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EP1655485B1 - Dispositif de verrouillage de vilebrequin - Google Patents

Dispositif de verrouillage de vilebrequin Download PDF

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Publication number
EP1655485B1
EP1655485B1 EP20040105590 EP04105590A EP1655485B1 EP 1655485 B1 EP1655485 B1 EP 1655485B1 EP 20040105590 EP20040105590 EP 20040105590 EP 04105590 A EP04105590 A EP 04105590A EP 1655485 B1 EP1655485 B1 EP 1655485B1
Authority
EP
European Patent Office
Prior art keywords
crankshaft
engagement
internal combustion
combustion engine
engagement element
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.)
Expired - Lifetime
Application number
EP20040105590
Other languages
German (de)
English (en)
Other versions
EP1655485A1 (fr
Inventor
Klemens Grieser
Ulrich Kramer
Patrick Joseph Phlips
Bernd Steiner
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.)
Ford Global Technologies LLC
Original Assignee
Ford Global Technologies LLC
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 Ford Global Technologies LLC filed Critical Ford Global Technologies LLC
Priority to EP20040105590 priority Critical patent/EP1655485B1/fr
Priority to DE200450008924 priority patent/DE502004008924D1/de
Priority to US11/163,975 priority patent/US7654238B2/en
Priority to JP2005323963A priority patent/JP4753688B2/ja
Publication of EP1655485A1 publication Critical patent/EP1655485A1/fr
Application granted granted Critical
Publication of EP1655485B1 publication Critical patent/EP1655485B1/fr
Priority to US12/632,263 priority patent/US7856954B2/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F02N19/005—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
    • F02N15/02—Gearing between starting-engines and started engines; Engagement or disengagement thereof
    • F02N15/04—Gearing between starting-engines and started engines; Engagement or disengagement thereof the gearing including disengaging toothed gears
    • F02N15/06—Gearing between starting-engines and started engines; Engagement or disengagement thereof the gearing including disengaging toothed gears the toothed gears being moved by axial displacement
    • F02N15/062—Starter drives
    • F02N15/065—Starter drives with blocking means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F02N19/005—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation
    • F02N2019/008—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation the engine being stopped in a particular position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N99/00—Subject matter not provided for in the other groups of this subclass
    • F02N99/002—Starting combustion engines by ignition means
    • F02N99/004—Generation of the ignition spark
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N99/00—Subject matter not provided for in the other groups of this subclass
    • F02N99/002—Starting combustion engines by ignition means
    • F02N99/006—Providing a combustible mixture inside the cylinder

