Robert Boschgmbh

Manfred Birk

Gerhard Engel

Hermann Kull

Hermann Grieshaber

Alfred Schmitt

Peter Rupp

Helmut Laufer

Johannes Locher

Ewald Eblen

Wilhelm Polach

Ulrich Flaig

Josef Wahl

Joachim Tauscher

Anton Karle

Fridolin Piwonka

Pierre Lauvin

Alf Loffler

Joachim Berger

Reinhard Fenchel

Wolf Wessel

Thomas Bleile

Dirk Samuelsen

Michael Kessler

Wolfgang Kraemer

Frank Meier

Norbert Muller

Jens Damitz

Andreas Michalske

Wilfried Sautter

Manfred Strohrmann

Dieter Seher

Andreas Rupp

Werner Zimmermann

Bernhard Bronkal

Wolfram Gerwing

Wilhelm Eyberg

Martin Buchholz

Michael Scheidt

Vincent Dautel

Nicole Kositza

Juergen Moessinger

Benedikt Kraus

Hans-Christian Engelbrecht

Thomas Henze

Wolf Wessel, Deceased

R&uuml;diger Fehrmann

The invention relates to a method for determining the ignitability of fuel, particularly of diesel, biodiesel, gas-to-liquid or biomass-to-liquid fuel, with an unknown fuel quality for an internal combustion engine. Provision is made for the density of the fuel to be ascertained and for the ignitability to be derived from this.

Method for determining the ignitability of fuel with an unknown fuel quality

In a method for indirectly ascertaining the cylinder pressure during the operation of piston engines by measuring cylinder pressure-dependent parameters at crankshaft bearings of the piston engine, one essential feature is that the force which is introduced by the main bearings of the crankshaft into an engine housing is measured. For performing the method, sensors for obtaining cylinder pressure-correlating signals are disposed on the bearing screws, and that the signals generated by the sensors are carried to the outside.

Method and apparatus for indirectly ascertaining the cylinder pressure in piston engines

In a method for operating an internal combustion engine, a first data quantity is derived based on a signal of a first sensor which detects the pressure in a first combustion chamber of a plurality of combustion chambers, and a second data quantity is derived based on a signal of a second sensor, which second data quantity is a function of the pressure variation in at least one of the plurality of combustion chambers. The first data quantity and the second data quantity are functions of the pressure variation in the same combustion chamber, and a drift of the second sensor is ascertained from a change over time in the second data quantity with respect to the first data quantity.

Method for operating an internal combustion engine

An internal combustion engine, in particular for a motor vehicle, is described. The internal combustion engine is provided with a control unit for determining a setpoint fuel mass and/or a setpoint air mass as a function of a setpoint torque. The control unit is also provided for transitioning from a first operating mode to a second operating mode of the internal combustion engine. An actual torque is determined by the control unit during the transition to the second operating mode of the internal combustion engine. A torque difference between the setpoint torque and the actual torque is also calculated by the control unit. Finally, the setpoint fuel mass and/or the setpoint air mass is controlled by the control unit as a function of the torque difference.

A device and a method for controlling an internal combustion engine with an air system are described. At least one variable characterizing the air system is determined on the basis of at least one correcting variable and/or at least one measured variable characterizing the state of the ambient air, using at least one model. The model includes at least one first and one second submodel. Using a submodel, the output variables are determined on the basis of input variables. As input variables of the first submodel, besides at least one output variable of a second submodel, the correcting variable and/or the measured variable are additionally taken into account.

Method and device for controlling an internal combustion engine that is provided with an air system

The turbine of the exhaust gas turbocharger, which is located in the exhaust gas channel of the internal combustion engine, has a variable geometry. The regulation of the boost pressure is performed via an adjustment of the turbine geometry. A very rapid response of the boost pressure regulation to a variable load, with an overshoot of the specified value, which would damage the turbocharger, being avoided, is achieved by determining a manipulated variable for the turbine geometry as a function of the exhaust gas back pressure prevailing in the exhaust gas channel upstream from the turbine.

