DE10131506A1 - Method for operating an internal combustion engine, in particular a motor vehicle - Google Patents

Method for operating an internal combustion engine, in particular a motor vehicle

Info

Publication number
DE10131506A1
DE10131506A1 DE2001131506 DE10131506A DE10131506A1 DE 10131506 A1 DE10131506 A1 DE 10131506A1 DE 2001131506 DE2001131506 DE 2001131506 DE 10131506 A DE10131506 A DE 10131506A DE 10131506 A1 DE10131506 A1 DE 10131506A1
Authority
DE
Germany
Prior art keywords
pressure
internal combustion
combustion engine
fuel
offset value
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.)
Ceased
Application number
DE2001131506
Other languages
German (de)
Inventor
Andreas Pfaeffle
Christoph Weizenauer
Andreas Kellner
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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 Robert Bosch GmbH filed Critical Robert Bosch GmbH
Priority to DE2001131506 priority Critical patent/DE10131506A1/en
Publication of DE10131506A1 publication Critical patent/DE10131506A1/en
Ceased legal-status Critical Current

Links

Classifications

    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/30Controlling fuel injection
    • F02D41/38Controlling fuel injection of the high pressure type
    • F02D41/3809Common rail control systems
    • F02D41/3836Controlling the fuel pressure
    • F02D41/3863Controlling the fuel pressure by controlling the flow out of the common rail, e.g. using pressure relief valves
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/02Circuit arrangements for generating control signals
    • F02D41/04Introducing corrections for particular operating conditions
    • F02D41/12Introducing corrections for particular operating conditions for deceleration
    • F02D41/123Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/30Controlling fuel injection
    • F02D41/38Controlling fuel injection of the high pressure type
    • F02D2041/389Controlling fuel injection of the high pressure type for injecting directly into the cylinder
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D2200/00Input parameters for engine control
    • F02D2200/02Input parameters for engine control the parameters being related to the engine
    • F02D2200/06Fuel or fuel supply system parameters
    • F02D2200/0602Fuel pressure
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D2250/00Engine control related to specific problems or objectives
    • F02D2250/31Control of the fuel pressure
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/30Controlling fuel injection
    • F02D41/38Controlling fuel injection of the high pressure type
    • F02D41/3809Common rail control systems
    • F02D41/3836Controlling the fuel pressure
    • F02D41/3845Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped

Abstract

The invention relates to a method for operating an internal combustion engine, in particular a motor vehicle, in which fuel is pumped from a high pressure pump (16) into a pressure accumulator (17). The fuel is injected into a combustion chamber of the internal combustion engine via an injection valve (21). The pressure in the pressure accumulator (17) is limited to a target pressure plus an offset value. When the internal combustion engine is in overrun mode, no fuel is injected via the injection valve (21). In push mode, the offset value is set to a minimum value or even to zero.

