the throttle valve, the throttle valve model containing at least two characteristic diagrams, of which the first contains at least two characteristic curves which describe the relationship between the throttle valve angle and the rate of air flow at different differential pressures, and the second characteristic diagram indicates the non-linear transition between the characteristic curves existing in the first characteristic diagram.

Method and apparatus for determining the throttle valve angle

In a device for reducing engine torque between the beginning and end of a shift of a transmission in motor vehicles with a control device that detects the beginning of a shift as well as continuously determines the current engine rpm, and calculates in advance the engine rpm anticipated at the end of the shift, the amount of reduction of engine torque between the beginning and end of the shift is regulated in such a manner that a preset engine rpm curve is achieved.

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Baierbrunn, Germany

Gerd Kraemer