JP3999508B2 - Method and computer program for operation of an internal combustion engine and open loop control and / or closed loop control device and internal combustion engine - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a method and a computer program and an open-loop control and / or closed-loop control device and an internal combustion engine, in particular for the operation of an internal combustion engine of a motor vehicle, in which fuel is discharged from a fuel pump into a fuel conduit.
[0002]
[Prior art]
Such methods are known from the market. Such a method is used, for example, in internal combustion engines that operate by direct gasoline injection (BDE). In an internal combustion engine operated in this way, an injection valve is provided directly in the combustion chamber. Fuel is supplied to the injector through a fuel storage conduit. This fuel storage conduit is also called a “rail”. The fuel in this fuel storage conduit is put under very high pressure by a high pressure fuel pump. Fuel is supplied to the high pressure fuel pump by a low pressure fuel pump.
[0003]
The high-pressure fuel pump is directly joined to the internal combustion engine via a flange and is driven by a camshaft. The sealing between the oil-filled area of the internal combustion engine and the fuel-filled area of the high-pressure fuel pump is effected via one or more O-rings. This seal should be as good as possible. This is because it must absolutely be avoided that the fuel reaches the oil filling area of the internal combustion engine from the high-pressure fuel pump, where the oil becomes diluted, which ultimately causes damage to the internal combustion engine. For this reason, an intermediate chamber is generally provided between the fuel filling region of the high-pressure fuel pump and the oil filling region of the internal combustion engine, and the fuel that has entered due to leakage from this intermediate chamber is discharged, for example, returned to the fuel tank. The
[0004]
However, leakage can occur if the sealing member between the high pressure fuel pump and the internal combustion engine breaks down, for example due to wear or manufacturing defects. This leakage results in fuel entry into the oil filling area of the internal combustion engine. Such leaks can be identified, for example, by sensors, but are undesirable for cost and maintenance reasons.
[0005]
Further methods of the kind mentioned at the outset are likewise known from the market and are used in internal combustion engines which operate by intake pipe injection. In this case, the low-pressure fuel pump discharges directly from the tank into the fuel conduit, which fuel conduit is provided on the injection valve. The injection valve is closed without current. However, if one of these injection valves is stuck and does not close, the fuel under pressure in the fuel conduit will flow from the injection valve to the intake pipe when the internal combustion engine is shut down. This can cause problems when the internal combustion engine is restarted.
[0006]
[Problems to be solved by the invention]
It is an object of the present invention to configure fuel leaks to be identified reliably and in a simple and cost-effective manner by the method of the type mentioned at the beginning.
[0007]
[Means for Solving the Problems]
The above object is a method for the operation of an internal combustion engine in which fuel is discharged from a fuel pump into a fuel conduit, wherein the fuel discharge is not performed by the fuel pump and the fuel conduit is part of a closed fuel system When the fuel pressure in the closed fuel system is detected in the state of the engine, and a notification is given when the pressure in the closed fuel system drops by a value exceeding the limit value, in such a method, when the fuel pump does not discharge In addition, the high pressure region of the fuel system is connected to the low pressure region of the fuel system so that the same pressure becomes dominant in these regions, and the pressure in the high pressure region is further detected .
Furthermore, the above-mentioned problem is solved by a computer program characterized in that it is suitable for carrying out the above method when implemented in a computer,
A further object of the present invention is to provide an open loop control and / or closed loop control device for operation of an internal combustion engine in which fuel is discharged from a fuel pump into the fuel conduit, the open loop control and / or closed loop control device opening the method. Solved by being suitable for loop control and / or closed loop control,
Furthermore, the above-mentioned problem is an internal combustion engine having a fuel pump for discharging fuel into a fuel conduit, and having a pressure sensor for detecting a pressure in the fuel conduit, the internal combustion engine includes the open loop control and / or the closed loop control device, This open loop control and / or closed loop control device is solved by processing the signal of the pressure sensor.
[0008]
DETAILED DESCRIPTION OF THE INVENTION
Even if the fuel pump does not discharge fuel into the fuel conduit, for example when the internal combustion engine is not operating, the fuel conduit pressure is maintained and the fuel conduit is part of a closed system. Is assumed. This method is selected to prevent vapor bubbles from forming during a pressure drop in the fuel conduit and impairing fuel delivery when the internal combustion engine is restarted. In such a situation, if the pressure in this closed fuel system is detected and if it is detected that this pressure has dropped more than acceptable, then a leak in this closed fuel system is inferred. Measurement of pressure in a closed fuel system is possible without additional sensors. This is because pressure sensors are present anyway for closed loop control of fuel pressure in the operation of an internal combustion engine.
