Abstract: A method and a device for identifying errors in emission-relevant control devices of a vehicle, such as the injection of fuel into a cylinder, allows error identification even if none of the sub-systems exceeds a predetermined threshold value. The method has the following steps: determining whether at least one parameter, which permits conclusions to be drawn about the emission behavior of the respective control device, lies in a desired range; if the parameter lies outside said desired range, an error value that correlates to an increase in emissions is stored; if the parameter is in the desired range, an error value of zero is stored; a total error value is formed from all error values of the control device and an error message is output if the total error value exceeds a predetermined threshold value.

Abstract: In a method for testing a pressure sensor of a fuel accumulator device in an internal combustion engine, the pressure in the fuel accumulator device is altered using a first actuating variable. The influence of that alteration on the torque generated by the internal combustion engine is determined by a closed loop control system adjusting a second actuating variable to counteract the effect of the first on the torque output by the internal combustion engine. A deviation of the measured alteration from the expected alteration is then calculated.

Abstract: In order to locate errors of the rail pressure sensor (38) when starting problems occur, the following method steps are proposed: determination of whether starting problems occur in the engine and if this is the case, an engine state is induced, in which the engine controller is already active but the starting phase of the engine has not yet commenced; substitution of the measured rail pressure sensor value used by the engine controller with a substitute value; start attempt of the engine and determination whether the engine has achieved an independent operation; and identification of an error function of the rail pressure sensor if the starting problems only occur when the measured rail pressure sensor value is used.

Abstract: A method and system for adapting the operation of emission-relevant control devices of a vehicle in a predetermined driving mode having a shorter expected duration that a duration of a preferred test cycle may include several steps. A first step may include determining whether the vehicle has reached the predetermined driving mode. A second step may include diagnosing at least one parameter associated with operation of at least one of the emission-relevant control devices. A third step may include comparing the at least one parameter with a setpoint range or a setpoint value. A fourth step may include carrying out at least a first section of an adaptation for the operation of the at least one emission-relevant control devices. The first section of the adaptation may include optimizing at least one of a plurality of operating points of the at least one emission-relevant control devices.

Abstract: In a motor vehicle having an emergency running device, there is the problem that, in the event of certain fault symptoms occurring, an emergency running function is initiated and the torque of the engine is in the process limited to an unsuitable low value. In the worst case, this can lead to insufficient acceleration, for example during an overtaking maneuver, and to an accident occurring. It is therefore proposed that the determination of an optimized emergency running function be defined as a function both of the present driving state of the motor vehicle and also of the type of fault symptom depending on which the risk and the level of danger are graded into classes and an optimized emergency running function is then determined and initiated. Thus, sufficient torque and rotational speed can be provided for reliable vehicle control even in an unfavorable traffic situation without damaging the endangered components.

Abstract: During the operation of an internal combustion engine, a check is made whether the engine functions in an error-free manner in relation to the engine noise. If not, a current value of a cylinder-specific fuel quantity in a cylinder is determined. A check is made whether a current injected cylinder-specific fuel quantity in one of the cylinders is too low or high to check with respect to a cylinder-specific motor speed N_CYL, by comparing a current value of the cylinder-specific injection quantity in the relevant cylinder with a stored reference value of the cylinder-specific injection quantity of the relevant cylinder at the current operating point. A check with respect to the cylinder-specific motor speeds of one of the cylinders is deactivated, if the current injected cylinder-specific fuel quantity in the relevant cylinder is too low or high to check the relevant cylinder with respect to the cylinder-specific motor speed N_CYL.

Abstract: In order to locate errors of the rail pressure sensor (38) when starting problems occur, the following method steps are proposed: determination of whether starting problems occur in the engine and if this is the case, an engine state is induced, in which the engine controller is already active but the starting phase of the engine has not yet commenced; substitution of the measured rail pressure sensor value used by the engine controller with a substitute value; start attempt of the engine and determination whether the engine has achieved an independent operation; and identification of an error function of the rail pressure sensor if the starting problems only occur when the measured rail pressure sensor value is used.

Abstract: In a method for testing a pressure sensor of a fuel accumulator device in an internal combustion engine, the pressure in the fuel accumulator device is altered and the influence of said alteration on the torque generated by the internal combustion engine is determined. A deviation of the measured alteration from the expected alteration is then calculated.

Abstract: A method and a device for identifying errors in emission-relevant control devices of a vehicle, such as the injection of fuel into a cylinder, allows error identification even if none of the sub-systems exceeds a predetermined threshold value. The method has the following steps: determining whether at least one parameter, which permits conclusions to be drawn about the emission behaviour of the respective control device, lies in a desired range; if the parameter lies outside said desired range, an error value that correlates to an increase in emissions is stored; if the parameter is in the desired range, an error value of zero is stored; a total error value is formed from all error values of the control device and an error message is output if the total error value exceeds a predetermined threshold value.

Abstract: To operate a motor vehicle (2) when at least one predefined event (EVE1) of a motor vehicle (2) occurs (ACT), at least one vehicle function (FCT) assigned to the predefined event (EVE1) is determined by assignment (LINK) via at least one first adjaceny list (AD_LIST1). Then, the determined vehicle function (FCT) is started or blocked.

Abstract: In a method and a device which allow carrying out of at least part of the adaptation and the diagnosis of a defined driving mode, the following steps are performed: determining whether the vehicle has reached a defined driving mode, carrying out a diagnosis of at least one of the emission-relevant control devices once it is detected that the vehicle has reached the defined driving mode, the diagnosis determining and optimizing at least one parameter of an operating point of at least one emission-relevant control device if said parameter deviates from a set range or a set value; and carrying out at least one adaptation step of the adaptation of at least one emission-relevant control device, at least one parameter of a plurality of operating points of the emission-relevant control devices being determined and optimized during said adaptation if said parameter deviates from a set range or a set value.

