WO2017167561A1 - Procédé et dispositif permettant de faire fonctionner un moteur à combustion interne avec un profil d'injection variable - Google Patents

Procédé et dispositif permettant de faire fonctionner un moteur à combustion interne avec un profil d'injection variable Download PDF

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Publication number
WO2017167561A1
WO2017167561A1 PCT/EP2017/055515 EP2017055515W WO2017167561A1 WO 2017167561 A1 WO2017167561 A1 WO 2017167561A1 EP 2017055515 W EP2017055515 W EP 2017055515W WO 2017167561 A1 WO2017167561 A1 WO 2017167561A1
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WIPO (PCT)
Prior art keywords
injection
model
internal combustion
correction
injection parameters
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.)
Ceased
Application number
PCT/EP2017/055515
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German (de)
English (en)
Inventor
Wolfgang Fischer
Matthias Bitzer
Stefan Grodde
Philipp KOTMAN
Thomas MAKOWICKI
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Robert Bosch GmbH
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Robert Bosch GmbH
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 Robert Bosch GmbH filed Critical Robert Bosch GmbH
Priority to CN201780021986.2A priority Critical patent/CN108884772B/zh
Priority to EP17710200.1A priority patent/EP3436681B1/fr
Publication of WO2017167561A1 publication Critical patent/WO2017167561A1/fr
Anticipated expiration legal-status Critical
Ceased 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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • 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
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • 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
    • F02D41/02—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
    • F02D2041/1433—Introducing closed-loop corrections characterised by the control or regulation method using a model or simulation of the system
    • F02D2041/1434—Inverse model
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0406—Intake manifold pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0414—Air temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0602—Fuel pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1002—Output torque
    • F02D2200/1004—Estimation of the output torque

