Siemens Aktiengesellschaft

Continental Automotive Gmbh

Siemens Aktiengesell Schaft

Klaus Wenzlawski

Arno Friedrich

Wieland Mathes

Ronald Neufert

Andreas Hartke

Dietmar Weisensel

Manfred Weigl

Richard Pirkl

Hellmut Freudenberg

Harald Schmidt

Achim Przymusinski

Lothar Hofmann

Hans-Jörg Wiehoff

Christian Birkner

Gerhard Wissler

Olaf Graupner

Rainer Tost

Jörg Beilharz

Uwe Lingener

Winfried D&ouml;lling

Reinhard Latsch

Benno Larisch

Detlev Schoeppe

J&uuml;rgen Z&uuml;rbig

Andreas Pfeifer

An injection valve has a valve body and a valve pin. The valve body has a metering orifice. In a closed position of the valve pin, the flow of fluid through the metering orifice is disabled and otherwise released. A control signal (ANS_SIG) for metering fluid with the injection valve is generated for a first valve pin actuator which is coupled to the valve pin to drive the valve pin. At least one first atomization signal (ZER_SIG) for the first and/or the second valve pin actuator is generated at least during a predetermined interval during the control of the first valve pin actuator with the control signal (AN_SIG) in such a manner that the valve pin is oscillatingly displaced relative to a position of the valve pin in response to the first atomization signal (ZER_SIG), the valve pin having said position in response to the control signal (ANS_SIG).

Method and device for operating an injection valve, computer program and injection valve

In a method or a device for forming an electric control signal for an injection impulse of a position-controlled fuel injector, particularly of a common-rail or pump-nozzle injection system, the course of the electric control signal can be selected freely in regard to the pulse edges (injection rate changes Q), the holding period (&#x394;t) and the injection rate (Q). This offers the advantage that the combustion process can be better optimized with respect to low emissions, low consumption and for meeting tightened legal regulations.

Method and device for forming an electric control signal for an injection impulse

A method for cleaning diesel engine exhaust gas is described. The exhaust gas is passed over a catalytic converter with an active material which contains (% by weight) 70-95% TiO , 2-10% WO and/or MoO , 0.1-5% V O , 0.1-8% CaO, 0.1-8% Al O , 0.1-5% B O and 0.1-10% SiO . A reducing agent for a reduction of nitrogen oxides is metered into the exhaust-gas stream upstream of the catalytic converter.

Method for cleaning diesel engine exhaust gas

A process for catalytic removal of a pollutant from a combustion installation exhaust gas includes calculating, from operationally relevant parameters of the installation, a pollutant concentration using a predetermined characteristic diagram. A predetermined quantity of a reagent is introduced into the exhaust per unit time as a function of the calculated pollutant concentration, the reagent reacting with the pollutant at a catalytic converter. Operating states of the installation with substantially constant pollutant emission levels are determined. The pollutant concentration during an operating state of the installation with a substantially constant pollutant emission level is determined with a sensor and only a pollutant concentration from the installation in a steady operating state is used to correct the diagram. The pollutant concentration from the installation is calculated with the diagram in a non-steady operating state. An apparatus for the catalytic removal of the pollutant from the exhaust gas is also provided.

Process and apparatus for the catalytic elimination of a pollutant from the exhaust gas from a combustion installation

The energy conversion during a combustion process is computed from the body sound signal of the internal combustion engine according to a theoretical model, and from it the amount of fuel delivered is derived. If the computed amount of fuel differs from the predetermined amount of fuel, a malfunction of the fuel injection system is recognized.

Method for monitoring an injection system

A method for determining a fuel quantity to be fed to an internal combustion engine, includes initially determining a desired fuel quantity on the basis of a desired operational performance of the internal combustion engine. Moreover, a minimum air/fuel ratio is determined at which soot-free operation of the internal combustion engine is possible, and a maximum fuel quantity is determined on the basis of the minimum air/fuel ratio. The desired fuel quantity which is limited to the maximum fuel quantity is then determined as the fuel quantity to be fed to the internal combustion engine. It is advantageous in this case to determine the minimum air/fuel ratio in non-steady operation on the basis of a charging pressure or a difference between the charging pressure and the ambient pressure.

