EP1178205A2 - Système d'alimentation en carburant d'un moteur à combustion interne notamment dans un véhicule automobile - Google Patents

Système d'alimentation en carburant d'un moteur à combustion interne notamment dans un véhicule automobile Download PDF

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Publication number
EP1178205A2
EP1178205A2 EP01116806A EP01116806A EP1178205A2 EP 1178205 A2 EP1178205 A2 EP 1178205A2 EP 01116806 A EP01116806 A EP 01116806A EP 01116806 A EP01116806 A EP 01116806A EP 1178205 A2 EP1178205 A2 EP 1178205A2
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EP
European Patent Office
Prior art keywords
pressure
fuel
pump
control
internal combustion
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.)
Granted
Application number
EP01116806A
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German (de)
English (en)
Other versions
EP1178205B1 (fr
EP1178205A3 (fr
Inventor
Klaus Joos
Jens Wolber
Thomas Frenz
Hansjoerg Bochum
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
Publication of EP1178205A2 publication Critical patent/EP1178205A2/fr
Publication of EP1178205A3 publication Critical patent/EP1178205A3/fr
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Publication of EP1178205B1 publication Critical patent/EP1178205B1/fr
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
    • 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
    • F02D41/3082—Control of electrical fuel pumps
    • 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
    • F02D41/3863—Controlling the fuel pressure by controlling the flow out of the common rail, e.g. using pressure relief valves
    • 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
    • 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
    • F02D2041/389—Controlling fuel injection of the high pressure type for injecting directly into the cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/31—Control of the fuel pressure

