EP1348072B1 - Procede, programme informatique et appareil de commande et/ou de reglage permettant d'exploiter un moteur a combustion interne et moteur a combustion interne - Google Patents

Procede, programme informatique et appareil de commande et/ou de reglage permettant d'exploiter un moteur a combustion interne et moteur a combustion interne Download PDF

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Publication number
EP1348072B1
EP1348072B1 EP01994597A EP01994597A EP1348072B1 EP 1348072 B1 EP1348072 B1 EP 1348072B1 EP 01994597 A EP01994597 A EP 01994597A EP 01994597 A EP01994597 A EP 01994597A EP 1348072 B1 EP1348072 B1 EP 1348072B1
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EP
European Patent Office
Prior art keywords
fuel
pressure
internal combustion
combustion engine
region
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
EP01994597A
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German (de)
English (en)
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EP1348072A1 (fr
Inventor
Klaus Joos
Jens Wolber
Thomas Frenz
Markus Amler
Hansjoerg Bochum
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Robert Bosch GmbH
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Robert Bosch GmbH
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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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • 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
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F02D41/065—Introducing corrections for particular operating conditions for engine starting or warming up for starting at hot start or restart
    • 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
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/02—Fuel evaporation in fuel rails, e.g. in 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
    • F02D41/02—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

