Robert Boschgmbh

Alexander Schenck Zu Schweinsberg

Klaus Joos

Achim Hirchenhein

Georg Mallebrein

Helerson Kemmer

Michael Frank

Michael Bauer

Wolfgang Samenfink

Werner Hess

Klaus Ries-Mueller

Markus Amler

Joerg Kuempel

Michael Baeuerle

Matthias Schueler

Andreas Roth

Jens Damitz

Ruediger Fehrmann

Timm Hollmann

Thorsten Allgeier

Peter Schenk

Hans-Friedrich Schwarz

Thomas Steinert

Joachim Palmer

Burkhard Hiller

Kai Jakobs

Frank Nitsche

Corren Heimgaertner

Arnold Engber

Eugenia Schwarz

A fuel distributor, which is in particular used as a fuel distribution rail for mixture-compressing, spark-ignited internal combustion engines, including a base body, at which at least one high-pressure inlet and multiple high-pressure outlets are provided. An insert element is furthermore provided that is situated in an interior of the base body. In the interior, the insert element separates an inflow area, which extends from the high-pressure inlet to the high-pressure outlets, at least essentially from a damping area. The insert element is designed as a thin-walled insert element that forms a divider extending through the interior at least from the high-pressure inlet to the high-pressure outlets.

Fuel distributor for internal combustion engines

A method for ascertaining a setpoint value for a manipulated variable for activating a low-pressure pump in a fuel supply system for an internal combustion engine, including a high-pressure accumulator and a high-pressure pump including a volume control valve, the low-pressure pump being activated in such a way that a pressure provided by the low-pressure pump is reduced across multiple intake phases, in which fuel delivered by the low-pressure pump is sucked in by the high-pressure pump via the volume control valve, the volume control valve being at least temporarily held in a closed position during each of the multiple intake phases, in which it may be opened from a side facing the low-pressure pump, and the setpoint value being ascertained, taking into account an activating value of the manipulated variable, in which a drop in the delivery rate of the high-pressure pump is detected.

Method for ascertaining a setpoint value for a manipulated variable for activating a low-pressure pump

A method for ascertaining a setpoint value for a manipulated variable for the actuation of a low-pressure pump in a fuel-supply system for an internal combustion engine having a high-pressure accumulator and a high-pressure pump, the high-pressure pump being operated in a full delivery mode, and the low-pressure pump being actuated so that a pressure provided by the low-pressure pump is reduced, and the setpoint value at which a dip in a delivery quantity of the high-pressure pump is detected is ascertained while taking into account an actuation value of the manipulated variable.

Method for ascertaining a setpoint value for a manipulated variable for actuating a low-pressure pump

A method is described for diagnosing errors in an internal combustion engine in which fuel is injected from a high-pressure accumulator into associated combustion chambers with the aid of multiple fuel injectors, a first value (R) which is representative of a static flow rate of fuel through one of the fuel injectors being ascertained, a second value (&#x394;n) which is representative of a running smoothness of the internal combustion engine being ascertained, if at least one of the two values (R, &#x394;n) deviates from the particular associated reference value (R', &#x394;n), an error (F) being deduced, and the error (F) being assigned to the fuel injector and/or at least one further component and/or at least one operating phase of the internal combustion engine on the basis of deviations of the two representative values (R, &#x394;n) from the particular associated reference value (R&#x2032;, &#x394;n).

Method for diagnosing errors in an internal combustion engine

A method for ascertaining a correction value for fuel metering of a fuel injector of an internal combustion engine, in which fuel is injected from a high-pressure accumulator into a combustion chamber with the aid of the fuel injector, the fuel being injected into the combustion chamber in multiple separate injection procedures during one work cycle, a value representative of a static flow rate through the fuel injector being ascertained by ascertaining, for at least one of the multiple separate injection procedures, a ratio of a pressure change caused in the high-pressure accumulator by the at least one of the multiple separate injection procedures and an associated duration characteristic for the at least one of the multiple separate injection procedures being ascertained, and the correction value being ascertained based on a comparison of the representative value to a comparison value.

Method for ascertaining a correction value for fuel metering of a fuel injector

A method for recognizing a state change of a fuel injector of an internal combustion engine, in which fuel from a high-pressure accumulator is injected into a combustion chamber with the aid of the fuel injector. A value that is representative of a static flow rate of fuel through the fuel injector is ascertained. A state change of the fuel injector is deduced when the representative value differs from a comparative value by more than a first threshold value.

Method for recognizing a state of change of a fuel injector

A method is described for controlling the metering of fuel. A feature, which characterizes the switching point in time of a valve, is ascertained based on a measured signal curve. The feature is fed as an actual variable to a controller. A criterion of the feature is ascertained, the controller taking the criterion of the feature into account.

