Abstract: In a method and a device for the diagnosis of the effectiveness of a catalytic converter in the exhaust gas line when using a very late afterinjection or secondary injection, in order to provide a sensitive and yet robust diagnostic method while saving costs for additional exhaust gas temperature sensors and with fuel consumption increased only to a minimum extent, the diagnostic method delivering reliable results with only little delay, and a corresponding device which can also easily be used in various concepts for internal combustion engines, an increased compressor output, caused in the course of the test injection, of an exhaust gas turbocharger used downstream of the catalytic converter produce a higher charge pressure or a marked increase in the air mass flow (mL) such that the effectiveness of the catalytic converter is determined from a change in the intake air quantity of the internal combustion engine.

Abstract: In a method and a device for determining an operating characteristic of an injection system, to determine an operating characteristic (30) of an internal combustion engine (1) that is charged by a turbocharger (4), the method has the following steps: A) carrying out a pilot injection of fuel into a cylinder (51, 52, 53, 54) of the internal combustion engine using the injection system (30); B) determining an operating parameter of the turbocharger (40); C) determining an operating characteristic of the injection system (30) using the operating parameter of the turbocharger (40) previously determined.

Abstract: In a method and a device for determining an operating characteristic of an injection system, to determine an operating characteristic (30) of an internal combustion engine (1) that is charged by a turbocharger (4), the method has the following steps: A) carrying out a pilot injection of fuel into a cylinder (51, 52, 53, 54) of the internal combustion engine using the injection system (30); B) determining an operating parameter of the turbocharger (40); C) determining an operating characteristic of the injection system (30) using the operating parameter of the turbocharger (40) previously determined.

Abstract: In a method and a device for the diagnosis of the effectiveness of a catalytic converter in the exhaust gas line when using a very late afterinjection or secondary injection, in order to provide a sensitive and yet robust diagnostic method while saving costs for additional exhaust gas temperature sensors and with fuel consumption increased only to a minimum extent, the diagnostic method delivering reliable results with only little delay, and a corresponding device which can also easily be used in various concepts for internal combustion engines, an increased compressor output, caused in the course of the test injection, of an exhaust gas turbocharger used downstream of the catalytic converter produce a higher charge pressure or a marked increase in the air mass flow (mL) such that the effectiveness of the catalytic converter is determined from a change in the intake air quantity of the internal combustion engine.

Abstract: In an adaptation (4, 5, 6, 7) of differences in injected quantities within high operating ranges, the differences are based on an injection parameter and are determined by regulating an irregular operation in an operating point within the lower operating ranges. The injection parameter which determines the differences in injected quantities in the lower operating point is set on a value different from the normal operating value in this point. The dynamics of the operating point varying with the corresponding parametric value of injection is limited during adaptation (4, 5, 6, 7).

Abstract: A measured current, voltage or capacity characteristic is subtracted from an idealized characteristic line of the same size stored in the system. The maxima, minima and reversal points are identified in this calculated difference curve, since these values correlate to the valve opening timepoints. In another step the values determined in the first step are approximated in respect of a target value situated on the difference curve with the aid of a mathematical method, in order to ascertain a more exact determination of these values.

Abstract: In a method for determining the actuator energy required for the different injection types of an actuator of an internal combustion engine, the actuator is impinged by a control signal in such a way that an actuator signal is generated and an injection parameter of the internal combustion engine is set in such a way that said actuator signal is generated at a specific stored time. The first injection type in the combustion cycle is first deactivated in order to determine the actuator energy of said type from the second injection type.

Abstract: In a method for equalizing the differences in injection quantities between the cylinders of a combustion engine, an adaptation of the differences in injection quantities, of the injection curves and of the hydraulic start of injection is carried out for different operating points of the combustion engine for at least one selected injection parameter. During this adaptation, the dynamics of a selected operating point are limited. The differences in injection quantities are determined for this selected operating point and are learned as adaptation values that are assigned to the respective injection parameter. In order to limit the dynamics, the injection parameter is set so that the selected operating point remains essentially stationary.