Definitions

  • the invention relates to a method for operating an internal combustion engine, in particular of a motor vehicle, in which the fuel is conveyed from a reservoir by means of at least one fuel pump in a fuel line.
  • a fuel supply system of an internal combustion engine comprises two fuel pumps connected in series and a plurality of fuel valves injecting directly into a combustion chamber.
  • a valve device ensures that during the starting process of the internal combustion engine one of the two fuel pumps delivers the fuel at an increased pressure to the fuel valves. This ensures that vapor bubbles are flushed in the fuel line from the fuel line or compressed in the fuel line and thereby starting the engine in a sufficiently short time is possible.
  • the method proposed in DE 195 39 885 considerably improves the starting behavior of the internal combustion engine. However, it has been found that even a further improvement of the starting behavior and in particular a shortening of the starting time of the internal combustion engine is desired.
  • EP 0 237 754 A1 it is described to increase the pressure in a low-pressure fuel system with intake manifold injection when stopping the internal combustion engine by activating a second pressure regulator.
  • This has the advantage that even during the service life of the internal combustion engine, if this is not in operation, the pressure of the fuel is increased compared to the normal pressure, whereby the formation of vapor bubbles is avoided from the outset.
  • This makes it possible for the combustion chambers of the internal combustion engine to provide the fuel even faster during the starting process, which accelerates the starting process itself and improves the starting behavior of the internal combustion engine.
  • the increase in the fuel pressure in the fuel line only in the idle state also has the advantage over a constantly increased fuel pressure that the components of the internal combustion engine are less loaded during normal operation. This is especially true for the fuel pump, whose life is extended by the normally lower pressure and also for the fuel lines, which are less prone to permeation at the normally lower pressure.
  • JP 09 250 426 describes the possibility, in a high-pressure fuel system with direct fuel injection during starting of an internal combustion engine, to feed a high-pressure region directly from a low-pressure pump when the pressure in the high-pressure region is below the delivery pressure of the low-pressure pump.
  • JP 09 166 061 describes the possibility of the low druchpumpe in such a fuel system on the switching off of the engine out in addition, so as to maintain the fuel pressure between high and low pressure pump.
  • the present invention has the object, a method of the type mentioned in such a way that the starting behavior and reliability of the internal combustion engine can be improved in a simple manner.
  • This object is achieved in a method of the type mentioned in that the pressure of the fuel at least in a region of the fuel line in a rest state of the internal combustion engine in which a crankshaft of the internal combustion engine does not rotate and ignition is off, compared to a normal operation at least is temporarily increased and in the idle state of the internal combustion engine during the phase with increased fuel pressure, a high pressure region and a low pressure region of the fuel line are connected to each other such that in them the same pressure prevails.
  • Such a fuel line having a high pressure region and a low pressure region comes e.g. used in internal combustion engines with direct fuel injection (BDE).
  • BDE direct fuel injection
  • the fuel is first conveyed by an electric fuel pump in the low pressure region of the fuel line and fed to a high pressure pump directly driven by the internal combustion engine. This promotes the fuel under very high pressure (up to 120 bar) in a fuel rail, which is also referred to as "rail". From this, the fuel is fed directly to the injection valves, which inject the fuel directly into the combustion chambers of the internal combustion engine.
  • the high pressure region and the low pressure region of the fuel line from each other.
  • the high-pressure components of the high-pressure region for example the high-pressure pump, the high-pressure injection valves, a quantity control valve and a pressure control valve, may thus be exposed to the high pressure in the high-pressure region for a very long period of time. If the high-pressure region with the low-pressure region during the phase with increased pressure of Fuel connected, thereby automatically results in a lowering of the pressure in the high pressure region to a common pressure value, which, however, is higher than the usual pressure value in the low pressure region of the fuel line, so that vapor bubbles are avoided.
