EP1544447A2 - Procédé et appareil pour commander un moteur à combustion interne - Google Patents

Procédé et appareil pour commander un moteur à combustion interne Download PDF

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Publication number
EP1544447A2
EP1544447A2 EP04105682A EP04105682A EP1544447A2 EP 1544447 A2 EP1544447 A2 EP 1544447A2 EP 04105682 A EP04105682 A EP 04105682A EP 04105682 A EP04105682 A EP 04105682A EP 1544447 A2 EP1544447 A2 EP 1544447A2
Authority
EP
European Patent Office
Prior art keywords
fuel
pressure pump
low
flow rate
pressure
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP04105682A
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German (de)
English (en)
Other versions
EP1544447A3 (fr
EP1544447B1 (fr
Inventor
Erwin Achleitner
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Continental Automotive GmbH
Original Assignee
Siemens AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens AG filed Critical Siemens AG
Publication of EP1544447A2 publication Critical patent/EP1544447A2/fr
Publication of EP1544447A3 publication Critical patent/EP1544447A3/fr
Application granted granted Critical
Publication of EP1544447B1 publication Critical patent/EP1544447B1/fr
Expired - Fee Related legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • F02D41/3836—Controlling the fuel pressure
    • F02D41/3845—Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped
    • F02D41/3854—Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped with elements in the low pressure part, e.g. low pressure pump
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F02D41/065—Introducing corrections for particular operating conditions for engine starting or warming up for starting at hot start or restart
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3082—Control of electrical fuel pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0606—Fuel temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0625—Fuel consumption, e.g. measured in fuel liters per 100 kms or miles per gallon
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/02—Fuel evaporation in fuel rails, e.g. in common rails
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • F02D41/3836—Controlling the fuel pressure
    • F02D41/3845—Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped

