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EP0858555B1 - Procede de commande cylindroselective de moteur a combustion interne spontanee - Google Patents

Procede de commande cylindroselective de moteur a combustion interne spontanee Download PDF

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Publication number
EP0858555B1
EP0858555B1 EP97943802A EP97943802A EP0858555B1 EP 0858555 B1 EP0858555 B1 EP 0858555B1 EP 97943802 A EP97943802 A EP 97943802A EP 97943802 A EP97943802 A EP 97943802A EP 0858555 B1 EP0858555 B1 EP 0858555B1
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EP
European Patent Office
Prior art keywords
cylinder
crankshaft
selective
internal combustion
combustion engine
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP97943802A
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German (de)
English (en)
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EP0858555A2 (fr
Inventor
Günter ALBERTER
Matthias Becker
Christof Howold
Harald Krohm
Ralf Magiera
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Conti Temic Microelectronic GmbH
Schaeffler Engineering GmbH
Original Assignee
Conti Temic Microelectronic GmbH
AFT Atlas Fahrzeugtechnik GmbH
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Publication date
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Publication of EP0858555A2 publication Critical patent/EP0858555A2/fr
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Publication of EP0858555B1 publication Critical patent/EP0858555B1/fr
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/008—Controlling each cylinder individually
    • F02D41/0085—Balancing of cylinder outputs, e.g. speed, torque or air-fuel ratio
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D2041/224—Diagnosis of the fuel system
    • F02D2041/226—Fail safe control for fuel injection pump
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/008—Controlling each cylinder individually
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1497—With detection of the mechanical response of the engine
    • F02D41/1498—With detection of the mechanical response of the engine measuring engine roughness

