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EP0985089B1 - Procede de fonctionnement d'un moteur a combustion interne notamment pour un vehicule a moteur - Google Patents

Procede de fonctionnement d'un moteur a combustion interne notamment pour un vehicule a moteur Download PDF

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Publication number
EP0985089B1
EP0985089B1 EP99923374A EP99923374A EP0985089B1 EP 0985089 B1 EP0985089 B1 EP 0985089B1 EP 99923374 A EP99923374 A EP 99923374A EP 99923374 A EP99923374 A EP 99923374A EP 0985089 B1 EP0985089 B1 EP 0985089B1
Authority
EP
European Patent Office
Prior art keywords
operating mode
fuel
air mass
engine
internal combustion
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
EP99923374A
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German (de)
English (en)
Other versions
EP0985089A1 (fr
Inventor
Michael Oder
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0985089A1 publication Critical patent/EP0985089A1/fr
Application granted granted Critical
Publication of EP0985089B1 publication Critical patent/EP0985089B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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
    • 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
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3064—Controlling fuel injection according to or using specific or several modes of combustion with special control during transition between modes
    • F02D41/307—Controlling fuel injection according to or using specific or several modes of combustion with special control during transition between modes to avoid torque shocks
    • 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
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1473—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the regulation method
    • F02D41/1475—Regulating the air fuel ratio at a value other than stoichiometry
    • 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
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3023—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode
    • F02D41/3029—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode further comprising a homogeneous charge spark-ignited mode
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/15—Digital data processing
    • F02P5/1502—Digital data processing using one central computing unit
    • F02P5/1504—Digital data processing using one central computing unit with particular means during a transient phase, e.g. acceleration, deceleration, gear change

