EP1716331A1 - Procede de synchronisation des cylindres en termes de quantites d'injection de carburant dans un moteur thermique - Google Patents

Procede de synchronisation des cylindres en termes de quantites d'injection de carburant dans un moteur thermique

Info

Publication number
EP1716331A1
EP1716331A1 EP05707907A EP05707907A EP1716331A1 EP 1716331 A1 EP1716331 A1 EP 1716331A1 EP 05707907 A EP05707907 A EP 05707907A EP 05707907 A EP05707907 A EP 05707907A EP 1716331 A1 EP1716331 A1 EP 1716331A1
Authority
EP
European Patent Office
Prior art keywords
injection
adaptation
operating point
parameter
value
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.)
Granted
Application number
EP05707907A
Other languages
German (de)
English (en)
Other versions
EP1716331B1 (fr
Inventor
Roland Dietl
Hans Peter Rabl
Janos Radeczky
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.)
Aumovio Germany GmbH
Original Assignee
Siemens AG
Siemens Corp
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Siemens AG, Siemens Corp filed Critical Siemens AG
Publication of EP1716331A1 publication Critical patent/EP1716331A1/fr
Application granted granted Critical
Publication of EP1716331B1 publication Critical patent/EP1716331B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

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
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D41/221—Safety or indicating devices for abnormal conditions relating to the failure of actuators or electrically driven elements
    • 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
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D41/1402—Adaptive control
    • 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 equating the differences in the injection quantity between the cylinders of an internal combustion engine, in which the injection quantity differences, which exist at an operating point in the lower speed range with the injection parameter values valid there in regular driving operation, by means of a cylinder-specific measurement method for detecting the uneven running the internal combustion engine is determined and learned, assigned to the low operating point, and in which an adaptation of the injection quantity differences is carried out for operating areas with higher loads and speeds for a selected injection parameter.
  • Diesel engines with Com on Rail a systematic error. Due to manufacturing tolerances of the components mentioned and different wear and tear (signs of aging), different amounts of fuel are used for the same injection duration and otherwise identical conditions
  • Combustion is fed into the individual cylinders.
  • the different amounts of fuel lead to a different output of the individual cylinders, which in addition to one Increased uneven running also leads to an increase in the amount of harmful exhaust gas components.
  • the restriction to a low operating point to determine the differences in the injection quantity is problematic. table, since this with at least one of the injection parameters, for. B. injection pressure and injection period vary.
  • the injection quantity differences determined at a low operating point can therefore not be used for equality in the entire operating range, e.g. B. be used as global correction factors for a control parameter of the injectors, but must be adapted to the injection parameters applicable at higher operating points, which, however, is not readily possible due to the aforementioned condition of stationary operating conditions for uneven running control.
  • the correction factors determined at a low operating point be determined by an adaptation factor f (p. 3) that is dependent on the injection parameters pressure and injection period , t) to adapt to higher operating areas.
  • the values of this adaptation factor should be stored in a map and taken from this for adapting the correction factors in driving operation.
  • the known method avoids adaptation under transient operating conditions, but only with the aid of a predetermined map, the values of which cannot optimally do justice to the actual dependency relationships of the injection quantity differences that vary with the life of the vehicle.
  • the invention is based on the object of specifying a method of the type mentioned at the outset which makes it possible to ascertain the actual, injection-parameter-dependent systematic errors with respect to the injection quantities with regard to cylinder equalization in a simple manner.
  • This object is achieved by the features of claim 1.
  • the dependent claims relate to advantageous developments and refinements of the invention.
  • the selected injection parameter for adaptation is set to a value that deviates from the value valid there in regular driving.
  • Regular driving means that e.g. correspondingly low injection pressures are present at low loads.
  • there is a deviation from regular driving if e.g. high injection pressures are present at low loads.
  • the injection quantity differences for this set injection parameter value can be determined by measuring the uneven running and learned as adaptation values assigned to the respective injection parameter value.