Method for controlling a fuel quantity to be fed to an internal

A NO.sub.x reduction system includes an SCR catalytic converter and a metering assembly for reducing agent. A control unit for the reduction system is integrated together with the actuators and sensors as a functional unit at the reducing agent container. This provides savings in terms of lines and plug-in connections, and relieves the burden on the control unit of the internal combustion engine.

NO.sub.x reduction system with a device for metering reducing agents

A method for monitoring a fuel pressure uses a trigger value or components of the trigger value, with which a pressure adjusting member is triggered. A pressure drop is detected if the trigger value or components thereof deviate from a value typical for that operating point.

Method for monitoring a fuel pressure

An injection-pressure setpoint value for the pressure accumulator of an accumulator injection system is specified as a function of the operating point of the engine. The setpoint is specified with the aid of respectively separate characteristic diagrams for the start, idling and load engine operating states. In load operation, the profile of the injection-pressure setpoint value is additionally adapted to the particular requirements of the transient engine operation with a first timing element whose timing characteristics depend on the engine speed. The profile may be briefly raised out of a low engine speed in the case of an acceleration. With the aid of a downstream, second timing element which is independent of the first timing element, sudden transitions in the specification of the setpoint values when the engine operating state changes are suitably smoothed out. Any jumps in the injection-pressure setpoint value are avoided. The gear which has been engaged or the driving style of the driver can be taken into account in the transfer characteristics of the second timing element.

Method of specifying an injection-pressure setpoint value in an

A method for determining a rotational speed for an idling control of an internal combustion engine, in particular of a diesel internal combustion engine with an idling controller, includes using a change in a so-called current rotational speed in relation to a previous rotational speed as an input variable for the idling controller. The change is composed of an expansion rotational speed of the respectively last cylinder and of a previously calculated, weighted compression rotational speed of the current cylinder. The expansion rotational speeds of the last two cylinders, as well as the difference between them and the last compression rotational speed are used for that purpose.

Method for determining a rotational speed for an idling control of an

Exact metering of the fuel to be injected into the cylinder of an internal combustion engine takes into account the pressure in a high-pressure common rail, the required injection mass of fuel, and a compression prevailing in the respective cylinder at an injection onset.

Method for determining the injection time for a direct-injection

A method for detecting irregular combustion processes in a multicylinder diesel internal combustion engine includes detecting incorrect injections and non-injections by recording combustion noise in individual cylinders through the use of one or more structure-borne noise sensors. Subsequently, a check is performed as to whether or not sensor signals exceed threshold values individual to each cylinder within or outside fixed measurement windows.

Method for detecting irregular combustion processes in a multicylinder

A method and a circuit configuration for gear detection in a motor vehicle transmission detect a signal corresponding to an input rpm and a signal corresponding to an output rpm of the transmission. A quotient of the output rpm to the input rpm is formed. A gear that has been engaged is detected from this quotient and from a known gear ratio of the transmission. A variation over time of the ratio of the output rpm to the input rpm of the transmission is ascertained and compared with a limit value. If the limit value is exceeded, a determination is made that no gear has been engaged.

Method and circuit configuration for gear detection in a motor vehicle

Maximum compression in the cylinder of an internal combustion engine is ascertained from the values for the maximum compression in the cylinder in overrunning operation of the engine and a ratio of the charge pressures in operation under load and in overrunning operation.

Method for determining the compression in the cylinder of a supercharged

A process for suppressing torque jumps during operation of an internal combustion engine prevents torque jumps when switching pilot injection (pre-injection) on and off in a diesel internal combustion engine by forming a difference between a predetermined total quantity of fuel to be injected and a pilot quantity to be injected by a pilot injector and acting upon the difference with a correction factor that produces torque balancing. A difference quantity which is corrected in this manner represents a main injection quantity.

Growing community of inventors

Nurnberg, Germany

Klaus Wenzlawski