[0009]
The method of the present invention can reliably detect fuel leaks without the need for additional sensors or costly leak detection techniques. The internal combustion engine is operated relatively reliably by the method of the invention without incurring additional costs.
An internal combustion engine having direct gasoline injection usually includes a fuel system having a high pressure region and a low pressure region, and since the pressure in the high pressure region is usually detected via a pressure sensor, the pressure in the low pressure region is also monitored. In order to detect a corresponding leak according to the present invention, the following is proposed. That is, when the fuel pump does not discharge, the high pressure region of the fuel system is connected to the low pressure region of the fuel system, and almost the same pressure is dominant in these regions, and the pressure in the high pressure region is detected. In this way, it is possible to capture and detect the malfunction of the fuel pump with reliability without adding additional costs with existing means.
In an advantageous embodiment of the invention the following is proposed. That is, the high pressure region is connected to the low pressure region only when the temperature in the high pressure region is low and no vapor bubbles are generated in the fuel even if the pressure in the high pressure region drops to the pressure in the low pressure region. This embodiment takes into account the fact that the part of the internal combustion engine that is heated in the operation of the internal combustion engine results in the heating of the fuel conduit, i.e. the heating of the fuel and therefore the vapor pressure of the fuel. When the pressure of the fuel thus heated is reduced, vapor bubbles are formed in the corresponding system, which impairs fuel discharge. If the internal combustion engine is restarted hot, this causes a start problem in the so-called “hot start” of the internal combustion engine. Such a problem is avoided by the measures of the present invention.
[0010]
Advantageous embodiments of the invention are described in the dependent claims.
[0011]
In a first advantageous embodiment of the method according to the invention, the notification is only made if the value of the pressure drop exceeds the limit value within a predetermined period. This ensures that pressure drops based on temperature changes in a fuel system, for example, which occur relatively slowly, are distinguished from pressure drops based on leakage. This increases the certainty in leak identification.
[0012]
In addition, the following is proposed. That is, the pressure in the fuel system is detected during a period after the internal combustion engine is turned off. No fuel is discharged after the internal combustion engine is turned off, so that this condition is particularly well suited for leak detection.
[0013]
Also, during operation of the internal combustion engine, the fuel pump is turned off for a short time at a suitable operating point, and the pressure in the closed fuel system can be detected. Accordingly, inspections for leaks are performed relatively frequently, which further increases safety in the operation of the internal combustion engine.
[0014]
In this case, it is particularly advantageous that the fuel pump is switched off during the overrun operating phase of the internal combustion engine and the pressure in the closed fuel system is detected. During the overrun operating phase of the internal combustion engine, fuel is generally not injected into the combustion chamber of the internal combustion engine in today's internal combustion engines. Thus, fuel discharge is not required during this phase, so that the fuel pump can be turned off without compromising the operation of the internal combustion engine.
[0015]
The concept “report” can be interpreted as various measures. Thus, the notification includes, for example, a predetermined set of flag states and / or an entry to an error memory and / or a warning and / or alarm notification output. With respect to the flag status, the flag can be set if a leak is identified. However, the flag set in the normal state can also be cleared if a leak is identified.
[0016]
The entry in the flag state or error memory is then read out in the factory, for example by a diagnostic unit, so that a fuel system leak condition is immediately detected in the factory. Warnings and / or alarm notifications indicate the leakage problem to the user of the internal combustion engine, for example the driver of the car, so that the driver can take appropriate measures, for example to find a factory. In this connection, it is instructed to set a plurality of limit values in some cases and to compare the plurality of limit values with the pressure drop. In this way, the degree of leakage is detected and depending on this, for example a warning or alarm report is output.
[0017]
In order to prevent the internal combustion engine from being damaged when a leak is detected, for example, the fuel reaches the oil circulation part of the internal combustion engine and the oil is diluted, thereby impairing the lubricating action of the oil. In an advantageous embodiment of the method of the invention, the following is proposed. That is, the error memory and / or flag is read at the start of the internal combustion engine, and safety measures are implemented at the entry in the error memory and / or in the corresponding flag state, preferably preventing subsequent starting of the internal combustion engine. .
