EP1581735A1 - Method for regulating a pressure-control valve in a fuel-injection system of an internal combustion engine - Google Patents
Method for regulating a pressure-control valve in a fuel-injection system of an internal combustion engineInfo
- Publication number
- EP1581735A1 EP1581735A1 EP03775075A EP03775075A EP1581735A1 EP 1581735 A1 EP1581735 A1 EP 1581735A1 EP 03775075 A EP03775075 A EP 03775075A EP 03775075 A EP03775075 A EP 03775075A EP 1581735 A1 EP1581735 A1 EP 1581735A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- pressure
- internal combustion
- combustion engine
- fuel
- control valve
- 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
Links
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
- F02D41/3863—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
- 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
- F02D41/12—Introducing corrections for particular operating conditions for deceleration
- F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
-
- 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
- F02D41/14—Introducing closed-loop corrections
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
-
- 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
- F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
- F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
- F02D41/2425—Particular ways of programming the data
- F02D41/2429—Methods of calibrating or learning
- F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
- F02D41/2464—Characteristics of actuators
-
- 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
- F02D41/14—Introducing closed-loop corrections
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
- F02D2041/141—Introducing closed-loop corrections characterised by the control or regulation method using a feed-forward control element
-
- 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
- F02D41/14—Introducing closed-loop corrections
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
- F02D2041/1413—Controller structures or design
- F02D2041/1418—Several control loops, either as alternatives or simultaneous
-
- 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
-
- 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
- F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
- F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
- F02D41/2425—Particular ways of programming the data
- F02D41/2429—Methods of calibrating or learning
- F02D41/2441—Methods of calibrating or learning characterised by the learning conditions
-
- 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
Definitions
- the invention relates to a method for actuating a pressure control valve in a fuel injection system of an internal combustion engine.
- the invention relates to a computer program and a control device for
- the invention relates to a known
- Fuel injection system as shown in Fig. 7 and described below.
- Fuel injection system 700 has a fuel accumulator 710 as a central component.
- the pressure in this fuel accumulator 710 is detected by a pressure sensor 720 as the actual pressure P s and a pressure regulator 730 fed.
- the pressure regulator 730 compares the actual pressure Pi s with a pressure setpoint P S oii predefined for the fuel accumulator 710 Amount of fuel available.
- This manipulated variable is converted into a current representing the manipulated variable with the aid of a calculation device 740 with reference to a characteristic curve.
- This current serves as an input variable for a metering unit 750, which functions as a fuel throttle by adjusting the amount of fuel to be delivered by the high-pressure pump 760 connected downstream of it, in accordance with the size of the current supplied to it.
- Fuel storage 710 fuel is injected directly into the combustion chambers 800 of the internal combustion engine via injection valves 770.
- a pressure control valve 200 is connected downstream of fuel accumulator 710. Fuel and thus also pressure are released from the fuel accumulator via the pressure control valve 200 when the actual pressure Pj .st in the
- Fuel storage is greater than the predetermined pressure setpoint Psoii.
- the pressure control valve 200 is activated with a current representing the setpoint pressure. This current is provided by a control device 100. If the current is also controlled, the pressure control valve 200 is nevertheless not part of a control loop because its output variable is not fed back. More precisely, the traditional method for controlling the pressure control valve with a current provided by the control device comprises the following steps:
- a) Specifying a pressure setpoint value for a fuel accumulator 710 of the injection system; b) determining a provisional current setpoint for actuating the pressure control valve 200 so that it reliably blocks a pressure of at least the pressure setpoint, with the aid of a nominal P / I characteristic curve of pressure control valves; c) determining a control deviation by comparing the pressure setpoint with the actual pressure in the
- Pressure control valve in accordance with the control deviation and e) determining a corrected current setpoint for actuating the pressure control valve 200 actually used by correcting the provisional current setpoint by the current correction value.
- the described method of correcting the current for actuating the pressure control valve 200 practically adapts the initially specified nominal pressure / current P / I characteristic curve, which represents the behavior of pressure control valves in general, in particular valves of a production batch the behavior of the pressure control valve 200 actually used.
- the method described there and above has the disadvantage that it requires two stationary operating points for the claimed adaptation of the characteristic curve of the pressure control valve; An interpolation of a characteristic curve can only be carried out with at least two points.