Definitions

  • the invention relates to a method for the cylinder-selective control of a multi-cylinder, Self-igniting four-stroke internal combustion engine with cylinder-selective fuel injection.
  • An internal combustion engine with auto-ignition for example a diesel engine, offers in comparison to an internal combustion engine with spark ignition, for example a gasoline engine, less Possibilities to influence the combustion process. This means that the possibilities are eliminated the mixture preparation of a gasoline engine completely.
  • the working principle of Self-igniting internal combustion engine only enables the start of injection to be influenced and the amount of fuel injected. Due to inevitable differences in the components Internal combustion engine there are undefined differences in the behavior of the individual cylinders, the impairment in fuel consumption when operating the internal combustion engine, Pollutant emissions, vibration behavior, synchronism, acoustics and Operating time.
  • Component differences are all deviations of the components of a self-igniting Understand the internal combustion engine from its theoretical ideal value.
  • the Component differences may have arisen as a result of inevitable manufacturing tolerances also during operation of the internal combustion engine due to abrasion, deformation, deposits etc. are caused.
  • the differences are above all of those components of a diesel engine that are responsible for the fuel supply or are involved in the combustion process.
  • the injection nozzles for example, where the requirement is particularly problematic there is that all the injection nozzles of a self-igniting internal combustion engine exactly should have the same hydraulic flow of fuel.
  • a reduced hydraulic flow of fuel leads to one Injection nozzle of the self-igniting internal combustion engine during the combustion cycle to one Reduction of the medium pressure in the corresponding cylinder and thus to rotational irregularities the crankshaft.
  • the medium pressure is a variable into which the combustion chamber pressure curve during the combustion cycle Cylinder arrives, and serve as a measure of the energy converted in this cylinder can.
  • the differences in the mean pressure of the individual cylinders result in different operating areas the self-igniting internal combustion engine to different effects. Idle are caused by the rotational irregularities of the crankshaft vehicle parts such as handlebars, mirrors etc. stimulated to vibrate, in the partial load range there is an increased emission of pollutants or fuel consumption causes and reaches the self-igniting internal combustion engine in the full load range its maximum performance is not.
  • the increased load on individual cylinders leads to a reduced operating time of the diesel engine.
  • DE-C-34 03 260 describes a method to control the amount of fuel injected into a multi-cylinder engine specified.
  • the torque acting on the crankshaft of each cylinder equalized.
  • the differences between the maximum and the minimum are used as parameters Speed values used in the work cycle of each cylinder, from which correction values for each cylinder be determined over the entire speed range of the multi-cylinder engine to be kept.
  • the disadvantage of this method is that the Multi-cylinder engine must be kept in a so-called steady state, whereby the method cannot be used in dynamic operation of the multi-cylinder engine can.
  • the invention has for its object a method for cylinder-selective control of a multi-cylinder, self-igniting four-stroke internal combustion engines specify the effect of component differences of the components for the Fuel supply and the combustion system are minimized to a more extensive level Improving the properties when operating the internal combustion engine, for example of fuel consumption.
  • the cylinder pressures are equal to the mean pressures in the Combustion chambers of the internal combustion engine derived various parameters, which are correlated as well as possible with the medium pressure in the combustion chambers and which are in different ones Speed ranges of the internal combustion engine for determining the cylinder-selective Correction values are used that are used to correct the fuel injection.
  • further cylinder-selective correction values can be determined, a defined inequality after the cylinder-selective equalization of the medium pressures of the mean pressures in the combustion chambers of the internal combustion engine. So can for example to suppress vibrations or resonances on the motor vehicle one cylinder fired more / less.
  • the cylinder-selective equality or defined inequality of the mean pressures in the Combustion chambers of the internal combustion engine are changed by changing the injection timing and the amount of fuel injected into the combustion chambers of the internal combustion engine.
  • the cylinder-selective changes in the injection quantity and Injection time of the fuel into the combustion chambers of the internal combustion engine is made in this way that they add up to zero in the sum of the changes in the mean pressures, which ensures that the operating state desired by the driver, or the power output of the internal combustion engine is not changed.
  • the speed average values are divided over a maximum of 720 degrees crankshaft rotation angle formed by the number of cylinders.
  • the speed amplitudes are determined by averaging several current crankshaft speeds the same crankshaft rotation angle of the periodically repeating, mostly Working cycle of the internal combustion engine comprising two crankshaft revolutions each educated.
  • An advantageous development of the invention consists in the storage of curve profiles the current crankshaft speeds and / or cylinder-selective correction values for comparison purposes.
  • the storage can after the manufacture of the internal combustion engine, after a repair or at any intervals.
  • the stored curves of the current crankshaft speeds and / or the Cylinder-selective correction values can be used for the early detection of combustion and / or Compression problems of the internal combustion engine can be used.
  • the result early detection can be displayed in the motor vehicle or in the frame an inspection in a specialist workshop.
  • crankshaft rotation angle detected with a signaling device on the crankshaft and the current crankshaft speeds from a processing unit be determined.