[0020]
The invention also relates to a computer program suitable for carrying out the above method when the above method is implemented in a computer. In this case, the computer program is particularly preferably stored in a memory, in particular a flash memory.
[0021]
The invention further relates to an open-loop control and / or closed-loop control device, in particular for the operation of an automobile internal combustion engine, in which fuel is discharged from a fuel pump into a fuel conduit. . In order to reliably identify a leak in the fuel system by such an open loop control and / or closed loop control device, in the present invention, this open loop control and / or closed loop control device uses the above method as an open loop control and / or It is proposed to be suitable for closed-loop control. In this case, more advantageously, the open loop control and / or closed loop control device is provided with the computer program described above.
[0022]
The present invention finally relates to an internal combustion engine having a fuel pump for discharging fuel into a fuel conduit and having a pressure sensor for detecting the pressure in the fuel conduit. In order to ensure that fuel leaks are reliably identified in such an internal combustion engine, the following is proposed in the present invention. That is, the internal combustion engine includes the above-described open loop control and / or closed loop control device, and the open loop control and / or closed loop control device processes the signal of the pressure sensor.
[0023]
【Example】
Embodiments of the present invention will now be described in detail with reference to the accompanying drawings.
[0024]
In FIG. 1, the internal combustion engine is generally indicated by reference numeral 10. This internal combustion engine has a plurality of combustion chambers, of which only the combustion chamber 12 is shown for the sake of clarity. Air is supplied to the combustion chamber 12 through an intake pipe 14. The exhaust gas is exhausted through the exhaust pipe 16.
[0025]
The fuel is supplied directly to the combustion chamber 12 by injection valves, of which only one is shown in FIG. This is indicated by reference numeral 18. The injection valve 18 is connected to a fuel storage conduit 20 called a “rail”. The fuel is discharged by the high-pressure fuel pump 22 and put under pressure. A high pressure fuel conduit 24 is provided between the high pressure fuel pump 22 and the fuel storage conduit 20.
[0026]
A high pressure fuel pump 22 and a low pressure fuel conduit 26 are connected to a tank 28. A fuel filter 30 and an electrical low pressure fuel pump 32 are disposed in the low pressure fuel conduit 26. A low pressure controller 36 is connected to the low pressure fuel conduit 26 via a branch conduit 34. Leak conduit 38 connects high pressure fuel pump 22 to branch conduit 34 as well.
[0027]
A check valve 40 and a pressure damper 42 are provided between the high-pressure fuel pump 22 and the filter 30 to block toward the tank 28. The reflux conduit 44 is connected on the one hand to the high pressure fuel conduit 24 between the high pressure fuel pump 22 and the fuel storage conduit 20 and on the other hand to the low pressure fuel conduit 26 between the pressure damper 42 and the second check valve 40. Has been. An electromagnetic control valve 46 is intermediately connected to the reflux conduit 44. This is a 2/2 control valve which completely blocks the reflux conduit 44 in one extreme position and completely releases the reflux conduit 44 in the other extreme position. The electromagnetic control valve 46 is operated by an electromagnetic regulator 48. In the absence of current, the electromagnetic control valve 46 is pushed by the spring 50 to its fully open extreme position.
[0028]
The fuel storage conduit 20 is connected to a pressure limiting valve 52 that is fluidly connected to the low pressure fuel conduit 26 at a location between the pressure damper 42 and the filter 30. The pressure limiting valve 52 is a ball valve to which a spring load is applied.
[0029]
The pressure in the fuel storage conduit 20 is detected by a pressure sensor 54 which provides a corresponding signal to the open loop control and closed loop control device 56. On the input side, this open loop and closed loop control device 56 is further connected to a position generator 58 of an ignition lock (not shown). On the output side, this open loop control and closed loop control device 56 controls the electromagnetic regulator 48 of the electromagnetic control valve 46, the electrical fuel pump 32 and the injection valve 18.
[0030]
In normal operation, the fuel storage conduit 20 is placed under pressure by the high pressure fuel pump 22. The fuel pressure in this fuel storage conduit 20 is in this case closed-loop controlled by a closed closed-loop circuit. This closed closed loop circuit includes a pressure sensor 54 and an electromagnetic control valve 46.