- Two suitable operating points would be idling and driving at a constant speed on the highway, for example. These two operating conditions must be maintained for a certain time. While idling is achieved at least once every day in everyday driving, this is for driving at a constant high
- Speed is rarely the case. Especially during short city trips, the speed of the vehicle usually fluctuates too much than would be possible to precisely determine points on the characteristic curve. That is why in everyday operation, those for
- Characteristic curve adaptation required at least two steady-state operating states of the internal combustion engine almost never achieved. The consequence of this is that the method described in said application cannot be used in the everyday operation of a motor vehicle.
- Regulating device for carrying out the method and further developing an internal combustion engine with such a regulating device such that the described method also during operation of the motor vehicle without a stationary one Operating states can be applied.
- a nominal pressure / current P / I characteristic curve in the sense of this invention describes a characteristic curve averaged from all the P / I characteristic curves of a batch of pressure regulating valves produced, or else the characteristic curve of that pressure regulating valve from the batch which, for a specific current fed in, only up to the lowest pressure or the maximum pressure - compared to all other pressure regulating valves from the same batch - blocks.
- the method is only carried out when not only the overrun condition has started, but also when the fuel delivery quantity specified by a pressure regulator for the high-pressure pump of the internal combustion engine is also less than or equal to a specified threshold value q m in is.
- a further improvement of the method is achieved by taking an offset value into account for the specified pressure setpoint. By taking the offset value into account, it is ensured that the pressure control valve in any case reliably blocks a certain pressure at a certain fed-in current.
- FIG. 2 nominal P / I characteristics of a pressure control valve
- FIG. 3 shows the activation of pressure control valves of different qualities during the overrun operation of the internal combustion engine before the method according to the invention is applied;
- FIG. 4 shows the actuation of pressure control valves of different qualities during overrun operation in a first application of the claimed one v-er-ranrens
- FIG. 6 shows a P / I characteristic curve of the pressure control valve adapted by the method according to the invention for different ones specified by the pressure control valve for a high-pressure pump
- Figure la shows a fuel injection system 700 according to the invention. Its basic structure and principle of operation have already been explained in more detail above with reference to FIG. 7. Identical components of the fuel injection systems in FIGS. 1 a and 7 are identified by the same reference symbols.
- the essential difference between the fuel injection system according to the invention according to FIG. 1 a and the known system according to FIG. 7 is that in the system according to the invention the fuel delivery quantity qZME specified by the pressure regulator 730 for the high pressure pump 760 and that specified by the engine control (not shown here) Injection quantity QE, both in the form of setpoints, supplied to the control device 100 and by this can be evaluated.
- the control device 100 takes these two soli quantities into account for the control of the current for controlling the pressure control valve 200, as will be described in detail below.
- FIG. 1b illustrates, with occasional reference to FIG. 1 a, the structure and the mode of operation of the control device 100 according to the invention. Accordingly, a pressure setpoint for a fuel accumulator 710 of a fuel injection system 700 first becomes one
- a preliminary current setpoint for controlling the pressure control valve 200 actually used is then calculated with the aid of a first calculation unit 110, so that the pressure control valve reliably blocks the predetermined pressure setpoint.
- the calculation is carried out with the aid of a nominal pressure / current P / I characteristic curve of pressure control valves of the same type as the pressure control valve 200 actually used, which is stored in a first storage device (not shown).
- Figure 2 shows various examples of such a Menn P / I characteristic. All three characteristic curves shown there have preferably been determined from a production batch of pressure control valves. For example, a first characteristic curve labeled "minimum blocking pressure" shows the behavior of the pressure control valve from the batch which - in comparison to all other pressure control valves of the same batch - reliably blocks only the smallest, that is to say minimum, pressure when a current is fed in.
- minimum blocking pressure shows the behavior of the pressure control valve from the batch which - in comparison to all other pressure control valves of the same batch - reliably blocks only the smallest, that is to say minimum, pressure when a current is fed in.
- the characteristic curve labeled "average blocking pressure” represents a P / I characteristic curve statistically averaged from the characteristic curves of all pressure control valves in the production batch.
- the designated “Maximum blocking pressure” is the characteristic curve that describes the behavior of the pressure control valve in the batch, which reliably blocks the maximum pressure in comparison with all other pressure control valves of the same production batch with the same current being fed in.