  • An embodiment of the method is particularly preferred in which, in order to limit the dynamics of the low operating point during the adaptation, at least one second injection parameter is set such that the operating point remains at least approximately stationary.
  • This can advantageously be achieved by adapting to successively higher values of the injection parameter selected injection pressure to limit the dynamics of the low operating point, a correspondingly shorter injection period is set.
  • the second or further injection parameters are thus controlled as auxiliary variables in such a way that the driver does not notice anything about the adaptation process. Since a few piston strokes are sufficient for adaptation, the engine control can also be easily adjusted so that the driver cannot cancel the stationary conditions during the critical adaptation phase, or only if a threshold is exceeded when the desired power requested by the driver via the gas is exceeded.
  • a low operating point can be selected for the adaptation, at which the highest sensitivity and / or reliability of the measurement of the uneven running is achieved, although a correct adaptation is carried out for high operating ranges.
  • the low operating point can be selected in the idle range.
  • the learned adaptation values are used to calculate cylinder-specific correction factors with which a control parameter of an injection device of the internal combustion engine is acted on, as a rule as part of the uneven running control during the adaptation process and during driving operation, in such a way that the injection quantities are equalized.
  • the injection device for each cylinder is formed by an injector with a piezoelectric actuator, the actuation energy of the actuators being used as the actuation parameter.
  • an adaptation of the actuator stroke necessary for equality can be carried out for different values of the injection pressure.
  • the rotational acceleration of the crankshaft of the internal combustion engine caused by the different injection quantities for each cylinder can be evaluated.
  • the determination of the adapted injection quantity differences or the adapted correction factors for equality can thus be based on a very precise measurement methodology.
  • the method according to the invention also opens up the possibility of the absolute value of the associated injection quantity being determined from a stored torque model of the internal combustion engine at the stationary operating point set for adaptation with the same injection quantities.
  • a diagnosis of the absolute value of the injection quantity is crucial, especially for the diagnosis of small injection quantities, in particular of pre-injection quantities that are in the range of a few milligrams, for compliance with the limits of the exhaust gas emissions.
  • FIG. 1 shows a flowchart for carrying out the injection quantity equalization according to the invention
  • FIG. 2 shows a flowchart for carrying out the preferred injection quantity equalization by means of charge time adaptation.
  • an initialization phase 2 is provided in the next step, in which the adaptation values stored in an earlier diagnostic cycle are loaded into an engine control device (not shown).
  • the initialization of a new diagnostic cycle can take place after each start-up of the internal combustion engine as well as after certain, predefinable time or maintenance intervals.
  • the activation conditions are checked in a passive diagnostic step 3. It is a matter of waiting until preferred operating conditions for the adaptation to a regular or different injection parameter value have been reached. These include, for example, the load, the speed or the coolant temperature. In this case, the engine control system may have to be converted so that the dynamics of the temporal change in the operating point selected for carrying out the adaptation cycle are limited in the subsequent adaptation.
  • the actual, active diagnosis cycle 4 is started.
  • An uneven running control 6 is first carried out using the regular injection parameters 5 associated with the engine operating state (cf. injection parameter set in FIG. 1).
  • the injection quantities of the individual injectors of the internal combustion engine are matched to one another at the preferred, low operating point.
  • the predefined regular injection parameter values are used to infer an injection quantity known from the torque model, which must be given according to the torque achieved.
  • step 7 adaptive of the control parameters
  • further injection parameters or injection parameter sets i are loaded and the uneven running control is carried out for this purpose with a determination of the injection quantity differences present at the set value of the selected injection parameter or with the equation by means of corresponding correction factors for a control parameter.
  • a suitable control parameter such as the energy supplied to the actuators, is selected for adaptation.
