Abstract: A method for operating a catalytic converter used for purifying the exhaust gas of an internal combustion engine, and a device for implementing the method, which provide for an open-loop or closed-loop control of the reagent fill level in the catalytic converter to a predefined storage setpoint value. The targeted stipulation of the storage setpoint value ensures, on one hand, that in non-stationary states of the internal combustion engine, there is a sufficient quantity of reagent available for the completest possible removal of at least one unwanted exhaust-gas component, and on the other hand, a reagent slip is avoided.

Abstract: A method and a device for controlling an exhaust gas aftertreatment system, in which a first state variable characterizes the state of the exhaust gas aftertreatment system. A second state variable takes into consideration additional influences on the special operating state. A special operating state is initiated as a function of the first and the second state variable.

Abstract: A method for operating a catalytic converter used for purifying the exhaust gas of an internal combustion engine, and a device for implementing the method, which provide for an open-loop or closed-loop control of the reagent fill level in the catalytic converter to a predefined storage setpoint value. The targeted stipulation of the storage setpoint value ensures, on one hand, that in non-stationary states of the internal combustion engine, there is a sufficient quantity of reagent available for the completest possible removal of at least one unwanted exhaust-gas component, and on the other hand, a reagent slip is avoided.

Abstract: In a method and device for controlling an internal combustion engine having an exhaust treatment system, a quantity characterizing the status of the exhaust treatment system is determined on the basis of at least one operating parameter of the internal combustion engine.

Abstract: A detection device for detecting the wish of the driver of a motor vehicle for an instantaneous overall thrust torque to be supplied by the motor vehicle during an overrun operation, by analyzing at least two of the following signals: a brake signal, a power transmission signal, an accelerator signal, a speed signal and/or a status signal, which represents the status of a vehicle speed controller of the motor vehicle, and for outputting a driver input signal, which represents this desired overall thrust torque. Also described is a device, a method and a computer program for setting or realizing the desired overall thrust torque.

Abstract: A method and a device for controlling an exhaust gas aftertreatment system are described. A first state variable characterizes the state of the exhaust gas aftertreatment system. A second state variable takes into consideration additional influences on the special operating state. A special operating state is initiated as a function of the first and the second state variable.

Abstract: A device for determining a start of injection in a direct-injection internal combustion engine has a magnetoelastic pressure sensor disposed in an injection line leading to an injection valve which detects pressure changes in the injection line owing to an injection process of the injection valve by utilizing the magnetoelastic effect. The device also has an evaluation device that determines a dead time between an initiation of the injection process and the start of injection with the aid of the measurement signal of this magnetoelastic pressure sensor.

Abstract: Pressure fluctuations occurring during two sequential injections (for example a pre-injection and a main injection) within a working cycle of a cylinder in a lead to the injector are taken into account with the aid of a correction term. A drive time of the injectors is determined with the aid of a corrected pressure so that a desired fuel quantity is injected. The correction term is determined with the aid of a least-squares estimator that estimates the injection pressure at the nozzle of injector as a function of the geometrical data of the system, in particular a length of the lead from the rail to the injector and physical boundary conditions, for example a fuel temperature.

Abstract: The values for the speed of the crankshaft are corrected by means of an acausal mean-value filter, and the change in the kinetic energy of the crankshaft in the expansion interval of a cylinder is calculated from the dynamically corrected speed values and referred to the maximum fuel quantity which can be fed in this interval. The dimensionless residue obtained therefrom represents for the cylinder under consideration a measure of too much or too little injected fuel. Correction terms are derived from the calculated residues for the injection times of the individual cylinders. This renders adaptation possible in the overall region of the characteristic diagram, in particular also in the case of speed transitions.