Definitions

  • the invention relates to internal combustion engines, in particular internal combustion engines, in which fuel can be operated according to a predetermined injection profile with one or more pilot injections and one or more main injections.
  • the present invention relates to measures for adjusting the injection profile in transient engine operation.
  • the injection of fuel into the cylinder of an internal combustion engine can be carried out in one or more pilot injections and one or more main injections in accordance with a predefinable injection profile.
  • the injection profile can be determined by maps depending on e.g. the current engine speed and the requested load of the engine are specified.
  • the state variables of the air system of the internal combustion engine usually only follow the corresponding setpoint values of the air system control with a delay. Since the injection profile is usually changed immediately as a function of the requested load of the internal combustion engine, the injection profile is thus not ideally adapted to the delayed changing air system conditions and the resulting cylinder filling. This can lead to increased pollutant emissions. Disclosure of the invention
  • a method for operating an internal combustion engine with at least one pre-injection and at least one main injection of fuel during a combustion cycle according to claim 1 and an apparatus and an engine system according to the independent claims.
  • the adaptation of the injection profile for the operation of an internal combustion engine as a function of the changing state variables of the air system in dynamic operation is usually not performed or only for individual injection parameters of an injection profile.
  • One idea of the above method is to improve the behavior of the internal combustion engine in dynamic operating situations by specifying adjusted injection parameters, wherein it is inherently noted that the torque generated by the engine or the indicated mean pressure or the "internal" engine torque generated by the combustion are each unchanged remains.
  • the above method provides for the combustion process during a power stroke of the internal combustion engine (gas exchange, compression and combustion), to determine a correction of one or more of the injection parameters of the injection profile and to adapt the injection profile allocated in the steady-state operating state according to the correction, depending on the engine output variables predicted with the model (emissions, generated engine torque).
  • the correction of the injection parameters is performed by means of a correction injection parameter model, which can be formed by an optimization-based inversion of a combustion cycle model taking into account the dynamic behavior of the air system.
  • the correction injection parameters may be determined by inverting a given combustion cycle model as the correction injection parameter model using an optimization method, wherein the combustion cycle model may correspond to a combined physical / data based model for describing physical operations in a cylinder of the internal combustion engine.
  • the combined physical / data based model may include a crank angle resolved description of the gas exchange and compression phase as well as a data based approximation of the combustion, e.g. by means of a data-based non-parametric model, in particular a Gaussian process model, or a neural network.
  • the optimization method for optimizing one or more pollutant emissions (soot, NOx,...) Or a fuel consumption can be carried out in particular with individually individually adaptable weights.
  • the boundary condition of the optimization method for optimization it can be ensured that the generated engine torque or the indicated mean pressure of the working cycle remains constant.
  • the correction injection parameter model can be predefined using an off-line predefined data-based non-parametric model, in particular a Gaussian process model, or a neural network.
  • the described optimization method for optimization is in the same way offline for a representative variation of the not associated with the injection system input variables (air system input variables, rail pressure and engine speed).
  • the result of the optimization, the correction injection parameters is stored in dependence on the previously varied input variables in the above-mentioned data-based non-parametric model.
  • input variables relevant for the correction injection parameter model include one or more of the following variables: a gas pressure, a gas temperature and an oxygen concentration in an intake manifold of the internal combustion engine,
  • one or more of the inputs of the correction injection parameter model may be dependent on a difference of one or more actual, i. measured combustion characteristics of combustion in the cylinder of the internal combustion engine of one or more modeled combustion characteristics of combustion in the cylinder of the internal combustion engine can be corrected.
  • the correction of the input variables for the correction injection parameter model can be made on the basis of the comparison of predicted and measured combustion characteristics.
  • the core of the combustion cycle model for calculating the combustion characteristics may in principle be identical to that of the correction injection parameter model, i. H. physical / data-based model structure to describe the gas exchange, compression and combustion phases.
  • the models of the combustion phase are inverted on the basis of a quality function, which is formed from the corresponding prediction values for emissions, etc., with regard to the correction injection parameters on the basis of optimization.
  • the boundary conditions of this inversion by optimization are supplied by the models of gas exchange and compression phase.
  • the difference in model structure is merely that certain combustion characteristics are estimated and the underlying model is not inverted.
  • the gas exchange and compression phase must therefore also be calculated to calculate the combustion characteristics.
  • an apparatus for operating an internal combustion engine in an engine system by specifying an injection profile, which is defined by adapted injection parameters, wherein the apparatus is designed to:
  • Correcting injection parameters based on a predetermined correction injection parameter model which provides correction injection parameters depending on one or more state variables of an air supply and / or Abgasab enclosuressystems of the internal combustion engine to determine;
  • Figure 1 is a schematic representation of an engine system with a
  • Figure 2 shows an exemplary injection profile with a front and a
  • FIG. 3 shows a block diagram for illustrating a method for adjusting the injection profile as a function of an operating state of the engine system.