  • the resulting adaptation values are assigned to the injection parameter set, ie primarily the injection parameters, such as injection pressure and injection duration whose influence on the injection quantity differences is to be recorded, and saved so that they can later be used when driving with higher loads and speeds and the associated regular values of the selected injection parameter can be called up for direct injection quantity comparison without a diagnostic cycle.
  • the method shown in FIG. 2 carries out an initialization in step 11.
  • the saved adaptation values are loaded.
  • step 12 it is checked whether the activation conditions are fulfilled. This means whether there are constant operating conditions, such as constant load, constant speed, constant temperature of the coolant, etc.
  • the diagnosis remains passive as shown in step 13 until the activation conditions are fulfilled in step 12.
  • step 14 it continues in step 14 by loading the injection parameters for an initial charge / discharge time.
  • the initial charge / discharge time can be set to 200 ⁇ s.
  • the injection parameters include the injection pressure, injector energy, type of injection, which means whether it is a pre-injection, main injection or post-injection. Once these parameters have been loaded, the uneven running control continues in step 15.
  • Uneven running control is cylinder-selective, which means that for a four-cylinder engine, for example, cylinder No. 1 is controlled first. If the injection parameters for the injector of cylinder No. 1 are set, the injector of the second cylinder follows.
  • the control can charge / discharge time, the injection pressure, the control energy, and set the type of injection.
  • the regulation can be carried out with a defined (fixed) activation period (injection period) and a defined (fixed) injection pressure, the actuator energy being adapted accordingly. With a rail pressure of 1500 bar, for example, and an injection quantity of 0.84 mg, activation times of less than 160 ⁇ s must be achieved.
  • step 16 it is checked whether the running rest is below a threshold value S with these variables. If not
  • control duration must also be changed in step 17. This is necessary in particular in the case of “poorly” manufactured injectors, which do not or cannot cope with these short loading / unloading times. With such injectors and short discharge times, the amount of fuel injected is independent of the actuator energy. There is a kind of "quantity saturation" and the injection quantity can no longer be changed by increasing the actuator energy. This means that an injection adaptation in a defined operating state does not have to be carried out solely by adapting the energy, but by means of an extension of the actuation period, which thus extends the injection period.
  • step 16 the injection quantities of the individual injectors are matched to one another. These injection parameters are stored for the associated charging / discharging time Xi (step 18).
  • step 19 it is checked whether the charging / discharging time T ⁇ is greater than an extreme value.
  • the extreme value is 140 ⁇ s.
  • the initial value Xo is 200 ⁇ s. It should be noted that the index i is zero here. Since the condition is not met, the process continues in step 20. Before the next parameter set is loaded in step 14, the charge / discharge time is reduced by 10 ⁇ s beforehand in step 20. The charging / discharging time Xi is now 190 ⁇ s. In step 21, only the index is increased by 1.
  • step 14 The existing injection parameters for i are now loaded in step 14.
  • steps 15 to 19 then follow.
  • the constant injection pressure eg 1500 bar
  • the actuator energy is determined according to steps 14 to 19 for each charge / discharge time of 200 to 140 ⁇ s. This can be done for different pressure values.
  • the method ends in step 22. It should be noted that the step-by-step change in the charging / discharging time by 10 ⁇ s was only given as an example in step 20. For finer modeling, differences from one charge / discharge time to the next charge / discharge time of 1 ⁇ s are conceivable. This diagnosis according to the invention can be carried out very quickly since only a few piston strokes are sufficient.
  • the method according to the invention enables the diagnosis of the injection quantity differences or the injection quantity itself to be carried out at a preferred, low operating point at which the highest sensitivity and reliability of the rough running control exists.
  • the diagnosis and adaptation then also take place for injection parameter values that apply to other operating points during driving operation.
  • the injection quantity differences are both compensated for between the individual injectors as well as a calibration of the injection quantity to the associated values of the selected injection parameter artificially set in the diagnostic cycle, an undesired movement of the adaptation operating point being prevented or limited by the opposite setting of other injection parameter values.
  • Preference is given to equalizing the injection quantity by regulating the energy of the injector control parameter as a function of, in particular, the pressure injection parameter.

