Abstract: Operating method and apparatus for operating an engine controller for an internal combustion engine, including operating in a first operating mode, acquiring at least one state variable (CL, Adap_Fenst_fac, Adap_Fenst_Add) of the internal combustion engine and changing over from the first operating mode into a second operating mode. The changeover from the first operating mode into the second operating mode take place as a function of the determined state variable (CL, Adap_Fenst_fac, Adap_Fenst_Add) of the internal combustion engine.

Abstract: Operating method and apparatus for operating an engine controller for an internal combustion engine, including operating in a first operating mode, acquiring at least one state variable (CL, Adap_Fenst_fac, Adap_Fenst_Add) of the internal combustion engine and changing over from the first operating mode into a second operating mode. The changeover from the first operating mode into the second operating mode take place as a function of the determined state variable (CL, Adap_Fenst_fac, Adap_Fenst_Add) of the internal combustion engine.

Abstract: A changeover is made between a so-called low-pressure starting with a homogeneous mixture and a so-called high-pressure starting with a stratified mixture as a function of an engine coolant temperature. Since, during the high-pressure starting of the internal combustion engine, injection is released only when a pressure in a high-pressure accumulator exceeds a predetermined threshold value, the injected fuel is better prepared. During such high-pressure starting, injection is predetermined by an injection quantity and an angle of an end of injection. Predetermining the angle of the end of injection, in contrast to predetermining an angle of commencement of injection during conventional low-pressure starting, ensures that there is an ignitable mixture present at the sparkplug, specifically irrespective of a duration of injection.

Abstract: The invention relates to a battery current monitoring system for traction batteries in electric vehicles and hybrid vehicles, in which battery current monitoring system the maximum battery current is monitored in order to avoid damage to the battery as a result of overheating due to excessively high battery currents and, if appropriate, the said maximum battery current is reduced to a normal value which is permitted for continuous operation. Monitoring is activated if the battery current exceeds a prescribed limit value. The battery current is however not reduced until the battery temperature exceeds a prescribed limit value. It is also proposed not to use the measured average battery temperature as the control variable, but rather to use a reference temperature calculated on the basis of heat balances for individual reaction zones of the battery. The monitoring is terminated as soon as both the average and the calculated battery temperatures drop below a prescribed uncritical value.