Definitions

  • the invention relates to a method for operating a Fuel supply system for an internal combustion engine in particular a motor vehicle in which fuel from pumped into a pressure accumulator and from Injectors directly into the internal combustion engine is injected.
  • the invention further relates to a Fuel supply system for an internal combustion engine in particular a motor vehicle with a pressure accumulator and a pump with which the pressure accumulator fuel is feedable, and with injectors with which Fuel can be injected directly into the internal combustion engine is.
  • the invention further relates to a control device for an internal combustion engine, in particular of a motor vehicle and a storage medium for a control unit Internal combustion engine, in particular of a motor vehicle.
  • an internal combustion engine Motor vehicle are facing ever increasing demands on a reduction in fuel consumption and generated exhaust gases at a simultaneously desired increased Performance provided.
  • modern ones Internal combustion engines with a fuel supply system provided with the supply of fuel in the Combustion chamber of the internal combustion engine electronically, in particular with a computer-aided control unit, controlled and / or is regulated.
  • BDE gasoline direct injection
  • DE 195 48 278 A1 describes one method and one Device for controlling an internal combustion engine High pressure injection especially for internal combustion engines known with auto-ignition.
  • a Pre-feed pump fuel in a low pressure area transported and from a high pressure pump into one High pressure area, a so-called common rail.
  • the pre-feed pump delivers the fuel from one Fuel tank, the tank, into one Low pressure range and is as an electric fuel pump executed.
  • Parallel to the electric fuel pump is a Pressure relief valve arranged that when exceeded a certain pressure fuel from the Low pressure area back into the tank of the motor vehicle passes.
  • a pressure sensor is arranged in the high pressure area, which detects the pressure in the common rail.
  • Pressure control valve arranged depending on a control current from a certain adjustable pressure Fuel from the high pressure area back into the tank passes. It is contemplated that the electric fuel pump regulated in speed according to a control signal is based on the delivery rate to the current needs of the engine adapt. In the event of system errors, the pressure control valve can be used as Emergency valve for quickly lowering the pressure in the common rail be used.
  • DE 198 53 823 A1 discloses a method for operating an internal combustion engine, in particular a motor vehicle, where the fuel is from a first, usually electric motor driven fuel pump and one second, usually mechanical high pressure pump in one Pressure accumulator of the internal combustion engine is promoted.
  • the amount of fuel delivered is here by corresponding influencing of the electromotive driven first fuel pump changeable. To this In this way, the accumulator becomes the one required Amount of fuel supplied.
  • the delivery rate of the first Fuel pump will depend on the amount of fuel to be injected and / or the speed of the Internal combustion engine and / or the temperature of the intake Air and / or the battery voltage via a map controlled.
  • the pressure in Pressure accumulator is arranged with one in the high pressure circuit Pressure sensor detected.
  • Pressure control valve arranged the excess fuel transported back into the tank of the motor vehicle. The Pressure control valve can be opened via an input signal and getting closed.
  • German Patent application DE 199 03 272.6-13 is a Fuel supply system for an internal combustion engine especially known of a motor vehicle in which Fuel is pumped into an accumulator pumped and injected directly into the Internal combustion engine is injected. It will be the Possibilities revealed, the pump mechanically, that is rigid coupling to the internal combustion engine to drive or run the pump as an electric pump.
  • the Overall system according to the not yet pre-published German patent application DE 199 03 272.6-13 has one Electric fuel pump that takes fuel from a tank in transported a low pressure area. Of this Starting from the low pressure range, the fuel is generated using the High pressure pump in a pressure area or a common rail promoted. Starting from this pressure range, the Fuel is injected directly into the combustion chamber injected into the internal combustion engine.
  • the Systems are also a pressure sensor and a pressure control valve arranged. Both the electric high pressure pump as well the pressure sensor, the injectors and that Pressure control valve are connected to a control unit that u. a. based on the data supplied by the pressure sensor at least the control of the electric high pressure pump, the injectors and the pressure control valve.
  • the Possibility reveals the speed of the Electric fuel pump according to the required Regulate the delivery rate.
  • the control of the Pressure control valve is done with different ones each constant clock ratios, corresponding to the Operating state, for example start or normal operation to be selected.
  • a method of operating a fuel supply system for an internal combustion engine in particular one Motor vehicle in which with at least a first pump Fuel is transported into a first pressure range at that with at least a second, electrically operated Pump the fuel from the first pressure range into one second pressure area with at least one pressure accumulator is transported in which the fuel is injected from the second pressure area directly into a combustion chamber is injected, in which the pressure with a pressure sensor is recorded in the second pressure range, in which with a Pressure control means arranged at the second pressure area is, the pressure in the second pressure range is regulated and at which a control signal for controlling the Pressure control means is generated compared to the state the technology in that the second pump in their speed is controlled and / or regulated.
