EP0666416A1 - Dispositif d'injection pour moteurs à combustion interne, en particulier pour un moteur diesel, et méthode de surveillance de ce dispositif - Google Patents

Dispositif d'injection pour moteurs à combustion interne, en particulier pour un moteur diesel, et méthode de surveillance de ce dispositif Download PDF

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Publication number
EP0666416A1
EP0666416A1 EP94120647A EP94120647A EP0666416A1 EP 0666416 A1 EP0666416 A1 EP 0666416A1 EP 94120647 A EP94120647 A EP 94120647A EP 94120647 A EP94120647 A EP 94120647A EP 0666416 A1 EP0666416 A1 EP 0666416A1
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EP
European Patent Office
Prior art keywords
pressure
fuel
pump
injection
injection system
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Granted
Application number
EP94120647A
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German (de)
English (en)
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EP0666416B1 (fr
Inventor
Christian Dipl.Masch.Ing. Eth Mathis
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • F02D41/3836—Controlling the fuel pressure
    • F02D41/3845—Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • F02D41/3827—Common rail control systems for diesel engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
    • F02M47/02—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure of accumulator-injector type, i.e. having fuel pressure of accumulator tending to open, and fuel pressure in other chamber tending to close, injection valves and having means for periodically releasing that closing pressure
    • F02M47/027—Electrically actuated valves draining the chamber to release the closing pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
    • F02M47/04—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure using fluid, other than fuel, for injection-valve actuation
    • F02M47/043—Fluid pressure acting on injection-valve in the period of non-injection to keep it closed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/205—Quantity of fuel admitted to pumping elements being metered by an auxiliary metering device
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0205—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively for cutting-out pumps or injectors in case of abnormal operation of the engine or the injection apparatus, e.g. over-speed, break-down of fuel pumps or injectors ; for cutting-out pumps for stopping the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0602—Fuel pressure