  • the camshaft can be provided with a measuring device having a signal transmitter, which enables the detection of the camshaft rotation angle. This is the information available whether a cylinder is in the 1st or 3rd or in the 2nd or 4th work cycle.
  • the measuring device of the crankshaft and the measuring device of the camshaft be monitored for their functionality.
  • a further development provides that a signal transmitter of the measuring device of the crankshaft and the measuring device of the camshaft for marking a predetermined angle of rotation the respective shaft is used.
  • crankshaft and camshaft signal generators can also be used to check the synchronization between the crankshaft and the camshaft.
  • crankshaft rotation angle and the crankshaft speed can alternatively also from the Camshaft rotation angle can be determined.
  • the various parameters give the mean pressure in the combustion chambers of the internal combustion engine not unadulterated again, but are in different speed ranges changes in speed-dependent cross influences to different degrees. From this it can follow that one parameter more in the lower, the other parameter more in the upper speed range of a diesel engine is correlated with the medium pressures, which necessitates the Speed-specific parameters to be used.
  • the use of different parameters The cylinder-selective allows for different speed ranges of the diesel engine Equality or defined inequality of the mean pressure depending on the current Crankshaft speed for different influences.
  • a vibration reduction on the Based on speed amplitudes can be performed as a parameter, while in the range of 3000 - 6000 revolutions per minute the control of the internal combustion engine for minimization exhaust emissions based on average instantaneous crankshaft speeds is carried out as a parameter.
  • Equalization of cylinder-selective mean pressures to compensate for component differences for a single cylinder adjustment requires a separate, for each cylinder of the diesel engine independent fuel supply, each consisting of an injection pump, a line and an injection nozzle, the PLD system (pump - line - nozzle ")
  • Camshaft driven piston injection pumps are on the fuel supply side via solenoid valves on the fuel tank and on the engine side at the injectors connected.
  • solenoid valve When the solenoid valve is closed, the one in the pump room Fuel by the pressure of a cam on the piston of the injection pump in the combustion chamber injected.
  • the solenoid valve is open, the one in the pump room Fuel is only pumped back into the fuel tank because of the resistance of the injector cannot be overcome.
  • the start and end of the injection process and so that the injection duration or the injection quantity are regulated.
  • About the injection quantity becomes the effect on the crankshaft resulting from the gas force of the combustion process Torque of a cylinder determined.
  • the crankshaft speed results from the Sum of the torques acting on the crankshaft.
  • the crankshaft is equipped with a measuring device to determine the current crankshaft speed and equipped with a processing unit, whose signal transmitter consists of a the crankshaft rotating encoder wheel, which has 36 markings and an additional mark is provided, which are scanned by an inductive sensor.
  • the additional marking indicates an angular position of the crankshaft known to the control unit, e.g. the top dead center of the 1st cylinder.
  • the control device thus has information about the crankshaft rotation angle and the crankshaft speed is available with a resolution of 10 degrees.
  • the signal generator of the measuring device of the camshaft consists of one with the camshaft rotating encoder wheel with 12 markings and an additional marking which are sensed by an inductive sensor.
  • the additional marking indicates an angular position of the camshaft known to the control unit. From the signals of this Inductive sensor, the control unit can control the camshaft rotation angle and the camshaft speed determine with a resolution of 30 degrees (analog 60 degrees crankshaft rotation angle).
  • the control device can use the measuring device of the camshaft to periodically, working cycle of the diesel engine repeating every two crankshaft revolutions assign a change in the current crankshaft speed. For example assign the control unit to the expansion of the 3rd cylinder an increase in the crankshaft speed.
  • the two independent measuring devices of crankshaft and camshaft can be from Control unit can be used for permanent, mutual function control.
  • the relationship the signals from the crankshaft sensors to the signals from the camshaft sensors must be 6: 1 in the example given here.
  • the control unit recognizes a malfunction by changing this ratio one of the inductive sensors, whereupon all control processes based on these measuring devices be deactivated until the defect is remedied and from which the diesel engine, for example can continue to be operated with standard values.
  • the four-cylinder diesel engine After two crankshaft revolutions, the four-cylinder diesel engine has its entire work cycle processed once, and each cylinder (of the four-stroke engine) has a combustion stroke run through.
  • the control unit determines from the 72 current crankshaft speeds over 720 degrees crankshaft rotation angle a curve shape, that of an amount Sine curve resembles Such a curve is shown in FIG. 1. This The course of the curve reflects the differences in the mean pressure in the combustion chambers of the internal combustion engine again.
  • the task of the control unit is a stable control of the fuel injection for compensation of component differences due to the cylinder-selective equalization of the medium pressures.
  • the response of a cylinder's parameter after a variation should of the injection process be linear to the variation of the mean pressure caused thereby, at least in the same direction and monotonous, otherwise the control unit is not unique Diagnosis can make, and would not be able to a stable regulation.
  • For the detection of such a parameter from the curve of the current crankshaft speeds can divide average speed values over 720 degrees crankshaft rotation angle by the number of cylinders and speed amplitudes.
