Abstract: An internal combustion engine has a fuel delivering device with a high-pressure pump which conveys fuel into a fuel reservoir, and a volume flow control valve that is assigned to the high-pressure pump. A control difference (FUP_DIF) is determined from a difference between a predefined fuel pressure (FUP_SP) and a detected fuel pressure (FUP_AV). The control difference (FUP_DIF) is fed to a controller that encompasses at least one integral portion (I_CTRL). A corrective value (COR) for an error value of a fuel flow rate is determined in accordance with the integral portion (I_CTRL) of the controller if a sum of the integral portion (I_CTRL) exceeds a given threshold value during a predefined mode of operation of the internal combustion engine. In addition, an actuating signal (PWM) for the volume flow control valve is generated according to a controller value (FUEL_MASS_FB_CTRL) and the corrective value (COR).

Abstract: In order to determine an optimized upshift point, it is proposed that a control circuit, on the basis of a current engine operating point (TQCUR;N) calculates a new engine operating point (TQNEW; NNEW) produced when shifting up at approximately the same vehicle speed, wherein the current engine operating point is determined as the optimized upshift point if the calculated new engine operating point is below a preset upper torque limit (TQ_MAX_LIM) and is at the same time above a preset lower engine speed limit (N_MIN_x+1) for the higher gear.

Abstract: An internal combustion engine has an air intake system with an air intake pipe and which communicates with a combustion chamber of a cylinder as a function of a switch position of a gas inlet valve. Furthermore, a compressor is disposed in the air intake system and is embodied for the purpose of compressing a mass air flow. Also, a throttle valve is disposed in the air intake system downstream of the compressor and by which the compressed mass air flow into the air intake pipe can be throttled. The internal combustion engine furthermore has a differential pressure sensor which is disposed in the air intake system and is embodied for the purpose of measuring a differential pressure between a charge pressure that prevails downstream of the compressor and upstream of the throttle valve and an ambient pressure that prevails outside of the air intake system.

Abstract: The invention relates to the operation of an internal combustion engine, a first model value or a second model value of the exhaust gas counter pressure is determined upstream of the exhaust gas catalytic converter of the internal combustion engine as a function of at least one operating variable of the internal combustion engine, which is representative of the exhaust gas counter pressure in a current operating mode of the internal combustion engine, assuming a low valve lift or a high valve lift.

Abstract: A turbocharger configuration, particularly in or for a motor vehicle, includes at least one turbocharger stage, which has a turbine and a compressor that are mechanically decoupled from each other. A turbochargeable internal combustion engine having such a turbocharger configuration, is also provided.

Abstract: A turbochargeable internal combustion engine contains a motor which has an exhaust manifold on the exhaust gas side, a turbocharger which has at least two turbocharger stages and, on the exhaust gas side, has an exhaust gas inlet and an exhaust gas outlet. The engine further has a primary catalytic converter, which is arranged on the exhaust gas side between the exhaust manifold of the engine block and the exhaust gas inlet of the turbocharger.

Abstract: An internal combustion engine comprises an intake tract in which a throttle valve is disposed. The engine also comprises a camshaft which acts on gas inlet valves associated with respective cylinders. A phase-adjustment device is used to adjust a phase between the camshaft and a crankshaft. A desired air mass flow in a combustion chamber of the cylinder is determined depending on a charge requirement requested by the driver. The desired air mass flow is adjusted by varying the phase between the camshaft and the crankshaft if the desired air mass flow can be adjusted by varying the phase while substantially maintaining an actual pressure difference upstream and downstream of the throttle valve. Otherwise, the desired air mass flow is adjusted by varying the opening angle of the throttle valve.

Abstract: There is described a method for detecting the ambient pressure by a pressure sensor in the intake pipe of an internal combustion engine. A throttle flap is opened so that the pressure drop via the throttle flap can be neglected. The dethrottling of the internal combustion engine is compensated by the appropriate adjustment of the cam shaft in accordance with the operating state of the internal combustion engine, so that the measuring method is not being felt by the driver.