Definitions

  • the invention relates to an internal combustion engine having a blocking device for a crankshaft, wherein the blocking device is brought into engagement with the crankshaft when the internal combustion engine is running out, the blocking device having an engagement element and a rigid retaining element, wherein the engagement element is movably associated with the retaining element, so that the engagement element with a crankshaft associated counter-engagement element in a last crankshaft revolution is connectable such that the crankshaft is adjustable in its rest position in a predetermined position.
  • At least one piston of a cylinder of the internal combustion engine should be in a position in which an injection of fuel and subsequent Igniting the resulting air-fuel mixture actually leads to a movement of the piston located in the cylinder.
  • the piston would therefore have to be in the expansion or power stroke, with at least one associated outlet gas exchange valve not yet allowed to be opened.
  • This can for example be in a position of about 90 ° crank angle to top dead center (TDC).
  • TDC top dead center
  • the FR 2 824 837 discloses an internal combustion engine having a crankshaft blocking device, wherein the blocking device is brought into engagement with the crankshaft when the engine is coasting, the blocking device having an engagement element and a rigid retaining element, wherein the engagement element is movably associated with the retaining element, so that the Engagement element with a crankshaft associated counter-engagement element is connectable such that the crankshaft is adjustable in its rest position in a predetermined position.
  • From the EP 1 367 256 A1 is a method for preparing the starting of an internal combustion engine, preferably an internal combustion engine with direct injection, known, wherein the crankshaft is braked during coasting of the internal combustion engine and / or actively rotated to assume a predetermined position in the parked state of the internal combustion engine.
  • the braking and / or active rotation takes place by using a compressor of an air conditioner, by using a pump of a power steering, by using a camshaft adjusting device and / or by changing the volume work of the internal combustion engine.
  • the shutdown of the internal combustion engine in a desired crankshaft angle range can be achieved for example by an additional electrical, hydraulic or mechanical deceleration device, such as an eddy current brake, which acts in a controlled manner on the crankshaft during the stopping of the internal combustion engine.
  • an additional electrical, hydraulic or mechanical deceleration device such as an eddy current brake, which acts in a controlled manner on the crankshaft during the stopping of the internal combustion engine.
  • the DE 198 35 045 A1 relates to a method of starting an engine comprising an engine block, a crankshaft rotatably mounted in the engine block, at least one piston rotatably connected to the crankshaft, and movable in at least one cylinder in the engine block.
  • the engine has at least one combustion chamber formed by a piston and the engine block.
  • a direct start method will be described. It is a suitable combustion chamber, formed from cylinder and piston identified, which is located in the power stroke and contains enough air volume. Subsequently, a predetermined amount of fuel is injected and ignited.
  • the DE 100 30 001 A1 discloses an apparatus or method for controlled shutdown of an internal combustion engine.
  • at least one adjusting device can be activated, which is activated after the end of regular operation of the internal combustion engine and the crankshaft of the internal combustion engine and / or the camshaft of the internal combustion engine moves in a predeterminable angular position.
  • a method for the outlet control of an internal combustion engine wherein the piston is brought into at least one cylinder of the machine in a targeted position corresponding to a lying clearly after the upper dead center angular position of the crankshaft.
  • the gas outlet valves are closed by one or more cylinders of the internal combustion engine after switching off the ignition for one or more periods of time. The beginning and the end of each valve closing portion are controlled so that the crankshaft stops in a desired outlet position.
  • DE 101 11 928 A1 and the DE 100 20 325 A1 each relate to a method for starting an internal combustion engine, being dispensed with a separate starter.
  • An unreleased disclosure going back to the Applicant relates to a blocking device for the crankshaft of an internal combustion engine.
  • the blocking device is designed such that a rotational movement of the crankshaft is blocked in one and / or two directions.
  • the blocking device can be realized for example by means of bolts and / or ratchet wheels or locking wheels, which engage in an associated gear of the crankshaft.
  • a blocking device may be provided by means of a friction device, which cooperates with the crankshaft. This embodiment has proven itself in practice, however, to start the engine continues to provide one, albeit a smaller, starter device.
  • the invention has the object to provide an internal combustion engine of the type mentioned with an improved blocking device for a crankshaft available, which achieves a controlled shutdown of the engine with simple means.
  • At least one piston of the internal combustion engine are in a certain, favorable configuration, this specific configuration corresponding to one or a certain angular range or position of the crankshaft.
  • an improved blocking device is provided with which it is possible to effect a starterless direct starting of the internal combustion engine, for example by fuel ignitions.
  • the engagement element is configured with a toothed engagement side, which is brought into engagement with the counter-engagement element in a radial direction relative to the crankshaft, wherein the counter-engagement element designed as a toothed engagement side complementary sprocket.