Definitions

  • the invention relates to a method and a device for Controlling an internal combustion engine.
  • Known internal combustion engines have a fuel supply device with a low pressure circuit, which is a low pressure pump and a regulator comprising a predetermined pressure in the low pressure circuit when the flowing through it Flow rate of fuel is less than one Limit.
  • internal combustion engines are also with a High-pressure pump equipped, which is coupled on the input side with the low-pressure circuit and the fuel into a fuel tank promotes. Injectors are with the fuel tank coupled and measure the fuel in the Combustion chambers of the cylinder of the internal combustion engine too. If the Temperature of the fuel in the low pressure circuit very high Values reached, there is a risk that there vapor bubbles form.
  • the regulator should be designed to withstand the pressure in the Low pressure circuit sufficiently high, so that also ensured is when the temperature of the high pressure pump pumped fuel reaches a maximum value, that no vapor bubbles form.
  • this has the disadvantage that in other operating conditions, in which the temperature the fuel is significantly lower, the low-pressure pump be driven with unnecessarily high power got to.
  • the object of the invention is a method and a device to provide for controlling the internal combustion engine, the or that is simple and reliable at the same time.
  • the invention is characterized by a method and a corresponding device for controlling an internal combustion engine with a fuel supply device with a low-pressure circuit, which includes a low pressure pump and a regulator.
  • the regulator sets a predetermined pressure in the Low pressure circuit when the flow rate flowing through it of the fuel is less than a limit.
  • the internal combustion engine has a high-pressure pump, the the input side is coupled to the low pressure circuit and the Promotes fuel into a fuel storage.
  • One size is determined, which is characteristic of the temperature the fuel that the high pressure pump delivers. A given Condition is met if recognized by size is that the temperature of the fuel is a predetermined Threshold exceeded.
  • the low pressure pump is in the sense of Higher flow rate of the fuel is controlled, as if the Temperature of the fuel below the preset threshold is, with the higher flow rate specified is that a specifiable increase in pressure on the input side Pressure of the high pressure pump results.
  • the invention uses the knowledge that the flow rates / fuel pressure characteristic of the regulator from a certain Flow rate, which is the limit, to a significant increase in pressure leads.
  • she uses the Realizing that the given threshold temperature of the fuel, as a rule, in operating states of the internal combustion engine is exceeded, in which only a small Fuel quantity by means of injection valves in the combustion chambers the cylinder of the internal combustion engine is metered.
  • the Flow rate of the low pressure pump adjusted so that a very high flow through the regulator results, the then the desired predetermined pressure increase of the input side Pressure of the high-pressure pump result.
  • a very simple regulator can be used, for example only a spring-loaded check valve is with a Characteristic curve in which a large increase in pressure is dependent from the flow rate, and yet ensured be that a vapor bubble formation is avoided, when the temperature of the fuel, the high-pressure pump promotes, has exceeded the predetermined threshold. If the flow rate is not increased, the flow is by the regulator significantly lower and the pressure then approximately independent of the flow rate through the regulator.
  • the regulator can be used for one be designed according to lower pressure, because of Increasing the pressure due to the increased flow rate. This then has an increase in the efficiency of the internal combustion engine Result and at the same time is the wear of the low pressure pump reduced.
  • the low pressure pump for a predetermined period of time in Sensed the increased flow rate, if the predetermined Condition is met.
  • This can be a suitable choice the predetermined period of time to ensure that a no vapor bubbles occur and on the other hand the burden is kept low for the low pressure pump.
  • the predefinable time duration is particularly advantageous from the integral of the metered fuel mass during the Control of the low pressure pump in terms of increased flow determined.
  • the length of time within which a vapor bubble formation Probably, can be so very precise be estimated and the load of the low pressure pump can be kept so low.
  • control of the low-pressure pump takes place when the predetermined Condition is met, in the sense of an approximately maximum Flow rate of the low pressure pump. This results then a maximum pressure rise in the low-pressure circuit and Although the input side of the high-pressure pump.
  • the regulator can work in In this case, then to a corresponding to the maximum pressure increase reduced pressure designed for normal operation and so can the efficiency of the internal combustion engine be further improved and also the wear of the low pressure pump be kept very low.
  • An internal combustion engine (FIG. 1) comprises an intake tract 1, an engine block 2, a cylinder head 3 and an exhaust tract 4.
  • the engine block 2 includes a plurality of cylinders, which Pistons and connecting rods have over them with a crankshaft 21 are coupled.
  • the cylinder head 3 comprises a valve train with an inlet valve, an exhaust valve and valve actuators.
