Abstract: The invention relates to a method as well as an arrangement for determining cylinder-individual differences of a control variable in a multi-cylinder internal combustion engine. It is provided that a determination of cylinder-individual charge differences is carried out.

Abstract: A method for adjusting the torque in an internal combustion engine is introduced having the steps: determining a desired torque; determining an operating point from measured values for air charge and rpm; determining a standard torque for this operating point; determining a desired efficiency from standard torque and desired torque; determining the lambda corresponding to this efficiency; determining the fuel quantity from the corresponding lambda and the air charge derived from measurement quantities. The fuel quantity in combination with the air charge yields the corresponding lambda for realizing the desired torque.

Abstract: A method and a device for controlling an output variable of a drive unit in the starting phase is described. A controller is provided, regulating the actual value of at least one output variable to a setpoint variable of this output variable which is specified as a function of time. When at least one condition marking entry into the starting phase exists, the setpoint value of the output variable is initialized with the actual value of the output variable.

Abstract: A method and an arrangement for operating an internal combustion engine having gasoline direct injection is suggested which includes at least two cylinder banks or cylinder groups. The internal combustion engine is controlled on the basis of at least one input value. In at least one operating state, the input value for one cylinder bank or cylinder group differs from the input value for at least a second cylinder bank or cylinder group.

Abstract: An internal combustion engine, especially for a motor vehicle, is described which is provided with a combustion chamber into which fuel can be injected in at least two operating modes. A control apparatus is provided with which a switchover can be made between the operating modes in dependence upon a desired operating mode. With the control apparatus, an operating-mode request can be determined in dependence upon whether the individual operating modes are in the position to generate the requested torque while maintaining pregiven lambda limits.

Abstract: A method for controlling/regulating a process in a motor vehicle, in particular a combustion process, gear-shifting process, or braking process, with the help of a characteristics grid map, which is defined by a plurality of performance quantities of the process and represented by data points that have corresponding characteristics-map values. At least one characteristics-map value is determined from the characteristics grid map in a control cycle for an operating point by first determining adjacent data points, which define an interpolation range in which the operating point lies, and by then interpolating between the adjacent data points. To reduce the computational time for interpolation, the at least one characteristics-map value is determined for the operating range within the framework of a linear interpolation based on a minimum number of data points.

Abstract: A method and an arrangement for operating a drive unit of a vehicle are suggested. A desired value is preset and an actual value corresponding to the desired value is determined. The desired value is filtered in at least one operating situation. At the start of filtering, the filter is initialized with the determined actual value.

Abstract: A method and an arrangement control the drive unit of a vehicle. In this method and arrangement, an rpm limiting to a reference rpm takes place when the demand of the driver is withdrawn. The reference rpm is determined at the start of the withdrawal of the driver command.

Abstract: An internal combustion engine especially for a motor vehicle is described which is provided with a combustion chamber into which fuel can be injected in at least two operating modes. A control apparatus is provided with which a switchover can be made between the operating modes in dependence upon a desired operating mode. The desired operating mode can be determined from a plurality of operating mode requests by the control apparatus.

Abstract: The invention is directed to an internal combustion engine, especially for a motor vehicle. The engine has a combustion chamber into which fuel can be injected in at least two operating modes. A control apparatus is provided with which a switchover between the operating modes can be effected. A desired value (rlmd$s) can be determined with the control apparatus for the air charge in the combustion chamber. The desired value (rlmd$s) defines a maximum value for the air charge in the combustion chamber which is not exceeded.

Abstract: A method for determining a gas charge of an internal combustion engine having an intake manifold. The intake manifold has a gas mixture, which is a fresh air/fuel mixture and an exhaust gas, and further has a gas mass flow from the intake manifold and an intake manifold pressure. The method includes the steps of determining a partial pressure of the fresh air/fuel mixture in the gas mass flow by setting up a mass balance for a fresh air/fuel mixture mass flow, determining a partial pressure of the exhaust gas in the gas mass flow by setting up a mass balance for an exhaust gas mass flow, and determining a gas mass flow via a throttle based on a function that depends on a temperature compensation factor, a pressure compensation factor and a factor depending on a ratio of a pressure downstream of the throttle to a pressure upstream of the throttle. The pressure downstream of the throttle corresponds to the intake manifold pressure.

