EP1327762B1 - Procédé, programme informatique et dispositif de commande et/ou de réglage pour le fonctionnement d'un moteur à combustion interne, ainsi qu'un moteur à combustion interne - Google Patents

Procédé, programme informatique et dispositif de commande et/ou de réglage pour le fonctionnement d'un moteur à combustion interne, ainsi qu'un moteur à combustion interne Download PDF

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Publication number
EP1327762B1
EP1327762B1 EP20020025973 EP02025973A EP1327762B1 EP 1327762 B1 EP1327762 B1 EP 1327762B1 EP 20020025973 EP20020025973 EP 20020025973 EP 02025973 A EP02025973 A EP 02025973A EP 1327762 B1 EP1327762 B1 EP 1327762B1
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EP
European Patent Office
Prior art keywords
pressure
internal combustion
combustion engine
fuel
shut
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.)
Expired - Lifetime
Application number
EP20020025973
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German (de)
English (en)
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EP1327762A3 (fr
EP1327762A2 (fr
Inventor
Markus Amler
Thomas Frenz
Jens Wolber
Klaus Joos
Helmut Rembold
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Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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Publication date
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Publication of EP1327762A3 publication Critical patent/EP1327762A3/fr
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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
    • F02D41/3854—Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped with elements in the low pressure part, e.g. low pressure pump
    • 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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/042—Introducing corrections for particular operating conditions for stopping the engine
    • 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
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D41/221—Safety or indicating devices for abnormal conditions relating to the failure of actuators or electrically driven elements
    • 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
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D2041/224—Diagnosis of the fuel system
    • 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
    • F02D2250/02—Fuel evaporation in fuel rails, e.g. in common rails