  • the internal combustion engine 1 shows schematically an engine system with an internal combustion engine 1 with a number of cylinders 2 (four cylinders in the present embodiment).
  • the internal combustion engine 1 may be designed as a diesel or gasoline engine and is driven accordingly in four-stroke operation.
  • the cylinders 2 of the internal combustion engine 1 fresh air is supplied.
  • the supply of fresh air takes place via an intake manifold 6 to the injection valve 7 in each of the cylinders 2.
  • a charging device such as a turbocharger, a throttle and exhaust gas recirculation can be provided, whereby each of the amount of flowing into the cylinder 2 Fresh air and their composition, eg. As the oxygen concentration can be adjusted.
  • Combustion flue gases are removed from the cylinders 2 with the aid of an exhaust gas removal system 4.
  • the combustion exhaust gases are to do so via corresponding exhaust valves 8 in the cylinders 2 via an exhaust manifold 9 in the Flue gas removal system 4 discharged.
  • the air supply system 3 and the exhaust gas removal system 4 together form the so-called air system of the engine system 1.
  • today's internal combustion engines also have exhaust gas recirculation and a charge, for example by an exhaust gas turbocharger (not shown).
  • the cylinders 2 are assigned injection valves 5, which can be controlled in a suitable manner for opening or closing in order to inject fuel into the combustion chambers of the cylinders 2.
  • control unit 10 controls the engine system in such a way that as low as possible a low-emission engine operation is realized by the control interventions within stationary as well as transient operating situations.
  • the injection of fuel may take place in successive one or more pilot injections of one or more main injections, which may be predetermined in accordance with an injection profile.
  • an injection profile is indicated with corresponding injection parameters.
  • the injection profile of Figure 2 shows based on a curve of a flow rate through the injection valve, the opening and closing times or opening and closing angle of a pilot injection and a Main injection.
  • the opening times or angles are indicated as a respective injection parameter by the time or angle difference to a top dead center of a piston movement in the respective cylinder 2.
  • the fuel quantities for each of the injections can be specified as further injection parameters.
  • the injection valve opening time may also be used, with the effective amount of injected fuel still being dependent on the injection pressure of the supplied fuel, which must be taken into account in determining the correct injector opening time.
  • ⁇ 'the relative starting time or starting angle of the pilot injection (PI), ⁇ the relative starting time or starting angle of the main injection (MI), ⁇ ' the injection quantity of fuel of the pilot injection and m k 'the injection quantity of fuel of the main injection for the respective power stroke k correspond.
  • the starting times for example, speed-independent in the form of a crankshaft angle, in particular relative to a fixed predetermined crankshaft angle of a crankshaft of the internal combustion engine 1, such as a top dead center of the crankshaft movement, be predetermined.
  • ⁇ 'and m k ' correspond to the areas under the illustrated injection rate profile and thus to the respectively injected fuel quantity.
  • the number of pilot injections and the number of main injections may each be more than one and in particular depending on the operating point, in particular specified by the engine speed and the engine load, be given. Accordingly, the number of injection parameters would increase.
  • FIG. 3 shows a functional diagram for a function for providing adapted injection parameters u * fc in the form of a control variable for an injection valve 5 of a cylinder 2.
  • the injection valve 5 assigned to the cylinder 2 is activated become.
  • the corresponding adjusted injection parameters u * fc are for this purpose fed to the injection block 15, in which the adjusted injection parameters u * fc are converted into time control signals for the relevant injection valve 5 for opening and closing, in particular depending on a crankshaft angle and an engine speed.
  • the injection parameters of the control variable correspond to stationary injection parameters u ek , which are corrected with correction injection parameters Au ek .
  • the injection parameters of the control variable of the injection profile relevant to the operating point can be adjusted or corrected.
  • stationary injection parameters u ek a stationary injection profile corresponding to a predetermined injection profile map that in a stationary Injection profile block 1 1 is provided, given.
  • the injection profile map is usually offline, for example, determined on a test bench, and stored in a suitable manner and available available by specifying the engine speed n the target torque M so n available.
  • the injection profile map can be used as a look-up table or as a functional model, e.g. be provided to a Gaussian process model.
  • the stationary injection parameters u ek of the stationary injection profile are applied to the correction injection parameters Au ek , in particular added thereto.
  • the stationary injection parameters u ek of the stationary injection profile can be multiplied by the correction injection parameters Au ek or linked in any other way.
  • the correction injection parameters Au ek are determined in an adaptation block 12.
  • the correction injection parameters Au ek can be calculated by a predetermined correction injection parameter model.
  • the correction injection parameter model may correspond to a cylinder model Zc "1 inverted by on-line optimization based on a combustion cycle model Z.
  • the combustion cycle model Zc maps the physical processes in the cylinders.
  • the result of comparable, but offline, optimization can be stored in maps, which are e.g. described by Gaussian process regression.
  • Bayesian regression is a data-based method based on a model
  • the model is modeled on the use of support point data that matches or is generated entirely or partially from the training data, and determines the abstract hyperparameters that define the space of the model functions parametrize and effectively weight the influence of the individual measuring points of the training data on the later model prediction.
  • the input variables that are relevant for the correction injection parameter model may include one or more of the following variables:
  • the correction injection parameter model supplies the correction injection parameters Au ek as output variables. From the stationary injection parameters and ek the injection profile and the correction injection parameters Au ek k adjusted for the working cycle injection parameters u * fc result.