Landscapes

  • 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)

Abstract

L'invention concerne l'adaptation (4, 5, 6, 7) des différences de quantité d'injection dans des plages de fonctionnement élevées, ces différences dépendant d'un paramètre d'injection et étant déterminées par une régulation du fonctionnement irrégulier en un point de fonctionnement dans la plage de régimes inférieure. Selon l'invention, le paramètre d'injection qui détermine les différences de quantité d'injection au point de fonctionnement inférieur est réglé sur une valeur différente de la valeur en fonctionnement normal en ce point. La dynamique du point de fonctionnement variant avec la valeur paramétrique d'injection correspondante est limitée pendant l'adaptation (4, 5, 6, 7).
EP05707907A 2004-02-10 2005-02-01 Procede de synchronisation des cylindres en termes de quantites d'injection de carburant dans un moteur thermique Expired - Lifetime EP1716331B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004006554A DE102004006554B3 (de) 2004-02-10 2004-02-10 Verfahren zur Zylindergleichstellung bezüglich der Kraftstoff-Einspritzmengen bei einer Brennkraftmaschine
PCT/EP2005/050428 WO2005078263A1 (fr) 2004-02-10 2005-02-01 Procede de synchronisation des cylindres en termes de quantites d'injection de carburant dans un moteur thermique

Publications (2)

Publication Number Publication Date
EP1716331A1 true EP1716331A1 (fr) 2006-11-02
EP1716331B1 EP1716331B1 (fr) 2008-08-20

Family

ID=34625821

Family Applications (1)

Application Number Title Priority Date Filing Date
EP05707907A Expired - Lifetime EP1716331B1 (fr) 2004-02-10 2005-02-01 Procede de synchronisation des cylindres en termes de quantites d'injection de carburant dans un moteur thermique

Country Status (4)

Country Link
US (1) US7392789B2 (fr)
EP (1) EP1716331B1 (fr)
DE (2) DE102004006554B3 (fr)
WO (1) WO2005078263A1 (fr)

Families Citing this family (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE502005003576D1 (de) 2005-09-06 2008-05-15 Vdo Automotive Ag Verfahren und Vorrichtung zum Betreiben eines Piezoaktors
JP4487922B2 (ja) * 2005-12-15 2010-06-23 株式会社デンソー 燃料噴射装置の初期設定方法、および燃料噴射装置の初期設定方法に用いられる初期設定装置
DE102006012656A1 (de) 2006-03-20 2007-09-27 Siemens Ag Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine
DE102006036568A1 (de) * 2006-08-04 2008-02-07 Siemens Ag Verfahren zur Detektion von Ventilöffnungszeitpunkten von Kraftstoffeinspritzsystemen einer Brennkraftmaschine
JP4532532B2 (ja) * 2007-08-30 2010-08-25 株式会社デンソー 燃料噴射制御装置及び燃料噴射システム
JP4407730B2 (ja) * 2007-08-31 2010-02-03 株式会社デンソー 内燃機関の燃料噴射制御装置
DE102007044937B4 (de) 2007-09-20 2010-03-25 Continental Automotive Gmbh Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine
DE102007053406B3 (de) * 2007-11-09 2009-06-04 Continental Automotive Gmbh Verfahren und Vorrichtung zur Durchführung sowohl einer Adaption wie einer Diagnose bei emissionsrelevanten Steuereinrichtungen in einem Fahrzeug
DE102008006674B4 (de) * 2008-01-30 2020-08-27 Bayerische Motoren Werke Aktiengesellschaft Verfahren zum Betreiben einer Brennkraftmaschine mit Benzin-Direkteinspritzung
DE102008001081B4 (de) * 2008-04-09 2021-11-04 Robert Bosch Gmbh Verfahren und Motorsteuergerät zum Steuern eines Verbrennungsmotors
EP2510217A4 (fr) * 2009-12-11 2015-12-23 Purdue Research Foundation Estimation de débit pour l'injection piézoélectrique de carburant
DE102010014320B4 (de) * 2010-04-09 2016-10-27 Continental Automotive Gmbh Verfahren zum Anpassen der tatsächlichen Einspritzmenge, Einspritzvorrichtung und Brennkraftmaschine
JP6350226B2 (ja) 2014-11-05 2018-07-04 株式会社デンソー 内燃機関の燃料噴射制御装置
US10337429B1 (en) 2018-01-23 2019-07-02 GM Global Technology Operations LLC Control apparatus and method for internal combustion engine cylinder balance