Abstract: In a method for enlarging the control range for equalizing injection quantity differences, in particular in internal combustion engines using multiple injections, if the maximum injection quantity of all the individual injections of an injector of the internal combustion engine is lower than the minimum quantity required for control for equalizing the cylinders, then the injection pattern is changed such that the injection quantity of at least one individual injection is greater than or equal to the required minimum quantity, without changing the torque output of the internal combustion engine.

Abstract: In an adaptation (4, 5, 6, 7) of differences in injected quantities within high operating ranges, the differences are based on an injection parameter and are determined by regulating an irregular operation in an operating point within the lower operating ranges. The injection parameter which determines the differences in injected quantities in the lower operating point is set on a value different from the normal operating value in this point. The dynamics of the operating point varying with the corresponding parametric value of injection is limited during adaptation (4, 5, 6, 7).

Abstract: In a method for equalizing the differences in injection quantities between the cylinders of a combustion engine, an adaptation of the differences in injection quantities, of the injection curves and of the hydraulic start of injection is carried out for different operating points of the combustion engine for at least one selected injection parameter. During this adaptation, the dynamics of a selected operating point are limited. The differences in injection quantities are determined for this selected operating point and are learned as adaptation values that are assigned to the respective injection parameter. In order to limit the dynamics, the injection parameter is set so that the selected operating point remains essentially stationary.

Abstract: A method for controlling an injection valve of an internal combustion engine, in particular a piezo-injector during the start-up phase of the internal combustion engine, in particular a common-rail direct-injection engine. The crankshaft of the internal combustion engine is rotated by the starting motor, in particular an electric starting motor. Next, the actuator of the injection valve has an activation signal applied to it such that when maximum needle lift of the actuator is reached, the activation signal is changed. This change of the activation signal is then evaluated.

Abstract: In a method for enlarging the control range for equalizing injection quantity differences, in particular in internal combustion engines using multiple injections, if the maximum injection quantity of all the individual injections of an injector of the internal combustion engine is lower than the minimum quantity required for control for equalizing the cylinders, then the injection pattern is changed such that the injection quantity of at least one individual injection is greater than or equal to the required minimum quantity, without changing the torque output of the internal combustion engine.

Abstract: A method for controlling an injection valve of an internal combustion engine, in particular a piezo-injector during the start-up phase of the internal combustion engine, in particular a common-rail direct-injection engine. The crankshaft of the internal combustion engine is rotated by the starting motor, in particular an electric starting motor. Next, the actuator of the injection valve has an activation signal applied to it such that when maximum needle lift of the actuator is reached, the activation signal is changed. This change of the activation signal is then evaluated.

Abstract: A test method for an exhaust gas catalytic converter (8) of an internal combustion engine (1) comprises the steps of: test injection of fuel during the expansion stroke and/or during the exhaust stroke of the internal combustion engine (1), conversion in the exhaust gas catalytic converter (8) of at least a part of the unburned fuel contained in the exhaust gas of the internal combustion engine, determination of the quantity of fuel not converted by the exhaust gas catalytic converter (8) and determination from the quantity of unconverted fuel of the operating capacity of the exhaust gas catalytic converter (8).

Abstract: A test method for an exhaust gas catalytic converter and a corresponding testing device A test method for an exhaust gas catalytic converter (8) of an internal combustion engine (1) comprises the steps of: test injection of fuel during the expansion stroke and/or during the exhaust stroke of the internal combustion engine (1), conversion in the exhaust gas catalytic converter (8) of at least a part of the unburned fuel contained in the exhaust gas of the internal combustion engine, determination of the quantity of fuel not converted by the exhaust gas catalytic converter (8) and determination from the quantity of unconverted fuel of the operating capacity of the exhaust gas catalytic converter (8).