  • the engagement element can be configured preferably quadrangular in cross section.
  • the sprocket is arranged in a preferred embodiment directly on the crankshaft, but may also be arranged on a shaft connected to the crankshaft. This can also be, for example, an existing starter tooth ring.
  • the engagement member blocks the crankshaft during its last revolution in the predetermined position corresponding to the desired crank angle range, the engagement element positioning the crankshaft in a fixed position relative to a crankshaft Crankcase abruptly blocked when the engagement element is engaged in the counter-engagement element.
  • the engagement element is hydraulically, mechanically, pneumatically and / or electrically actuated.
  • the engagement means in a circumferential direction with respect to an outer circumference of the crankshaft and the counter-engagement element is movably connected to the holding element, wherein the holding element has a corresponding guide means for the engagement element.
  • This guide device may for example be a slotted guide, which is introduced into the holding element.
  • the stop end is arranged such that the crankshaft is adjustable in its rest position in the predetermined position, wherein the predetermined position is just the required crank angle range, which is necessary to ensure a starterless, direct starting of the internal combustion engine, wherein the at least one Piston is in a favorable position.
  • the engagement element is fastened to at least one force storage element, which is otherwise connected to the holding element.
  • the energy storage element is designed as a spring, wherein the force storage element is first tensioned in the circumferential direction after engagement or after the engagement of the engagement element in the counter-engagement element until the engagement element strikes against the stop end, then according to a balance of the spring force in the predetermined position to be retrieved.
  • the energy storage element takes the engaged engagement means and thus the crankshaft.
  • the retaining element is associated with a positioning ring which is movable via a positioning device in the circumferential direction, wherein the positioning ring has a stop end.
  • the positioning ring can be connected via the positioning device with the holding element, so that the positioning ring is displaceable in the circumferential direction. If the engagement element then engages in the counter-engagement element and abuts against the abutment end, the crankshaft is adjusted to the predetermined position by the action of the abutment end of the positioning ring via the circumferential displacement of the positioning ring.
  • the engagement member rotates with the crankshaft revolution until the engagement member abuts the abutment end, the crankshaft can of course stop automatically before the engagement member reaches the abutment end.
  • An advantage of this design is that the abutment end can be arranged in an optimal position to ensure a smooth leakage of the internal combustion engine.
  • the engagement member can be adjusted via the action of the positioning ring or the positioning device such that the crankshaft is mounted in the predetermined position.
  • the positioning device can be operated electrically, hydraulically, mechanically or pneumatically.
  • the engagement element is provided with at least one energy storage, which is connected at the other end to the holding element.
  • the retaining element is associated with a positioning ring, in which the engagement element is integrated, wherein the positioning ring is movable via a positioning device in the circumferential direction.
  • a positioning device in the circumferential direction.
  • the positioning device it is possible that an optimal locking or engagement position can be selected to ensure a smooth leakage of the internal combustion engine. After the crankshaft is stopped, it is moved by the engaging engagement member via the counter-engagement member in the predetermined position, so that a starterless, direct starting of the engine is possible.
  • FIGS. 1 to 5 are not to scale, distortions resulting in a partially non-circular in cross-section, and not lead to a round appearance, with a round in cross-section appearance is based on the following description.
  • FIG. 1 shows a crankshaft 1 of an internal combustion engine, not shown.
  • the internal combustion engine has a blocking device 2 for the crankshaft 1.
  • the blocking device 2 is brought into engagement with the crankshaft 1 when the engine runs out.
  • the blocking device 2 has an engagement element 3 and a rigid holding element 4.
  • the engagement element 3 is assigned to the holding element 4 such that the engagement element 3 can be connected to a counterengagement element 6 associated with the crankshaft 1 during a last crankshaft rotation in such a way that the crankshaft 1 can be adjusted in a predetermined position in its rest position.
  • the predetermined position is defined in the sense of the invention as a crank angle range in which a direct, starterless starting of the internal combustion engine is possible, wherein at least one piston is in a favorable position for this purpose.
  • the engagement element 3 is configured with a toothed engagement side 7 and is brought into engagement with the counter-engagement element 6 in a radial direction 8 with respect to the crankshaft 1, wherein the counter-engagement element 6 is configured as a toothed ring that is complementary to the toothed engagement side 7.
  • the engagement element 3 can be configured preferably quadrangular in cross-section.
  • the counter-engagement element 6 is arranged directly on the crankshaft 1, wherein, of course, it is also conceivable that the counter-engagement element 6 is arranged on a shaft connected to the crankshaft 1.