Definitions

  • the invention firstly relates to a method for operating an internal combustion engine, in which fuel is conveyed by at least one fuel pump into at least one pressure range.
  • Such a method is known from the market. It is applied to a fuel system in which an electrically driven low pressure fuel pump from a fuel reservoir delivers fuel via a fuel line to a high pressure fuel pump driven by the engine. This promotes the fuel under very high pressure in a fuel rail (also called “rail"). In this, the fuel is stored under normal pressure of the internal combustion engine under high pressure. From the fuel rail, the fuel reaches injectors and further directly into corresponding combustion chambers.
  • a 1-cylinder piston pump is used as the high-pressure fuel pump. Via a leakage line is leakage fuel, which through the gap passes between cylinder and piston, discharged from the high pressure fuel pump to the reservoir. This relieves the piston seal of the used 1-cylinder piston pump.
  • a quantity control valve controls the delivery rate of the high-pressure fuel pump in normal operation. When the internal combustion engine is switched off, this valve is open and connects the delivery chamber of the pump to the low-pressure region.
  • a fundamental problem with fuel systems is the supply of the combustion chambers of the internal combustion engine with fuel during the starting process.
  • a valve device ensures that during the starting process, the electrically driven fuel pump supplies the fuel with increased supply pressure to the injection valves. In many cases, this increased supply pressure is sufficient to start the engine in the shortest possible time. Due to the increased feed pressure, a possible gas bubble in the fuel connection between the electrically driven fuel pump and the fuel pump driven by the internal combustion engine can in many cases be compressed in such a way that a reliable start of the internal combustion engine is ensured.
  • the present invention has the object, a method of the type mentioned in such a way that the start and performance of a correspondingly operated internal combustion engine at high operating temperatures is even better.
  • This object is achieved in a method of the type mentioned fact that maintained a pressure increased to ambient pressure in the pressure range after switching off the engine and the functioning of a shut-off valve device, which must be closed to maintain the pressure, is checked by the pressure in the pressure area detected after stopping the engine and then the shut-off valve device is driven so that it is open when correctly operated, and then the pressure in the pressure range at least after a certain time after the opening control again detected and compared with the previously detected pressure.
  • shut-off valve device Due to the fact that normally the shut-off valve device is closed when the internal combustion engine is switched off, it is achieved that the pressure in the pressure range can be maintained after switching off the internal combustion engine. By maintaining the pressure in the pressure range, it is avoided that gas bubbles can even form after switching off a hot internal combustion engine of the fuel system. Such gas bubbles occur when the fuel located in the pressure region heats up due to heat conduction from the internal combustion engine. The tendency to form gas bubbles is lower at high pressure than at low pressure. The inventive method thus considerably accelerates the start of an internal combustion engine operated according to the invention.
  • shut-off valve device By checking the functionality of the shut-off valve device can be detected when the valve device is stuck. If the valve device, for example, in the open state, falls after switching off the engine, the pressure in the pressure range too quickly and there is a risk of vapor formation in the fuel system with the above problems at the next attempt to start the engine.
  • shut-off valve device is controlled so that it is open at the correct function, would have a correct function of the shut-off valve device provided, the In the extreme case pressure in the pressure range drops down to ambient pressure. Such a pressure reduction is detected in the method according to the invention. If the pressure drop remains in spite of a corresponding control of the shut-off valve device, it can be assumed that the shut-off valve device is working incorrectly.
  • the starting behavior of the internal combustion engine at hot start conditions is improved by the method according to the invention and, on the other hand, the functionality of the shutoff valve device provided for this purpose is monitored by the method according to the invention. A faulty shut-off valve device can thus be detected quickly.
  • a high-pressure fuel pump delivers fuel from a low-pressure region into a high-pressure region, that the pressure in the high-pressure region is detected, that leakage fuel from the high-pressure fuel pump is conveyed via a leakage line in which the shut-off valve device is arranged a fuel tank is discharged, that the high-pressure region is fluidly connected at least when the engine is switched off with the low-pressure region via a flow restrictor, and that a delivery chamber of the high-pressure fuel pump is connected to the low pressure region when the engine is switched off.