Definitions

  • the invention relates to a fuel injection system for an internal combustion engine, in particular for a diesel engine, with for each combustion cylinder at least one injection element controlled by a control unit, which has a closable injection opening leading into the cylinder and a pressure chamber arranged in front of the latter, which is connected to a fuel pump by a fuel pump Dependency on engine speed, load and load change of the high-pressure part supplied; and a method for monitoring the fuel injection system.
  • the injection quantity is the injection opening for a given opening cross section primarily determined by the fuel pressure in front of the opening valve. It is supplied constantly or to a certain extent by changing the pressure in accordance with the pressure characteristics defined in a control unit.
  • the disadvantage here is that the amount of injection changes almost linearly due to wear or blockage of an opening cross section and thus influences the resulting engine torque. This cannot be determined by the injection system any more than, for example, cracks in the area of the injection opening or breakage of a nozzle tip.
  • this known injection system there are inadequacies in the case of an excessive amount of leakage oil, for example in the event of a line break.
  • the object of the present invention is to provide a fuel injection system of the type described in the introduction, by means of which changes or damage within the system can be recognized and corrected immediately, thereby achieving optimal behavior of the internal combustion engine with regard to fuel consumption, noise and pollutant emissions, and also to remedy the other disadvantages mentioned above.
  • the object is achieved in that the injection quantity of the fuel into the combustion cylinder is determined by means of a quantity metering device.
  • the quantity is advantageously metered using a current regulator known per se or a 2/2-way valve which opens or closes depending on the piston position of a fuel pump provided as a radial piston pump.
  • a line which starts from a prefeed pump and is connected in parallel to the fuel pump and leads into the high pressure part and is provided with a check valve, with which a venting or a pressure build-up of the high pressure part is made possible by the preferably electrically operated prefeed pump.
  • the pressure accumulator and the high-pressure lines of the high-pressure part are advantageously enclosed by a tubular casing which forms an annular gap and which opens into the fuel tank, as a result of which fuel losses and environmental pollution resulting therefrom can be avoided in the event of leaks in this high-pressure part.
  • the injection elements can be assigned a fuel pump with a quantity metering of the heavy oil and a separate high pressure pump with or without quantity metering for the control of the injection elements, the High pressure pump for the control circuit generates a pressure corresponding approximately to that of the fuel pump, advantageously a somewhat higher pressure.
  • FIG. 1 shows a fuel injection system 30 for a diesel engine 1 of a motor vehicle, which is provided as an internal combustion engine, and which has a plurality of combustion cylinders 110, one of which together illustrates the crank mechanism 112 for its piston 114, which is known per se and is therefore no longer described in detail below.
  • a fuel supply device 3 for each combustion cylinder 110 there is an injection element 2 and one Intake and discharge valve arrangement 103, 102 are provided. Not every detail is explained here either, as with all that is conventional in this system.
  • a fuel supply device 3 a central control unit 31 and an accumulator 84 which supplies it electrically are provided in this internal combustion engine.
  • the diesel engine 1 is controlled in accordance with the accelerator pedal 75 operated by a driver and further operating elements (not shown in more detail).
  • the accelerator pedal 75 operated by a driver and further operating elements (not shown in more detail).
  • it is effective in a known manner as a controller 83 for the solenoid valves 60 of the injection elements 2, as a controller 82 for the fuel pump 6 and for other receivers, also not shown in detail.
  • the accelerator pedal signal it processes above all the position signal or signals 76 and further signals 32 of the fuel pressure in the high-pressure part 9, signals 79, 80, 81, 85 for the air, pressure and temperature conditions before the, which are necessary for fine corrections Combustion or in the exhaust gas state.
  • the signals can be processed digitally or analog.
  • the fuel supply device 3 comprises a fuel tank 34, a line 12 emanating therefrom, a pre-feed pump 243, a fine filter 89 and a fuel pump 6, which feeds the fuel under high pressure from 200 to 2000 bar via a check valve 6 'and a line 9' a chamber 9 ′′ having high-pressure part 9 promotes.
  • This high-pressure part 9 is connected to a pressure chamber 13 contained in each injection element 2, which is arranged directly in front of an injection opening 4 leading into the cylinder 110 and closable by a valve body 15.
  • the line 9 ' is also connected to the fuel tank 34 for safety via a pressure relief valve 7.
  • the fuel pump 6, which supplies a plurality of injection elements 2, is controlled by the control unit 31 in such a way that it operates in dependence on the engine speed, load and load change, whereby the fuel is generally at a high pressure, but at a high speed and high load low load and low speed pumps to a small pressure.
  • the quantity of fuel or fuel injected into the combustion cylinder is by means of a quantity metering device actuated by the control unit feedable.
  • This quantity metering device is designed as a current regulator 8 connected upstream of the high-pressure pump 6, which has a throttle valve which can be actuated by the control device with or without position feedback of the valve body or a clocked closing valve.
  • a pressure correction throttle valve connected in series can be assigned to this, which is described in detail below in relation to FIG. 3.
  • the fuel pump 6 supplies a quantity of fuel which is adapted to the number of injection elements fed by it and the desired quantity of injection, and it also supplies an additional quantity of fuel which is necessary for a pressure change in the entire line system communicating with it, because primarily with a fast one
  • the change in fuel pressure causes the pump delivery rate to deviate considerably from the average injection rate. This is necessary because an additional amount is required when the state changes with a change in the injection pressure.
  • the injection duration of the fuel into the cylinder determined by the control unit 31 and the measurement of the injection quantity at the quantity metering device must be coordinated with one another.
  • the control unit 31 is designed in such a way that, in the ideal case, the injection quantity generated by the quantity metering device, together with the programmed activation time of the injection valves, exactly give the desired injection pressure, so that an optimal fuel supply always takes place. This means that if the quantity determined by the injection elements and their leakage does not match the quantity determined by the flow controller, this leads to an injection pressure that deviates from the target pressure.
  • the less reliable actuator, normally one of the injection elements 2 can be determined, for example, by means of known rotational uniformity detection and, depending on the severity of the deviation, receives a corrected activation period or is switched off. In the latter case, a correction to the quantity controlled by the current controller is then necessary.
  • an additional delivery quantity that corresponds to the temperature and pressure-dependent leakage behavior of the system may have to be supplied. If, however, the leakage quantity resulting from the control of the injection element as well as the plant-side leakage flows according to the invention via a leakage oil collecting line 33 between the Quantity metering device and the fuel pump is returned, such an additional delivery rate is not necessary. The only thing left to consider is an additional quantity for pressure changes in the entire high-pressure system.
  • a line 12 ' is provided from the pre-feed pump 243, which is connected in parallel to the fuel pump 6 and leads into the high-pressure part 9 and is provided with a check valve 42, with which the high-pressure part 9 is vented or built up by the preferably electrically operated pre-feed pump 243 is possible.