  • the components in the high-pressure region of the fuel line are thus no longer exposed to the particularly high pressure, so that the density requirement for these components are mitigated. As a result, the manufacturing costs for the corresponding components are reduced and possibly also increases the life of these components.
  • the pressure of the fuel is increased at least in the said region of the fuel line in the idle state when the temperature of the internal combustion engine is above a limit value.
  • the formation of vapor bubbles is particularly likely when the fuel in the fuel lines is warm.
  • Such heating of the fuel is in turn to be feared when the internal combustion engine is switched off after a long operation and are heated by conduction of heat, the fuel line, the fuel pump and / or other elements of the fuel system of the hot engine.
  • this heating of the fuel is taken into account in the fuel line.
  • the increase in the fuel pressure in the fuel line in the idle state is then dispensed with when the internal combustion engine has been started, for example, only for a short time, so it has not reached a high operating temperature, and so far no Emergence of vapor bubbles promoting heating of the fuel in the fuel line is to be feared.
  • the pressure of the fuel in the said region of the fuel line at least during the starting of the internal combustion engine and preferably during a period after starting the internal combustion engine remains increased.
  • the time duration during which after the start of the internal combustion engine, the pressure of the fuel remains at least in the said region of the fuel line depends on the temperature of the internal combustion engine.
  • the probability of the formation of vapor bubbles depends on the temperature of the fuel, which in turn depends on the temperature of the engine.
  • the pressure of the fuel should remain elevated for a certain period, which depends on the temperature of the internal combustion engine. Possibly. the pressure can be lowered again when the temperature of the internal combustion engine has dropped below a threshold value.
  • One way to increase the pressure of the fuel in said region in said manner is to eliminate a means for adjusting the pressure of the fuel to a normal level at least in said region of the fuel line during the increased fuel pressure phase becomes.
  • This variant of the inventive method is particularly easy to implement.
  • the increase in the pressure of the fuel at least in the said region of the fuel line during the idle state of the internal combustion engine includes the commissioning of at least one fuel pump after switching off the internal combustion engine. Such commissioning of the fuel pump is very easy to implement and contributes to the desired result.
  • the increase in the pressure of the fuel at least in said region of the fuel line during the idle state of the internal combustion engine at least also by an increase in temperature of the fuel in said region of the fuel line.
  • This variant of the The method according to the invention makes use of the otherwise dreaded increase in the temperature of the fuel:
  • the heat conduction from the hot engine can lead to such a temperature increase, which leads to the desired pressure increase because of the closed volume of the fuel in the fuel line.
  • the pressure increase is effected in a particularly simple manner.
  • the invention also relates to a computer program which performs the above method when executed on a controller for running an internal combustion engine. 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; in particular a motor vehicle, in which the fuel is conveyed from a reservoir by means of at least one fuel pump in a fuel line and in which the pressure of the fuel is increased at least in a region of the fuel line depending on an operating condition.
  • a control and / or regulating device is known from the market.
  • the invention proposes that the control and / or regulating device carries out the above method. It is particularly preferred if the control and / or regulating device executes a computer program of the type mentioned above.
  • the invention further relates to an internal combustion engine with at least one fuel pump, which fuel in promotes a fuel line, and with a device which can increase the pressure of the fuel at least in a region of the fuel line depending on an operating condition of the internal combustion engine.