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3336028C3 (de) * 1983-10-04 1997-04-03 Bosch Gmbh Robert Einrichtung zur Beeinflussung von Steuergrößen einer Brennkraftmaschine
JPH0650077B2 (ja) 1984-08-10 1994-06-29 日本電装株式会社 内燃機関用燃料噴射量制御方法
US5385129A (en) * 1991-07-04 1995-01-31 Robert Bosch Gmbh System and method for equalizing fuel-injection quantities among cylinders of an internal combustion engine
DE19700711C2 (de) * 1997-01-10 1999-05-12 Siemens Ag Verfahren zum Ausgleich des systematischen Fehlers an Einspritzvorrichtungen für eine Brennkraftmaschine
DE19720009C2 (de) * 1997-05-13 2000-08-31 Siemens Ag Verfahren zur Zylindergleichstellung bezüglich der Kraftstoff-Einspritzmenge bei einer Brennkraftmaschine
US5809969A (en) * 1997-07-29 1998-09-22 Chrysler Corporation Method for processing crankshaft speed fluctuations for control applications
DE19741965C1 (de) * 1997-09-23 1999-01-21 Siemens Ag Verfahren zur Laufruheregelung
DE19855939A1 (de) * 1997-12-18 1999-06-24 Fev Motorentech Gmbh & Co Kg Verfahren zum Betrieb einer Mehrzylinder-Kolbenbrennkraftmaschine mit Kraftstoffeinspritzung
DE10012025A1 (de) * 2000-03-11 2001-10-18 Bosch Gmbh Robert Verfahren zum Betreiben einer mehrzylindrigen Brennkraftmaschine
JP2001349243A (ja) * 2000-06-07 2001-12-21 Isuzu Motors Ltd エンジンの燃料噴射制御装置

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO2005078263A1 *

Also Published As

Publication number Publication date
US7392789B2 (en) 2008-07-01
US20070163543A1 (en) 2007-07-19
WO2005078263A1 (fr) 2005-08-25
DE502005005103D1 (de) 2008-10-02
DE102004006554B3 (de) 2005-06-30
EP1716331B1 (fr) 2008-08-20