Description

    State of the art
  • The invention is based on a method for operating an internal combustion engine, in particular a motor vehicle, in the fuel from a high pressure pump into one Pressure accumulator is promoted, in which the fuel over an injection valve in a combustion chamber Internal combustion engine is injected at which the pressure in the pressure accumulator to a target pressure plus one Offset value is limited, and in one Push operation of the engine no fuel over the injector is injected. Furthermore concerns the invention an internal combustion engine and a control unit for an internal combustion engine of the corresponding type.
  • Since there is no fuel when the internal combustion engine is in overrun via the injection valves into the combustion chambers of the same is injected, the existing in the pressure accumulator Pressure reduced via the pressure control valve and leaks become. This opens due to the offset value Pressure control valve, however, only when the actual pressure in the Pressure accumulator by the offset value is larger than that Target pressure. This has the consequence that the actual pressure at Transition to push mode is always much larger than the target pressure. This also means that the for the time required to depressurize is relatively large.
  • Object and advantages of the invention
  • The object of the invention is to provide a method for operating an internal combustion engine, in particular a motor vehicle to create, in which the fastest possible pressure reduction at Transition to push mode is possible.
  • This task is initiated in a procedure mentioned type according to the invention solved in that Shift operation of the offset value to a minimum value or is even set to zero. With an internal combustion engine and a control unit of the type mentioned is the Task solved according to the invention accordingly.
  • By reducing the offset value to the minimum value or even to zero, the pressure control valve is reached after detected sliding operation, it opens when the Actual pressure in the pressure accumulator is slightly greater than the target pressure. So that the pressure reduction in the Pressure accumulator immediately after the transition to the Start push operation. The for the pressure reduction in the The amount of time required for the accumulator is therefore very long low.
  • The push operation is expediently carried out by a Comparison of the current volume flow through the High pressure pump and the volume flow with zero delivery recognized.
  • The realization of the inventive method in the form of a Computer program for a control unit Internal combustion engine, in particular of a motor vehicle is provided. The computer program has program code on, which is suitable for the method according to the invention to perform when running on a computer.
  • Furthermore, the program code can be read on a computer Be stored, for example on a data carrier so-called flash memory. In these cases the Invention realized by the computer program, so that this computer program in the same way the invention represents how the process, for the execution of which Computer program is suitable.
  • Other features, applications and advantages of Invention result from the following description of embodiments of the invention shown in the figures the drawing are shown. Thereby everyone described or illustrated features for themselves or in any combination the subject of the invention, regardless of their summary in the Patent claims or their relationship and independently from their formulation or representation in the description or in the drawing.
  • Embodiments of the invention
  • Fig. 1 is a schematic block diagram shows an embodiment of an inventive internal combustion engine for a motor vehicle,
  • FIG. 2 shows a schematic diagram of operating variables of the internal combustion engine of FIGS. 1 and
  • FIG. 3 shows a schematic flow diagram of an exemplary embodiment of a method according to the invention for operating the internal combustion engine of FIG. 1.
  • In FIG. 1, a fuel supply system 10 is shown an internal combustion engine. The fuel supply system 10 is usually also referred to as a common rail system and is suitable for the direct injection of fuel into the combustion chambers of the internal combustion engine under high pressure.
  • The fuel is drawn in from a fuel tank 11 via a first filter 12 by a prefeed pump 13 . The pre-feed pump 13 can be an electric fuel pump, for example.
  • The sucked from the pre-feed pump 13, fuel is pumped through a second filter 13 to a metering unit 15th The metering unit 15 can be, for example, a solenoid-controlled proportional valve.
  • A metering unit 15 is followed by a high pressure pump 16 . Mechanical pumps which are driven by the internal combustion engine are usually used as high-pressure pump 16 .
  • The high-pressure pump 16 is connected to a pressure accumulator 17 , which is often also referred to as a rail. This pressure accumulator 17 is in contact with injection valves 21 via fuel lines. The fuel is injected into the combustion chambers of the internal combustion engine via the injection valves 21 .