Method for controlling metering of fuel

A method is described for determining an opening delay of a fuel injector in which by activating a solenoid with the aid of an armature, a valve needle may be opened wherein a mathematical model is used which includes an activation duration of the solenoid as an input variable and a respective opening delay as an output variable.

Method for determining an opening delay of a fuel injector

A method for adapting the adaptation values for the adaptation of fuel injection quantities of an internal combustion engine, to which fuel is supplyable via a mixed operation of two injection types, a first adaptation value for adapting a first injection quantity specification according to which the internal combustion engine is operated by a first injection type, and a second adaptation value for adapting a second injection quantity specification according to which the internal combustion engine is operated by a second injection type, the adaptation values being each adapted in defined, not overlapping adaptation ranges as a function of the operating state, at least one of the adaptation ranges including operating states in which fuel is supplied to the internal combustion engine via both injection types.

Method and device for adapting adaptation values for the control of injectors in an engine system having multiple injection types

An internal combustion engine has at least one combustion chamber which may be closed by an intake valve, at least one air intake port which leads to the intake valve, and a fuel injection device which in association with the at least one combustion chamber has a first injector and a second injector for the metered injection of fuel into at least one intake port. To achieve significantly improved mixture preparation and combustion of the fuel-air mixture in the combustion chamber, the two injectors are configured such that the first injector injects a widely divergent spray cone having a large cone angle, and the second injector injects an only slightly divergent spray cone having a much smaller cone angle.

Internal combustion engine

In a control unit, a method, a computer program and a computer program product for operating an internal combustion engine in the context of a combined direct and manifold injection, fuel is injected by at least one first injection valve into an induction manifold and/or by at least one second injection valve directly into a combustion chamber for combustion. In at least one predefined operating state of the internal combustion engine, fuel is only injected by the at least one first injection valve into the induction manifold for a predetermined number of successive combustion cycles. In a subsequent combustion cycle, fuel is injected by the at least one first injection valve into the induction manifold and by the at least one second injection valve directly into the combustion chamber or only by the at least one second injection valve directly into the combustion chamber.

Method and device for operating an internal combustion engine in the context of a combined direct and manifold injection, a computer program, a computer program product

A method and a device for operating an internal combustion engine and an internal combustion engine are described, the fuel being injectable directly into a combustion chamber in particular via at least one first injector and also being injectable into an intake manifold in particular via at least one second injector. For injection of fuel in a full-load operating state of the internal combustion engine, a first selection is made from the at least one first injector and the at least one second injector having a first metering range, including a full-load injection quantity required for the full-load operating state. For injection of fuel in a partial-load operating state of the internal combustion engine, a second selection is made from the at least one first injector and the at least one second injector having a second metering range, including the adjustment of a minimum fuel injection quantity required for operating the internal combustion engine. The first selection and the second selection are made differently, in such a way that only the metering range of the first selection includes the full-load injection quantity and/or that only the metering range of the second selection covers the minimum fuel injection quantity required for operating the internal combustion engine.

Method and device for operating an internal combustion engine and internal combustion engine

A method for introducing fuel into a combustion chamber of an internal combustion engine is provided, in which fuel is injected at variable metering directly into the combustion chamber by a first fuel injector on the one hand, and into an air aspiration channel leading to the combustion chamber by a second fuel injector on the other hand. To ensure a reliable cold start of the internal combustion engine when using regenerative fuels even at low temperatures, in the cold start of the internal combustion engine a partial quantity of the required overall fuel quantity is injected via the second fuel injector, this partial quantity being the particular fuel quantity that exceeds a maximum fuel quantity able to be injected via the first fuel injector.

Method for introducing fuel into a combustion chamber of an internal combustion engine

In a method for operating an internal combustion engine, a setpoint fuel quantity to be injected is subdivided into a first fuel quantity which is to be injected into an intake manifold of the internal combustion engine, and a second fuel quantity to be injected directly into a combustion chamber of the internal combustion engine. The subdivision of the fuel quantity is performed as a function of a temperature that is characteristic for the operation of the internal combustion engine, e.g., in a start of the internal combustion engine, and the ratio between the first fuel quantity and the second fuel quantity is continually modified as a function of the temperature.

Method and device for operating an internal combustion engine

The invention concerns a method to determine the composition of a fuel mixture from a first and at least a second fuel for the operation of an internal combustion engine with at least one combustion chamber, wherein the first and the second fuel have different boiling points and/or different enthalpies of evaporation. Provision is thereby made for the composition of the fuel mixture to be ascertained from the pressure in the combustion chamber and/or a parameter associated with the pressure and/or the time history of the pressure and/or the time history of a parameter associated with the pressure during and/or after an injection of fuel during a compression phase of the fuel-air mixture. An advantage of the method according to the invention is that when initially starting the engine after filling the tank (fueling), the fuel mixture ratio, which resulted from the filling of the tank (fueling), can already hereby be determined.

Growing community of inventors

Moeglingen, Germany

Alexander Schenck Zu Schweinsberg