Robert Boschgmbh

Hartmut Bauer

Uwe Maienberg

Ferdinand Grob

Dieter Volz

Klaus Scherrbacher

Helmut Rembold

Werner Hess

Peter Jurgen Schmidt

Michael Oder

Christian Koehler

Nikolaus Benninger

Juergen Pantring

Bernhard Bonse

Bernd Przybyla

Juergen Gerhardt

Herbert Stocker

Christian K&ouml;hler

J&uuml;rgen Pantring

J&uuml;rgen Gerhardt

A method is provided for starting an internal combustion engine which includes a starter, an ignition, pressure store and injection valves for injecting fuel directly into the engine. An electrical high pressure pump is connected to an electrical fuel pump downstream thereof for pumping the fuel into the pressure store. The electrical fuel pump and the electrical high pressure pump are first switched on together with the ignition in order to generate a pressure in the pressure store adequate for the injection of the fuel. Then, the starter is switched on after a time duration after the electric fuel pump and the electrical high pressure fuel pump are switched on.

Fuel supply system for an internal combustion engine, especially a motor vehicle

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.

Method for determining the controller output for controlling fuel injection engines

An internal combustion engine ( ), especially for a motor vehicle, is described. The engine is provided with an injection valve ( ) with which fuel can be injected directly into a combustion chamber ( ) in a first operating mode during a compression phase or in a second mode of operation during an induction phase. A control apparatus ( ) is provided for switching over between the two modes of operation and for the different control (open loop and/or closed loop) in the two modes of operation of the operating variables, which influence the outputted torque of the engine ( ), in dependence upon a requested torque (mi). The fuel mass, which is to be injected in the first mode of operation, can be determined by the control apparatus ( ) in dependence upon the operating parameters of the engine ( ) which form the basis of the injections of the second operating mode.

Method for operating an internal combustion engine

A fuel supply system ( ) for an internal combustion engine, especially of a motor vehicle, is described which is provided with an accumulator ( ) and a pump ( ). Fuel can be supplied to the accumulator ( ) with the pump ( ). A control apparatus ( ) is provided for controlling (open loop and/or closed loop) the pressure in the accumulator ( ) by a pressure control valve ( ). With the control apparatus ( ), the pressure control valve ( ) can be closed when the engine is intended to be started but no rotational movement is yet present.

Fuel supply system for an internal combustion engine especially of a motor vehicle

An internal combustion engine ( ), especially for a motor vehicle, is described. The engine has an injection valve ( ) with which fuel can be injected directly into a combustion chamber ( ) either in a first operating mode during a compression phase or in a second operating mode during an induction phase. A control apparatus ( ) is provided for switching over between the two modes of operation and for differently controlling (open loop and/or closed loop) the injection duration in the two modes of operation, the injection duration influencing the injected fuel mass. With the control apparatus ( ), the injection duration (ti) can be influenced by a function with the switchover from the first operating mode (VH) into the second operating mode (SH).

A fuel supply system for an internal combustion engine, in particular of a motor vehicle, is equipped with a pressure accumulator and a high-pressure pump with which fuel can be delivered to the pressure accumulator. Also provided is a control device with which at least the pressure in the pressure accumulator can be controlled. When the internal combustion engine is in coastdown (overrun) mode, the pump output of the high-pressure pump can be reduced.

System for operating a fuel supply system for an internal combustion engine, in particular of a motor vehicle

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.

Method and arrangement for determining the torque of an internal combustion engine having direct gasoline injection

The invention is directed to a control arrangement for a direct injected gasoline engine. A sensor detects at least one operating variable of the engine and an actuator adjusts the air supplied to the engine. A control unit switches the engine between a stratified charge mode of operation and a homogeneous mode of operation in dependence upon the one operating variable of the engine. The control unit drives the actuator so as to cause the actuator to undergo a defined displacement when the control unit switches between the modes of operation so that the torque of the engine is essentially the same before and after the switchover between the modes of operation.

Control arrangement for a direct-injecting internal combustion engine

A control device for a direct-injection gasoline engine with sensors for operating parameters, a signal processing unit, as well as metering and actuating devices for at least fuel mass, fuel pressure, air mass, and ignition.

Control device for a gasoline-powered direct injection internal

A control system for internal combustion engines with externally supplied ignition and having a throttle valve in the air intake tube, a controllable bypass around the throttle valve and a fuel metering system, in which at least at predetermined operating states, a special fuel metering signal is formed in accordance with the control signal for the bypass opening and preferably also in accordance with the rpm. It is thereby possible to establish a supplementary air quantity and a supplementary fuel quantity independently of one another in individual operating ranges; this provides a great deal of freedom and makes it possible to attain quite various possible kinds of regulation, such as idling-rpm regulation, lambda regulation, engine smoothness regulation and fuel consumption regulations. For generating the special fuel metering signal, a performance graph is efficaciously used, by way of which various operating parameters, such as temperature, can be taken into account.

Control system for an internal combustion engine with externally

A device is proposed for determining a fuel metering signal for an internal combustion engine comprising a tachometer, a load detector, as well as a storage element and a summing member. The load signal is preferably selected at certain times and then stored temporarily, wherafter the load signal is optionally corrected, multiplied with a time interval, and the sum total of the multiplication results represent a value with respect to the metering signal. Preferably, the signals are processed in a digital fashion, and the load signal is corrected after having been digitized. This is done because for example, in case of a hot-wire air flowmeter, there is no linearity between air flow (air mass flow) and the output signal of the air flowmeter.

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Gerlingen, Germany

Hartmut Bauer