  • z. B. within a model block 14 or in an inverted form within a matching block 12 are used as boundary conditions of the air system
  • the outputs of the combustion cycle model Zc can in addition to the combustion characteristics z k , as shown in the model block 14 , for example, the pollutant emissions ⁇ ⁇ 0 (nitrogen oxide emissions), ⁇ ⁇ (soot emissions) or the indexed mean-pressure play of the entire work cycle , as used in adaptation block 12 (not shown in Figure 2).
  • the combustion cycle model Zc comprises a plurality of model parts which correspond to partial phases of the working cycle in a cylinder 2.
  • the sub-phases include z. B. the gas exchange phase, the compression phase and the combustion phase.
  • the partial phases are due to corresponding thermodynamic states
  • the individual phases are characterized as follows:
  • a physical, concentrated parametric cylinder model with throttle equations may be used for the intake and exhaust valves
  • Throttle equation for describing the mass flow through the inlet or outlet valve
  • a physical concentrated parametric cylinder model can be used.
  • a data-based approximation of the combustion phase by a Gaussian process regression can be used to describe the output variables, such as Schad pollutant emissions ⁇ , ⁇ ⁇ and the indicated mean pressure depending on the cylinder filling state ⁇ ( ⁇ ') or ⁇ ( ⁇ ') (as a result of the model parts of the gas exchange phase and the compression phase), the injection parameters, which can assume any values within the model validity range, ie z.
  • the stationary Injection parameters u ek or the adjusted injection parameters u e * k , the fuel pressure p r and the engine speed n are modeled.
  • the determination of the correction injection parameters Au ek in adaptation block 12 can be achieved by an optimization-based inversion of the combustion cycle model Zc in order to obtain the correction injection parameter model and thereby to determine the correction injection parameters Au ek .
  • the combustion cycle model Zc is inverted with respect to the injection parameters to obtain an inverted combustion cycle model Zc "1.
  • the inversion of a Gaussian process model is known in the art and may be done, for example, using a Newton's method.
  • the part of the combustion cycle model linked to the injection parameters is described by means of one or more Gaussian process models, specifically the emissions, then their prediction values can be combined within a quality function.
  • an optimization-based inversion of the GPR models can be carried out according to the prior art, eg using a Newton method, ie the determination of the correction injection parameters Au ek , which minimize the quality function (local / global). This represents the optimization-based inversion of the combustion cycle model.
  • Other optimization-based methods may also be used.
  • the aim of the optimization is on the one hand by the correction injection parameters Au ek the pollutant emissions ⁇ ⁇ , ⁇ ⁇ to optimize fuel consumption or the like, and on the other hand desired for the working cycle target torque ⁇ cycle or thus corre
  • the Gauss process models valid for the combustion phase are used to determine the correction injection parameters Au ek rj e r brennungsphase, ...) inverted according to an optimization, so that depending on free text optimization goals for pollutants E NO X> ⁇ ⁇ an d the to be maintained for the working cycle indicated mean effective pressure PPMI sou 1 "61, the corresponding correction injection parameters Au ie k of the injection profile can be obtained.
  • the optimization which can be done by minimizing a merit function under given boundary conditions, can have the following mathematical structure:
  • the Gaussian process models considered for the combustion phase can furthermore be modified in such a way that the information about the speed-dependent stationary injection parameters u ek is already directly taken into account in their modeling be learned.
  • the input variables of the Gaussian process models associated with the fuel injection are transformed from injection parameters with "absolute" reference eg u ek into injection parameters with relative reference Au ek
  • the optimization limits can be formulated as simple box constraints and the result of the optimization additionally directly supplies the output values of block 12.
  • analytical derivation can be calculated directly with regard to the correction injection parameter Au ek to be determined by the optimization.
  • Suitable optimization methods for determining the correction injection parameters Au ek are conventional optimization methods such as gradient descent methods or the like.
  • the cylinder model of the gas exchange phase and the cylinder model of the compression phase determine the boundary conditions of the optimization. This includes the cylinder filling state ⁇ 1 ) or ⁇ ( ⁇ ') at the beginning of the combustion (or the combustion cycle) and the desired torque M s v ⁇ rennung to be generated by the combustion phase or the desired -indicated mean pressure IMEP PmTsoü 1 " 18 according to the combustion phase
  • Ppmi.soll yields (V H - stroke volume of the cylinder).
  • the optimization variables are the correction injection parameters Au ek representing the correction values of n by engine speed and desired torque to certain stationary injection parameters u are ek.
  • the combustion center position ⁇ 50 (describes the crankshaft angle at which 50% of the fuel introduced has been chemically reacted) and / or other combustion characteristics z k (eg, ⁇ 10 , ⁇ 90 , crank angle position and peak cylinder pressure value, crank angle position, and maximum pressure value - gradients, etc.) can be determined based on state variables of the internal combustion engine 1.
  • the combustion focal point position as well as the other combustion characteristics can be detected directly by a cylinder pressure sensor or, alternatively, derived from an analysis of a curve of the engine speed.
  • the correction can be done by adjusting their input variables.
  • one or a plurality of combustion characteristics, for k such as ⁇ , a combustion center of gravity 50, and ⁇ Pio ⁇ be in a model block 14 by at least one separate adaptation model, P9o (crank angle positions after 10% or 90% combustion of the fuel), the crank angle position and the value of the peak cylinder pressure or the crank angle position and the value of the maximum pressure gradient, predicted, wherein the inputs are at least partially model-identical to those of the optimization in the adjustment block 12.
  • P9o crank angle positions after 10% or 90% combustion of the fuel
  • the crank angle position and the value of the peak cylinder pressure or the crank angle position and the value of the maximum pressure gradient predicted, wherein the inputs are at least partially model-identical to those of the optimization in the adjustment block 12.