  • Average speed values are particularly insensitive due to the long acquisition interval against the positioning errors of the crankshaft markings that occur at high crankshaft speeds gain influence.
  • Speed amplitudes are compared with increased sensitivity Positioning errors, particularly insensitive to cross influences.
  • Crankshaft speeds can be used as the lower speed range for the use of speed amplitudes up to about 600 revolutions per minute.
  • speed amplitudes are used as a parameter, for example, for cylinder-selective leak tests of the combustion chambers of internal combustion engines.
  • the instantaneous values belonging to a cylinder are used Crankshaft speeds KD1 via a low-pass filter TP with an applicable filter factor Suppression of cyclical fluctuations.
  • the average MW1 of the filtered instantaneous crankshaft speeds KD2 is two crankshaft revolutions each by summing the filtered crankshaft speeds, divided by the number Z of cylinders.
  • This mean MW1 is in each case to the negated filtered instantaneous crankshaft speeds of the same two crankshaft revolutions added, whereby the respective deviation of the filtered current crankshaft speeds to their mean MW1 results.
  • These deviations of the mean MW1 are considered as the control deviation.
  • the compensation the cylinder-selective control deviations for the equalization of the medium pressures takes place via an integrator gain I with applicable gain factor, which causes the control deviations can be converted into cylinder-selective correction moments KM.
  • the integrator gain I is followed by an integrator control, which is a delay element T is extended, that the delay of the control loop by exactly 720 degrees crankshaft rotation angle guaranteed.
  • an integrator control B which is used to identify whether that intended for a cylinder Correction torque is at a limit used for diagnostic purposes.
  • the over the delay element T the cylinder-selective correction moments supplied to the limiting element B.
  • KM are still around the negated mean values MW2 of the correction moments KM for 720 degrees Crankshaft rotation angle expanded, which makes the sum of the cylinder-selective executed Correction moments KM is zero. This is done according to the requirement that the Equalization of the mean pressures of the four-cylinder operating state desired by the driver Diesel engine must not be changed.
  • the single cylinder adjustment is considered to have been successfully completed if the control deviation all cylinders before an applicable period of time for an applicable Duration is below an applicable limit.
  • Purpose of the time period for expiration A regulation is the termination of an unstable regulation process.
  • the cylinder-selective correction moments KM are supplied to the control unit or in the Control unit determined and saved.
  • the control unit takes the from a map appropriate control value for the solenoid valves of the fuel supply to the cylinders exactly the amount of fuel for the operating state desired by the driver plus the determined to supply cylinder-selective correction moments KM.
  • Correction moments KM also serve as comparison values for, for example, inspections determined customer service comparison values. Based on such a comparison damage to the four-cylinder diesel engine can be diagnosed at an early stage. For example can cause fuel injection problems or tightness problems with the combustion chambers of the four-cylinder diesel engine can be detected when a correction torque KM for one Cylinder increases beyond a limit.
  • Figure 3a are the mean pressures of a four-cylinder diesel engine without activated single cylinder adjustment shown.
  • the pressure column belonging to cylinder 1 faces PMI 01 the other cylinders have an approx. 20% lower value for the medium pressure.
  • figure 3b are the mean pressures of this four-cylinder diesel engine with activated single cylinder balancing shown. All four cylinders have approximately the same value for the ' Medium pressure on.
  • the method according to the invention can be used by using speed-specific parameters by means of the PLD system, a control device, the measuring devices of the crankshaft and the camshaft in different speed ranges of the diesel engine based on the Single cylinder balancing can be used differently.
  • the following is the procedure of the single cylinder adjustment modified to give cylinder-selective correction values to get that cause an idle rest control.
  • the generation of vibrations of a vehicle with a diesel engine is caused by rotational irregularities the crankshaft strongly promoted.
  • the vibration sensitivity during idling of the diesel engine results from the small frequency difference between the Natural frequencies of the rear-view mirrors, steering wheel etc. and that when stationary with approx. 600 crankshaft revolutions per minute rotating diesel engine.
  • the idle control is initiated when the crankshaft speed is constantly below one applicable limit is.
  • the procedure is the same as for single cylinder adjustment. Only the parameter used and the gain factor of the integrator gain the idle idle control is adapted.
  • the control process of idle idle control is ended when the control deviations of all cylinders under one applicable Limit. If this limit is exceeded, the idle idle control reactivated.
  • the result is cylinder-selective correction torques corresponding to the Idle idle control requirements.
  • the requirement of idle idle control does not have to consist in equating the medium pressures, but can also be based on relate the equality of characteristics of the crankshaft speeds, whereby by the Correction values a defined inequality of the medium pressures is brought about.
  • the inventive method for cylinder-selective control of a multi-cylinder, Self-igniting four-stroke internal combustion engine with cylinder-selective fuel injection the effect of component differences of the components for the fuel supply and the combustion system minimized, with the curve of the crankshaft speed
  • Different parameters for different speed ranges of the diesel engine are derived from which correction values for correcting the fuel injection are determined be an improvement in the running behavior of the diesel engine, a minimization fuel consumption and a reduction in pollutant emissions.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Ignition Timing (AREA)