  • the holding element 4 is connected to a non-rotatable motor element, preferably to an engine block.
  • the retaining element 4 can be screwed frictional-locking with the motor element or produced directly in the manufacture of the motor element in one piece with this.
  • the holding element 4 is arranged in an interior of the internal combustion engine, in particular in an interior of the engine block.
  • the retaining element 4 can also be arranged outside of the engine block.
  • the holding element 4 is designed in cross-section similar to an armature of an electric motor and has at least one arranged in the circumferential direction stop end 9, wherein seen in cross-section opposing armature webs 11 of the holding element 4 in each case a quarter of the circumference of the crankshaft 1 and the counter-engagement element. 6 include.
  • the engagement element 3 is movably connected to the holding element 4 in the radial direction 8.
  • a suitable guide device is provided on the holding element 4.
  • the engagement member 3 is disposed in a preferred stop position 12 which is selected such that when the engagement member 3 engages the counter engagement member 4, the crankshaft 1 is stopped in the predetermined position.
  • the engagement member 3 is controlled via a central engine control unit, which preferably also controls the leakage of the engine so that it is abruptly connected to the counter-engagement means 6 during the leakage of the internal combustion engine, in particular in a last crankshaft revolution, so that a positive locking connection is made in the crankshaft 1 is stopped in the predetermined position.
  • the engagement element 3 is hydraulically, mechanically, pneumatically and / or electrically actuated.
  • the holding element 4 in the in FIG. 2 illustrated embodiment a Guiding device for the engaging member 3, so that this s not only in the radial direction 8 but also in a circumferential direction 13 is movable. As a result, a smooth braking of the crankshaft can be achieved until reaching the desired stop position.
  • the guide device is in FIG. 2 not visible.
  • the engagement element 3 is controlled via the central engine control unit such that it is brought into engagement with the counter-engagement element 6 at an engagement point 14.
  • the engagement point 14 is in the in FIG. 2 illustrated embodiment according to the in FIG. 1 shown counterclockwise shifted by about 30 ° from the zenith of the crankshaft 1, so that the engagement means 3 is taken in the engaged state to the stop end 9 in the circumferential direction 13 corresponding to the crankshaft revolution.
  • the arrangement of the abutment end 9 corresponds to a preferred stop position 16 or the predetermined position in which the crankshaft 1 is arranged in the crankshaft angle range, in which a direct, starterless starting of the internal combustion engine is possible.
  • the engagement element 3 is connected to two power storage elements 17, which are each secured at the other end to the support member 4.
  • the force storage elements 17 are configured in the illustrated embodiment as springs.
  • a flexible blocking device 1 is provided, in which in particular the engagement element 3 is flexibly supported by the force storage elements 17 in the circumferential direction 13.
  • FIG. 3 shows the engagement member 3 in an engaged, deflected state. In this case, both force storage elements 17 are biased.
  • the blocking device 2 is associated with a positioning ring 19 which is movable via a positioning device 21 in the circumferential direction 13. Otherwise, this corresponds to FIG. 4 illustrated embodiment of the embodiment according to FIG. 2 , wherein one of the anchor webs 11 has been replaced by the positioning ring 19, wherein the positioning ring 19, a stop end 22 is associated.
  • the positioning ring 19 is designed such that it comprises approximately one quarter of the circumference of the crankshaft 1 and the counter-engagement element 6.
  • the engagement member 3 rotates with the crankshaft 1 and the counter-engagement element 6 until the engagement member 3 abuts against the stop end 22, the crankshaft 1 and the counter-engagement element 6 can of course be stopped automatically just before the stop end 22.
  • the positioning ring 19 can be adjusted so that it is arranged in an optimal position, so that the engine can smoothly leak. After the crankshaft 1 has been stopped, this can be adjusted by the action of the positioning ring 19 on the engaging member 3 in the predetermined position. For this purpose, the positioning ring 19 is simply rotated by means of the positioning device 21 in the circumferential direction 13 against the normal direction of rotation.
  • the positioning device 21 is electrically, hydraulically, mechanically or pneumatically actuated, wherein the positioning ring 19 of course with power storage elements according to the embodiment of FIG. 3 can be designed.
  • the engagement member 3 in the in FIG. 5 illustrated embodiment integrated into the positioning ring 19.
  • the engagement element 3 as to in FIG. 1 illustrated embodiment arranged in a fixed position relative to the crankcase.
  • the crankshaft 1 is abruptly stopped by engaging or engaging the engagement member 3 in the counter-engagement member 6, wherein the engagement or locking position can be selected such that a smooth leakage of the internal combustion engine is ensured.
  • the crankshaft 1 After the crankshaft 1 is stopped, it can be adjusted via the engagement member 3 and the acting positioning device 21 in the predetermined position.
  • engagement member 3 and the integrated in the positioning ring 19 engagement element 3 is madeüctct before starting the engine from the counter-engagement element 6, which in the FIGS. 1 and 4 by way of example by means of the double arrow 8, which is the radial direction 8 designated.
  • an exemplary direction of rotation of the crankshaft 1 is indicated by the arrow 23.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)