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

Abstract

L'invention concerne un procédé pour faire fonctionner un moteur à combustion interne (1) par spécification d'un profil d'injection qui est défini par l'intermédiaire de paramètres d'injection adaptés (u* e, k ), ledit procédé comprenant les étapes suivantes consistant à : - déterminer des paramètres d'injection stationnaires (u e,k ) sur la base d'une cartographie de profil d'injection stationnaire ; - déterminer des paramètres d'injection de correction (Δu e,k ) sur la base d'un modèle prédéfini de paramètres d'injection de correction qui fournit des paramètres d'injection de correction (Δu e,k ) en fonction d'une ou de plusieurs grandeurs d'état d'un système d'acheminement d'air (3) et/ou d'un système d'évacuation de gaz d'échappement (4) du moteur à combustion interne (1) ; - appliquer les paramètres d'injection de correction (Δu e,k ) aux paramètres d'injection stationnaires (u e,k ) pour obtenir les paramètres d'injection adaptés (u* e, k ).
PCT/EP2017/055515 2016-03-30 2017-03-09 Procédé et dispositif permettant de faire fonctionner un moteur à combustion interne avec un profil d'injection variable Ceased WO2017167561A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
CN201780021986.2A CN108884772B (zh) 2016-03-30 2017-03-09 用于运行具有可变的喷射轮廓的内燃机的方法和装置
EP17710200.1A EP3436681B1 (fr) 2016-03-30 2017-03-09 Procédé et dispositif permettant de faire fonctionner un moteur à combustion interne avec un profil d'injection variable

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016205241.1A DE102016205241A1 (de) 2016-03-30 2016-03-30 Verfahren und Vorrichtung zum Betreiben eines Verbrennungsmotors mit einem variablen Einspritzprofil
DE102016205241.1 2016-03-30

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WO2017167561A1 true WO2017167561A1 (fr) 2017-10-05

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CN (1) CN108884772B (fr)
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DE102018001727B4 (de) * 2018-03-05 2021-02-11 Mtu Friedrichshafen Gmbh Verfahren zur modellbasierten Steuerung und Regelung einer Brennkraftmaschine
DE102018120975A1 (de) * 2018-08-28 2020-03-05 Technische Universität Darmstadt Verfahren zur Steuerung und Regelung der dieselmotorischen Verbrennung eines Dieselmotors
DE102018120974A1 (de) * 2018-08-28 2020-03-05 Technische Universität Darmstadt Verfahren zur Ermittlung eines Sollverbrennungsgaszustands für einen Dieselmotor
DE102023202730A1 (de) * 2023-03-27 2024-10-02 Volkswagen Aktiengesellschaft Verfahren zum Erzeugen eines Einspritzmengenkorrektur-Modells für einen Ottomotor, Verwendung des Einspritzmengenkorrektur-Modells, Steuergerät und Fahrzeug

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DE102008001081A1 (de) * 2008-04-09 2009-10-15 Robert Bosch Gmbh Verfahren und Motorsteuergerät zum Steuern eines Verbrennungsmotors
DE102013200932A1 (de) * 2013-01-22 2014-07-24 Robert Bosch Gmbh Verfahren und Vorrichtung zur Überwachung einer Funktion eines Motorsteuergeräts zum Einsatz in einem Motorsystem mit einem Verbrennungsmotor

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DE102006061659A1 (de) * 2006-12-27 2008-07-03 Siemens Ag Verfahren und Vorrichtung zum Steuern einer Brennkraftmaschine
DE102008001081A1 (de) * 2008-04-09 2009-10-15 Robert Bosch Gmbh Verfahren und Motorsteuergerät zum Steuern eines Verbrennungsmotors
DE102013200932A1 (de) * 2013-01-22 2014-07-24 Robert Bosch Gmbh Verfahren und Vorrichtung zur Überwachung einer Funktion eines Motorsteuergeräts zum Einsatz in einem Motorsystem mit einem Verbrennungsmotor

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C. E. RASMUSSEN ET AL.: "Gaussian Processes for Machine Learning", 2006, MIT PRESS

Also Published As

Publication number Publication date
CN108884772B (zh) 2022-03-01
EP3436681A1 (fr) 2019-02-06
EP3436681B1 (fr) 2021-06-02
DE102016205241A1 (de) 2017-10-05
CN108884772A (zh) 2018-11-23

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