Method and device for regulating the boost pressure of an internal combustion engine

A method and a device for controlling an internal combustion engine. An actuator serves to influence the quantity of exhaust gas recirculated. A loop controller preselects the quantity of exhaust gas to be recirculated on the basis of a setpoint and an actual value which characterizes the quantity of exhaust gas recirculated. A first measured value is determined in a first position (open) of the actuator, and a second measured value is determined in a second position (closed) of the actuator, with the actual value or a correction value being preselectable on the basis of the difference between the two measured values.

Method and device for controlling an internal combustion engine

A method and a device for correcting for tolerances in a transmitter wheel are described. The transmitter wheel has a plurality of approximately equidistant marks that are scanned by a pickup. The pickup supplies a pulse train on the basis of which measured values are formed, with correction values being determined on the basis of a comparison of the individual measured values with a reference value. The measured values are filtered with at least one first and one second frequency-selective filtering.

Method and device for correcting tolerances in a transmitter wheel

The invention relates to a system for controlling an internal combustion engine, in particular a self-igniting internal combustion engine. First means (200) specify a first signal (MLS, US) on the basis of at least one operating parameter (QK, N). Second means (235) specify a second signal (MLI) on the basis of at least the output signal from a lambda probe (125). A third means (220) calculates a third signal on the basis of the first signal and the second signal and applies it to a final controlling element (230). Furthermore, means (515, 520, 530, 610, 235) are provided for the temporal conditioning of the first and second signal.

System for controlling an internal combustion engine

A method for sensing the temperature of the air supplied to the combustion chambers of an internal combustion engine for the purpose of detecting air mass. Air temperature can be measured using an inexpensive detector having a transfer function exhibiting a delayed response. Dynamic performance is improved by applying to the detected temperature a temperature correction value that is obtained by applying a transfer function that is substantially the inverse of the transfer function of the temperature detector.

System and method for sensing temperature

A method for operating an closed-loop control system for injecting fuel into an internal combustion engine, with the control system having an error correcting capability for deviations that occur in the control signal being processed by the control system, and with the control system having a controlling element, which is embodied as a precontrol, PI-controller that are operated in parallel, and a non-volatile memory for storing deviation signals.

Error-corrected closed-loop control system

The invention relates to a system for controlling an internal combustion engine (100), in particular a self-igniting internal combustion engine. A signal (U) for triggering a performance-determining final controlling element (105) is stored in a characteristics map (110) for each of a corresponding fuel quantity (QK) to be injected into the engine. The signal values stored in the characteristics map (110) are then corrected in dependence upon a predetermined relationship of a signal corresponding to the value for the fuel quantity (QK) to be injected and a signal corresponding to the value for the actually injected fuel quantity (QKI).

Device for producing a desired value of a control parameter of an

The invention relates to a method and arrangement for preparing a fuel-metering signal M for a diesel engine starting with measured variables such as accelerator pedal position, rotational speed, lambda, exhaust gas temperature or torque. A fuel quantity request MW is pregiven in dependence upon the position of the accelerator pedal. This quantity request MW is supplied to a minimum selector together with a second signal. The output signal M of the minimum selector, in turn, determines the metered fuel. The second signal derives from a precontrol characteristic field 50 in dependence upon the speed. The output signal of the precontrol characteristic field MV is influenced by the controller output signal MR in specific operating conditions.

Method and arrangement for controlling the fuel metered in a diesel

A control system for a fuel pump, particularly for a solenoid-valve-controlled fuel pump in the case of a self-ignitable internal-combustion engine, in which at least one pulse transmitter is mounted on the crankshaft and/or on the camshaft. The generated pulse sequences include at least several reference pulses for establishing the beginning of fuel injection, as well as speed pulses for detecting the average and the instantaneous rotational speeds. A trial activation takes place to detect into which cylinder the fuel must be injected. Based on the reaction of the fuel injection system and/or of the internal-combustion engine, it is detected whether fuel was injected into the proper cylinder.

Control system for a fuel pump

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Oberriexingen, Germany

Manfred Birk