  • an internal combustion engine is also known from the market. To better start it is proposed that it is operated with a control and / or regulating device of the type mentioned above.
  • the internal combustion engine having a first pressure adjustment, with a normal pressure of the Fuel can be adjusted at least in one area of the fuel line.
  • the internal combustion engine should have a separating device with which the first pressure setting device can be fluidically separated at least from the said region of the fuel line when the internal combustion engine is at rest.
  • an internal combustion engine carries the reference numeral 10 as a whole. It comprises a combustion chamber 12, to which air is supplied via an intake pipe 14. The exhaust gases are discharged via an exhaust pipe 16.
  • the fuel is supplied to the combustion chamber 12 through injection valves 18, of which only one is shown in FIG.
  • the injection valves 18 are connected to a commonly referred to as "rail" fuel rail 20.
  • the fuel is in turn fed into the fuel manifold 20 by a high pressure pump 22 and pressurized. Between the high pressure pump 22 and the fuel rail 20, a high pressure fuel line 24 is provided.
  • the high pressure pump 22, the high pressure fuel line 24, and the fuel rail 20 form a high pressure region of the fuel system.
  • a low-pressure fuel line 26 leads to a tank 28.
  • a fuel filter 30 and an electric fuel pump 32 is arranged in the low-pressure fuel line 26 .
  • a branch line 34 branches off between the fuel filter 30 and the high-pressure pump 22, which in turn opens into the low-pressure fuel line 26 between the electric fuel pump 32 and the tank 28.
  • the branch line 34 in turn branches into two parallel strands 34a and 34b.
  • a check valve 36 and a first pressure regulator 38 is arranged in the branch 34 a of the branch line 34.
  • the first pressure regulator 38 is designed so that it opens at a pressure in the branch 34 a of the branch line 34 of about 4 bar.
  • a second pressure regulator 40 is arranged, which opens at a corresponding pressure of about 6 bar.
  • the check valve 36, the first pressure regulator 38 and the second pressure regulator 40 are integrated into a module 42 which is integrated in the lid of the tank 28 in a manner not shown in FIG. As a result, the assembly of the pressure regulator 38 and 40 and the valve 36 is simplified.
  • a check valve 44 which closes the tank 28 and a pressure damper 46 are provided.
  • a leakage line 38 leads to the tank 28. Due to the high pressure in the fuel rail 20 and the high-pressure fuel line 24 passing fuel from the high-pressure pump 22 to the tank 38 is returned.
  • a return line 50 is on the one hand between the high-pressure pump 22 and fuel manifold 20 to the high pressure fuel line 24 and on the other hand between the pressure damper 46 and the high pressure pump 22 to the low pressure fuel line 26 connected.
  • a quantity control valve 52 is interposed in the return line 50.
  • the quantity control valve 52 is actuated by a magnetic actuator 54. When de-energized, the quantity control valve 52 is pressed by a spring 56 in its fully open extreme position.
  • the fuel rail 20 is connected to a pressure relief valve 58, which in turn is fluidly connected to the low pressure fuel line 26 at a location between the pressure damper 46 and the filter 30.
  • the pressure relief valve 58 is a spring-loaded ball valve with an opening pressure of about 125 bar.
  • the pressure in the fuel rail 20 is detected by a pressure sensor 60, which passes corresponding signals to a control and regulating device 62. This also receives signals from a temperature sensor 64, which taps the temperature of the internal combustion engine 10, for example, the temperature of cooling water (not shown).
  • a control and regulating device 62 On the input side, the control and regulating device 62 is still connected to a position transmitter 66 of an ignition lock (not shown).
  • the control and regulating device 62 controls the magnetic adjuster 54 of the magnetic control valve 52, the injection valves 18, the electrical Fuel pump 32 and the check valve 36 at.
  • the check valve 36 is controlled by the control and regulating device 62 so that it is open and the branch 34 a of the branch line 34 is continuous.
  • the funded by the electric fuel pump 32 from the tank 28 in the low-pressure fuel line 26 fuel is therefore regulated by the pressure regulator 38 approximately to a pressure of 4 bar.