Similar Documents

Publication Publication Date Title
EP1716330B1 (fr) Procede de compensation d'ecarts de quantites d'injection entre les cylindres d'un moteur a combustion interne
DE102008040626A1 (de) Verfahren zur Bestimmung der eingespritzten Kraftstoffmasse einer Einzeleinspritzung und Vorrichtung zur Durchführung des Verfahrens
DE102007048650A1 (de) Verfahren und Vorrichtung zur Optimierung der Verbrennung von Dieselkraftstoffen mit unterschiedlichen Cetanzahlen in einer Diesel-Brennkraftmaschine
WO2008110346A2 (fr) Procédé de régulation d'une injection d'un injecteur d'un moteur à combustion interne à injection directe et moteur à combustion interne à injection directe
EP1716331B1 (fr) Procede de synchronisation des cylindres en termes de quantites d'injection de carburant dans un moteur thermique
DE102008002482B4 (de) Verfahren und Vorrichtung zur Kalibrierung eines Kraftstoffzumesssystems einer Brennkraftmaschine insbesondere eines Kraftfahrzeugs
DE102006020675A1 (de) Verfahren zur Lambda- und Momentenregelung einer Verbrennungskraftmaschine sowie Programmalgorithmus
DE102014208992A1 (de) Verfahren zur Kalibrierung von Nacheinspritzungen in einem Kraftstoff-Einspritzsystem einer Brennkraftmaschine insbesondere eines Kraftfahrzeugs
DE102018213114A1 (de) Verfahren und Vorrichtung zum Betreiben eines Verbrennungsmotors mit einem Common-Rail-Einspritzsystem
DE102011056156A1 (de) Kraftstoffeinspritzungs-Steuervorrichtung
DE102008042933B4 (de) Verfahren und Vorrichtung zum Dosieren von in einen Brennraum eines Verbrennungsmotors einzuspritzendem Kraftstoff
DE10159016A1 (de) Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
DE102008006327A1 (de) Verfahren zur Steuerung einer Brennkraftmaschine
DE102004022999B3 (de) Verfahren zur Ermittlung der Steuerkennlinie eines Regenerierventils eines Kraftstoffdampf-Rückhaltesystems
DE10303573B4 (de) Verfahren, Computerprogramm, Speichermedium und Steuer- und/oder Regelgerät zum Betreiben einer Brennkraftmaschine, sowie Brennkraftmaschine insbesondere für ein Kraftfahrzeug
DE102005001887B3 (de) Verfahren zur Vergrößerung des Regelbereichs für die Gleichstellung von Einspritzmengenunterschieden
DE102007019641A1 (de) Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
DE102011103707A1 (de) Diesel-Einspritzvorrichtung und Verfahren hierzu
DE102016214286A1 (de) Verfahren zur Nullmengenkalibrierung von mittels Injektoren zugemessenem Kraftstoff in einer Brennkraftmaschine
DE102014223117A1 (de) Verfahren und Vorrichtung zur Kleinmengenkalibrierung eines Common-Rail-Einspritzsystems einer Brennkraftmaschine insbesondere eines Kraftfahrzeugs
DE102015200565A1 (de) Verfahren und Einrichtung zum Adaptieren eines Bauteils einer Brennkraftmaschine
DE102011055275A1 (de) Verfahren zur Regelung der Abgastemperatur einer direkteinspritzenden Brennkraftmaschine
DE102007060638A1 (de) Verfahren und Schaltungsanordnung zur Steuerung einer Brennkraftmaschine
DE102004050761A1 (de) Verfahren zum Korrigieren des Einspritzventils wenigstens eines Injektors
DE102006061683A1 (de) Verfahren zur Bestimmung der eingespritzten Kraftstoffmenge

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20060713

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): DE FR GB IT

DAX Request for extension of the european patent (deleted)
RBV Designated contracting states (corrected)

Designated state(s): DE FR GB IT

17Q First examination report despatched

Effective date: 20070711

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

RAP1 Party data changed (applicant data changed or rights of an application transferred)

Owner name: CONTINENTAL AUTOMOTIVE GMBH

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): DE FR GB IT

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REF Corresponds to:

Ref document number: 502005005103

Country of ref document: DE

Date of ref document: 20081002

Kind code of ref document: P

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed

Effective date: 20090525

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20080820

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20090201

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 20090213

Year of fee payment: 5

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20090201

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

Effective date: 20101029

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20100301

REG Reference to a national code

Ref country code: DE

Ref legal event code: R084

Ref document number: 502005005103

Country of ref document: DE

REG Reference to a national code

Ref country code: DE

Ref legal event code: R081

Ref document number: 502005005103

Country of ref document: DE

Owner name: VITESCO TECHNOLOGIES GMBH, DE

Free format text: FORMER OWNER: CONTINENTAL AUTOMOTIVE GMBH, 30165 HANNOVER, DE

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20210228

Year of fee payment: 17

REG Reference to a national code

Ref country code: DE

Ref legal event code: R081

Ref document number: 502005005103

Country of ref document: DE

Owner name: VITESCO TECHNOLOGIES GMBH, DE

Free format text: FORMER OWNER: VITESCO TECHNOLOGIES GMBH, 30165 HANNOVER, DE

REG Reference to a national code

Ref country code: DE

Ref legal event code: R119

Ref document number: 502005005103

Country of ref document: DE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20220901