Abstract: A method for controlling/regulating a process in a motor vehicle, in particular a combustion process, gear-shifting process, or braking process, with the help of a characteristics grid map, which is defined by a plurality of performance quantities of the process and represented by data points that have corresponding characteristics-map values. At least one characteristics-map value is determined from the characteristics grid map in a control cycle for an operating point by first determining adjacent data points, which define an interpolation range in which the operating point lies, and by then interpolating between the adjacent data points. To reduce the computational time for interpolation, the at least one characteristics-map value is determined for the operating range within the framework of a linear interpolation based on a minimum number of data points.

Abstract: A computer system for controlling the operation of a drive of a motor vehicle includes a plurality of different predetermined components each including at least one functional unit. Such components include a first component representing the motor vehicle as a whole and second component representing the drive. A plurality of interfaces is interposed between these components, being operative for transmitting data between such components. At least one storage stores information concerning such components and interfaces. The functional units mentioned above and the vehicle as a whole are controlled by controlling the above-mentioned components inclusive of the first component. In performing the control, request signals and inquiry signals are generated and transmitted through the interfaces between the components. The operation of the drive is controlled in dependence on the data exchanged between the components through the interfaces.

Abstract: A device for controlling an internal combustion engine having an arrangement for recording operating parameters of the internal combustion engine, such as engine speed, load, and coolant temperature; an arrangement for providing a signal related to a desired drive torque of the internal combustion engine (engine torque) as a function of the recorded performance quantities; and an arrangement for converting the engine torque into control signals for at least one of the variables air supply or fuel supply to the internal combustion engine, as a function of the coolant temperature tmot and of a predefinable maximum allowable coolant temperature limit tmotmax, a torque control value being determined which ultimately determines the allowable engine torque.

Abstract: The method for controlling operation of a vehicle having at least two possible operating modes includes calculating and/or determining the operating variables and/or control variables of at least one active one of at least two possible operating modes in a first continually repeated predetermined time interval and calculating and/or determining the operating variables and/or control variables of at least one inactive one of the at least two possible operating modes in at least one other continually repeated predetermined time interval. The first predetermined time interval is shorter than any of the one or more other predetermined time interval(s). A device for performing the method is also described.

Abstract: A steer-by-wire steering system comprised of an electronically regulated steering positioner mounted to the steering gear of the front axle or to both front wheels of a vehicle together with an electronic steering regulator and a feedback actuator. A sensor senses the driver's selected direction from the steering wheel. Road feedback can be relayed to the driver through a feedback actuator via the steering wheel. The loss of road feel caused by the absence of the steering column, which normally strongly influences the driver's directional wish, is recreated by the feedback actuator.

Abstract: The invention is directed to a method for determining the actual torque of an internal combustion engine having gasoline direct injection. In the method, the torque of the engine is computed with a model in dependence upon operating variables. A value for the maximum torque, which would be achieved under standard conditions, is specified from a pregiven characteristic field in dependence upon operating variables which characterize an operating point of the engine. An efficiency is inputted for at least one torque-influencing actuating variable of the engine with the efficiency being formed in dependence upon a current or present value of the actuating variable and a standard value of the actuating variable. The maximum torque is corrected with the efficiency to determine the actual torque. The invention is also directed to an arrangement for determining the actual torque of the engine.

Abstract: A method for operating an internal combustion engine includes evaluating a variable which represents the load of the engine. This variable is determined from a torque value measured at an output shaft of the engine. The invention is also directed to an arrangement for operating the engine.

Abstract: A method for operating an internal combustion engine of a motor vehicle with the engine developing a torque during the operation thereof includes deriving a desired value of the torque of the engine from operating variables. The desired value of the torque is made available by at least adjusting the air supply and the ignition angle of the engine. The efficiency of the engine is deteriorated in at least one operating state of the engine compared to the efficiency in operating states outside of the one operating state by retarding the ignition angle and increasing the air supply whereby the torque developed by the engine remains essentially constant. The presence of the one operating state is detected when a startup intent of the driver of the vehicle is recognized.

Abstract: An internal combustion engine, in particular for a motor vehicle, includes a throttle arranged in an intake pipe, through which air can be fed to a combustion chamber. Furthermore, the internal combustion engine includes a valve arranged in an exhaust gas recirculation line, through which exhaust gas can be fed to the intake pipe. A first mass flow through the throttle can be determined by a control device. Furthermore, a second mass flow through the valve can be determined by the control device. Finally, a third mass flow fed to the combustion chamber can be determined by the control device from the first mass flow through the throttle and the second mass flow through the valve.