  • the pressure accumulator 9 ′′ and the high-pressure lines 9 ′ of the high-pressure part 9 are enclosed by a tubular casing 91, which forms an annular gap 91 ′ and opens into the fuel tank 34. Leakages from this high-pressure part can thereby be collected, if necessary, and they can also be determined immediately by a monitoring device (not shown in more detail).
  • FIG. 2 illustrates an injection element 2, a fuel pump 6 supplying it, which is connected upstream of a quantity metering device 120 which is controlled by the control unit 31 and is supplied with fuel by means of the pre-feed pump 243 via a line 12 coming from the fuel tank 34.
  • a pressure control valve 135 connected in parallel with the latter ensures a constant supply pressure of the fuel fed into the quantity metering device 120.
  • This quantity metering device 120 has a 2/2-way valve 39, which opens or closes in order to achieve the desired fuel injection quantity depending on the position of the pump piston 41 of the fuel pump 6.
  • This valve 39 which is connected to the control unit 31 via connecting lines 82, is preferably opened in the upper position of the piston 41 until the latter has been displaced in the suction direction by a stroke defined, for example, by the position of the crank mechanism 112, and the suctioned quantity corresponds to the target specification. This allows a volumetrically defined, very precise injection quantity to be generated in a simple manner.
  • the fuel passes from the valve opening 39 'into a chamber 35 and from there via a check valve 36 into the fuel pump 6.
  • the 2/2-way valve 39 could also be connected upstream of the fuel pump 6 instead of the check valve 36.
  • the leakage oil collection line 33 would then lead back into the fuel tank, for example.
  • the leakage oil could, however, also be returned directly to one or more pump cylinders 40 via its own suction valve, which also acts as a differential pressure valve.
  • a solenoid valve 60 has a magnetic core 22 which can be actuated by the control unit 31 and a magnet armature 62 with a valve body 38 and is fastened to the upper end of a housing 25.
  • the line 9 'coming from the high-pressure part 9 branches off on the one hand into the pressure chamber 13 in front of the injection opening 4 and on the other hand into an annular chamber 47 which is delimited on the inside by a valve body arranged in this housing 25.
  • a movable valve body 26 and a nozzle needle 15 which closes the injection opening 4 and which in the Closing state is shown.
  • the solenoid valve 60 When the solenoid valve 60 is opened, the fuel flows away through the opening 57 and causes a pressure drop above the nozzle needle 15, as a result of which it is raised by the remaining pressure in the chamber 13 and fuel can thus flow through the injection opening 4 into the combustion cylinder.
  • the interaction of the nozzle needle 15 with the valve body 26 brings about an optimal opening and closing speed of the nozzle needle.
  • compression springs 96, 97 are arranged between them and the nozzle needle 15 and the housing 25, which bring about a spring force in the closing direction of the nozzle needle.
  • 25 lines 10 for leak oil in the injection element 2 are contained in the housing.
  • the current regulator 8 is illustrated in detail in FIG. It has a controllable throttle valve 252 and a pressure correction throttle valve 253 connected in series therewith, the throttle valve 252 advantageously being formed from a needle valve with a long-stroke actuating magnet and with or without position feedback of the same.
  • the pressure correction throttle valve 253 is provided before or, as shown, after the former, which changes its flow cross-section to compensate for the pressure drop across the throttle valve 252.
  • the throttle valve 252 thus delivers the desired injection quantity and, if appropriate, an additional delivery quantity to compensate for leakage losses by controlling its flow cross section.
  • a clocked closing valve could also be used, which would preferably deliver the desired injection quantity at a given clock frequency by corresponding pulse width modulation.
  • FIG. 4 shows a fuel injection system 30a, in which essentially a fuel pump 6a with a quantity metering device 120a for the fuel and a separate high-pressure pump 6b with or without quantity metering of a separate medium for controlling the injection elements 2a are assigned to the injection elements 2a, wherein the high-pressure pump 6b generates a pressure approximately corresponding to the fuel pump 6a, but preferably somewhat higher, so that heavy oil in the injection element can be prevented from entering the Control part flows.
  • the injection element 2a has a feed line of the high pressure part 9a of the fuel pump 6a leading into the pressure chamber 13 and a separate feed line of the high pressure part 9b.
  • this injection element 2a functions analogously to that according to FIG. 2.
  • No externally controlled quantity metering of the medium is preferably provided for the high-pressure pump 6b, but only a pressure is generated in the high-pressure part 9b thereof, which is always somewhat higher than that of the high-pressure part 9a of the fuel pump 6a.
  • the high-pressure pump 6b is preceded by a valve 206, which forms a double-acting piston / cylinder unit, the chambers 210, 212 of which have a line connection 210 'to the high-pressure part 9a or a line connection 212' to the high-pressure part 9b.
  • a compression spring 208 is arranged in the former, by means of which the higher pressure mentioned is secured in the high-pressure part 9b.
  • the valve body 215 forming the piston extends with its upper end into a further chamber 216 which is connected to the line 12b of the pre-feed pump 243b which conducts the medium from the container 34b to the high-pressure pump 6b. The throttling action of this connection and the lines 210 'and 212' can prevent the valve body 215 from vibrating.
  • the high-pressure container 9a and the chamber 13 in the injection valve 2a can be flushed with control liquid, for example diesel fuel, when the pump 6a has ended.
  • control liquid for example diesel fuel
  • the engine is operated in a known manner. It permits low-emission operation, for example in coastal waters, and enables the engine to be started more quickly after a longer shutdown period. Furthermore, damage to components in the injection element 2a can be prevented with the aforementioned short circuit.
  • This fuel injection system 30a is particularly suitable for large-volume internal combustion engines, which are mainly used for ship propulsion or stationary power generation, in which the fuel costs are of crucial importance.
  • Abrasive heavy oil is often used, which is very aggressive and therefore changes the properties of the injection openings with their service life. Precisely for this purpose, with the quantity metering according to the invention, an optimal injection can be achieved even after the abovementioned wear, in particular of the injection openings.
  • these internal combustion engines there is also the requirement that high reliability and long service intervals are set for them, which is fully taken into account with the arrangement according to the invention according to FIG.
  • the pressure in the high-pressure part 9 connected to the injection element 2 is measured by the control unit 31 and compared there with a target pressure and, if a deviation is found, the injection quantity or the output of the fuel pump is corrected and / or an emergency operation program is switched on. If the injection pressure deviates slightly, for example, the injection quantity at the injection elements is first adjusted by correcting the injection duration. If individual injection elements are identified as being responsible for these deviations, the correction is only made to them. In the event of larger deviations, the pump delivery quantity is also corrected, or an injection element is switched off completely and the pump delivery quantity is adapted to the lower active number of cylinders. In the worst case, a minimal emergency program is still used, which should enable a trip to a service station with reduced performance.
  • the quantity metering device for determining the fuel injection quantity can moreover be implemented by a known adjustable fuel pump, in which the desired delivery quantity is metered directly to it without this being connected upstream or downstream of a metering valve.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
EP94120647A 1994-02-03 1994-12-24 Dispositif d'injection pour moteurs à combustion interne, en particulier pour un moteur diesel, et méthode de surveillance de ce dispositif Expired - Lifetime EP0666416B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
CH31594 1994-02-03
CH00315/94A CH689281A5 (de) 1994-02-03 1994-02-03 Kraftstoffeinspritzanlage fuer eine Brennkraftmaschine, insbesondere fuer einen Dieselmotor, sowie ein Verfahren zur Ueberwachung derselben.
CH315/94 1994-02-03