  • the cylinder head 3 further includes an injection valve 34 and a Spark plug.
  • a feed device 5 is provided for fuel. It comprises a fuel tank 50, which has a first Fuel line connected to a low pressure pump 51 is. The fuel line opens into a swirl pot 50a.
  • the low pressure pump 51 includes a suction jet pump, the Fuel from the fuel tank 50 in the swirl pot 50a inflated.
  • the suction jet pump is characterized by that of the low pressure pump 51 conveyed fuel driven.
  • the low pressure pump 51 On the output side, the low pressure pump 51 with an inlet 53 of a high-pressure pump 54 operatively connected. Further, too On the output side of the low-pressure pump 51, a mechanical regulator 52 provided, which on the output side via another Fuel line is connected to the fuel tank 50.
  • the low-pressure pump 51, the mechanical regulator 52, the Fuel line, the other fuel line and the inlet 53 form a low pressure circuit.
  • the mechanical regulator 52 is preferably a simple one spring-loaded valve in the manner of a check valve, wherein the spring constant is chosen so that in the inlet 53 a predetermined low pressure of, for example, 3000 bis 6000 hPa is not exceeded.
  • the regulator can do the Pressure within a given flow range by him to the predetermined pressure, e.g. Set 4000 hPa, if the flow rate is e.g. less than 100 1 / h. If the flow rate through the regulator is higher, The regulator can no longer set the pressure to the specified level Adjust pressure and pressure increases with increasing flow rate in the low-pressure circuit.
  • the low-pressure pump 51 is preferably designed so that they always during the operation of the internal combustion engine provides a sufficiently high fuel quantity, which ensures that the predetermined low pressure is not exceeded. For example, the maximum amount of fuel to be metered through the injectors 200 1 / h and the Low pressure pump maximum 280 1 / h promote.
  • the inlet 53 is guided to the high-pressure pump 54, which on the output side the fuel to a fuel tank 55 promotes.
  • the high pressure pump 54 is usually driven by the camshaft and thus promotes constant Speed N of the crankshaft a constant fuel volume in the fuel storage 55.
  • the injection valves 34 are connected to the fuel reservoir 55 operatively connected.
  • the fuel thus becomes the injectors 34 supplied via the fuel tank 55.
  • a volume flow control valve 56th provided by means of which the flow rate can be adjusted can, which is supplied to the high-pressure pump.
  • the internal combustion engine is a control device 6 assigned, which in turn are assigned sensors that different Measurements record and in each case the measured value of the Determine measured quantity.
  • the control device 6 determines dependent of at least one of the measured variables manipulated variables, which then in corresponding control signals for controlling actuators be implemented by means of appropriate actuators.
  • the sensors are a pedal position transmitter, which the position an accelerator pedal detected, a crankshaft angle sensor, which detects a crankshaft angle and which then a Speed N is assigned, an air mass meter, which detects the air mass flow, a pressure sensor 58, which the Fuel pressure in the fuel reservoir 55 detects, a first temperature sensor, which the temperature T_IM the intake air detected in the intake tract, a second temperature sensor, which detects a temperature TCO of a coolant, preferably the cooling water, and a third temperature sensor, which detects the temperature TCO of the engine oil.
  • the invention may be any subset of Sensors or additional sensors may be present.
  • the actuators are for example as intake or exhaust valves, the injection valves 34, a spark plug, a Throttle, the low pressure pump 51 or the flow control valve 56 trained.
  • the internal combustion engine also has other cylinders, which then corresponding actuators are assigned.
  • a program for controlling the internal combustion engine is in one Step S1 ( Figure 2) started, in which optionally variables be initialized.
  • a control signal SG for driving the Low-pressure pump 51 preferably depends on a zuzu messengerden Fuel mass MFF and the speed N determined.
  • the zuzu messengerde Fuel mass is from another control function, which is processed in the control device 6, depending determined by the internal combustion engine load.
  • the actuating signal is determined in step S4 so that the Flow rate of the fuel through the low pressure pump 51 safely sufficient to the predetermined pressure in the low-pressure circuit on the other hand it is ensured that the flow rate through the regulator 52 is less than the limit, from which he sets the pressure in the low-pressure circuit can not adjust to the specified pressure.
  • the current operating state BZ is the Internal combustion engine depending on the temperature TCO of the coolant, and / or the temperature T_IM of the intake air in the Intake tract 1 and / or the temperature TOIL of the engine oil and / or the speed and possibly other operating variables the internal combustion engine determined.
  • An operating state of the HS of the hot start becomes, for example taken when the temperature of the fuel that the High-pressure pump delivers, exceeded a predetermined threshold Has.
  • the threshold can be, for example, at 80 ° C lie.
  • the operating state of the hot start occurs, for example on when the internal combustion engine after a longer Operating time is turned off and shortly thereafter again is started when the engine block is still a high temperature Has. In this case, then the fuel that is in the Low pressure circuit is heated to the high temperature.