Definitions

  • the invention relates to a method for operating a Internal combustion engine, in particular of a motor vehicle, in which Fuel either in a first mode during a Compression phase or in a second operating mode during an injection phase is injected directly into a combustion chamber, and where the fuel mass injected into the combustion chamber controlled and / or differently in the two operating modes is regulated. Furthermore, the invention relates to a Internal combustion engine, in particular for a motor vehicle, with an injector, with fuel in either one first operating mode during an intake phase or in a second mode during a compression phase directly in a combustion chamber is injectable, and with a control unit for different control and / or regulation in the Fuel chamber injected fuel mass in the two Modes. During the operation of the internal combustion engine is changed from the first operating mode to one Transitional operation of the second mode and then into one Normal operation of the second operating mode switched.
  • Such systems for the direct injection of fuel into The combustion chamber of an internal combustion engine is generally known. It is a so-called first mode of operation Shift operation and a so-called second operating mode Differentiated homogeneous operation.
  • the shift operation is used especially for smaller loads during the Homogeneous operation with larger ones on the internal combustion engine applied loads is applied.
  • the fuel is used during the Compression phase of the internal combustion engine in the combustion chamber injected in such a way that a Cloud of fuel in the immediate vicinity of a spark plug located.
  • This injection can be done in different ways respectively. So it is possible that the injected Fuel cloud is already during or immediately after Injection is located at and from the spark plug is ignited. It is also possible that the injected cloud of fuel through a charge movement the spark plug is led and then ignited. By both The combustion process is not an even fuel distribution ahead, but a stratified charge.
  • homogeneous operation intended for such larger loads the fuel is during the intake phase of the Internal combustion engine injected so that a swirl and thus a distribution of the fuel in the combustion chamber can be done easily.
  • Homogeneous operation such as the operation of internal combustion engines, in which fuel is conventionally injected into the intake manifold is injected. If necessary, even with smaller loads homogeneous operation can be used.
  • the throttle valve becomes the Combustion chamber leading intake pipe wide open and the Combustion is essentially only through the one to be injected Fuel mass controlled and / or regulated.
  • the throttle valve is dependent on the requested Moment opened or closed and the one to be injected Fuel mass is drawn depending on the Air mass controlled and / or regulated.
  • a method of the type mentioned is from DE 197 37 375 A1 known.
  • this publication no indication can be taken of the supplied air mass as a switching criterion for switching between the Operating modes.
  • the object of the invention is to provide a method for operating to create an internal combustion engine with which an optimal Switching between the operating modes is possible.
  • This task is carried out in a method of the type mentioned at the beginning Type or in an internal combustion engine of the aforementioned Art solved according to the invention in that the supplied Air mass is determined and depending on the supplied air mass from the first operating mode in the Transitional operation of the second mode is switched.
  • the switching processes are therefore dependent on the supplied air mass performed.
  • the air mass supplied can, for example, with the help of an air mass sensor be determined.
  • the in the intake pipe decreases stored air mass, so the first threshold value below.
  • the internal combustion engine is then replaced by the Shift operation in the transition operation of homogeneous operation switched.
  • the temporarily stored in the intake pipe Air mass continues to decrease and then falls below second threshold.
  • the internal combustion engine is then the Transitional operation in normal operation of homogeneous operation switched.
  • the dependence of the switching processes on the supplied air mass is a particularly simple and represents the exact possibility of switching over the entire Internal combustion engine from shift operation to homogeneous operation perform.
  • Fuel / air mixture controlled to an approximately lean value and / or regulated In the transitional operation of Homogeneous operation is therefore a lean one Homogeneous operation or homogeneous lean operation with a lean Air / fuel ratio.
  • the fuel / air mixture has thus a value greater than 1.
  • the Firing angle after switching from the first mode to the transition operation of the second operating mode from the supplied air mass, the injected fuel mass and the requested moment is determined. So that can requested moment simply and precisely during the lean Homogeneous operation are generated.
  • the Invention is in the normal operation of the second mode the supplied air / fuel mixture to one predetermined, in particular stoichiometric value controlled and / or is regulated.
  • the fuel / air mixture has thus a defined predetermined value, for example 1. This is a particularly low-pollution operation of the Internal combustion engine reached.
  • Firing angle after switching from transition mode to the normal operation of the second operating mode from the requested moment is determined.
  • Firing angles can therefore be particularly short-term Torque changes can be achieved without the given or to change stoichiometric value.
  • An internal combustion engine 1 is shown in the figure, in which a piston 2 in a cylinder 3 back and forth is movable.
  • the cylinder 3 has a combustion chamber 4 provided, on the valves 5, an intake pipe 6 and a Exhaust pipe 7 are connected. Furthermore are the Combustion chamber 4 can be controlled with a signal TI Injector 8 and a controllable with a signal ZW Associated with spark plug 9.
  • the intake pipe 6 is with an air mass sensor 10 and that Exhaust pipe 7 can be provided with a lambda sensor 11.