Claims (18)

  1. Procédé de commande cylindrosélective d'un moteur à combustion interne à auto-allumage à quatre temps et à cylindres multiples, avec injection de carburant cylindrosélective et comportant des moyens pour détecter l'angle de rotation du vilebrequin ainsi que pour mesurer les vitesses de rotation momentanées du vilebrequin, dans lequel, à partir de l'évolution de la courbe des vitesses de rotation momentanées du vilebrequin, on dérive des grandeurs caractéristiques différentes corrélées avec la pression moyenne dans des plages de vitesse de rotation différentes de la vitesse de rotation momentanée du vilebrequin, en vue d'une égalisation cylindrosélective des pressions moyennes dans les chambres de combustion du moteur à combustion interne, et dans lequel on détermine pour chaque plage de vitesse de rotation des valeurs de correction cylindrosélectives dérivées à partir de la grandeur caractéristique pour cette plage de vitesses de rotation, et on les utilise pour la correction de l'injection de carburant dans cette plage de vitesse de rotation.
  2. Procédé selon la revendication 1, caractérisé en ce que l'on détermine d'autres valeurs de correction cylindrosélectives que l'on utilise, après l'égalisation cylindrosélective des pressions moyennes dans les chambres de combustion du moteur à combustion interne, pour une inégalisation définie des pressions moyennes.
  3. Procédé selon l'une ou l'autre des revendications 1 et 2, caractérisé en ce que l'on provoque l'égalisation cylindrosélective ou l'inégalisation définie des pressions moyennes dans les chambres de combustion du moteur à combustion interne par modification cylindrosélective de la quantité injectée et de l'instant d'injection du carburant dans les chambres de combustion du moteur à combustion interne.
  4. Procédé selon la revendication 3, caractérisé en ce que l'on procède aux modifications cylindrosélectives de la quantité injectée et de l'instant d'injection du carburant dans les chambres de combustion du moteur à combustion interne pour l'égalisation cylindrosélective ou pour l'inégalisation définie des pressions moyennes, de telle sorte que la somme des modifications des pressions moyennes est égale à zéro.
  5. Procédé selon l'une des revendications 1 à 4, caractérisé en ce que l'on dérive une première grandeur caractéristique à partir de valeurs moyennes des vitesses de rotation momentanées du vilebrequin pour déterminer les valeurs de correction cylindrosélectives.
  6. Procédé selon l'une des revendications 1 à 5, caractérisé en ce que l'on dérive une deuxième grandeur caractéristique cylindrosélective à partir d'amplitudes des vitesses de rotation momentanées du vilebrequin pour déterminer les valeurs de correction cylindrosélectives.
  7. Procédé selon la revendication 6, caractérisé en ce que l'on détermine les amplitudes des vitesses de rotation de l'évolution de la courbe des vitesses de rotation momentanées du vilebrequin par formation de moyenne de plusieurs vitesses de rotation momentanées du vilebrequin au même angle de rotation du vilebrequin du jeu de fonctionnement du moteur à combustion interne, jeu qui se répète périodiquement.
  8. Procédé selon l'une des revendications 1 à 7, caractérisé en ce que l'on mémorise les évolutions de la courbe des vitesses de rotation momentanées du vilebrequin et/ou les valeurs de correction cylindrosélectives à des fins de comparaison après la réalisation du moteur à combustion interne, après une réparation ou après des intervalles quelconques.
  9. Procédé selon la revendication 8, caractérisé en ce que l'on utilise les évolutions de courbe mémorisées des vitesses de rotation momentanées du vilebrequin et/ou les valeurs de correction cylindrosélectives pour la reconnaissance précoce de problèmes de combustion et/ou de problèmes de compression du moteur à combustion interne et/ou pour le diagnostic d'erreurs.
  10. Procédé selon l'une des revendications 1 à 9, caractérisé en ce que l'on détecte l'angle de rotation du vilebrequin au moyen d'un dispositif de mesure comportant des émetteurs de signaux sur le vilebrequin, et en ce que l'on en détermine les vitesses de rotation momentanées du vilebrequin par une unité de traitement.