  • the advantage of the method according to the invention is that through the need-based control of the second pump, at unrestricted function of the internal combustion engine, a Energy saving of the overall system, i.e. the Motor vehicle is possible. This is particularly because that the electrically powered second pump that's practical represents a high pressure pump, a very high one Has energy needs. Overall, it can be assumed that the inventive method to a Fuel consumption savings of 1 to 2%.
  • one required by the engine Fuel quantity determined and at least from this from the engine required fuel quantity a target speed for the second Pump determined.
  • the pressure regulator in the Practice requires a certain amount of overflow that over the Pressure regulating agent flows back into the first pressure range.
  • the target speed for the second pump must be such that at least that for the Combustion in the combustion chambers of the engine required fuel as well as the fuel for the Overflow of the pressure control means in the second pressure range is promoted. It becomes practical in this way Target - speed with a safety and / or Correction factor and / or with a safety and / or Correction offset applied.
  • the method provides that the first pump is controlled in this way and / or it is regulated that at least that of the engine required amount of fuel in the first pressure range is promoted.
  • This control of the invention The first pump represents a pilot control, which is additional to save energy in the overall system, i.e. the Fuel consumption of the motor vehicle contributes.
  • the preferred development of the method according to the invention provides that the control signal for the control of the Pressure regulator from the sum of two independent Partial signals is formed.
  • the first partial signal at least as a function of one Actual pressure value and an operating point-dependent pressure target value formed in the second pressure area.
  • the second partial signal is advantageously at least depending on inflowing and outflowing fuel mass in or out determines the pressure accumulator, the second partial signal from is taken from an applicable map.
  • a fuel supply system for an internal combustion engine in particular a motor vehicle with at least one first pump, using the fuel in a first Pressure range is transportable, with at least a second, electrically operated pump by means of which the fuel is made the first pressure range with a second pressure range is transportable with at least one Injectors, by means of which the fuel from the second pressure range can be injected directly into a combustion chamber is, with a pressure sensor, by means of which the pressure in the second Pressure range is detected with a pressure control device that is arranged in the second pressure area, by means of which the Pressure in the second pressure range is adjustable and by means to generate a control signal for the Pressure control means is compared to the prior art further developed in that means are available by means of whose speed the second pump can be controlled and / or is adjustable.
  • Fuel supply system provides that that Pressure control means in the second pressure range Pressure control valve is.
  • a preferred development of the Fuel supply system provides that the combustion chamber at least one ignition device is assigned by means of the fuel in the combustion chamber is flammable.
  • An interpretation of the is also advantageous Internal combustion engine such that the fuel in the Combustion chamber at least in a first operating mode a compression phase and in a second operating mode can be injected during an intake phase.
  • the Using direct injection and injection in the two different operating modes in combination with the fuel supply system according to the invention results a particularly fuel-saving, space-saving and inexpensive design of the internal combustion engine.
  • the realization of the inventive method in the form of a control unit for an internal combustion engine in particular one Motor vehicle is on a storage medium for the Control unit of the internal combustion engine, in particular one Motor vehicle a program stored on a Computing device, especially on a microprocessor in the Control unit continuously executing the steps of the Method for operating a fuel supply system for an internal combustion engine in particular one Motor vehicle causes.
  • the Invention by a stored on the storage medium Program realized so this with the program provided storage medium in the same way the invention represents how the method, the execution of which Program is suitable.
  • a storage medium an electrical storage medium is used, for example a read-only memory (ROM) or an EPROM.
  • FIG. 1 shows a first embodiment of the device according to the invention.
  • a Fuel tank 1 or the tank of the A first pump 2 is arranged in the motor vehicle Usually designed as an electric fuel pump.
  • the Electric fuel pump 2 is connected via a control line 4 connected to the engine control unit 3. Via the control line 4
  • the engine control unit can influence the Speed and thus on the flow rate of the Take electric fuel pump 2.
  • the electric fuel pump 2 transports the fuel from the tank 1 via a first one Pressure line 5 to a second pump 6.
  • the second pump 6, that as an electrically powered high pressure pump is carried out via a control line 7 with the Engine control unit 3 connected.
  • the electric high pressure pump 6 conveys the fuel via a second pressure line 8 in a pressure accumulator 9, a so-called common rail 9
  • common rail 9 Starting from common rail 9 it comes under high pressure added fuel via pressure lines 10 to Injection valves 11 (also called injectors), by means of the fuel directly into a combustion chamber 12 is injected.
  • Injection valves 11 also called injectors
  • To control the injection valves 11 are each via a control line 13 with the Engine control unit 3 connected.
  • a pressure sensor 14 in the second Pressure area arranged a pressure in the common rail 9 representing signal via the signal line 15 to the Engine control unit 3 transmits.
  • a pressure regulating and / or controlling Means 16 arranged in the area of Common rails 9 .
  • the pressure regulating and / or controlling means 16 as Pressure control valve executed.
  • the fuel flowing from the pressure control valve 16 reaches the first via a fuel line 18 Pressure area 5, i.e. in the area in front of the second pump 6.