  • the air mass sensor 10 measures the air mass of the Intake pipe 6 supplied fresh air and generated in Depending on this, a signal LM.
  • the lambda sensor 11 measures the oxygen content of the exhaust gas in the exhaust pipe 7 and generates a signal ⁇ depending on this.
  • a throttle valve 12 is in the intake pipe 6 housed, whose rotational position by means of a signal DK is adjustable.
  • the throttle valve 12 becomes wide open.
  • the fuel is supplied from the injection valve 8 during one caused by the piston 2 Compression phase injected into the combustion chamber 4 locally in the immediate vicinity of the spark plug 9 and at a suitable distance before the ignition point. Then the fuel is ignited using the spark plug 9, so that the piston 2 in the now following working phase by the expansion of the ignited fuel is driven.
  • the homogeneous operation of the Internal combustion engine 1 the throttle valve 12 in Dependence on the desired air mass supplied partially opened or closed.
  • the fuel will from the injector 8 during one through the piston 2 induced suction phase in the combustion chamber 4 injected.
  • the air sucked in at the same time the injected fuel swirls and thus in the Combustion chamber 4 is distributed substantially uniformly.
  • the fuel / air mixture during the Compression phase compressed to then from the spark plug 9 to be ignited.
  • the piston 2 is driven by fuel.
  • the driven piston In shift operation as well as in homogeneous operation, the driven pistons a crankshaft 14 in a Rotational movement over which ultimately the wheels of the Motor vehicle are driven.
  • the crankshaft 14 is assigned a speed sensor 15 which is a function of the rotational movement of the crankshaft 14 generates a signal N.
  • Fuel mass is in particular from a control unit 16 with a view to low fuel consumption and / or controlled low pollutant development and / or regulated.
  • the control unit 16 is equipped with a Microprocessor provided in a storage medium, a program in particular in a read-only memory has saved, which is suitable for the named Control and / or regulation to perform.
  • the control unit 16 is acted upon by input signals, the operating variables measured by sensors Represent internal combustion engine.
  • the operating variables measured by sensors Represent internal combustion engine For example, that is Control unit 16 with the air mass sensor 10, the lambda sensor 11 and the speed sensor 15 connected.
  • the Control unit 16 generates output signals with which over Actuators the behavior of the internal combustion engine accordingly the desired control and / or regulation influenced can be.
  • the control unit 16 subsequently uses the Figures 2 and 3 described method for switching from carried out a shift operation in a homogeneous operation.
  • the blocks shown in FIG. 2 represent Functions of the method, for example in the Form of software modules or the like in the Control device 16 are realized.
  • FIG. 2 it is assumed in a block 18 that that the internal combustion engine 1 in a stationary Shift operation is located. Then in a block 19 for example, based on a driver's request Acceleration of the motor vehicle a transition into one Homogeneous operation requested. The time of the request of the homogeneous operation can also be seen from FIG. 3.
  • the throttle valve 12 by means of a block 24 from it in shift operation fully opened wdksch in at least one partially open or closed state wdkhom for controlled homogeneous operation.
  • a block 25 of Figure 2 it is checked whether the Combustion chamber 4 supplied air mass a certain value has reached, namely whether the filling rl has become smaller is considered a maximum filling for a homogeneous Lean operation rlmaxhmitr. It is therefore checked whether rl ⁇ rlmaxhmitr is.
  • the filling rlmaxhunderr is included predefined such that the engine 1 given moment remains approximately constant.
  • the non-stationary homogeneous operation differs from a stationary homogeneous operation in that the Fuel / air mixture is lean, ⁇ is greater than 1, and the operating variables of the internal combustion engine 1, e.g. change the filling of the combustion chamber 4. It deals lean homogeneous operation or one homogeneous lean operation of the internal combustion engine 1. This lean homogeneous operation delivers a transition mode the normal operating mode of the homogeneous mode.
  • the internal combustion engine 1 controlled in accordance with a block 28 of FIG. 2 or regulated that the fuel mass rk from the requested Moment mdsoll and the air mass supplied to the combustion chamber 4 rl is determined. From the supplied air mass rl and fuel mass rk injected into the combustion chamber 4 then the fuel / air mixture ⁇ .
  • the ignition angle ZW for the spark plug 9 of the internal combustion engine 1 is in Dependent on the requested moment, the Air mass rl and the fuel mass rk determined and set.
  • the combustion chamber 4 falls in the lean homogeneous operation supplied air mass rl further towards smaller fillings from. This is shown in FIG. 2 by means of a block 29 shown.
  • a block 30 it is checked whether the Combustion chamber 4 supplied air mass a certain value has reached, namely whether the filling rl has become smaller is considered a maximum filling for the normal Homogeneous operation rlmaxhom. It is therefore checked whether rl ⁇ rlmaxhom is.
  • the fuel mass rk influenced in this way has Consequence that - at least for a certain period of time - the torque Md output by the internal combustion engine 1 would increase. This is compensated for by the fact that Time 31, i.e. when the lambda control is switched on, the ignition angle ZW is adjusted so that the emitted Moment Md remains approximately constant.
  • a block 35 checks whether the combustion chamber 4 supplied air mass rl finally to that filling which has fallen to a stationary homogeneous operation belongs to a stoichiometric fuel / air mixture. is if this is not yet the case, it will loop over block 34 waited further. However, if this is the case, so the internal combustion engine 1 in the stationary Homogeneous operation without an ignition angle adjustment using the Blocks 36 continued to operate. In Figure 3, this is in one the point in time marked with the reference number 37 Case.