  • an operating state HIS of the hot idling in which by means of the injection valves 34 only a small Fuel quantity is metered and so in the Heat the low-pressure circuit fuel accordingly high can.
  • the operating state of the hot-idling HIS becomes based on the usual conditions for an idle, so based the speed N and possibly other sizes recognized and further depending on the temperature TCO of the coolant, and / or the temperature T_IM of the intake air temperature and / or the temperature TOIL of the engine oil.
  • step S8 it is then checked whether the current Operating state BZ the operating state HS of the hot start or the operating state of the HIS is the hot idle. is does not satisfy the condition of step S8, the processing becomes continued in a step S14. Is the condition on the other hand, step S8 is satisfied, then in one step S10 a corrected control signal SG_COR depending on the Control signal SG, the current operating state BZ and preferably the time T_BZ since taking the current operating state BZ and preferably the fuel mass to be metered MFF determined.
  • the corrected actuating signal SG_COR is determined in the manner that by driving the low-pressure pump 51st Such an increased flow rate results in a predetermined Pressure increase, e.g. around 1000 hPa of the input side Pressure of the high pressure pump 54 in comparison to a control with the control signal SG results.
  • the corrected actuating signal SG_COR is then preferably determined by means of a characteristic field.
  • step S10 equalized the corrected control signal SG_COR a maximum control signal SG_MAX. This simply makes the maximum pressure rise can be achieved.
  • a time T_COR is increased Flow rate of the low pressure pump 51 determined.
  • This can be in fixed in a simple configuration, e.g. between 30 seconds and 3 minutes, or depending from the time T_BZ since taking the current operating state BZ and the fuel mass MFF to be metered be determined. This is preferably done by integrating the fuel mass MFF to be metered. This can be a very good estimation of the time duration T_COR of the increased flow rate be achieved because the integral of the Fuel mass is characteristic of the course of the temperature T_F of the fuel in the low-pressure circuit.
  • the low-pressure pump 51 then becomes corresponding with the control signal SG or with the corrected Control signal SG_COR activated.
  • the actuating signal is preferred a pulse width modulated signal.
  • the control of the low-pressure pump with the corrected control signal SG_COR preferably for the time T_COR the increased flow, which was determined in step S12.
  • the corrected control signal SG_COR in the step S14 then with a changing metering fuel mass MFF according to step S4 and optionally with increasing time T_BZ since taking the current operating state BZ adjusted.
  • step S14 the program remains in the Step S16 for a predetermined waiting period T_W before the processing in step S4 is continued again.
  • a second embodiment of a program for controlling the internal combustion engine is started in a step S18 ( Figure 3).
  • a step S20 according to the step S4 determines the control signal SG.
  • a step S22 becomes the fuel temperature T_F of the fuel, the high-pressure pump 54 promotes, depending on the temperature TCO of the Coolant and / or the temperature T_IM the intake air in the intake tract 1 and / or the temperature TOIL of the engine oil and / or the speed and / or the fuel mass to be metered MFF determined. This is preferably done by means of a appropriate observer or by means of maps.
  • a step S24 it is then checked whether the fuel temperature T_F is greater than a threshold T_F_THR. If this is not the case, then the processing is in one Step S30 continues.
  • step S26 the corrected control signal SG_COR determined. This is preferably done depending on the fuel temperature T_F and optionally from the control signal SG and optionally of the fuel mass MFF to be metered.
  • the time period T_COR is then increased Flow rate preferably by integrating the zuzessessenden Determined fuel mass.
  • the time duration T_COR of the increased Flow rate can also be fixed.
  • step S30 the low-pressure pump 51 then either with the control signal SG or accordingly with the corrected Control signal SG_COR activated. Preference is given respectively to rechecked for a predetermined period of time whether the fuel temperature T_F continues to be larger than the given one Threshold T_F_THR and only then the fuel pump 51 is controlled with the corrected actuating signal SG_COR, if this is still the case.
  • the corrected actuating signal SG_COR as well as the control signal SG is changing to a MFF to be metered according to the Step S20 adapted respectively.
  • the corrected Actuating signal for driving the low-pressure pump 51 also accordingly the calculation rule of step S26 changing fuel temperature T_F adapted in the way is that the delivery of the low pressure pump at decreasing fuel temperature T_F is reduced.
  • a step S32 the program then stops for a predetermined waiting time before processing again in the step S20 is continued.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
EP20040105682 2003-12-19 2004-11-11 Procédé et appareil pour commander un moteur à combustion interne Expired - Fee Related EP1544447B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE2003160024 DE10360024A1 (de) 2003-12-19 2003-12-19 Verfahren und Vorrichtung zum Steuern einer Brennkraftmaschine
DE10360024 2003-12-19