  • A pressure control valve 18 is connected to the pressure accumulator 17 and is coupled on the output side to the fuel tank 11 . The pressure control valve 18 can be an electrically controllable solenoid valve, for example.
  • Furthermore, a pressure sensor 19 can be provided, which is coupled to the pressure accumulator 17 .
  • A control device 20 is provided which is acted upon by a plurality of input signals. These input signals can be the speed N of the internal combustion engine or the engine temperature T of the internal combustion engine. It can also be the pressure within the fuel accumulator 17 , which is measured by the pressure sensor 19 .
  • Depending on the input signals, control unit 20 generates a plurality of output signals. This can be, for example, a signal for actuating the prefeed pump 13 or a signal for actuating the metering unit 15 or a signal for actuating the pressure control valve 18 .
  • The fuel supply system 10 shown in FIG. 1 operates as follows:
    The fuel that is in the fuel tank 11 is drawn in by the pre-feed pump 13 and delivered to the metering unit 15 . The pressure in this area of the fuel supply system 10 is usually in a range from about 1 bar to about 3 bar. This area is therefore also referred to as the low pressure area. The aforementioned area can be monitored or controlled and / or regulated with the aid of a further valve, not shown in FIG. 1.
  • The metering unit 15 passes on to the high-pressure pump 16 the amount of fuel which, owing to the current operating state of the internal combustion engine, is to be injected into the combustion chambers of the internal combustion engine via the injection valves 21 . The amount of fuel supplied by metering unit 15 to high-pressure pump 16 is referred to as the delivery rate.
  • The fuel to be injected is then conveyed from the high-pressure pump 16 into the fuel accumulator 17 in order to be injected from there via the injection valves 21 into the respective combustion chambers of the internal combustion engine. The quantity of fuel supplied to the combustion chambers by the injection valves 21 is referred to as the injection quantity.
  • During the above-described operating mode of the internal combustion engine, the pressure control valve 18 is used to limit the pressure. This means that the pressure control valve 18 is actuated in such a way that it opens at a predetermined pressure in the pressure accumulator 17 . In this way, the pressure in the pressure accumulator 17 is prevented from rising above the predetermined value.
  • In particular at low fuel temperatures, the metering of the fuel to be injected via metering unit 15 is only possible to a limited extent. Instead, the metering unit 15 is then controlled in such a way that a so-called full delivery takes place. This means that the high-pressure pump 16 delivers the maximum amount of fuel into the fuel accumulator 17 .
  • In this mode of operation, the amount of fuel to be injected is influenced in that the pressure in the pressure accumulator 17 is controlled and / or regulated. For this purpose, the pressure control valve 18 and the pressure sensor 19 are used.
  • As has been described, the pressure control valve 18 is also used to limit the pressure. In this mode of operation, as has also already been mentioned, the pressure control valve 18 is activated in such a way that it only opens at a predetermined value of the pressure in the pressure accumulator 17 . It is necessary for the pressure control valve 18 to remain securely closed until the intended value at which the pressure control valve 18 is to open is reached. This predetermined value is therefore usually derived from the target pressure in the pressure accumulator 17 with the addition of an offset value. For example, if the setpoint pressure is 1600 bar, the offset value to be added is about 250 bar.
  • If the motor vehicle, for example, a slope drives down and the driver of the motor vehicle The clutch and the accelerator pedal are not pressed, so that is Thrust operation - better: push operation - the Internal combustion engine before. In this push mode no Fuel into the combustion chambers of the internal combustion engine injected. Instead, the internal combustion engine from pushed downhill rolling motor vehicle and thus in Kept operating.
  • In FIG. 2, operating variables of the internal combustion engine are plotted over time t, specifically when they change to push operation. The delivery quantity of the metering unit 15 is identified by the reference symbol 25 , the injection quantity of the injection valves 21 by the reference symbol 26 , the target pressure in the pressure accumulator 17 by the reference symbol 27 , the offset value by the reference symbol 28 , the actual pressure in the pressure accumulator 17 without the present one Invention with reference number 29 and the actual pressure in pressure accumulator 17 with the present invention with reference number 30 .