  • the pressure control valve 16 is connected via a control line 17 connected to the engine control unit 3. Via the control line 17 can the engine control unit 3 influence the parameters of the Take valve 16. For example, the setting a predetermined pressure level in the common rail 9, from the excess pressure that is exceeded in the common rail would arise by degrading the fuel back into the first via the pressure control valve 16 Pressure area flows off (overflow).
  • the core of the fuel supply system is a speed control device 19 for controlling the electric high pressure pump 6.
  • This is the Speed control device 19 with a control line 20 connected to the engine control unit 3.
  • the control line 20 to the speed control device 19 are transmitted, a corresponding control of the electric high pressure pump 6 via line 21 performed.
  • the electrically driven high pressure pump 6 it can an electric asynchronous motor, for example act, which is coupled to a mechanical pump. It is still within the scope of the invention Fuel supply system that the High pressure pump unit 6 structurally separate from the Combustion chamber surrounding engine block 23 is arranged. By this arrangement gives rise to thermal advantages, especially in hot start situations as well as advantages in relation on the flexibility of installing the system in one Engine compartment of a motor vehicle (better packaging possible).
  • A is located within the high-pressure pump unit 6 Volume control valve, which via the control line 7, the Engine control unit 3 with the high pressure pump unit 6 connects, can be controlled. By using a Volume control valve within the high pressure pump unit 6 it is possible to use a control signal that the High-pressure pump unit 6 supplied amount of fuel set.
  • control unit 3 designated control unit can of course in general case to be a special control device that only the control of the components of the Fuel supply system as a task.
  • control unit 3 together with the Speed control device 19 and the high pressure pump 6 can be combined into a single structural unit.
  • the Combining these components into one Control, regulation and pump unit offers in particular Advantages in packaging in the engine compartment and brings for the car manufacturer the advantage of an existing engine concept particularly light and flexible with a new high-pressure fuel supply system equip.
  • control unit 3 is the central engine control unit of the motor vehicle is various other signal lines 22 indicated that the Perception of the other functions of the engine control unit 3 serve.
  • control unit 3 a storage medium on which a program is saved that the execution of the so far described function as well as the function of the inventive method that further in the context of Figures 3 to 5 is explained in more detail, allows.
  • the invention is of particular importance Fuel supply system for an internal combustion engine, the according to the principle of direct petrol injection (BDE system) is working. With such a system is every combustion chamber assigned at least one spark plug, by means of which the Fuel in the combustion chamber 12 is flammable.
  • the Spark plugs, at least one per combustion chamber / cylinder 12 of the internal combustion engine is arranged in the Representation according to Figure 1 (and also Figure 2) not shown.
  • Such systems also offer the possibility of Fuel at least in a first mode during a compression phase and in a second operating mode to be injected during a suction phase.
  • the second Operating mode during which the suction phase of the respective Combustion chamber 12 is injected approximately corresponds the homogeneous air-gas mixture, which is part of the conventional (not direct) injection into the Combustion chamber arrives.
  • the first mode of operation during which the compression phase of the combustion chamber is injected also referred to as stratified operation or stratified charge.
  • the Shift operation is particularly useful when none high performance requirements for the internal combustion engine be put. In this case, the internal combustion engine usually lower fuel consumption than in homogeneous operation.
  • the invention Fuel supply system is particularly during the Shift operation excellently suited to the Internal combustion engine on demand with the necessary To supply fuel. This means that in particular during the shift operation both the speed of the Pre-feed pump 2 and the speed of high-pressure pump 6 can be reduced, resulting in a significantly reduced Energy requirement of pumps 2 and / or 6 leads. Another one The advantage is that during operation with reduced speed of pumps 2 and / or 6 the load for the respective pump is not as high as for the maximum Speed and therefore a longer service life of the pumps 2 and / or 6 can be assumed. That in the High pressure pump 6 integrated volume control valve also controlled accordingly reduced.
  • FIG. 2 shows a second embodiment of the device according to the invention, with the same elements are identified by the identical reference numerals.
  • the Difference of this second embodiment in comparison to the embodiment shown in Figure 1 is in the arrangement of the pressure control valve 16 'in this second embodiment in the high pressure pump unit 6 is integrated or attached to the high pressure pump unit 6 is.
  • the excess can via the pressure control valve 16 ' Fuel back through line 18 'in the first Flow pressure area 5 in front of the high pressure pump 6.
  • the advantage of integration of the pressure control valve 16 'into the high pressure pump unit 6 is that this creates a high pressure pump module is created that is flexible in existing concepts of internal combustion engines. In other words: It is made easier for a motor vehicle manufacturer existing internal combustion engine to an internal combustion engine to convert with high pressure injection.
  • Figure 3 shows an embodiment of the invention Method, in which the activation of the Pressure control valve 16 and 16 'is shown.
  • the invention become two in two determination units 31 and 32 Partial signals formed, which in a block 33 to a Total signal can be summed up.
  • the for determining the two partial signals from the determination units 31 and 32 required input signals / input data are directly or supplied indirectly by the engine control unit 3.