  • shut-off valve device By blocking the leakage line by means of the shut-off valve device, after switching off the internal combustion engine prevents fuel from passing through the gap between the movable pump element and the boundary of the pump chamber of the high-pressure fuel pump and flows back to the fuel reservoir. This would be too a gradual lowering of the pressure upstream of the high-pressure fuel pump and increase the risk of the formation of vapor bubbles.
  • shut-off valve device leads here to a longer life of the high-pressure fuel pump. If the valve device were in fact clamped in the closed state, the fuel could not flow back to the fuel tank via the leakage line during normal operation of the internal combustion engine. In the leakage line thus would constantly be the pressure prevailing upstream of the high-pressure fuel pump, which can lead to damage and possibly even failure of the high-pressure fuel pump. Such a state can be recognized according to the invention.
  • the verification of the function of the shut-off valve device is also particularly simple in this development, since a pressure sensor is usually already arranged in the region of the fuel manifold and is used for pressure control in the high pressure area. Since the delivery chamber of the high-pressure fuel pump is fluidly connected to the low-pressure region when the internal combustion engine is switched off, the pressure in the high-pressure region drops below the already existing leakages, which form a flow restrictor towards the low-pressure region, to the pressure prevailing in the low-pressure region. Ultimately, therefore, the pressure in the low pressure range can be detected by detecting the pressure in the high pressure region.
  • the invention also relates to a computer program suitable for carrying out the above method when executed on a computer. It is particularly preferred if the computer program is stored on a memory, in particular on a flash memory.
  • the invention relates to a control and / or regulating device for operating an internal combustion engine.
  • it is advantageous if it comprises a memory on which a computer program of the above type is stored.
  • the subject matter of the present invention is also an internal combustion engine with at least one fuel pump which conveys into a pressure range, with a pressure detection device for detecting the pressure in the pressure range, and with a control and / or regulating device.
  • the device comprises a shut-off valve device, which must be closed to maintain the pressure, and that the control and / or regulating device is designed so that it receives a pressure signal from the pressure detection device after stopping the internal combustion engine, then the shut-off valve device controls so that it is open at the correct function, then at least after a certain time after the opening control again receives a pressure signal from the pressure detection device, and compares the two pressure signals together.
  • the internal combustion engine comprises a low-pressure region, which is connected via a flow restrictor to a leakage line in which the shut-off valve device is arranged. This speeds up the release of pressure when the shut-off valve device is open to check its function.
  • a high-pressure fuel pump which has at least one defined leakage gap through which fuel can pass from the high-pressure region to the low-pressure region, and the Pressure detection device is arranged in the high pressure region.
  • a leakage gap forms the above-mentioned flow restrictor, which ensures that, when the internal combustion engine is switched off, the pressure in the high-pressure region can drop to the pressure prevailing in the low-pressure region.
  • the leakage gap must be so small that the normal operation of the high-pressure fuel pump is influenced as little as possible.
  • a first pressure regulator and a second pressure regulator are present, wherein the opening pressure of the first pressure regulator is smaller than the opening pressure of the second pressure regulator, and that the first pressure regulator opens the upstream side of the shut-off valve device in the leakage line.
  • an internal combustion engine bears the reference numeral 10 as a whole. It comprises a fuel system 12 having a low-pressure region 14 and a high-pressure region 16.
  • the low-pressure region 14 of the fuel system 12 comprises a reservoir 18, from which an electrically driven low-pressure fuel pump 20 delivers fuel.
  • the low-pressure fuel pump 20 delivers via a check valve 22 into a low-pressure fuel line 24. This leads to a high-pressure fuel pump 26th
  • This is designed as a 1-cylinder piston pump with a delivery chamber 28 which is connected upstream via a suction valve 30 with the low-pressure fuel line 24. Downstream of the delivery chamber 28 via an outlet valve 32 with a fuel rail 34 ("Rail”) is connected. To this several injectors 36 are connected, which inject the fuel directly into each associated combustion chambers 38. A pressure relief valve 40 may recirculate excess fuel from the fuel rail 34 to the low pressure fuel line 24. The pressure in the fuel manifold 34 is detected by a pressure sensor 42.
  • the high-pressure fuel pump 26 includes a flow restrictor 44, via which fuel can flow from the fuel collecting line 34 into the delivery chamber 28.
  • the flow restrictor 44 is dimensioned such that the efficiency of the high-pressure fuel pump 26 is only slightly reduced. On the other hand, it allows, as will be shown in detail below, with the internal combustion engine 10 is turned off a comparatively rapid pressure reduction in the high pressure region 16 and the fuel rail 34th
