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US 2006/0137647 A1Published application
Method for operating an internal combustion engine with direct fuel injection
AssigneeDaimlerChrysler AG
InventorFrank Altenschmidt
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AssigneeDaimlerChrysler AG
InventorFrank Altenschmidt
Estimating the term…
A method of operating an internal combustion engine with an injection device, wherein the method includes the steps of feeding combustion air to a combustion chamber via an inlet port, injecting fuel into the combustion chamber using a fuel nozzle arranged in the combustion chamber, igniting a formed fuel/air mixture at a certain ignition point using a spark plug arranged in the combustion chamber, and, during the starting of the internal combustion engine, selecting a high-pressure or a low pressure start as a function of a minimum fuel pressure built up in the injection device within a defined number of cycles. The minimum fuel pressure and the number of cycles are selected as a function of a combustion-chamber temperature. The injection of the fuel into the combustion chamber takes place in a timed sequence during the starting operation.
-7. (canceled)
A method of operating an internal combustion engine with an injection device, comprising:
The method as claimed in claim 1, comprising determining the ignition point during the starting operation as a function of the combustion-chamber temperature and a difference between an actual speed and an idling speed.
The method as claimed in claim 1, comprising, during a high-pressure start, if the fuel pressure drops below a defined minimum pressure in the injection device, changing the operation over to the low-pressure start.
The method as claimed in claim 1, comprising recording combustion-chamber temperature using a temperature-measuring device at the combustion chamber or with reference to a coolant temperature of the internal combustion engine.
The method as claimed in claim 1, comprising effecting a low-pressure start at a coolant temperature of less than −15° C. or greater than 90° C., effecting a high pressure start at a minimum fuel pressure, built up in the injection device, of at least 10 bar and at a coolant temperature of between −15° C. and 90° C.
Dependencies are inferred from the claim text.