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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)

Claims (11)

  1. Procédé de fonctionnement d'un moteur à combustion interne (1), notamment pour un véhicule à moteur, dans lequel le carburant est injecté directement dans une chambre de combustion (4), soit dans un premier mode de fonctionnement pendant la phase de compression, soit dans un second mode de fonctionnement pendant la phase d'admission, et dans lequel la masse de carburant injectée dans la chambre de combustion (4) est pilotée et/ou régulée différemment selon le mode de fonctionnement, selon lequel on passe d'abord (26) du premier mode de fonctionnement à un mode de transition du second mode de fonctionnement et ensuite (31, 37) on passe à un mode normal du second mode de fonctionnement,
    caractérisé en ce qu'
    on détermine la masse d'air aspirée (rl) et on passe du premier mode de fonctionnement au mode de transition du second mode de fonctionnement en fonction de la masse d'air aspirée (rl).
  2. Procédé selon la revendication 1,
    caractérisé en ce qu'
    on passe du premier mode de fonctionnement au mode de transition du second mode de fonctionnement après que la masse d'air aspirée (rl) est passée en dessous (26) d'un premier seuil (rlmaxhommager).
  3. Procédé selon l'une des revendications 1 ou 2,
    caractérisé en ce qu'
    on passe du mode de transition du second mode de fonctionnement au mode normal du second mode de fonctionnement en fonction de la masse d'air aspirée (rl), notamment après que la masse d'air (rl) passe en dessous d'un second seuil (rlmaxhom).
  4. Procédé d'après l'une quelconque des revendications précédentes,
    caractérisé en ce qu'
    en mode de transition du second mode de fonctionnement, le mélange carburant/air aspiré est piloté et/ou régulé à une valeur assez pauvre (λ > 1).
  5. Procédé d'après la revendication 4,
    caractérisé en ce que
    la masse de carburant à injecter (rk) après le passage du premier mode de fonctionnement au mode de transition du second mode de fonctionnement est déterminé à partir de la masse d'air aspirée (rl) et du couple requis (mdsoll).
  6. Procédé d'après l'une des revendications 4 ou 5,
    caractérisé en ce que
    l'angle d'allumage (ZW) après le passage du premier mode de fonctionnement au mode de transition du second mode de fonctionnement est déterminé à partir de la masse d'air aspirée (rl), de la masse de carburant injectée (rk) et du couple requis (mdsoll).
  7. Procédé d'après l'une quelconque des revendications précédentes,
    caractérisé en ce que
    en mode normal du second mode de fonctionnement, le mélange carburant/air aspiré est piloté et/ou régulé à une valeur prédéfinie, notamment stoechiométrique (λ = 1).
  8. Procédé d'après la revendication 7,
    caractérisé en ce que
    la masse de carburant à injecter (rk), après le passage du mode de transitiondans le mode normal du second mode de fonctionnement, est déterminé à partir de la masse d'air aspirée (rl).
  9. Procédé d'après l'une des revendications 7 ou 8,
    caractérisé en ce que
    l'angle d'allumage (ZW), après le passage (31) du mode de transition dans le mode normal du second mode de fonctionnement, est déterminé à partir du couple requis (mdsoll).
  10. Elément de pilotage, notamment une mémoire ROM (Read-Only Memory), pour une unité de commande (16) d'un moteur à combustion interne (1) notamment pour un véhicule à moteur, dans lequel est stocké un programme qui est exécutable sur un calculateur, notamment sur un microprocesseur, pour la réalisation d'un procédé selon l'une quelconque des revendications 1 à 9.
  11. Moteur à combustion interne (1) notamment pour un véhicule à moteur, comprenant un injecteur (8) avec lequel le carburant est injecté directement dans une chambre de combustion (4), soit dans un premier mode de fonctionnement pendant la phase de compression, soit dans un second mode de fonctionnement pendant la phase d'admission, et comprenant une unité de commande (16) pour piloter et/ou réguler la masse de carburant injectée dans la chambre de combustion (4) différemment selon le mode de fonctionnement, dans lequel l'unité de commande (16) passe d'abord (26) du premier mode de fonctionnement à un mode de transition du second mode de fonctionnement et ensuite (31, 37) à un mode normal du second mode de fonctionnement,
    caractérisé en ce qu'
    on détermine la masse d'air aspirée (rl) et l'unité de commande (16) passe du premier mode de fonctionnement au mode de transition du second mode de fonctionnement en fonction de la masse d'air aspirée (rl).
EP99923374A 1998-03-26 1999-03-22 Procede de fonctionnement d'un moteur a combustion interne notamment pour un vehicule a moteur Expired - Lifetime EP0985089B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19813379 1998-03-26
DE19813379A DE19813379A1 (de) 1998-03-26 1998-03-26 Verfahren zum Betreiben einer Brennkraftmaschine insbesondere eines Kraftfahrzeugs
PCT/DE1999/000827 WO1999049198A1 (fr) 1998-03-26 1999-03-22 Procede de fonctionnement d'un moteur a combustion interne notamment pour un vehicule a moteur

Publications (2)