  • the low-pressure region 14 extends from the check valve 22 via the fuel line 14 to the suction valve 30 and in some operating conditions to the delivery chamber 28.
  • the high-pressure region 16 extends from the injectors 36 via the fuel rail 34 to the exhaust valve 32, in operating states until Delivery room 28.
  • the high-pressure fuel pump 26 includes a quantity control valve 46.
  • This is a 2/2-way switching valve, with which the delivery chamber 28 can be connected to the low-pressure fuel line 24.
  • the quantity control valve 46 When the quantity control valve 46 is open, the high-pressure fuel pump 26 does not discharge into the fuel collecting line 34 but back into the low-pressure fuel line 24.
  • the opening duration of the quantity control valve 46 per delivery cycle of the high-pressure fuel pump 26 can be determined by the high-pressure fuel pump 26 in FIG the fuel manifold 34 funded amount of fuel can be adjusted.
  • the quantity control valve 46 is de-energized, ie even when the internal combustion engine 10 is stationary or switched off.
  • a leakage line 48 leads from the delivery chamber 28 back to the reservoir 18. Via the leakage line 48 leakage fuel can be removed from the high-pressure fuel pump 26, resulting in a relief of a piston seal, not shown in the figure, and thus to an extension of the life of the high-pressure fuel pump 26th leads.
  • a shut-off valve 50 is arranged in the leakage line 48. Via a flow restrictor 52, the leakage line 48 is connected to the region of the low-pressure fuel line 24 located immediately upstream of the suction valve 30.
  • the low-pressure electrical fuel pump 20 is part of a tank installation unit 54.
  • a pressure regulator 56 is arranged, which limits the pressure in the low-pressure fuel line 24 to a certain value and the outlet side to a lower portion of the tank installation unit 54 is connected.
  • a controller 58 receives signals from the pressure sensor 42 and controls the shut-off valve 50 and the quantity control valve 46.
  • the internal combustion engine 10 is operated as follows:
  • the low-pressure electric fuel pump 20 delivers fuel from the reservoir 18 at a pressure of about 6 bar to the high-pressure fuel pump 26. There, the fuel continues to be at a very high pressure (currently up to 200 bar for gasoline internal combustion engines and 200 bar for diesel engines). Internal combustion engines currently compressed to 2000 bar) and conveyed into the fuel manifold 34. From there it passes via the injectors 36 into the combustion chambers 38.
  • the quantity control valve 46 is actuated by the control and regulating device 58 as a function of the pressure in the fuel collecting line 34, which is detected by the pressure sensor 42.
  • the shut-off valve 50 is open.
  • the flow control valve 46 is normally open and the shut-off valve 50 is closed. Via the flow restrictor 44, the fuel from the fuel collecting line 34 first flows into the delivery chamber and from there via the opened quantity control valve 46 into the low-pressure fuel line 24.
  • a start block 60 is checked in block 62, whether the internal combustion engine 10 is turned off, the control and regulating device is in a coasting state and the shut-off valve 50 is normally closed. If this is the case, a measured value of the pressure sensor 42 is detected in block 64.
  • the control valve 58 is energized by the control and regulating device 58. After a certain period of time, the measured value of the pressure sensor 42 is detected again in block 68. Subsequently, in block 70, the shut-off valve 50 is de-energized again.
  • Block 72 the difference dp between the two pressures measured in blocks 64 and 68 is now calculated and written in Block 74 compared to a threshold GW. If the difference dp is greater than the limit value GW, this means that the energization of the shut-off valve 50 in block 66 has actually led to an opening of the shut-off valve 50 and to a corresponding pressure drop in the fuel collecting line 34.
  • FIG. 3 An essential difference of the internal combustion engine 10 shown in FIG. 3 to that shown in FIG. 1 relates to the arrangement of the shut-off valve 50: this is part of the tank installation unit 54 in the internal combustion engine 10 shown in FIG. 3. Furthermore, not only a pressure regulator 56 is provided. but there is a first pressure regulator 56a and a second pressure regulator 56b present. At this time, the opening pressure of the pressure regulator 56a is larger than the opening pressure of the pressure regulator 56b. On the outlet side, the pressure regulator 56 a is connected directly to the reservoir 18, whereas the pressure regulator 56 b opens into the leakage line 48 on the outlet side upstream of the shut-off valve 50. This causes:
  • the shut-off valve 50 In normal operation of the internal combustion engine 10, the shut-off valve 50 is energized and thus opened. In this case, the pressure in the low-pressure fuel passage 24 is adjusted by the pressure regulator 56b. If the internal combustion engine 10 is turned off in hot operating condition, the shut-off valve 50 is de-energized and thus closed. The pressure in the low-pressure fuel line 24 is now determined by the pressure regulator 56a and is thus higher than during normal operation of the internal combustion engine 10. The formation of vapor bubbles in the fuel system 12 is thereby even more reliably suppressed.
  • the check of the function of the shut-off valve 50 is analogous to the embodiment shown in Fig. 1.