  • As can be seen from FIG. 2, the transition to the push mode results in an immediate transition of the delivery quantity 25 and the injection quantity 26 to zero. Immediately after this transition, a time range follows, as shown in FIG. 2, which is identified by the reference symbol 31 and in which the delivery quantity 25 and the injection quantity 26 remain at zero.
  • Due to the transition to the push mode, the control unit 20 also reduces the target pressure 27 for the pressure accumulator 17 according to FIG. 2. Since no fuel is injected via the injection valves 21 in the push mode, the pressure reduction of the actual pressure 29 in the pressure accumulator 17 can only take place via the pressure control valve 18 and leakage of components. Without applying the invention, however, the pressure control valve 18 only opens when the actual pressure 29 is greater than the target pressure 27 by the offset value 28 . This means that - without application of the invention - the actual pressure 29 in the time range 31 is always significantly higher than the target pressure 27 . At the same time, this means that - without applying the invention - the time required for the pressure reduction is relatively long.
  • As will be described in connection with FIG. 3, the push operation is recognized by the invention. As soon as the push operation is recognized, the offset value is set to a minimum value or even to zero by the invention.
  • The following results in the invention:
    As soon as the offset value is set to the minimum value after the shift operation has been detected, the pressure control valve 18 opens when the actual pressure 30 in the pressure accumulator 17 is slightly higher than the target pressure 27 . The pressure reduction in the pressure accumulator 17 can thus begin immediately after the transition to push operation. The actual pressure 30 in the pressure accumulator 17 thus deviates only slightly from the target pressure 27 in the time range 31 . The time required for the pressure reduction in the pressure accumulator 17 is therefore very short.
  • FIG. 3 shows a method with which the operating mode of the internal combustion engine described above can be carried out. This method is implemented by the control unit 20 using software.
  • The speed N of the internal combustion engine and the setpoint pressure 27 determined and predetermined by the control device 20 in the pressure accumulator 17 are fed to a pilot control map 35 , which generates a pilot control variable 36 as a function of these operating variables.
  • The setpoint pressure 27 is also fed to an offset characteristic curve 37 , which determines the offset value 28 as a function thereof. The offset value 28 is then added to the pilot control variable 36 via a switch 38 and an addition 39 . At the output of addition 39 , a control variable 40 results for the pressure control valve 18 , to which the pressure control valve 18 is set and which determines the pressure at which the pressure control valve 18 opens.
  • A block 41 of FIG. 3 is used to determine whether the internal combustion engine is in overrun mode. This is achieved by comparing the current volume flow 42 through the high pressure pump 16 and the volume flow 43 with zero delivery. If the current volume flow 42 is less than or equal to the volume flow 43 with zero delivery, then the push mode is present.
  • Furthermore, it is checked in the Fig. 3 in a block 44 whether the pressure 45 exceeds a minimum value 46 in the pressure accumulator 17. For this purpose, for example, the current pressure measured by the pressure sensor 19 is compared with the predetermined minimum value 46 . The minimum value 46 is also given by way of example in FIG. 2. In this way, block 44 ensures that the switchover of the offset value explained below only takes place when the current pressure 45 in the pressure accumulator 17 is greater than the minimum value 46 .
  • The output signals of blocks 41 and 44 are fed to an AND link 47 , which - provided the current volume flow 42 through the high-pressure pump 16 is less than or equal to the volume flow 43 with zero delivery, and provided the current pressure 45 in the pressure accumulator 17 is greater than the minimum value 46 - switches the switch 38 . The result of this is that the offset value 28 is no longer present at the addition 39 , but the minimum value for the offset value already explained. As mentioned, this minimum value can possibly even be zero.
  • This changeover of the offset value after the shift operation of the internal combustion engine has been recognized thus reduces the pilot control variable 40 for the pressure regulating valve 18 , specifically by the offset value 28 . In particular, the time period for the pressure reduction during the transition to pushing operation is considerably shortened, as has already been explained in connection with FIG. 2.
  • As soon as the current pressure 45 in the pressure accumulator 17 becomes lower than the minimum value 46 , this is recognized by the block 44 . If this is the case, it means that the pressure reduction in the pressure accumulator 17 has been carried out. This then has the consequence that the switch 38 is switched back again, so that the offset value 28 is active again.

