Robert Boschgmbh

Other

Conti Temic Microelectronic Gmbh

Norbert Mueller

Werner Nitschke

Johannes Rinkens

Guenter Anton Fendt

Michael Bischoff

Stefan Schaeffer

Joachim Bauer

Otto Karl

Juergen Raimann

Thomas Huber

Ruediger Weiss

Werner Steiner

Matthias Walz

Peter Schaedler

Karthik Rai

Ruediger Deppe

Jens Wolber

Klaus Winkler

Christian Koehler

Guido Porten

Winfried Langer

Andreas Baumann

Venkatesh Kannan

Harry Friedmann

Markus Friedrich

G&uuml;nter Fendt

Oliver Miersch-Wiemers

Manfred Dietrich

Jason L Kramer

Peter Roth

Elias Calva

Oliver Wiemers

Elmar Pietsch

Hans-Juergen Baehr

Heiko Straub

Mike Dürr

Tobias Leutwein

Stefan Sch&auml;ffer

Micheal Bischoff

In a method for stopping an internal combustion engine, a quantity of air supplied to the internal combustion engine via an air-metering device, e.g., a throttle valve, is reduced after a stop request has been determined, and the quantity of air supplied to the internal combustion engine via the air-metering device is increased again when a detected speed of the internal combustion engine falls below a predefinable speed threshold value. The predefinable speed threshold value is increased when, after the metered quantity of air is increased up to stopping of the internal combustion engine, an intake cylinder no longer passes through a bottom dead center.

Method and device for controlling an internal combustion engine

The invention relates to a method for restarting an internal combustion engine, in which a first cylinder (ZYL) has a low air level and a second cylinder (ZYL) has a high air level, and wherein a predefined speed threshold value (ns) is selected as a function of said air levels. A method for the restart is selected and carried out as a function of a comparison of the determined speed (n) of the internal combustion engine with the predefined speed threshold value (ns).

A method for starting an internal combustion engine, in which a control unit starts at least one function at a specific crankshaft angle, the function being shifted from the start of the internal combustion engine until a final condition is reached by a relative angle to a later crankshaft angle.

Method for starting an internal combustion engine

In a method and an apparatus for detecting a continuous ingress of fuel into the lubricating oil of an internal combustion engine, that is to say oil dilution, in particular of a motor vehicle during cold starting, there is provision, in particular, for the continuous ingress of fuel to be detected by means of a lambda control. The continuous ingress of fuel is preferably determined using the outgassing of fuel from a crankcase of the internal combustion engine, wherein the depletion is based on adaptation values of the lambda control.

Method and apparatus for detecting a continuous ingress of fuel into the lubricating oil of an internal combustion engine during cold starting

An internal combustion engine is operated with direct fuel injection into the combustion chambers. Furthermore, the internal combustion engine is operated with sub-optimum ignition angle efficiency and an apportionment of a fuel quantity, which is to be injected before the start of a combustion, into at least two partial injections. A torque loss which results from the sub-optimum ignition angle efficiency and/or from the apportionment of the fuel to be injected is compensated by means of an increased charge of the combustion chambers. The fuel quantity and the charge are coordinated with one another in such a way that the air ratio lambda of the combustion chamber charges is greater than 1. The method is characterized in that a measure for a temperature of the catalytic converter, in particular a measure for the temperature at the inlet of the catalytic converter, is determined and in that a quantity of reducing exhaust-gas constituents is increased by means of at least one intervention into the control of the internal combustion engine if the measure for the temperature exceeds a predetermined temperature threshold value. The approach according to the invention permits rapid heating of the catalytic converter, wherein the hydrocarbon emissions when the catalytic converter is cold are at the same time as low as possible.

Method for heating a catalytic converter arranged in an exhaust-gas region of a combustion process, and device for carrying out the method

A fuel injection system includes a fuel supply rail having a supply opening. A fuel injector is coupled to the fuel supply rail and configured to control the delivery of fuel from the fuel supply rail through the supply opening. A noise filtering device engages an upstream end of the fuel injector. The noise filtering device has a projecting portion extending at least partially into the supply opening along an axis, and the noise filtering device defines a restriction passage for directing fuel from the supply rail into the fuel injector. A face seal is established at a transverse face adjacent the supply opening.