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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)

Claims (13)

  1. Procédé de fonctionnement d'un moteur à combustion interne (10) selon lequel le carburant est refoulé par au moins une pompe à carburant (26) dans au moins une zone de pression (16),
    caractérisé en ce qu'
    une pression augmentée par rapport à la pression ambiante est maintenue dans la zone de pression (16) après la coupure du moteur à combustion interne (10), et la capacité de fonctionnement d'un dispositif de soupapes d'arrêt (50), qui doit être fermé pour maintenir la pression, est vérifiée en mesurant la pression dans la zone de pression (16) après la coupure du moteur à combustion interne (10) puis en commandant (66) le dispositif de soupapes d'arrêt (50) de sorte qu'il soit ouvert si le fonctionnement est correct, et en mesurant (68) à nouveau la pression dans la zone de pression (16) au moins au bout d'une période de temps déterminée après la commande d'ouverture (66) et en la comparant (74) avec la pression mesurée préalablement.
  2. Procédé selon la revendication 1,
    caractérisé en ce qu'
    une pompe à haute pression (26) refoule le carburant d'une zone à basse pression (14) dans une zone à haute pression (16),
    on mesure la pression dans la zone à haute pression (16),
    du carburant de fuite est évacué de la pompe à carburant haute pression (16) vers un réservoir de carburant (18) par une conduite de fuite (48), dans laquelle est disposée le dispositif de soupapes d'arrêt (50),
    la zone à haute pression (16) est reliée de façon fluidique à la zone à basse pression (14) par un étranglement d'écoulement 44 au moins si le moteur à combustion interne (10) est coupé, et
    une chambre de refoulement (28) de la pompe à carburant haute pression (16) est reliée à la zone à basse pression (14) lorsque le moteur à combustion interne (10) est coupé.
  3. Procédé selon l'une des revendications 1 ou 2,
    caractérisé en ce qu'
    une différence (dp) entre la pression avant la commande d'ouverture (66) et la pression après la commande d'ouverture (66) du dispositif de soupapes d'arrêt (50) est formée et comparée (74) avec une valeur limite (GW).
  4. Procédé selon l'une des revendications précédentes,
    caractérisé en ce qu'
    un gradient de baisse de pression est déterminé et comparé avec une valeur limite.
  5. Procédé selon l'une des revendications 3 ou 4,
    caractérisé en ce qu'
    une inscription dans une mémoire de défaut est effectuée (82) et/ou une alarme est déclenchée si la différence (dp) et/ou le gradient de baisse de pression est inférieur ou égal à la valeur limite (GW) correspondante.
  6. Procédé selon l'une des revendications précédentes,
    caractérisé en ce que
    la commande d'ouverture (66) du dispositif de soupapes d'arrêt (50) n'est effectuée qu'en l'absence de conditions de coupure à chaud.
  7. Programme informatique,
    caractérisé en ce qu'
    il est approprié pour la réalisation du procédé selon l'une des revendications précédentes s'il est exécuté sur un ordinateur.
  8. Programme informatique selon la revendication 7,
    caractérisé en ce qu'
    il est stocké dans une mémoire, en particulier une mémoire flash.
  9. Appareil de commande et/ou de régulation (58) pour le fonctionnement d'un moteur à combustion interne (10),
    caractérisé en ce qu'
    il comprend une mémoire dans laquelle est stocké un programme informatique selon l'une des revendications 7 ou 8.
  10. Moteur à combustion interne (10) comprenant
    au moins une pompe à carburant (26) qui refoule dans une zone de pression (16),
    un dispositif de mesure de pression (42) pour mesurer la pression dans la zone de pression (26), et
    un appareil de commande et/ou de régulation (58),
    caractérisé en ce qu'
    il comprend une installation (50) assurant qu'une pression augmentée par rapport à la pression ambiante puisse être maintenue dans la zone de pression (16) lorsque le moteur à combustion interne (10) est coupé, l'installation comprenant une installation de soupapes d'arrêt (50) qui doit être fermé pour maintenir la pression, et l'appareil de commande et de régulation (58) est configuré
    pour recevoir (64) un signal de pression de l'installation de mesure de pression (42) après la coupure du moteur à combustion interne (10),
    commander (66) l'installation de soupapes d'arrêt (50) afin que celle-ci soit ouverte si le fonctionnement est correct,
    recevoir (68) ensuite un nouveau signal de pression de l'installation de mesure de pression (42) au moins au bout d'une période de temps déterminée après la commande d'ouverture (66), et
    comparer (72) les deux signaux de pression l'un avec l'autre.
  11. Moteur à combustion interne (10) selon la revendication 9,
    caractérisé en ce qu'
    il comprend une zone à basse pression (14) reliée par un étranglement d'écoulement (52) à une conduite de fuite (48) dans laquelle est disposé le dispositif de soupapes d'arrêt (50).
  12. Moteur à combustion interne (10) selon la revendication 11,
    caractérisé en ce qu'
    il comprend une pompe à carburant haute pression (26) qui présente au moins un interstice de fuite (44) défini par lequel le carburant peut arriver de la zone à haute pression (16) dans la zone à basse pression (14), et l'installation de mesure de pression (42) est disposé dans la zone à haute pression (16)
  13. Moteur à combustion interne (10) selon l'une des revendications 11 ou 12,
    caractérisé en ce que
    la zone à basse pression (14) présente un premier régulateur de pression (56b) et un second régulateur de pression (56a), la pression d'ouverture du premier régulateur de pression (56b) étant inférieure à la pression d'ouverture du second régulateur de pression (56a), et côté sortie le premier régulateur de pression (56b) débouche dans la conduite de fuite (48) en amont de l'installation de soupapes d'arrêt (50).
EP20020025973 2002-01-11 2002-11-21 Procédé, programme informatique et dispositif de commande et/ou de réglage pour le fonctionnement d'un moteur à combustion interne, ainsi qu'un moteur à combustion interne Expired - Lifetime EP1327762B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE2002100829 DE10200829A1 (de) 2002-01-11 2002-01-11 Verfahren, Computerprogramm, Steuer- und/oder Regelgerät zum Betreiben einer Brennkraftmaschine, sowie Brennkraftmaschine
DE10200829 2002-01-11