[0031]
The high pressure fuel pump 22 is illustrated in detail in FIG. The high-pressure fuel pump 22 is a piston pump having discharge pistons (without reference numerals) arranged radially. The pump has a housing 60 in which a central drive shaft 62 is accommodated. The drive shaft 62 is supported by bearings 64 and 66 on the end side of the housing 60. On the left side in FIG. 2, the housing 60 of the high-pressure fuel pump 22 has an opening 68, which is coaxial with the drive shaft 62. The end of the camshaft 70 is engaged with the opening 68, and the camshaft 70 is coupled to the drive shaft 62 so as to rotate with the drive shaft 62 via a clutch not described in detail here. The camshaft 70 is also illustrated in FIG. The mechanical coupling between the drive shaft 62 and the camshaft 70 is indicated by broken lines in FIG.
[0032]
The housing 60 is joined to an engine block (not shown) of the internal combustion engine 10 via a flange. Sealing of the fuel filled region on the right side of the high pressure fuel pump 22 in FIG. 2 with respect to the oil filled region of the internal combustion engine 10 on the left side in FIG. An intermediate chamber 76 is formed between the two sealing portions 72 and 74, and leaked fuel is discharged from the intermediate chamber 76 to the tank 28 through the discharge conduit 38.
[0033]
However, in the case of excessive leakage, for example, when the sealing portion 72 and / or the sealing portion 74 is broken, there is a risk that the fuel reaches the oil filling region of the internal combustion engine 10. This causes oil dilution and deterioration of the oil lubrication properties, which can cause damage to the internal combustion engine 10. In order to identify such excessive leakage, a computer program is stored in the open loop control and closed loop control device 56, and the internal combustion engine 10 is operated by the computer program as follows (FIGS. 3 and 3). (See FIG. 4).
[0034]
After the start of the computer program (block 78 in FIG. 3), it is checked whether the internal combustion engine 10 is operating. This is done by querying the ignition lock position generator 58. If this is brought from the operating position to the off position, this is detected at block 80. In this case, it is assumed that the result of this inquiry is “no” and the fuel pump 32 does not discharge. However, any other way of identifying the stop condition of the fuel pump 32 is possible. Next, a pressure signal is read from the pressure sensor 54 in a block 82, and is intermediately stored as a pressure P1.
[0035]
Since no current flows through the electromagnetic regulator 48 when the internal combustion engine 10 is turned off, the 2/2 electromagnetic control valve 46 is pushed to its fully open position by the spring 50, resulting in the high pressure fuel conduit 24. Is connected to the low pressure fuel conduit 26 via a reflux conduit 44. Thus, the same pressure dominates in both fuel conduits 24 and 26 and this same pressure is detected by the pressure sensor 54. In an embodiment not shown here, the temperature of the internal combustion engine is detected before the connection between the high pressure region and the low pressure region, and vapor bubble formation in the high pressure region due to the temperature is a concern in reducing the pressure in the high pressure region. This connection is only made if not.
[0036]
In an embodiment not shown here, the electromagnetic control valve 46 is closed without current. This avoids an undesirable pressure drop in the high pressure fuel conduit 24 due to the connection to the low pressure fuel conduit 26. This may cause vapor bubble formation in the high pressure fuel conduit 24 or the fuel storage conduit 20 at relatively high operating temperatures of the internal combustion engine 10. This will also be a problem in the subsequent starting process. Therefore, in the corresponding method, first, the process waits until the temperature drops to such an extent that vapor bubble formation is not a concern in the pressure drop in the high pressure fuel conduit 24 or the fuel storage conduit 20. Only then is the electromagnetic control valve 46 controlled and opened by the open loop control and closed loop control device 56.
[0037]
After the measurement of pressure P1 in block 82, a predetermined time t is waited (block 84). After the elapse of the time interval t, in block 86, the pressure P2 detected by the pressure sensor 54 is read. At block 88, the difference between pressure P2 and pressure P1 is then formed. This is the pressure drop that occurs during period t in a closed fuel system. This closed fuel system is formed from a fuel storage conduit 20, a high pressure fuel pump 22, a high pressure fuel conduit 24 and a low pressure fuel conduit 26. This pressure drop P1-P2 is compared at block 88 with a limit value PG. If the pressure drop value is greater than the limit value, the answer to the question in block 88 is “yes”, indicating a leak in the fuel system, in which case flag F is set in block 90. The The method illustrated in FIG. 3 ends at end block 92. For example, a non-critical pressure rise with respect to a leak triggered by heating of the fuel is identified from the positive and negative signs of the difference P1-P2.