Publications (2)

Publication Number Publication Date
EP0666416A1 true EP0666416A1 (fr) 1995-08-09
EP0666416B1 EP0666416B1 (fr) 1999-09-01

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Application Number Title Priority Date Filing Date
EP94120647A Expired - Lifetime EP0666416B1 (fr) 1994-02-03 1994-12-24 Dispositif d'injection pour moteurs à combustion interne, en particulier pour un moteur diesel, et méthode de surveillance de ce dispositif

Country Status (6)

Country Link
US (1) US5615656A (fr)
EP (1) EP0666416B1 (fr)
JP (1) JP3732248B2 (fr)
AT (1) ATE184077T1 (fr)
CH (1) CH689281A5 (fr)
DE (1) DE59408691D1 (fr)

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DE19645243A1 (de) * 1996-11-02 1998-05-14 Orange Gmbh Druckspeicher-Einspritzvorrichtung
EP0909892A3 (fr) * 1995-04-27 2000-08-23 Isuzu Motors Limited Système d'injection de combustible du type à accumulateur
EP1425506A2 (fr) * 2001-09-10 2004-06-09 Stanadyne Corporation Commande hybride de la demande pour une pompe hydraulique
WO2018233980A1 (fr) * 2017-06-19 2018-12-27 Robert Bosch Gmbh Dispositif et procédé de réglage de la pression de retour d'un injecteur