- a nominal P / I characteristic curve as shown in FIG. 2 does not adequately represent the behavior of a pressure control valve actually used in an internal combustion engine, because its behavior is due to
- Manufacturing tolerances may differ more or less from the behavior represented by the nominal P / I characteristic.
- Adjust pressure control valve 200 According to the invention, this takes place, as will be explained below, during normal operation of the internal combustion engine in a motor vehicle.
- a first subtraction device 120 is therefore provided in the control device 100, with the aid of which a control deviation is determined, which represents the difference between the actual pressure in the fuel accumulator and the predetermined pressure setpoint for the fuel accumulator.
- a smoothing filter 130 and an integration device 140 are included in order to calculate an adaptation factor from the system deviation.
- this adaptation factor is already used directly for a correction of the provisional current target value. However, this establishes a linear relationship between the weighting factor G and? ahead. In this case, the provisional current setpoint can be corrected by simply multiplying it by the adjustment factor. The third calculation device 160 and the second subtraction device 150 are then unnecessary; the latter is supported by the
- Multiplier 170 replaced, which then receives the provisional current setpoint and the adaptation factor as factors to be multiplied at their inputs.
- the corrected current setpoint value calculated by multiplying the two factors, for controlling the pressure control valve 200 is then output.
- this corrected current setpoint is better adapted to the behavior of the pressure control valve actually used and, when it is fed into the pressure control valve, in a first approximation it already leads to a very precise realization of the predetermined pressure setpoint for the fuel accumulator 710.
- the previously calculated current correction value can be further specified by weighting the adjustment factor that was used to calculate it. This weighting is preferably carried out in accordance with the predetermined -
- the weighting factor takes into account that the size of the pressure blocked by a pressure control valve in different operating states, that is to say in particular in Depending on the size of the desired barrier pressure, scatters.
- the weighting factor is calculated with the aid of the stored weighting curve from the predetermined pressure setpoint, in order to subsequently use a
- Multiplier 170 to be multiplied by the adjustment factor to the improved current correction value.
- the predetermined pressure setpoint for the fuel accumulator comprises an offset value.
- This offset value is added to an original pressure setpoint with the aid of an addition device 180.
- the offset value ensures that what is actually used
- Pressure control valve 200 reliably blocks the original pressure setpoint in the event of a current setpoint being fed in.
- Control device 100 is provided according to the invention that they are used only when the internal combustion engine is in overrun mode, that is to say that they are used only in this operating state for calculating the corrected current setpoint.
- a thrust detection device 300 which interrupts the calculation of the corrected current setpoint value with the aid of the claimed control device 100, in particular when there is no overrun operation.
- the thrust detection device 300 controls a switching device 190 accordingly.
- This switching device 190 consists of a large number of switching elements 190-1, 190-2 and 190-3 which are connected to different locations within the control device 100 are arranged.
- Such a switching element 130-1 is preferably located at the of-set input of the additive device 180 in order to prevent the offset value from being switched on, if necessary. Furthermore, such a switching element 190-2 can be provided in front of the smoothing filter 130 in order to prevent the control deviation from being applied to the smoothing filter. Furthermore, such a switching element 190-3 can be provided between the smoothing filter 130 and the integration device 140.
- the thrust detection device 300 initiates the method according to the invention for adapting the characteristic curve by controlling the switching elements 190 when the engine is in a pushing state, i.e. if the fuel quantity injected into the combustion chambers of the internal combustion engine is zero and if the target fuel delivery quantity specified by metering unit 750 for a high-pressure pump of the internal combustion engine is smaller than or equal to a predetermined threshold value qmin.
- the last-mentioned condition ensures that the control circuit shown in FIG. 1 a consisting of fuel accumulator 710, pressure sensor 720, pressure controller 730, calculation device 740, metering unit 750 and high pressure pump 760 is not active, i.e. that a constant small or no delivery rate is set.
- FIG. 3 graphically illustrates the relationship between fuel delivery quantity and overrun operation of the internal combustion engine using the lower characteristic curve in the diagram.
- the left part of the diagram it can be seen that when the internal combustion engine changes from a load operation to an overrun operation, the amount of The fuel to be delivered to the high-pressure pump 760 drops significantly and that, conversely, when a load operation is started again, starting from a previous overrun operation of the internal combustion engine, the fuel delivery quantity increases again.