Publication Number Publication Date
EP0985089A1 EP0985089A1 (fr) 2000-03-15
EP0985089B1 true EP0985089B1 (fr) 2003-10-01

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EP99923374A Expired - Lifetime EP0985089B1 (fr) 1998-03-26 1999-03-22 Procede de fonctionnement d'un moteur a combustion interne notamment pour un vehicule a moteur

Country Status (7)

Country Link
US (1) US6792913B1 (fr)
EP (1) EP0985089B1 (fr)
JP (1) JP2002500723A (fr)
KR (1) KR20010012965A (fr)
BR (1) BR9904889A (fr)
DE (2) DE19813379A1 (fr)
WO (1) WO1999049198A1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19954207C2 (de) * 1999-11-11 2001-12-06 Bosch Gmbh Robert Verfahren zum Betreiben einer Brennkraftmaschine
DE10230913A1 (de) * 2002-07-09 2004-01-22 Bayerische Motoren Werke Ag Verfahren zum Betrieb eines Benzinmotors mit Direkteinspritzung
DE10328212A1 (de) * 2003-06-24 2005-01-13 Robert Bosch Gmbh Verfahren zum Betreiben einer Brennkraftmaschine
DE102012219725B4 (de) * 2012-10-29 2024-02-01 Robert Bosch Gmbh Verfahren zum Betreiben einer Brennkraftmaschine mit einer Mehrzahl von Zylindern in einem Homogenbetrieb

Citations (1)

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Publication number Priority date Publication date Assignee Title
DE19737375A1 (de) * 1996-08-27 1998-03-05 Mitsubishi Motors Corp Steuergerät für einen Motor mit innerer Verbrennung, Direkt-Einspritzung und Funkenzündung

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US5078107A (en) 1990-03-30 1992-01-07 Fuji Jukogyo Kabushiki Kaisha Fuel injection control system for an internal combustion engine
JP3182787B2 (ja) 1991-06-10 2001-07-03 トヨタ自動車株式会社 内燃機関の供給燃料制御装置
JPH09151771A (ja) 1995-12-04 1997-06-10 Nissan Motor Co Ltd 直噴式ガソリンエンジンの燃料噴射制御装置
DE19780910C2 (de) * 1996-08-28 2002-01-24 Mitsubishi Motors Corp Regeleinheit für eine Verbrennungskraftmaschine mit Zylindereinspritzung
KR100282930B1 (ko) * 1996-08-28 2001-03-02 나까무라히로까즈 기통내분사 내연기관의 연료제어장치
JP3237553B2 (ja) * 1996-12-18 2001-12-10 トヨタ自動車株式会社 内燃機関の燃焼制御装置
JP3494832B2 (ja) 1996-12-18 2004-02-09 トヨタ自動車株式会社 内燃機関の燃焼制御装置
JPH10339215A (ja) * 1997-06-09 1998-12-22 Nissan Motor Co Ltd エンジンのｅｇｒ制御装置
JP3578597B2 (ja) * 1997-06-30 2004-10-20 株式会社日立ユニシアオートモティブ 直噴火花点火式内燃機関の制御装置
KR100317159B1 (ko) * 1997-07-01 2002-02-19 하나와 요시카즈 내연기관용연료분사제어시스템
JP3680500B2 (ja) * 1997-07-02 2005-08-10 日産自動車株式会社 内燃機関の制御装置
JP3591230B2 (ja) * 1997-07-18 2004-11-17 日産自動車株式会社 内燃機関の点火制御装置
JPH1193731A (ja) * 1997-09-18 1999-04-06 Toyota Motor Corp 筒内噴射内燃機関の燃料噴射制御装置

Patent Citations (1)

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Publication number Priority date Publication date Assignee Title
DE19737375A1 (de) * 1996-08-27 1998-03-05 Mitsubishi Motors Corp Steuergerät für einen Motor mit innerer Verbrennung, Direkt-Einspritzung und Funkenzündung

Also Published As

Publication number Publication date
BR9904889A (pt) 2000-09-19
US6792913B1 (en) 2004-09-21
KR20010012965A (ko) 2001-02-26
DE19813379A1 (de) 1999-10-07
JP2002500723A (ja) 2002-01-08
WO1999049198A1 (fr) 1999-09-30
EP0985089A1 (fr) 2000-03-15
DE59907168D1 (de) 2003-11-06

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