Claims (6)

  1. Moteur à combustion interne, qui présente un dispositif de verrouillage (2) pour un vilebrequin (1), le dispositif de verrouillage (2) étant amené en prise avec le vilebrequin (1) lors d'un ralentissement par coupure du moteur à combustion interne, le dispositif de verrouillage (2) présentant un élément d'engagement (3) et un élément de retenue rigide (4), l'élément d'engagement (3) étant associé de manière mobile à l'élément de retenue (4) de sorte que l'élément d'engagement (3) puisse être connecté à un élément d'engagement conjugué (6) associé au vilebrequin (1) lors de la dernière rotation du vilebrequin, de telle sorte que le vilebrequin (1) puisse être ajusté dans une position prédéfinie dans sa position de repos,
    caractérisé en ce que
    l'élément d'engagement (3) est connecté de manière mobile à l'élément de retenue (4) dans une direction périphérique (13) par rapport à une périphérie extérieure du vilebrequin (1), l'élément de retenue (4) présentant un dispositif de guidage correspondant pour l'élément d'engagement (3).
  2. Moteur à combustion interne selon la revendication 1,
    caractérisé en ce que
    l'élément d'engagement (3) est configuré avec un côté d'engagement denté (7) qui est amené en prise dans une direction (8) radiale par rapport au vilebrequin (1) avec l'élément d'engagement conjugué (6), l'élément d'engagement conjugué (6) étant configuré sous la forme d'une couronne dentée complémentaire du côté d'engagement denté (7).
  3. Moteur à combustion interne selon la revendication 1 ou 2,
    caractérisé en ce que
    l'élément de retenue (4) présente dans la direction périphérique (13) au moins une extrémité de butée (9).
  4. Moteur à combustion interne selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    l'élément d'engagement (3) est fixé à au moins un élément accumulateur de force (17), qui est connecté à son autre extrémité à l'élément de retenue (4).
  5. Moteur à combustion interne selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    l'on associe à l'élément de retenue (4) une bague de positionnement (19) qui peut être déplacée par le biais d'un dispositif de positionnement (21) dans la direction périphérique (13), la bague de positionnement (19) présentant une extrémité de butée (22).
  6. Moteur à combustion interne selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    l'on associe à l'élément de retenue (4) une bague de positionnement (19) dans laquelle est intégré l'élément d'engagement (3), la bague de positionnement (19) pouvant être déplacée dans la direction périphérique par le biais d'un dispositif de positionnement (21).
EP20040105590 2004-11-08 2004-11-08 Dispositif de verrouillage de vilebrequin Expired - Lifetime EP1655485B1 (fr)

Priority Applications (5)