[0038]
If it is detected in block 80 that the internal combustion engine 10 is operating, ie, the response is “yes”, it is checked in block 94 whether the internal combustion engine 10 is operating in overrun operation. In such overrun operation, fuel is not normally injected into the combustion chamber 12 by the injection valve 18. Accordingly, the low pressure fuel pump 32 is turned off at block 96. This is done at block 96. Next, at block 98, the electromagnetic control valve 46 is controlled and the electromagnetic control valve 46 is opened, that is, the high pressure fuel conduit 24 and the low pressure fuel conduit 26 are connected.
[0039]
In block 100, the pressure P1 is then measured as already described above. After the time interval t (block 102), the pressure P2 is measured at block 104 and the pressure drop between P1 and P2 is compared with the limit value PG at block 106. If this pressure drop exceeds the limit value, a flag F is set at block 108. In addition, a warning is generated at block 110. This warning is shown to the user of the internal combustion engine 10 or to the driver in the case of an automobile. Thus, the driver is instructed to leak in the fuel system. Again, the method ends at end block 92. The above is true with respect to the pressure increase that occurs in some cases. In an embodiment not shown here, in addition to setting the flag F, an entry is made into the error memory, which is read out at the factory, for example by a diagnostic device.
[0040]
FIG. 4 also shows a method stored as a computer program in the open loop control and closed loop control device 56, and the flag F is processed by this method. After the start at block 112, at block 114 a position generator 58 is queried indicating the position or movement of the ignition lock (not shown). If it is detected that the ignition is turned on and the start process is started (the answer to the query in block 114 is “yes”), then it is queried in block 116 whether the flag F is set. If yes, a control signal is sent from the open loop control and closed loop control device 56, thereby preventing the low pressure fuel pump 32 from being turned on (block 118). This generally causes the internal combustion engine 10 to be turned on when a leak is detected, for example, based on a damaged seal 72 and / or 74 that may cause damage to the internal combustion engine 10 due to excessive oil dilution. That is blocked. The method then ends at block 120. If the flag F is not set, this is identified at block 116 and the normal start sequence of the internal combustion engine 10 is started (block 122).
[0041]
FIG. 5 shows a second embodiment of the internal combustion engine 10. It does not operate by gasoline direct injection (BDE), but by intake pipe injection. Members having the same function as the members of the first embodiment have the same reference numerals in FIG. 5 and will not be described in detail again.
[0042]
The low pressure fuel pump 32 used in the internal combustion engine shown in FIG. 5 is generally not directly driven by the internal combustion engine 10 but uses an electric motor. Therefore, the problem of leakage between the low pressure fuel pump 32 and the internal combustion engine 10 does not exist in this case. However, it can happen that the injector 18 is stuck and does not close and is not fully closed as required in the absence of current. This means that when the internal combustion engine 10 is turned off, fuel placed under pressure present in the low pressure fuel conduit 26 is supplied to the intake pipe 14 by the injection valve 18. This can cause problems during subsequent starting of the internal combustion engine 10. In order to identify such leaks based on the damaged injector 18, the method illustrated in FIGS. 3 and 4 is also applied by the open loop control and closed loop control device 56 in the internal combustion engine illustrated in FIG. 5. .
[0043]
The prerequisite for the reliable implementation of the method illustrated in FIGS. 3 and 4 is the completeness of the fuel system, i.e. the return of fuel to the tank 28 must be eliminated by appropriate measures. It is.
[Brief description of the drawings]
FIG. 1 shows a block circuit diagram of a first embodiment of an internal combustion engine.
2 shows a partial side view of the high-pressure fuel pump of the internal combustion engine of FIG.
3 shows a flowchart of a first method for the operation of the internal combustion engine of FIG.
4 shows a flowchart of a second method for the operation of the internal combustion engine of FIG.