  • Indirectly means that the data, for example not have a direct connection between the Engine control unit 3 and the determination units 31 and 32 be made available but that the transmission the data is carried out via a vehicle bus system (CAN bus).
  • CAN bus vehicle bus system
  • FIG. 3 shows 3 as examples Input variables for the determination units 31 and 32 shown. This illustration is only an example view and is not a limitation of the invention.
  • a Partial signal generated which are referred to as a control component may, while in the determination unit 32, a partial signal is generated, which are referred to as input tax can.
  • the control part in the determination unit 31 depending on the prevailing in the common rail 9 Actual pressure value and an operating point-dependent pressure target value formed in the common rail 9.
  • the actual pressure value of the Common rails 9 is, as explained in FIG. 1, with the Pressure sensor 14 detects and passes through control unit 3 to the determination unit 31.
  • the operating point-dependent pressure setpoint in the common rail 9, for example, one in Control unit 3 removed applicable map become.
  • the input tax share in the unit of destination 32 is formed, at least depending on inflowing and outflowing fuel mass in or out determined the pressure accumulator.
  • the specific determination of inflowing or outflowing amounts of fuel in or out the common rail 9 will be discussed in detail in the description to Figure 3 explained.
  • the sum signal in Step 34 into a corresponding control signal for the Pressure control valve 16 or 16 'converted.
  • the resulting Drive signal which is formed in step 34, can for example a duty cycle, a pulse width modulation or, if a volume control valve is used is, for example, an angle control between 0 and Be 180 °.
  • Figure 4 shows the formation of the first partial signal Activation of the pressure control valve 16 or 16 ', in detail.
  • Those blocks of the method that the determination unit 31 according to Figure 3, are with a dashed line Marked line and provided with the reference number 31.
  • process steps 41 and 42 represents the actual value detection of the pressure in the common rail 9, during process step 44 the target value formation of the Symbolizes pressure in common rail 9.
  • step 43 is off the difference between the setpoint and actual value of the pressure in the common rail 9 the target-actual control difference is formed.
  • step 45 becomes the control difference determined in step 43 with a PI controller or a PID controller corresponding first partial signal to control the Pressure control valve 16 and 16 'converted and to the Transfer step 33 according to FIG. 3.
  • step 41 the pressure characterizing signal of the Pressure sensor 14 detected and for filtering to step 42 forwarded.
  • step 42 Low pass filtering takes place to avoid high frequency interference from the Filter out the pressure signal.
  • the result of step 42 is the actual signal of the pressure in the common rail 9, which at the Step 43 is forwarded.
  • step 44 of the method according to the invention according to the current operating data from one operating point-dependent map, which is in the control unit 3 a target value for the pressure in the common rail 9 removed / formed and transferred to step 43.
  • step 32 the input tax portion became Control of the pressure control valve 16 or 16 'u. a. on Basis of the inflowing or outflowing amount of fuel determined in or from the common rail 9.
  • the necessary determination of the quantity balance is as follows explained in the context of Figure 5. It is shown again the engine control unit 3, which is used for method steps 51, 53 and 55 provides all the necessary input variables.
  • step 51 the flow to the common rail 9 Determined fuel quantity. This amount of fuel results proportional to the product of efficiency of electric high pressure pump 6, speed of the electric High pressure pump 6 and duty cycle of the in High pressure pump 6 integrated flow control valve (or an equivalent drive signal for the Quantity control valve).
  • step 53 the amount of fuel is determined, which is about the injectors 11 into the combustion chambers of the internal combustion engine is injected. This amount of fuel results proportional to the product of that in the engine control unit 3 determined amount of fuel per injection and the speed the internal combustion engine.
  • step 55 the amount of fuel is determined, which is about the pressure control valve 16 or 16 'back in the first Pressure range in front of the electric high pressure pump 6 overflows.
  • the corresponding overflowing amount of fuel of the pressure control valve is at least dependent on the control signal or the duty cycle of the Pressure control valve and the pressure currently prevailing in the Common rail 9 from an applicable map in Engine control unit 3 removed.
  • step 51 Common rail 9 supplied, the amount of fuel in step 53 determined by the injection into the combustion chambers from the Common rail 9 outflowing, fuel mass deducted.
  • step 52 The step of forming the difference is identified by 52.
  • the output signal of step 52 becomes one transferred further differential element in step 54, in which in addition, the overflow quantity determined in step 55 Pressure control valve 16 or 16 'is withdrawn.
  • the result of method step 54 is effective for the common rail 9 inflowing amount of fuel, so practically increasing the Fuel quantity in common rail 9.
  • This data is returned transmitted to the control unit 3, which this data the Provide method step 32 according to FIG. 3 can.
  • Control unit 3 can be stored an applicable map that depending on the determined target speed of the High pressure pump 6 a correction factor and / or one Correction offset for the control signal (for Speed control) of the electric fuel pump.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
EP20010116806 2000-08-03 2001-07-10 Système d'alimentation en carburant d'un moteur à combustion interne notamment dans un véhicule automobile Expired - Lifetime EP1178205B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10038555 2000-08-03
DE2000138555 DE10038555A1 (de) 2000-08-03 2000-08-03 Kraftstoffversorgungssystem für eine Brennkraftmaschine insbesondere eines Kraftfahrzeugs