  • the pressure regulator 40 in the second branch 34b of the branch 34 is not akitv because it opens only at a pressure of about 6 bar in the branch 34 (it is understood that the pressure in the branch 34 and the sections 34a and 34b equal to the pressure in the region of the low pressure fuel line 26 which is between the fuel pump 32 and the high pressure pump 22).
  • the branch line 34 and the components 36, 38 and 40 arranged in it, the low-pressure fuel line 26 and the electric fuel pump 32 thus form a low-pressure region of the fuel line. From the high-pressure pump 22, this is compressed to 4 bar "pre-compressed" fuel to a pressure of about 125 bar and conveyed into the high pressure fuel line 24 and the fuel manifold 20 out. The flow rate is controlled by the quantity control valve 52.
  • a start block 68 it is checked in block 70 whether an off sequence of the internal combustion engine 10 has been initiated due to the position or a movement of the position transmitter 66 of the ignition lock. If so, it is checked in block 72 whether the temperature T detected by the temperature sensor 64 of the engine 10 (e.g., the cooling water of the engine 10) is greater than a threshold value TG. If this is also the case, the blocking valve 36 is actuated in block 74 by the control and regulating unit 62 in such a way that it closes. In block 75, the electric fuel pump 32 is then turned on and off after a certain time interval (block 76) in block 78 again. In block 80, a flag is set. The program ends in end block 82. Also jumped to block 82 if the query results of blocks 70 or 72 are negative.
  • the method illustrated in FIG. 2 causes the pressure regulator 38 to be closed when the internal combustion engine 10 is switched off by a rotation of the ignition key in the ignition lock and when the temperature T of the internal combustion engine is above a limit value TG Lock valve 36 is deactivated. If now the fuel pump 32 is turned on in block 75, the pressure control in the low-pressure fuel line 26 by the second pressure regulator 40 in the branch 34b of the branch line 34, ie the pressure is set to a higher pressure, namely 6 bar here. Due to this increased pressure in the Low-pressure fuel line 26 already compressed vapor bubbles are compressed and reliably prevented the emergence of new vapor bubbles. In an embodiment not shown, the pressure increase takes place additionally or exclusively due to the heating of the fuel by heat conduction from the hot internal combustion engine.
  • the 2/2-amount control valve 52 is pressed in the normally open state of the internal combustion engine 10 of the spring 56 in its fully open position, the low-pressure fuel line 26 is fluidly connected to the high-pressure fuel line 24.
  • both fuel lines 24 and 26 and in the fuel rail 20 therefore prevails the same pressure, namely the said 6 bar.
  • This pressure is considerably lower than the pressure otherwise prevailing in the high-pressure region of the fuel system.
  • the blocking valve 36 is opened in block 92, whereby the pressure regulator 38 comes back into action and sets the pressure in the low-pressure fuel line 26 to a lower pressure, in this case 4 bar (the quantity control valve 52 was previously closed, so that the low-pressure fuel line 26 and the high-pressure fuel line 24 are again fluidly separated from each other).
  • the internal combustion engine 10 is then started in block 94 and the flag is cleared in block 96.
  • the method finally ends in block 98. This takes into account that, when the temperature of the engine is so low that the formation of vapor bubbles in the low-pressure fuel line 26 is not to be feared, starting the engine 10 with increased pressure of the fuel in the low pressure fuel line 26 is not required.
  • the internal combustion engine 10 is started in block 100.
  • the start of the internal combustion engine 10 is thus in this case with the by the pressure regulator 40th
  • the check valve 36 is controlled by the control and regulating device 62 so that it opens (block 103). This again activates the first pressure regulator 38 in the branch line 34a, thereby adjusting the fuel pressure in the low-pressure fuel line 26 to a normal pressure of about 4 bar.
  • the time duration t in the block 102 may depend on the temperature T of the internal combustion engine 10. This ensures that the pressure in the low-pressure fuel line 26 is lowered again to a normal level only when the temperature of the internal combustion engine 10 has dropped so far that formation of vapor bubbles in the low-pressure fuel line 26 is no longer to be feared.