  11. Procédé selon l'une des revendications 1 à 10, caractérisé en ce que pour associer l'angle de rotation du vilebrequin au jeu de fonctionnement du moteur à combustion interne, on détecte l'angle de rotation de l'arbre à cames par un dispositif de mesure comportant des émetteurs de signaux.
  12. Procédé selon l'une ou l'autre des revendications 10 et 11, caractérisé en ce que l'on vérifie le bon fonctionnement du dispositif de mesure du vilebrequin et du dispositif de mesure de l'arbre à cames en vérifiant le rapport des signaux émis par les émetteurs de signaux de ces deux dispositifs de mesure.
  13. Procédé selon une des revendications 10 à 12, caractérisé en ce que l'on utilise un marquage respectif du dispositif de mesure du vilebrequin et du dispositif de mesure de l'arbre à cames pour caractériser un angle de rotation prédéterminé du vilebrequin ou de l'arbre à cames.
  14. Procédé selon l'une des revendications 10 à 13, caractérisé en ce que l'on utilise des signaux des émetteurs de signaux du vilebrequin et de l'arbre à cames pour vérifier la synchronisation entre le vilebrequin et l'arbre à cames.
  15. Procédé selon l'une des revendications 10 à 14, caractérisé en ce que l'on dérive l'angle de rotation du vilebrequin et la vitesse de rotation momentanée du vilebrequin à partir de l'angle de rotation de l'arbre à cames.
  16. Procédé selon l'une des revendications 1 à 15, caractérisé en ce que, au moyen de l'égalisation cylindrosélective ou au moyen de l'inégalisation définie de la pression moyenne, on influence l'émission de polluants et/ou la consommation de carburant et/ou le comportement oscillatoire et/ou la régularité de fonctionnement et/ou la durée de fonctionnement et/ou les caractéristiques acoustiques du moteur à combustion interne.
  17. Procédé selon la revendication 16, caractérisé en ce que l'on utilise l'égalisation cylindrosélective ou l'inégalisation définie de la pression moyenne en dépendance de la vitesse de rotation momentanée du vilebrequin, pour effectuer des influences différentes.
  18. Procédé selon l'une des revendications 1 à 17, caractérisé en ce que, en se basant sur des informations sur les valeurs de correction cylindrosélective, on effectue des diagnostics d'erreur étendus pour des vitesses de rotation momentanées différentes du vilebrequin du moteur à combustion interne.
EP97943802A 1996-08-16 1997-08-09 Procede de commande cylindroselective de moteur a combustion interne spontanee Expired - Lifetime EP0858555B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19633066 1996-08-16
DE19633066A DE19633066C2 (de) 1996-08-16 1996-08-16 Verfahren zur zylinderselektiven Steuerung einer selbstzündenden Brennkraftmaschine
PCT/EP1997/004350 WO1998007971A2 (fr) 1996-08-16 1997-08-09 Procede de commande cylindroselective de moteur a combustion interne spontanee

Publications (2)

Publication Number Publication Date
EP0858555A2 EP0858555A2 (fr) 1998-08-19
EP0858555B1 true EP0858555B1 (fr) 2003-04-09

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EP97943802A Expired - Lifetime EP0858555B1 (fr) 1996-08-16 1997-08-09 Procede de commande cylindroselective de moteur a combustion interne spontanee

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US (1) US6082330A (fr)
EP (1) EP0858555B1 (fr)
JP (1) JP2000500209A (fr)
AT (1) ATE237076T1 (fr)
BR (1) BR9706662A (fr)
DE (1) DE19633066C2 (fr)
WO (1) WO1998007971A2 (fr)

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DE19833839C2 (de) * 1998-07-28 2001-02-08 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung einer Kraftstoffzumeßeinrichtung
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DE19633066C2 (de) 1998-09-03
WO1998007971A3 (fr) 1998-04-16
EP0858555A2 (fr) 1998-08-19
US6082330A (en) 2000-07-04
DE19633066A1 (de) 1998-04-30
BR9706662A (pt) 1999-07-20
WO1998007971A2 (fr) 1998-02-26
ATE237076T1 (de) 2003-04-15
JP2000500209A (ja) 2000-01-11

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