Publications (3)

Publication Number Publication Date
EP1327762A2 EP1327762A2 (fr) 2003-07-16
EP1327762A3 EP1327762A3 (fr) 2005-09-07
EP1327762B1 true EP1327762B1 (fr) 2007-01-24

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EP (1) EP1327762B1 (fr)
JP (1) JP2003239817A (fr)
DE (2) DE10200829A1 (fr)

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Publication number Priority date Publication date Assignee Title
JP4407611B2 (ja) * 2005-10-06 2010-02-03 株式会社デンソー 燃料噴射制御装置
DE102006043320A1 (de) * 2006-09-15 2008-03-27 Robert Bosch Gmbh Verfahren zum Ermitteln der Funktionsfähigkeit eines Drucksensors
JP2010156297A (ja) * 2008-12-29 2010-07-15 Denso Corp 燃料供給装置
JP5454522B2 (ja) * 2011-07-11 2014-03-26 トヨタ自動車株式会社 エンジンの異常検出装置

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JP3345933B2 (ja) * 1993-01-19 2002-11-18 株式会社デンソー 蓄圧式燃料噴射装置
DE19513158A1 (de) * 1995-04-07 1996-10-10 Bosch Gmbh Robert Einrichtung zur Erkennung eines Lecks in einem Kraftstoffversorgungssystem
DE19539883B4 (de) * 1995-05-26 2011-06-01 Robert Bosch Gmbh Kraftstoffversorgungsanlage und Verfahren zum Betreiben einer Brennkraftmaschine
JP3842331B2 (ja) * 1995-05-26 2006-11-08 ローベルト ボツシユ ゲゼルシヤフト ミツト ベシユレンクテル ハフツング 内燃機関の燃料供給のための燃料供給装置及び内燃機関を運転する方法
DE19703891B4 (de) * 1997-02-03 2008-07-31 Robert Bosch Gmbh Verfahren und Vorrichtung zur Erkennung einer Leckage
DE19727794C1 (de) * 1997-06-30 1999-01-28 Siemens Ag Verfahren zum Überprüfen einer Kraftstoffversorgung
DE19934648C1 (de) * 1999-07-23 2000-10-26 Daimler Chrysler Ag Kraftstoff-Versorgungssystem

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Publication number Publication date
EP1327762A3 (fr) 2005-09-07
EP1327762A2 (fr) 2003-07-16
DE10200829A1 (de) 2003-07-31
JP2003239817A (ja) 2003-08-27
DE50209338D1 (de) 2007-03-15

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