Publications (3)

Publication Number Publication Date
EP1544447A2 true EP1544447A2 (fr) 2005-06-22
EP1544447A3 EP1544447A3 (fr) 2006-09-06
EP1544447B1 EP1544447B1 (fr) 2009-10-14

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EP (1) EP1544447B1 (fr)
DE (2) DE10360024A1 (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1847706A1 (fr) * 2006-04-18 2007-10-24 HONDA MOTOR CO., Ltd. Système d'alimentation en carburant pour moteur diesel
FR2903149A1 (fr) * 2006-06-28 2008-01-04 Bosch Gmbh Robert Procede de gestion d'un systeme d'alimentation en carburant d'un moteur a combustion.
WO2011082938A1 (fr) * 2010-01-08 2011-07-14 Continental Automotive Gmbh Dispositif destiné à empêcher le moteur de caler dans un véhicule équipé d'un système d'injection diesel
WO2011110389A1 (fr) * 2010-03-12 2011-09-15 Robert Bosch Gmbh Système d'injection de carburant dans un moteur à combustion
WO2016120154A1 (fr) * 2015-01-28 2016-08-04 Bayerische Motoren Werke Aktiengesellschaft Procédé permettant de démarrer un moteur à combustion interne

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0365714B1 (fr) 1988-10-28 1991-09-04 Siemens Aktiengesellschaft Procédé de démarrage à chaud

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DE19539885A1 (de) * 1995-05-26 1996-11-28 Bosch Gmbh Robert Kraftstoffversorgungsanlage und Verfahren zum Betreiben einer Brennkraftmaschine
DE19818421B4 (de) * 1998-04-24 2017-04-06 Robert Bosch Gmbh Kraftstoffversorgungsanlage einer Brennkraftmaschine
DE19853823A1 (de) * 1998-11-21 2000-05-25 Bosch Gmbh Robert Verfahren zum Betreiben einer Brennkraftmaschine insbesondere eines Kraftfahrzeugs
DE19951410A1 (de) * 1999-10-26 2001-05-10 Bosch Gmbh Robert Verfahren und Vorrichtung zur Variation eines von einer Niederdruckpumpe erzeugten und an einer Hochdruckpumpe anliegenden Vordrucks
DE19957742A1 (de) * 1999-12-01 2001-06-07 Bosch Gmbh Robert Kraftstoffzuführvorrichtung für einen Verbrennungsmotor
DE10061856A1 (de) * 2000-12-12 2002-06-27 Bosch Gmbh Robert Verfahren, Computerprogramm und Steuer- und/oder Regelgerät zum Betreiben einer Brennkraftmaschine sowie Brennkraftmaschine
DE10148222A1 (de) * 2001-09-28 2003-04-17 Bosch Gmbh Robert Verfahren zum Betrieb einer Brennkraftmaschine

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0365714B1 (fr) 1988-10-28 1991-09-04 Siemens Aktiengesellschaft Procédé de démarrage à chaud

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1847706A1 (fr) * 2006-04-18 2007-10-24 HONDA MOTOR CO., Ltd. Système d'alimentation en carburant pour moteur diesel
FR2903149A1 (fr) * 2006-06-28 2008-01-04 Bosch Gmbh Robert Procede de gestion d'un systeme d'alimentation en carburant d'un moteur a combustion.
WO2011082938A1 (fr) * 2010-01-08 2011-07-14 Continental Automotive Gmbh Dispositif destiné à empêcher le moteur de caler dans un véhicule équipé d'un système d'injection diesel
CN102686860A (zh) * 2010-01-08 2012-09-19 欧陆汽车有限责任公司 用于防止配备有柴油喷射系统的车辆的发动机熄火的装置
CN102686860B (zh) * 2010-01-08 2015-11-25 大陆汽车有限公司 用于防止配备有柴油喷射系统的车辆的发动机熄火的装置
WO2011110389A1 (fr) * 2010-03-12 2011-09-15 Robert Bosch Gmbh Système d'injection de carburant dans un moteur à combustion
CN102792007A (zh) * 2010-03-12 2012-11-21 罗伯特·博世有限公司 内燃机的燃料喷射系统
US9328708B2 (en) 2010-03-12 2016-05-03 Robert Bosch Gmbh Fuel injection system of an internal combustion engine
WO2016120154A1 (fr) * 2015-01-28 2016-08-04 Bayerische Motoren Werke Aktiengesellschaft Procédé permettant de démarrer un moteur à combustion interne
CN106715875A (zh) * 2015-01-28 2017-05-24 宝马股份公司 用于启动内燃机的方法
US10233860B2 (en) 2015-01-28 2019-03-19 Bayerische Motoren Werke Aktiengesellschaft Method for starting an internal combustion engine

Also Published As

Publication number Publication date
DE10360024A1 (de) 2005-07-21
DE502004010225D1 (de) 2009-11-26
EP1544447A3 (fr) 2006-09-06
EP1544447B1 (fr) 2009-10-14

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