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DE19544021A1 (de) * 1995-11-25 1997-05-28 Bosch Gmbh Robert Steuerungssystem
US5709194A (en) * 1996-12-09 1998-01-20 Caterpillar Inc. Method and apparatus for injecting fuel using control fluid to control the injection's pressure and time
US6076504A (en) * 1998-03-02 2000-06-20 Cummins Engine Company, Inc. Apparatus for diagnosing failures and fault conditions in a fuel system of an internal combustion engine
GB2351772B (en) * 1999-07-08 2003-07-23 Caterpillar Inc Pressure-intensifying hydraulically-actuated electronically-controlled fuel injection system with individual mechanical unit pumps
DE19954695A1 (de) * 1999-11-13 2001-05-23 Bosch Gmbh Robert Kraftstoffeinspritzsystem
DE10047516A1 (de) * 2000-09-22 2002-04-18 Bosch Gmbh Robert Verfahren und Vorrichtung zur Dosierung eines Reduktionsmittels zur Entfernung von Stickoxiden aus Abgasen
DE10112154A1 (de) * 2001-03-14 2002-09-26 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung
DE10218021A1 (de) * 2002-04-23 2003-11-06 Bosch Gmbh Robert Kraftstoffeinspritzeinrichtung für eine Brennkraftmaschine
WO2004074671A1 (fr) * 2003-02-20 2004-09-02 L'orange Gmbh Dispositif d'injection de carburant
DE602007004729D1 (de) * 2007-09-11 2010-03-25 Fiat Ricerche Kraftstoffeinspritzeinrichtung mit einer Hochdruckkraftstoffpumpe mit variabler Durchflussmenge
DE102008022084B4 (de) * 2008-05-05 2020-07-30 Eberspächer Climate Control Systems GmbH & Co. KG Verfahren zum Starten eines Heizgerätes, insbesondere Fahrzeugheizgeräts
DE102010043255A1 (de) * 2010-11-03 2012-05-03 Robert Bosch Gmbh Kraftstoffeinspritzsystem sowie Verfahren zur Befüllung und/oder Entlüftung eines Kraftstoffeinspritzsystems
DE102012224403A1 (de) * 2012-12-27 2014-07-03 Robert Bosch Gmbh Druckregelventil für ein Kraftstoffeinspritzsystem
US9506417B2 (en) * 2014-04-17 2016-11-29 Ford Global Technologies, Llc Methods for detecting high pressure pump bore wear
FR3043141B1 (fr) * 2015-10-29 2017-11-03 Continental Automotive France Procede de verification de la fonctionnalite d'un systeme d'alimentation en carburant haute pression d'un moteur a combustion interne
CN108678881B (zh) * 2018-03-26 2020-06-26 潍柴动力股份有限公司 喷油器可靠性的检测方法及检测装置

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CH668621A5 (de) * 1986-01-22 1989-01-13 Dereco Dieselmotoren Forschung Kraftstoffeinspritzanlage fuer eine brennkraftmaschine.
EP0299337A2 (fr) * 1987-07-08 1989-01-18 IVECO FIAT S.p.A. Système d'injection de carburant pour un moteur à combustion interne
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Cited By (10)

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EP0909892A3 (fr) * 1995-04-27 2000-08-23 Isuzu Motors Limited Système d'injection de combustible du type à accumulateur
DE19645243A1 (de) * 1996-11-02 1998-05-14 Orange Gmbh Druckspeicher-Einspritzvorrichtung
DE19645243C2 (de) * 1996-11-02 1998-10-29 Orange Gmbh Druckspeicher-Einspritzvorrichtung
AT414027B (de) * 1996-11-02 2006-08-15 Orange Gmbh Druckspeicher-einspritzvorrichtung
EP1425506A2 (fr) * 2001-09-10 2004-06-09 Stanadyne Corporation Commande hybride de la demande pour une pompe hydraulique
EP1425506A4 (fr) * 2001-09-10 2005-08-10 Stanadyne Corp Commande hybride de la demande pour une pompe hydraulique
WO2018233980A1 (fr) * 2017-06-19 2018-12-27 Robert Bosch Gmbh Dispositif et procédé de réglage de la pression de retour d'un injecteur
CN110945232A (zh) * 2017-06-19 2020-03-31 罗伯特·博世有限公司 用于针对喷射器进行回流压力调整的装置和方法
CN110945232B (zh) * 2017-06-19 2022-03-04 罗伯特·博世有限公司 用于针对喷射器进行回流压力调整的装置和方法
RU2770084C2 (ru) * 2017-06-19 2022-04-14 Роберт Бош Гмбх Устройство и способ настройки давления в сливной линии для топливной форсунки

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DE59408691D1 (de) 1999-10-07
EP0666416B1 (fr) 1999-09-01
ATE184077T1 (de) 1999-09-15
JPH0835462A (ja) 1996-02-06
US5615656A (en) 1997-04-01
CH689281A5 (de) 1999-01-29
JP3732248B2 (ja) 2006-01-05

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