Application Number Priority Date Filing Date Title
EP20040105590 EP1655485B1 (fr) 2004-11-08 2004-11-08 Dispositif de verrouillage de vilebrequin
DE200450008924 DE502004008924D1 (de) 2004-11-08 2004-11-08 Blockiereinrichtung für eine Kurbelwelle
US11/163,975 US7654238B2 (en) 2004-11-08 2005-11-04 Systems and methods for controlled shutdown and direct start for internal combustion engine
JP2005323963A JP4753688B2 (ja) 2004-11-08 2005-11-08 内燃機関の制御された停止動作及び直接始動のためのシステム
US12/632,263 US7856954B2 (en) 2004-11-08 2009-12-07 Systems and methods for controlled shutdown and direct start for internal combustion engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP20040105590 EP1655485B1 (fr) 2004-11-08 2004-11-08 Dispositif de verrouillage de vilebrequin

Publications (2)

Publication Number Publication Date
EP1655485A1 EP1655485A1 (fr) 2006-05-10
EP1655485B1 true EP1655485B1 (fr) 2009-01-21

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP20040105590 Expired - Lifetime EP1655485B1 (fr) 2004-11-08 2004-11-08 Dispositif de verrouillage de vilebrequin

Country Status (2)

Country Link
EP (1) EP1655485B1 (fr)
DE (1) DE502004008924D1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008062861B4 (de) 2008-12-23 2010-09-16 Mtu Friedrichshafen Gmbh Verriegelungsvorrichtung

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
SU808679A1 (ru) * 1978-09-04 1981-02-28 Предприятие П/Я В-8748 Устройство дл запуска двигател ВНуТРЕННЕгО СгОРАНи
DE3117144A1 (de) 1981-04-30 1982-11-18 Fa. Emil Bender, 5900 Siegen Anlassvorrichtung fuer einen mehrzylindrigen otto-motor
SE8801384L (en) * 1988-04-14 1989-10-15 Hasse Persson Lock device for automotive vehicle - has component movable between active position engaging vehicle part to be secured and freed position
DE4227339A1 (de) * 1991-09-10 1994-02-24 Juergen Walther Diebstahlsicherung insbesondere für PKW's
GB2313154B (en) * 1996-05-14 1998-07-01 Douglass Harrison Vehicle immobiliser
US6098585A (en) 1997-08-11 2000-08-08 Ford Global Technologies, Inc. Multi-cylinder four stroke direct injection spark ignition engine
DE19947784B4 (de) 1999-10-05 2008-09-04 Robert Bosch Gmbh Verfahren zum Starten einer Brennkraftmaschine
DE19955857A1 (de) 1999-11-20 2001-06-07 Bosch Gmbh Robert Verfahren zum Starten einer Brennkraftmaschine insbesondere eines Kraftfahrzeugs
DE19960984A1 (de) 1999-12-17 2001-06-21 Bosch Gmbh Robert Verfahren zur Auslaufsteuerung einer Brennkraftmaschine
DE10030000A1 (de) 1999-12-28 2001-07-05 Bosch Gmbh Robert Starteranordnung für eine Brennkraftmaschine und Verfahren zur Steuerung derselben
DE10020104A1 (de) 2000-04-22 2001-10-31 Bosch Gmbh Robert Verfahren zum Starten einer mehrzylindrigen Brennkraftmaschine
DE10020325A1 (de) 2000-04-26 2001-11-08 Bosch Gmbh Robert Verfahren zum Starten einer mehrzylindrigen Brennkraftmaschine
DE10111928B4 (de) 2001-03-13 2008-09-04 Robert Bosch Gmbh Verfahren zum anlasserfreien Starten einer mehrzylindrigen Brennkraftmaschine
FR2824873B1 (fr) * 2001-05-15 2003-09-19 Peugeot Citroen Automobiles Sa Dispositif et procede d'arret d'un moteur d'un vehicule automobile dans une position facilitant un redemarrage du moteur
DE50209970D1 (de) 2002-05-14 2007-05-31 Ford Global Tech Llc Verfahren zur Vorbereitung des Anlassens einer Brennkraftmaschine

Also Published As

Publication number Publication date
DE502004008924D1 (de) 2009-03-12
EP1655485A1 (fr) 2006-05-10

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