FIG. 5 shows a block circuit diagram of a second embodiment of the internal combustion engine.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 10 Internal combustion engine 12 Combustion chamber 14 Intake pipe 16 Exhaust pipe 18 Injection valve 20 Fuel storage conduit 22 High pressure fuel pump 24 High pressure fuel conduit 26 Low pressure fuel conduit 28 Tank 30 Fuel filter 32 Electrical low pressure fuel pump 34 Branch conduit 36 Low pressure controller 38 Leak conduit 40 Check valve 42 Pressure damper 44 Return conduit 46 Electromagnetic control valve 48 Electromagnetic regulator 50 Spring 52 Pressure limiting valve 54 Pressure sensor 56 Open loop control and closed loop control device 58 Position generator 60 Housing 62 Central drive shafts 64, 66 Bearing 68 Opening 70 Camshafts 72 and 74 Shaft sealing portion 76 Intermediate chamber

Claims (14)

Fuel is discharged into the fuel conduit (26) from the fuel pump (32), a method for the operation of the internal combustion engine (10),
In the state of the internal combustion engine (10) where no fuel is discharged by the fuel pump (32) and the fuel conduit (26) is part of a closed fuel system (20, 22, 24, 26) (80, 94), the fuel pressure in the closed fuel system (20, 22, 24, 26) is detected (82, 86, 100, 104) and the pressure in the closed fuel system (20, 22, 24, 26) is above limit value (PG) (88,106) value - if only drops (P1 P2), notification is performed (90 and 108),
In such a way,
When the fuel pump (32) does not discharge, the high pressure region (20, 24) of the fuel system (20, 22, 24, 26) becomes the low pressure region (26) of the fuel system (20, 22, 24, 26). The same pressure becomes dominant in these areas, and
A method for the operation of an internal combustion engine (10), characterized in that the pressure in the high pressure region (20, 24) is detected .   The notification (90, 108) is made only when the pressure drop value (P1-P2) exceeds the limit value (PG) (88, 106) within a predetermined period (84, 102), The method of claim 1.   The pressure in the fuel system (20, 22, 24, 26) is detected (82, 86, 100, 104) during a period after the internal combustion engine (10) is turned off. 2. The method according to 2.   During operation of the internal combustion engine (10), the fuel pump (32) is briefly turned off (96) at a suitable operating point (94) and the pressure drop (20, 22, 24, 26) in the closed fuel system (20, 22, 24, 26). 4. The method according to claim 1, wherein P1-P2) is detected (100, 104).   During the overrun operation phase (94) of the internal combustion engine (10), the fuel pump (32) is turned off (96) and the pressure in the closed fuel system (20-26) is detected (100, 104). The method of claim 4, characterized in that:   6. Notification according to claims 1-5, characterized in that the notification comprises a predetermined set of flag states (90, 108) and / or an entry into an error memory and / or a warning and / or alarm notification output (110) 2. The method according to 1 above.   The error memory and / or flag is read (116) at the start (114) of the internal combustion engine (10) and safety measures are implemented (118) at the entry in the error memory and / or in the corresponding flag state. The method of claim 6, characterized in that:   The method according to claim 7, characterized in that the safety measure is to prevent a subsequent start of the internal combustion engine (118). And low temperature in the high pressure region (20, 24), only when the pressure in the high pressure region (20, 24) is a vapor bubble is not generated in the fuel be reduced to the pressure of the low pressure region (26), the high pressure region (20, 24) is characterized in that it is connected to the low pressure region (26), the method of claim 1, wherein. If implemented in a computer, characterized in that it is suitable for carrying out the method according one of claims 1 to 9, the computer program. The computer program according to claim 10 , wherein the computer program is stored in a memory. An open loop control and / or closed loop control device (56) for operation of the internal combustion engine (10), comprising:
In an open loop control and / or closed loop control device (56) for operation of the internal combustion engine (10), where fuel is discharged from a fuel pump (32) into a fuel conduit (26),
The open-loop control and / or regulating device (56) is characterized by being suitable for controlling and / or regulating the method according one of claims 1 to 9, the internal combustion engine Open loop control and / or closed loop control equipment (56) for the operation of (10). The open loop control and / or closed loop control device (56) according to claim 12 , characterized in that the open loop control and / or closed loop control device (56) is provided with a computer program according to claim 10 or 11. ). In an internal combustion engine (10) having a fuel pump (32) for discharging fuel into a fuel conduit (26) and having a pressure sensor (54) for detecting pressures (P1, P2) in the fuel conduit (26),
The internal combustion engine (10) comprises an open loop control and / or closed loop control device (56) as claimed in claim 12 or 13 , wherein the open loop control and / or closed loop control device (56) of the pressure sensor (54). Internal combustion engine (10), characterized in that the signal is processed.

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