Abstract: In order to determine an optimized upshift point, it is proposed that a control circuit, on the basis of a current engine operating point (TQCUR;N) calculates a new engine operating point (TQNEW; NNEW) produced when shifting up at approximately the same vehicle speed, wherein the current engine operating point is determined as the optimized upshift point if the calculated new engine operating point is below a preset upper torque limit (TQ_MAX_LIM) and is at the same time above a preset lower engine speed limit (N_MIN_x+1) for the higher gear.

Abstract: There is described a method for detecting the ambient pressure by means of a pressure sensor in the intake pipe of an internal combustion engine. A throttle flap is opened so that the pressure drop via the throttle flap can be neglected. The dethrottling of the internal combustion engine is compensated by the appropriate adjustment of the cam shaft in accordance with the operating state of the internal combustion engine, so that the measuring method is not being felt by the driver.

Abstract: The invention relates to a fuel injection system comprising a fuel reservoir to which fuel is fed via at least one first pump and from which fuel is discharged via injectors. The invention is characterized in that the feed pressure of the first pump is adjusted depending on fuel temperature and evaporative behavior of the fuel.

Abstract: An internal combustion engine comprises an intake tract in which a throttle valve is disposed. The engine also comprises a camshaft which acts on gas inlet valves associated with respective cylinders. A phase-adjustment device is used to adjust a phase between the camshaft and a crankshaft. A desired air mass flow in a combustion chamber of the cylinder is determined depending on a charge requirement requested by the driver. The desired air mass flow is adjusted by varying the phase between the camshaft and the crankshaft if the desired air mass flow can be adjusted by varying the phase while substantially maintaining an actual pressure difference upstream and downstream of the throttle valve. Otherwise, the desired air mass flow is adjusted by varying the opening angle of the throttle valve.

Abstract: The invention relates to the operation of an internal combustion engine, a first model value or a second model value of the exhaust gas counter pressure is determined upstream of the exhaust gas catalytic converter of the internal combustion engine as a function of at least one operating variable of the internal combustion engine, which is representative of the exhaust gas counter pressure in a current operating mode of the internal combustion engine, assuming a low valve lift or a high valve lift.

Abstract: In the English translation document, please insert the following paragraph after the newly added ABSTRACT heading, as follows: The invention relates to a fuel injection system comprising a fuel reservoir to which fuel is fed via at least one first pump and from which fuel is discharged via injectors. The invention is characterized in that the feed pressure of the first pump is adjusted depending on fuel temperature and evaporative behavior of the fuel.

Abstract: An internal combustion engine having cylinders with injection valves and air mass-setting actuators, an air/fuel ratio sensor detecting the ratio in the individual cylinders, and a sensor detecting a torque generated in the individual cylinders or differences in the torques generated in the cylinders includes individually determining the air/fuel ratio for each cylinder, individually correcting an activation of the fuel injection valve for each cylinder as a function of the detected air/fuel ratio and of a desired value of the air/fuel ratio, determining the variable characterizing the torque or the differences in the torque for each cylinder, individually correcting an activation of the air mass-setting actuator for each cylinder as a function of the detected value of the variable characterizing the torque or of the variable characterizing the difference in the torque specifically with the effect of assimilating the torques generated by the individual cylinders.

Abstract: An internal combustion engine having cylinders with injection valves and air mass-setting actuators, an air/fuel ratio sensor detecting the ratio in the individual cylinders, and a sensor detecting a torque generated in the individual cylinders or differences in the torques generated in the cylinders includes individually determining the air/fuel ratio for each cylinder, individually correcting an activation of the fuel injection valve for each cylinder as a function of the detected air/fuel ratio and of a desired value of the air/fuel ratio, determining the variable characterizing the torque or the differences in the torque for each cylinder, individually correcting an activation of the air mass-setting actuator for each cylinder as a function of the detected value of the variable characterizing the torque or of the variable characterizing the difference in the torque specifically with the effect of assimilating the torques generated by the individual cylinders.