Claims (8)

1. A method for operating an internal combustion engine, in particular a motor vehicle, in which fuel is pumped from a high-pressure pump ( 16 ) into a pressure accumulator ( 17 ), in which the fuel is injected via an injection valve ( 21 ) into a combustion chamber of the internal combustion engine, in which the Pressure in the pressure accumulator ( 17 ) is limited to a target pressure ( 27 ) plus an offset value ( 28 ), and in which no fuel is injected via the injection valve ( 21 ) when the internal combustion engine is in the push mode, characterized in that the offset value ( 28 ) is set to a minimum value or even to zero.
2. The method according to claim 1, characterized in that the sliding operation is recognized by a comparison of the current volume flow ( 42 ) through the high pressure pump ( 16 ) and the volume flow ( 43 ) at zero delivery.
3. The method according to claim 2, characterized in that the sliding operation is detected by comparing the current pressure ( 45 ) measured in particular by a pressure sensor ( 19 ) in the pressure accumulator ( 17 ) with a minimum value ( 46 ).
4. The method according to any one of claims 1 to 3, characterized in that the target pressure ( 27 ) is determined as a function of operating variables of the internal combustion engine.
5. Computer program for a control device ( 20 ) of an internal combustion engine, in particular a motor vehicle, with program code which is suitable for carrying out the method according to one of claims 1 to 4 when it is executed on a computer.
6. Computer program according to claim 5, wherein the Program code on a computer-readable data carrier is saved.
7. Control device ( 20 ) for an internal combustion engine, in particular of a motor vehicle, wherein in the internal combustion engine fuel can be conveyed from a high pressure pump ( 16 ) into a pressure accumulator ( 17 ), the fuel being injected into a combustion chamber of the internal combustion engine via an injection valve ( 21 ) The control unit ( 20 ) can limit the pressure in the pressure accumulator ( 17 ) to a target pressure ( 27 ) plus an offset value ( 28 ), and no fuel is injected via the injection valve ( 21 ) when the internal combustion engine is in overrun mode , characterized in that the control unit ( 20 ) sets the offset value ( 28 ) to a minimum value or even to zero in push mode.
8. Internal combustion engine, in particular for a motor vehicle, wherein in the internal combustion engine fuel can be conveyed from a high-pressure pump ( 16 ) into a pressure accumulator ( 17 ), the fuel being able to be injected into an internal combustion chamber of the internal combustion engine via an injection valve ( 21 ) Control unit ( 20 ) the pressure in the pressure accumulator ( 17 ) can be limited to a target pressure ( 27 ) plus an offset value ( 28 ), and wherein no fuel is injected via the injection valve ( 21 ) when the internal combustion engine is in push mode, characterized in that the control unit ( 20 ) sets the offset value ( 28 ) to a minimum value or even to zero in push mode.
DE2001131506 2001-07-02 2001-07-02 Method for operating an internal combustion engine, in particular a motor vehicle Ceased DE10131506A1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE2001131506 DE10131506A1 (en) 2001-07-02 2001-07-02 Method for operating an internal combustion engine, in particular a motor vehicle

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE2001131506 DE10131506A1 (en) 2001-07-02 2001-07-02 Method for operating an internal combustion engine, in particular a motor vehicle
DE2002509819 DE50209819D1 (en) 2001-07-02 2002-06-04 Method for operating an internal combustion engine, in particular of a motor vehicle
EP20020012228 EP1273780B1 (en) 2001-07-02 2002-06-04 Procedure for operating an internal combustion engine particularly in a motor vehicle
JP2002191851A JP4262451B2 (en) 2001-07-02 2002-07-01 Internal combustion engine operating method, internal combustion engine control device computer program, internal combustion engine control device, and internal combustion engine

Publications (1)

Publication Number Publication Date
DE10131506A1 true DE10131506A1 (en) 2003-01-23

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DE2002509819 Active DE50209819D1 (en) 2001-07-02 2002-06-04 Method for operating an internal combustion engine, in particular of a motor vehicle

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Application Number Title Priority Date Filing Date
DE2002509819 Active DE50209819D1 (en) 2001-07-02 2002-06-04 Method for operating an internal combustion engine, in particular of a motor vehicle