- Fuel accumulator 710 and the pressure setpoint for the fuel accumulator initially drop very sharply and then decrease relatively slowly during overrun operation. However, to ensure that the specified pressure setpoint for the fuel accumulator is different from that actually used
- Pressure control valve 200 is blocked in any case, only pressure control valves from a production batch are actually used, the P / I characteristics are in any case above the characteristic for the pressure setpoint for the fuel accumulator. More specifically, not only the "maximum barrier pressure" and
- Pressure control valve provided with the minimum barrier pressure. In this way it is ensured that if the pressure control valve is actually used as the pressure control valve with minimal blocking pressure from the Production batch is used, the specified pressure setpoint for the fuel storage is safely blocked. If another pressure control valve from the same batch with better quality is used, this criterion is not only also met, but even exceeded in that then pressures greater than the predetermined pressure setpoint are blocked, as is shown by the two almost parallel lines in FIG. 3 - "average Barrier pressure "," maximum barrier pressure "- is illustrated.
- FIG. 4 illustrates the effects of a first application of the method according to the invention on the pressure drop in the overrun mode of the internal combustion engine.
- the offset between the line for the minimum barrier pressure and the line for the pressure setpoint of the fuel accumulator is eliminated, that is to say that these two lines have coincided.
- the different characteristic curves for minimum, average and maximum barrier pressure move closer together, especially when the overrun is prolonged.
- the delivery rate of the high-pressure pump 760 remains greater than zero in overrun mode, but below a predetermined threshold q n i n . This ensures that the pressure control valve adjusts the pressure and not any leaks.
- FIG. 5 illustrates the effects of an iterative repetition of the application of the method according to the invention.
- the adaptation factor is preset to such a value - ⁇ ö, as determined in the case of previously carried out runs of the method and held in the integration device 140.
- the adaptation actuator is stored in a memory 195 and after the control unit is switched on again, this stored detection factor is converted into a
- the improved control of the pressure control valve by the method according to the invention achieves an improved pressure control quality in overrun phases and transitions load / overrun and overrun / load.
- Figure 6 finally shows the simulated result of a frequent repetition of the claimed method. It can be seen that the P / I characteristics for pressure control valves different qualities of a batch move closer together. This means that for a desired target flow, the scatter of the pressures with different pressure regulating valves in a batch is considerably less than without the application of the method that was fed in
- the method described above for controlling a pressure control valve can be implemented both in the form of an electronic hardware circuit and in the form of software.
- the control device then comprises either the hardware circuit or the software or a combination of both in order to carry out the claimed method for actuating a pressure control valve.
- a pressure control valve In case of a
- Software implementation makes it possible to store the computer program corresponding to FIG. 1b on a computer-readable data carrier, if appropriate together with further computer programs for controlling and / or regulating the fuel injection system.
- a computer-readable data carrier can be a floppy disk, a compact disk (so-called CD), a so-called flash memory or the like.
- the software stored on the data carrier can then be sold to a customer as a product.
- the figure lb corresponding Computerprogramrri optionally together with other computer programs for controlling and / or regulating the fuel injection system 700 - without the aid of an electronic storage medium - • over an electronic communications network as a product to a To transfer customers and sell in this way.
