Abstract: Alternating torque {tilde over (M)}kv(?) or the mean indicated pressure Pml is to be determined from the angular velocity ? from the engine speed, for engine management, for example. Charge pressure compensation (5) must be effected in order for a usable result to be obtained. By preference sensor wheel error compensation (2) and inertial force compensation (4) are also effected. The mean indicated pressure Pml is obtained from the alternating torque {tilde over (M)}v(?) in a characteristic diagram.

Abstract: It is claimed that statements regarding cylinder pressure are obtained for optimization of the combustion process in internal combustion engines. The internal combustion engine is modeled with a plurality of model parameters (1 to 5) for this purpose. Once it has been acquired, a model alternating torque (MW) is compared to an actual alternating torque (IW). The model parameters are modified in accordance with the result of the comparison. The model yields realistic values of the combustion chamber value on the basis of the modified model parameters.

Abstract: It is claimed that statements regarding cylinder pressure are obtained for optimization of the combustion process in internal combustion engines. The internal combustion engine is modeled with a plurality of model parameters (1 to 5) for this purpose. Once it has been acquired, a model alternating torque (MW) is compared to an actual alternating torque (IW). The model parameters are modified in accordance with the result of the comparison. The model yields realistic values of the combustion chamber value on the basis of the modified model parameters.

Abstract: Alternating torque {tilde over (M)}kv(?) or the mean indicated pressure Pml is to be determined from the angular velocity ? from the engine speed, for engine management, for example. Charge pressure compensation (5) must be effected in order for a usable result to be obtained. By preference sensor wheel error compensation (2) and inertial force compensation (4) are also effected. The mean indicated pressure Pml is obtained from the alternating torque {tilde over (M)}v(?) in a characteristic diagram.

Abstract: A method for controlling an internal combustion engine determines a desired torque based on an actuating position of an accelerator pedal. A normal fuel quantity based on a given normal efficiency is determined. A relative efficiency is determined based on at least current operating conditions of the internal combustion engine. The normal fuel quantity is corrected based on the relative efficiency in order to determine a fuel quantity which is to be metered to the internal combustion engine. A device for controlling an internal combustion engine is also provided.

Abstract: A method for controlling an internal combustion engine determines a desired torque based on an actuating position of an accelerator pedal. A normal fuel quantity based on a given normal efficiency is determined. A relative efficiency is determined based on at least current operating conditions of the internal combustion engine. The normal fuel quantity is corrected based on the relative efficiency in order to determine a fuel quantity which is to be metered to the internal combustion engine. A device for controlling an internal combustion engine is also provided.

Abstract: A control arrangement for a turbocharger for an internal combustion engine with a variable turbine geometry which includes a control unit for controlling a turbocharger output pressure according to engine operating parameters when the engine is operating in a first engine load range with regulated exhaust gas return and a pressure controller for controlling the turbocharger output pressure when the engine is operating in a second engine load range with the exhaust gas return switched off including allowance for a precontrol by the control unit.

Abstract: For continuous and accurate monitoring of the conversion rate of an exhaust catalyst during operation of an internal combustion engine, temperature values are determined at two measuring points upstream and downstream of the catalyst in the direction of exhaust gas flow. In order to obtain an evaluatable signal difference at all times, at least one of the measured exhaust gas temperature values is filtered so that the temperature value obtained assures a reliable temperature difference with respect to the other temperature value at all times. The actual temperature difference value obtained in this way is compared with a desired temperature difference value generated by a three-dimensional desired value characteristic map and is checked with the aid of a plausibility check.