Country Status (3)

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EP (1) EP1273780B1 (en)
JP (1) JP4262451B2 (en)
DE (2) DE10131506A1 (en)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102007017649A1 (en) 2007-04-12 2008-10-16 Vistec Semiconductor Systems Gmbh A method for determining the focal position of at least two edges of structures on a substrate
DE102010012152A1 (en) 2010-03-20 2011-09-22 Audi Ag Method for operating fuel supply system for combustion engine of motor vehicle, involves controlling pressure setting medium by different size of pressure in accumulator
DE102014209540A1 (en) 2014-05-20 2015-11-26 Robert Bosch Gmbh Method for reducing a pressure in a high pressure accumulator of an internal combustion engine

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10261446A1 (en) * 2002-12-31 2004-07-08 Robert Bosch Gmbh Method for actuating a pressure control valve in a fuel injection system of an internal combustion engine
DE10323874A1 (en) 2003-05-26 2004-12-30 Siemens Ag Method for operating an internal combustion engine, fuel system and a volume flow control valve
DE102007023898A1 (en) * 2007-05-23 2008-11-27 Robert Bosch Gmbh Method for controlling an injection valve
DE102010043755A1 (en) * 2010-11-11 2012-05-16 Robert Bosch Gmbh Method for operating an internal combustion engine

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DE19626689C1 (en) * 1996-07-03 1997-11-20 Bosch Gmbh Robert Common-rail fuel injection system monitoring method
DE19738502A1 (en) * 1997-09-03 1999-03-04 Bosch Gmbh Robert High pressure generation system
DE10003906A1 (en) * 2000-01-29 2001-08-09 Bosch Gmbh Robert Fuel dosing system pressure sensor calibrating process, involving using pressure in high-pressure zone as reference pressure
DE10020629A1 (en) * 2000-04-27 2001-11-08 Bosch Gmbh Robert Method for operating a fuel supply system for an internal combustion engine, in particular a motor vehicle

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JP2964665B2 (en) * 1991-02-27 1999-10-18 株式会社デンソー Accumulation type fuel injection system for diesel engine
JP3713918B2 (en) * 1997-08-29 2005-11-09 いすゞ自動車株式会社 Engine fuel injection method and apparatus
JP2000073815A (en) * 1998-08-27 2000-03-07 Toyota Motor Corp Fuel injection control device

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19626689C1 (en) * 1996-07-03 1997-11-20 Bosch Gmbh Robert Common-rail fuel injection system monitoring method
DE19738502A1 (en) * 1997-09-03 1999-03-04 Bosch Gmbh Robert High pressure generation system
DE10003906A1 (en) * 2000-01-29 2001-08-09 Bosch Gmbh Robert Fuel dosing system pressure sensor calibrating process, involving using pressure in high-pressure zone as reference pressure
DE10020629A1 (en) * 2000-04-27 2001-11-08 Bosch Gmbh Robert Method for operating a fuel supply system for an internal combustion engine, in particular a motor vehicle

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102007017649A1 (en) 2007-04-12 2008-10-16 Vistec Semiconductor Systems Gmbh A method for determining the focal position of at least two edges of structures on a substrate
DE102010012152A1 (en) 2010-03-20 2011-09-22 Audi Ag Method for operating fuel supply system for combustion engine of motor vehicle, involves controlling pressure setting medium by different size of pressure in accumulator
DE102014209540A1 (en) 2014-05-20 2015-11-26 Robert Bosch Gmbh Method for reducing a pressure in a high pressure accumulator of an internal combustion engine

Also Published As

Publication number Publication date
JP2003056384A (en) 2003-02-26
EP1273780A2 (en) 2003-01-08
EP1273780B1 (en) 2007-03-28
JP4262451B2 (en) 2009-05-13
EP1273780A3 (en) 2005-01-05
DE50209819D1 (en) 2007-05-10

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