- the communication network can in particular be the Internet.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Fuel-Injection Apparatus (AREA)
Abstract
Description
Claims
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE2002161446 DE10261446A1 (en) | 2002-12-31 | 2002-12-31 | Method for actuating a pressure control valve in a fuel injection system of an internal combustion engine |
DE10261446 | 2002-12-31 | ||
PCT/DE2003/003533 WO2004061285A1 (en) | 2002-12-31 | 2003-10-24 | Method for regulating a pressure-control valve in a fuel-injection system of an internal combustion engine |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1581735A1 true EP1581735A1 (en) | 2005-10-05 |
EP1581735B1 EP1581735B1 (en) | 2008-11-05 |
Family
ID=32478072
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP03775075A Expired - Lifetime EP1581735B1 (en) | 2002-12-31 | 2003-10-24 | Method for regulating a pressure-control valve in a fuel-injection system of an internal combustion engine |
Country Status (4)
Country | Link |
---|---|
EP (1) | EP1581735B1 (en) |
AU (1) | AU2003283195A1 (en) |
DE (2) | DE10261446A1 (en) |
WO (1) | WO2004061285A1 (en) |
Families Citing this family (12)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102005029138B3 (en) * | 2005-06-23 | 2006-12-07 | Mtu Friedrichshafen Gmbh | Control and regulating process for engine with common rail system has second actual rail pressure determined by second filter |
FR2892458B1 (en) * | 2005-10-25 | 2008-01-04 | Renault Sas | INTERNAL COMBUSTION ENGINE WITH VARIABLE COMPRESSION RATIO |
DE102006023468B3 (en) | 2006-05-18 | 2007-09-13 | Siemens Ag | Fuel injection valve controlling method for use in e.g. gasoline engine, involves correcting controlling of selected fuel injection valve by correction factor, and using small amount of fuel to be detected for test injection |
FR2914699B1 (en) * | 2007-04-04 | 2009-05-22 | Renault Sas | FUEL SUPPLY SYSTEM AND METHOD FOR INTERNAL COMBUSTION ENGINE |
FI121319B (en) * | 2008-12-31 | 2010-09-30 | Waertsilae Finland Oy | Method and apparatus for controlling the pressure of an internal combustion engine CR system |
DE102009031529B3 (en) * | 2009-07-02 | 2010-11-11 | Mtu Friedrichshafen Gmbh | Method for controlling and regulating an internal combustion engine |
DE102009031527B3 (en) * | 2009-07-02 | 2010-11-18 | Mtu Friedrichshafen Gmbh | Method for controlling and regulating an internal combustion engine |
DE102009031528B3 (en) | 2009-07-02 | 2010-11-11 | Mtu Friedrichshafen Gmbh | Method for controlling and regulating an internal combustion engine |
DE102009045563B4 (en) | 2009-10-12 | 2019-06-13 | Robert Bosch Gmbh | A method for determining at least one rail pressure-closing flow value pair for a pressure control valve of a common rail injection system |
DE102010031570B4 (en) | 2010-07-20 | 2021-11-25 | Robert Bosch Gmbh | Method for determining a characteristic for a pressure control valve |
DE102010039874B4 (en) | 2010-08-27 | 2015-10-08 | Continental Automotive Gmbh | Method and apparatus for operating a high-pressure fuel-injection-fuel injection system for an internal combustion engine |
KR101766140B1 (en) * | 2016-05-13 | 2017-08-07 | 현대자동차주식회사 | Control method of fuel pressure valve for vehicle and control system for the same |
Family Cites Families (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE19708308C2 (en) * | 1997-02-28 | 2001-07-12 | Siemens Ag | Process for controlling a controlled variable with limited control intervention |
DE19731102C2 (en) * | 1997-07-19 | 2003-02-06 | Bosch Gmbh Robert | System for operating a fuel supply system for an internal combustion engine, in particular a motor vehicle |
DE19916101A1 (en) * | 1999-04-09 | 2000-10-12 | Bosch Gmbh Robert | Control method for IC engine with common-rail fuel injection system switches between two different fuel pressure regulators dependent on difference between required and actual pressure of fuel reservoir |
DE10038565C2 (en) * | 2000-08-03 | 2002-08-14 | Bosch Gmbh Robert | Fuel supply system for an internal combustion engine, in particular of a motor vehicle |
DE10131507C2 (en) * | 2001-07-02 | 2003-07-24 | Bosch Gmbh Robert | Method for operating an internal combustion engine, in particular a motor vehicle |
DE10131506A1 (en) * | 2001-07-02 | 2003-01-23 | Bosch Gmbh Robert | Method for operating an internal combustion engine, in particular a motor vehicle |
-
2002
- 2002-12-31 DE DE2002161446 patent/DE10261446A1/en not_active Withdrawn
-
2003
- 2003-10-24 WO PCT/DE2003/003533 patent/WO2004061285A1/en not_active Application Discontinuation
- 2003-10-24 EP EP03775075A patent/EP1581735B1/en not_active Expired - Lifetime
- 2003-10-24 DE DE50310764T patent/DE50310764D1/en not_active Expired - Lifetime
- 2003-10-24 AU AU2003283195A patent/AU2003283195A1/en not_active Abandoned
Non-Patent Citations (1)
Title |
---|
See references of WO2004061285A1 * |
Also Published As
Publication number | Publication date |
---|---|
DE10261446A1 (en) | 2004-07-08 |
AU2003283195A1 (en) | 2004-07-29 |
EP1581735B1 (en) | 2008-11-05 |
DE50310764D1 (en) | 2008-12-18 |
WO2004061285A1 (en) | 2004-07-22 |
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