Publications (3)

Publication Number Publication Date
EP1178205A2 true EP1178205A2 (fr) 2002-02-06
EP1178205A3 EP1178205A3 (fr) 2004-01-02
EP1178205B1 EP1178205B1 (fr) 2008-05-14

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EP20010116806 Expired - Lifetime EP1178205B1 (fr) 2000-08-03 2001-07-10 Système d'alimentation en carburant d'un moteur à combustion interne notamment dans un véhicule automobile

Country Status (4)

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EP (1) EP1178205B1 (fr)
JP (1) JP2002106400A (fr)
DE (2) DE10038555A1 (fr)
ES (1) ES2304363T3 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8539934B2 (en) 2008-04-10 2013-09-24 Bosch Corporation Injection abnormality detection method and common rail fuel injection control system
JP5235968B2 (ja) * 2010-10-26 2013-07-10 三菱電機株式会社 燃料供給システム

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EP0725212A2 (fr) * 1995-02-06 1996-08-07 Zexel Corporation Système d'injection de combustible à haute pression
US5626121A (en) * 1994-12-02 1997-05-06 Zexel Corporation Fuel pump for high-pressure fuel injection system
EP0831220A2 (fr) * 1996-08-20 1998-03-25 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Appareil de commande de combustion pour moteur à combustion interne
DE19742993A1 (de) * 1997-09-29 1999-04-01 Siemens Ag Verfahren zum Steuern des Kraftstoffdruckes in einem Kraftstoffverteiler
FR2775319A1 (fr) * 1998-02-26 1999-08-27 Sagem Dispositif d'injection directe de combustible pour moteur a combustion interne
DE19853823A1 (de) * 1998-11-21 2000-05-25 Bosch Gmbh Robert Verfahren zum Betreiben einer Brennkraftmaschine insbesondere eines Kraftfahrzeugs
EP1149239A1 (fr) * 1999-01-28 2001-10-31 Robert Bosch Gmbh Systeme d'alimentation en carburant pour un moteur a combustion interne notamment d'un vehicule automobile

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Publication number Priority date Publication date Assignee Title
DE19739653A1 (de) * 1997-09-10 1999-03-11 Bosch Gmbh Robert Verfahren zum Erzeugen von unter Hochdruck stehendem Kraftstoff sowie System zur Kraftstoffhochdruckerzeugung
JP2000008926A (ja) * 1998-06-29 2000-01-11 Hitachi Ltd 筒内噴射エンジンの燃料制御装置

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Publication number Priority date Publication date Assignee Title
US5626121A (en) * 1994-12-02 1997-05-06 Zexel Corporation Fuel pump for high-pressure fuel injection system
EP0725212A2 (fr) * 1995-02-06 1996-08-07 Zexel Corporation Système d'injection de combustible à haute pression
EP0831220A2 (fr) * 1996-08-20 1998-03-25 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Appareil de commande de combustion pour moteur à combustion interne
DE19742993A1 (de) * 1997-09-29 1999-04-01 Siemens Ag Verfahren zum Steuern des Kraftstoffdruckes in einem Kraftstoffverteiler
FR2775319A1 (fr) * 1998-02-26 1999-08-27 Sagem Dispositif d'injection directe de combustible pour moteur a combustion interne
DE19853823A1 (de) * 1998-11-21 2000-05-25 Bosch Gmbh Robert Verfahren zum Betreiben einer Brennkraftmaschine insbesondere eines Kraftfahrzeugs
EP1149239A1 (fr) * 1999-01-28 2001-10-31 Robert Bosch Gmbh Systeme d'alimentation en carburant pour un moteur a combustion interne notamment d'un vehicule automobile

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DE50113962D1 (de) 2008-06-26
DE10038555A1 (de) 2002-02-21
ES2304363T3 (es) 2008-10-16
EP1178205B1 (fr) 2008-05-14
JP2002106400A (ja) 2002-04-10
EP1178205A3 (fr) 2004-01-02

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