In-line noise filtering device for fuel system

In a method for controlling a fuel injection system of an internal combustion engine with at least one combustion chamber, wherein the fuel injection system comprises a high pressure pump, whose flow rate is controllable, a control parameter of the high pressure pump is evaluated during the operation of the internal combustion engine. Said control parameter makes a detection of a bottleneck with the high pressure pump with respect to fuel quantity possible.

Method for controlling a fuel injection system of an internal combustion engine

In a method and a device for operating an injection device () for an internal combustion engine, the injection device () includes injection valves (), via which fuel is injected directly into combustion chambers () of the internal combustion engine. Mechanisms are provided for detecting misfirings (), and for determining a fuel pressure (). A mechanical fault of an injection valve () is detected when a misfire occurs in a cylinder () and the fuel pressure simultaneously drops below a threshold value (SW). An electrical fault in an injection device () is detected when misfirings of cylinders () assigned to an output stage bank of the injection device () are observed, and the fuel pressure has dropped below a threshold value (SW). The responses to the faults that are implemented differ depending on the faults that were detected.

Method and device for monitoring a fuel injection device for an internal combustion engine

Previously in a bus system, voltage signals were transmitted from the central unit to the modules, which could reply thereto by variation of the current input. A disadvantage thereby is the relatively high susceptibility to interference of the current input, which itself already must be kept relatively small due to the energy consumption, as well as the correspondingly high effort and expense for an error-free recognition of the signals transmitted from the modules in the central unit. It is now suggested, that the modules also answer to the central unit by means of voltage signals superposed on the direct supply voltage, whereby for the time duration of the signal transmission by the modules, the central unit provides the direct supply voltage to the bus line over a resistor, so that the voltage signal of the module can be detected in the central unit on the bus line on the side of the resistor facing away from the direct supply voltage. A preferred application for bus systems in motor vehicles, especially for a sensor data bus, is provided.

Method for the transmission of signals in a bus system, superposed on a direct supply voltage

A method for having the control unit access the measured data of individual sensors flexibly over time, and includes providing for the control unit to transmit a request message to the sensors, and having each sensor, by comparing the request message with its own address, derive whether and in what time slot, it should transmit its measured data to the control unit.

Method for data transmission between a control unit for restraint devices and sensors

An arrangement for generating digital signals on first and second bus lines is tolerant of most line faults, and includes modules connected to both lines, an upper switch between a first potential and the first line, a middle switch between the two lines, and a lower switch between the second line and a second potential lower than the first potential. The switches are controlled to generate digital signals as the potential difference between the two lines. If a fault potential (e.g. a short to ground or other potential) arises on one line, then the switches drive the non-faulty line to provide the required signals relative to the fault potential on the faulty line. Closing the middle switch ensures that the two lines are at the same potential for a low signal. This arrangement is for is signaling in various bus systems, e.g. in vehicle occupant protection systems in motor vehicles.

Signaling output stage for generating digital voltage signals on a bus system

The restraint system is composed of a central control unit, which is connected via a bus line to a plurality of data processing units each of which is intended to drive one or more restraint devices. To keep the restraint system operational if the power supply in the central control unit becomes defective, a changeover to the vehicle battery voltage as the new supply voltage is effected in the central control unit. The central control unit then signals the changeover to the new supply voltage to all the data processing units. All the data processing units thereupon adjust their circuits to the new supply-voltage level.

Method for operating a restraint system connected to a bus line during faulty power supply

Information data and energy are transmitted from a central control to control modules through a bus system in an occupant protection system including occupant protection devices such as airbags. In order to avoid overloading the protection system due to an immediate recharging of an energy storage member after that member triggers an occupant protection device, such recharging is suppressed or interrupted, preferably until a reset command signal is received by the respective control module from the central control.

Method for transmitting power and data in a bus system provided for occupant protection devices

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Farmington Hills, MI, United States of America

Norbert Mueller