Abstract: In a motor vehicle having an emergency running device, there is the problem that, in the event of certain fault symptoms occurring, an emergency running function is initiated and the torque of the engine is in the process limited to an unsuitable low value. In the worst case, this can lead to insufficient acceleration, for example during an overtaking maneuver, and to an accident occurring. It is therefore proposed that the determination of an optimized emergency running function be defined as a function both of the present driving state of the motor vehicle and also of the type of fault symptom depending on which the risk and the level of danger are graded into classes and an optimized emergency running function is then determined and initiated. Thus, sufficient torque and rotational speed can be provided for reliable vehicle control even in an unfavorable traffic situation without damaging the endangered components.

Abstract: During the operation of an internal combustion engine, a check is made whether the engine functions in an error-free manner in relation to the engine noise. If not, a current value of a cylinder-specific fuel quantity in a cylinder is determined. A check is made whether a current injected cylinder-specific fuel quantity in one of the cylinders is too low or high to check with respect to a cylinder-specific motor speed N_CYL, by comparing a current value of the cylinder-specific injection quantity in the relevant cylinder with a stored reference value of the cylinder-specific injection quantity of the relevant cylinder at the current operating point. A check with respect to the cylinder-specific motor speeds of one of the cylinders is deactivated, if the current injected cylinder-specific fuel quantity in the relevant cylinder is too low or high to check the relevant cylinder with respect to the cylinder-specific motor speed N_CYL.

Abstract: A method for adapting a measured value (MW1) of an air mass sensor comprises the steps pf determining a correction value (KW) in the event of predetermined operating conditions (BB1), namely depending on the measured value (MW1) and a comparative value (VW) which in turn depends on at least one additional measured value (MW2) of a second sensor. An adaptation value (AD1) is adapted depending on the correction value (VW), on the duration (D_AD1) since the last determination of the adaptation value (AD1) and on the change of the adaptation value (AD1) since the last adaptation of the adaptation value (AD1). Subsequently measured values (MW1) are corrected using the adaptation value (AD1).

Abstract: The invention relates to an internal combustion engine comprising a high-pressure accumulator injection system wherein the swept volume and the pressure are regulated by means of a volume flow control valve (VCV) and a pressure control valve (PCV). The inventive method consists in checking, during the overrun condition of the internal combustion engine, whether predetermined release conditions for carrying out the diagnosis are fulfilled, and in the event of a positive result, the control valve (VCV) is closed for a predetermined period of time (t1). During said period (t1), values relating to fuel pressure (FUP) are detected by means of the pressure sensor (21) and compared with a predetermined threshold value (FUP-SW), the control valve (VCV) being deemed faultless if said fuel pressure (FUP) values are sufficiently often below the threshold value (FUP_SW) during the cited period of time (t1).

Abstract: The invention relates to an internal combustion engine comprising a high-pressure accumulator injection system wherein the swept volume and the pressure are regulated by means of a volume flow control valve (VCV) and a pressure control valve (PCV). The inventive method consists in checking, during the overrun condition of the internal combustion engine, whether predetermined release conditions for carrying out the diagnosis are fulfilled, and in the event of a positive result, the control valve (VCV) is closed for a predetermined period of time (t1). During said period (t1), values relating to fuel pressure (FUP) are detected by means of the pressure sensor (21) and compared with a predetermined threshold value (FUP-SW), the control valve (VCV) being deemed faultless if said fuel pressure (FUP) values are sufficiently often below the threshold value (FUP_SW) during the cited period of time (t1).

Abstract: In control systems (5) for internal combustion engines (14) in motor vehicles it is known that fault diagnoses are carried out to ensure the functional reliability of the internal combustion engine (14) or the motor vehicle even in the event of a fault. If a fault symptom (1) occurs, the cause of the fault is determined and a diagnosis manager (3) is used as a rule to deactivate the defective control system (5) completely or to initiate an emergency operation function. It is proposed that all information relating to fault symptoms should be listed, the actual cause should be determined by comparison with stored fault profiles and as a result only the smallest possible restriction of the functions of the relevant control systems (5) should be initiated. This has the advantage that the control system (5) can as a rule continue to be operated despite their restricted functional scope.

Abstract: A capacitive actuating element is driven using a control signal of duration T1. This duration T1 is related to prescribed or measured values for charging, discharging and open periods T2, T3 and T4: (T1+T3?T2?T4)?|X| and is compared with a magnitude (limit value |X|). If a magnitude greater than |X| is obtained, then a fault is inferred.

Abstract: In a control method, the setting for a setting device (5), comprising a device (9) for reporting the setting, is regulated in a range between two end positions by using a measured parameter, given by the device (9) for reporting the setting, depending on the setting of the setting device and a characteristic curve, whereby, during the regulation a set value or an actual value for the setting is monitored. The characteristic curve is adapted when the set value or the actual value for the setting lies within a given separation from a given value for an adaptation setting.

Abstract: For the checking of an exhaust gas recycling valve, the control signal for the exhaust gas return valve is returned from a defined value to zero, in the idle state of the internal combustion engine while the vehicle is at a standstill and the reaction of the signal (MAF) from an airflow detector in the inlet tract is evaluated. Should the signal not exceed a given threshold value (MAE SWD), within a first time period (T2), then a faulty dynamic is assigned to the exhaust recycling valve. Should the signal not exceed a second given threshold value (MAF SWS), within a second time period (T3), then it is determined that the exhaust recycling valve can not be completely shut.