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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)

Abstract

La présente invention concerne un procédé permettant d'exploiter un moteur à combustion interne (10), notamment un moteur à combustion interne d'automobile. Selon ce procédé, le carburant est transféré d'un réservoir (28) à une conduite de carburant (20, 24, 26, 34), au moyen d'au moins une pompe à carburant (22, 32). La pression du carburant au moins dans une zone (26) de la conduite de carburant (20, 24, 26, 34) est augmentée en fonction d'un état de fonctionnement. Afin d'assurer un démarrage sûr du moteur à combustion interne (10), la pression du carburant au moins dans ladite zone (26) de la conduite de carburant (20, 24, 26, 34) est augmentée au moins temporairement lorsque le moteur à combustion interne (10) tourne au ralenti.

Claims (13)

  1. Procédé de gestion d'un moteur à combustion interne (10), notamment d'un véhicule automobile, selon lequel le carburant est transféré d'un réservoir d'alimentation (28) par au moins une pompe à carburant (22, 32) dans une conduite de carburant (20, 24, 26, 34),
    caractérisé en ce qu'
    on augmente la pression du carburant au moins dans une zone (26) de la conduite de carburant (20, 24, 26, 34) lorsque le moteur (10) est au repos, que le vilebrequin du moteur (10) ne tourne pas et que l'allumage (66) est coupé, en augmentant (75) au moins par comparaison en fonctionnement normal, et
    moteur (10) au repos, pendant la phase à pression de carburant augmentée, une plage de haute pression (20, 24) et une plage de basse pression (26, 34) de la conduite de carburant (20, 24, 26, 34) sont reliées de façon à y faire régner la même pression.
  2. Procédé selon la revendication 1,
    caractérisé en ce que
    la pression du carburant au moins dans la plage (26) indiquée de la conduite de carburant (20, 24, 26, 34) est augmentée (75) en position de repos si la température (T) du moteur à combustion interne (10) dépasse une valeur limite (TG) (72).
  3. Procédé selon l'une des revendications 1 ou 2,
    caractérisé en ce qu'
    on laisse la pression du carburant dans la plage indiquée (26) de la conduite de carburant (20, 24, 26, 34) au niveau haut pendant au moins le démarrage (100) du moteur (10) et de préférence pendant une période (102) après le démarrage (100) du moteur (10).
  4. Procédé selon la revendication 3,
    caractérisé en ce que
    la période après le démarrage du moteur pendant laquelle on laisse au niveau haut la pression du carburant dans au moins la plage indiquée de la conduite de carburant, dépend de la température du moteur.
  5. Procédé selon l'une des revendications précédentes,
    caractérisé par
    une installation (38) qui règle la pression du carburant au moins dans la plage indiquée (26) de la conduite de carburant (20, 24, 26, 34) à un niveau normal pendant que la phase à pression de carburant augmentée est coupée (74).
  6. Procédé selon l'une des revendications précédentes,
    caractérisé en ce qu'
    on maintient l'augmentation de la pression du carburant dans au moins la plage indiquée (26) de la conduite de carburant (20, 24, 26, 34) pendant le repos du moteur (10) en conservant (75) le fonctionnement d'au moins une pompe à carburant (32) après la coupure (70) du moteur à combustion interne (10).
  7. Procédé selon l'une des revendications précédentes,
    caractérisé en ce qu'
    on augmente la pression du carburant au moins dans la plage indiquée (26) de la conduite de carburant (20, 24, 26, 34) pendant le repos du moteur à combustion interne (10) au moins également par une augmentation de la température du carburant dans la plage indiquée (26) de la conduite de carburant (20, 24, 26, 34).
  8. Programme d'ordinateur
    caractérisé en ce qu'
    il exécute un procédé selon l'une des revendications 1 à 7 sur un appareil de commande pour la gestion d'un moteur à combustion interne.
  9. Programme d'ordinateur selon la revendication 8,
    caractérisé en ce qu'
    il est enregistré dans une mémoire, notamment une mémoire flash.
  10. Appareil de commande et/ou de régulation (62) pour gérer un moteur à combustion interne (10), notamment un véhicule automobile,
    caractérisé en ce qu'
    il est exécuté par un programme d'ordinateur selon les revendications 8 ou 9.
  11. Moteur à combustion interne (10) ayant au moins une pompe à carburant (22, 32) qui transfère du carburant dans une conduite de carburant (20, 24, 26, 34) et une installation (32, 36, 38) qui augmente la pression du carburant au moins dans une plage (26) de la conduite de carburant (20, 24, 26, 34) selon un état de fonctionnement du moteur à combustion interne (10),
    caractérisé en ce qu'
    il comporte un appareil de commande et/ou de régulation (62) selon la revendication (10).
  12. Moteur à combustion interne selon la revendication 11,
    caractérisé en ce qu'
    il comporte une première installation de réglage de pression (38) qui peut régler une pression normale de carburant dans au moins une plage (26) de la conduite de carburant (20, 24, 26, 34), une seconde installation de réglage de pression (40) qui permet de régler une pression augmentée du carburant au moins dans la plage indiquée (26) de la conduite de carburant (20, 24, 26, 34),
    la première (38) et la seconde (40) installation de réglage de pression étant reliées chacune à au moins la plage indiquée (26) de la conduite de carburant (20, 24, 26, 34) et
    elles comportent en outre une installation de coupure (36) par laquelle lorsque le moteur à combustion interne (10) est au repos, on peut couper la première installation de réglage de pression (38) au moins de la plage indiquée (26) de la conduite de carburant (20, 24, 26, 34) par une coupure du passage de liquide.
  13. Moteur à combustion interne selon la revendication 12,
    caractérisé en ce que
    les installations de réglage de pression (38, 40) et l'installation de coupure (36) sont intégrées dans un module.
EP01994597A 2000-12-12 2001-12-06 Procede, programme informatique et appareil de commande et/ou de reglage permettant d'exploiter un moteur a combustion interne et moteur a combustion interne Expired - Lifetime EP1348072B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10061856 2000-12-12
DE10061856A DE10061856A1 (de) 2000-12-12 2000-12-12 Verfahren, Computerprogramm und Steuer- und/oder Regelgerät zum Betreiben einer Brennkraftmaschine sowie Brennkraftmaschine
PCT/DE2001/004604 WO2002048532A1 (fr) 2000-12-12 2001-12-06 Procede, programme informatique et appareil de commande et/ou de reglage permettant d'exploiter un moteur a combustion interne et moteur a combustion interne

Publications (2)

Publication Number Publication Date
EP1348072A1 EP1348072A1 (fr) 2003-10-01
EP1348072B1 true EP1348072B1 (fr) 2005-09-21

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US (1) US7089914B2 (fr)
EP (1) EP1348072B1 (fr)
KR (1) KR20020081307A (fr)
DE (2) DE10061856A1 (fr)
WO (1) WO2002048532A1 (fr)

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WO2002048532A1 (fr) 2002-06-20
US7089914B2 (en) 2006-08-15
DE10061856A1 (de) 2002-06-27
US20030145830A1 (en) 2003-08-07
KR20020081307A (ko) 2002-10-26
DE50107525D1 (de) 2006-02-02
EP1348072A1 (fr) 2003-10-01

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