EP2212541A1 - Procédé et dispositif de commande d'un système d'alimentation en carburant - Google Patents

Procédé et dispositif de commande d'un système d'alimentation en carburant

Info

Publication number
EP2212541A1
EP2212541A1 EP08850178A EP08850178A EP2212541A1 EP 2212541 A1 EP2212541 A1 EP 2212541A1 EP 08850178 A EP08850178 A EP 08850178A EP 08850178 A EP08850178 A EP 08850178A EP 2212541 A1 EP2212541 A1 EP 2212541A1
Authority
EP
European Patent Office
Prior art keywords
amount
fuel
return
pressure
delivery unit
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.)
Withdrawn
Application number
EP08850178A
Other languages
German (de)
English (en)
Inventor
Timo Steinbach
Dorothee Sommer
Stefan Kieferle
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 EP2212541A1 publication Critical patent/EP2212541A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • 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
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/0047—Layout or arrangement of systems for feeding fuel
    • F02M37/0052—Details on the fuel return circuit; Arrangement of pressure regulators
    • 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
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/0076—Details of the fuel feeding system related to the fuel tank
    • F02M37/0082—Devices inside the fuel tank other than fuel pumps or filters
    • 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
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/02—Feeding by means of suction apparatus, e.g. by air flow through carburettors
    • F02M37/025—Feeding by means of a liquid fuel-driven jet pump
    • 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
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/04—Feeding by means of driven pumps
    • F02M37/08—Feeding by means of driven pumps electrically driven
    • F02M37/10—Feeding by means of driven pumps electrically driven submerged in fuel, e.g. in reservoir
    • F02M37/106—Feeding by means of driven pumps electrically driven submerged in fuel, e.g. in reservoir the pump being installed in a sub-tank

Definitions

  • the invention is based on a method and a device for controlling a fuel supply system according to the preamble of the independent claims.
  • the local fuel supply system conveys a first delivery unit fuel from a reservoir to a second delivery unit. At least a subset of the funded by the first delivery unit amount of fuel passes through a return line as return flow back into the reservoir.
  • the second delivery unit which is also referred to below as a high-pressure pump, must be cooled and lubricated by fuel. For this purpose, a minimum amount of fuel is required that the return line comes back into the reservoir. Furthermore, the first delivery unit, which is also referred to below as the electric fuel pump, must convey the injected fuel quantity from the reservoir into the high-pressure pump.
  • the electric fuel pump only deliver the amount of fuel that is absolutely necessary. If too much fuel is produced, this will result in unnecessary energy consumption. Furthermore, this leads to an undesirable heating of the fuel. Therefore, it is usually provided that the delivery rate of the electric fuel pump is set depending on the operating state and the parts tolerance system such that a desired amount of fuel is conveyed. Of Furthermore, the return quantities are used to keep the reservoir filled regardless of the tank level via active pot filling systems, such as, for example, a suction jet pump.
  • a first delivery unit promotes fuel from a reservoir to a second delivery unit. At least one subset, the amount of fuel delivered by the first delivery unit passes via a return line as return flow back into the reservoir.
  • the return flow rate is determined as a function of the operating state and the first delivery unit is activated as a function of at least the return flow rate.
  • the amount of fuel to be injected into the internal combustion engine may also be taken into account in addition to the return amount.
  • the first delivery unit will also be referred to below as an electric fuel pump.
  • the second delivery unit is also referred to below as a high-pressure pump.
  • the first delivery unit is controlled as a function of the comparison of the desired value with an actual value.
  • a simplified embodiment results when the first delivery unit is controlled depending on the desired value.
  • a desired value for a speed for the first delivery unit is specified. This means, starting from the return amount, a desired value for the rotational speed of the electric fuel pump is specified.
  • a demand quantity (B) to be conveyed by the first delivery unit is determined.
  • a precise control or regulation results when the mode of operation of a high pressure control, an operating point of the internal combustion engine and or the level of the reservoir is evaluated.
  • temperature values such as, in particular, the fuel temperature, can also be taken into account.
  • first mode of high pressure control determines a first actuator, which influences the funded by the second delivery unit fuel quantity, the rail pressure. This means that the regulation of the rail pressure takes place only by means of the first actuator.
  • second mode of high pressure control determined - A -
  • a second actuator that controls the amount of fuel drained from a high pressure area, the rail pressure. This means that the regulation of the rail pressure takes place only by means of the second actuator.
  • a third mode of high pressure control determine the first actuator, which influences the amount of fuel delivered by the second delivery unit, and the second actuator, which affects the amount of fuel discharged from a high-pressure region, the rail pressure. This means the control of the rail pressure is carried out jointly by means of the first actuator and the second actuator.
  • the first actuator is also referred to below as the metering unit.
  • Such metering unit affects the amount of fuel delivered by the high pressure pump to the high pressure area.
  • This metering unit usually forms a structural unit with the high-pressure pump.
  • the second actuator is also referred to below as the high pressure control valve.
  • the high-pressure control valve connects depending on its drive signal to the fuel rail and the reservoir.
  • the procedure according to the invention is not limited to the use of a metering unit and a high-pressure control valve. It may also be used with other actuators, as appropriate, with appropriate modifications.
  • FIG. 1 is a block diagram of the device according to the invention.
  • FIGS 2 and 3 two embodiments of the controller according to the invention.
  • FIG. 1 shows by way of example a device for conveying fuel.
  • the device for conveying fuel has a first delivery unit 1, for example, serving as a feed pump electric fuel pump, and a via a pressure line 3 to the first delivery unit 1 strömungsverbun- dense second delivery unit 2, which is for example a working according to the displacement principle high-pressure pump.
  • the two delivery units 1,2 are connected in this way in series.
  • the second delivery unit 2 promotes the pressure delivered by the first delivery unit 1 fuel, for example, in a fuel rail 4 of an internal combustion engine 5.
  • the fuel rail 4 is fluidly connected to injection valves 6, which inject the fuel in each case in a combustion chamber, not shown, of the internal combustion engine 5.
  • the first delivery unit 1 is arranged for example in a storage container 9, which in turn is provided in a storage container 10.
  • the first delivery unit 1 sucks fuel from the storage tank 9, for example via a prefilter 11, and delivers it via the pressure line 3 to the second delivery unit 2.
  • the prefilter 11 protects the device downstream of the prefilter 11 from coarse dirt particles contained in the fuel.
  • a check valve 12 is provided so that no fuel from the downstream of the check valve 12 flows back to the upstream of the check valve 12.
  • a main filter 13 is provided which filters out fine dirt particles from the fuel.
  • a pressure relief valve 17 Downstream of the first delivery unit 1 and upstream of the check valve 12 branches off a pressure line 16 from the pressure line 3 and leads back into the storage tank 9.
  • a pressure relief valve 17 is arranged, which opens at a predetermined excess pressure in the pressure line 3 and fuel the pressure line 3 can flow through the pressure line 16.
  • the pressure relief valve 17 is a safety valve that prevents inadmissible high pressures in the pressure line 3 can occur due to malfunctions that could damage the device.
  • the cup-shaped storage container 9 holds sufficient fuel to ensure that the fuel supply to the internal combustion engine 5 is ensured by the delivery units 1, 2 even during cornering and the consequent sloshing movements of the fuel in the storage container 10.
  • a return line 18 which leads back into the storage container 9 or the reservoir 10.
  • a pressure regulating valve 19 is arranged, which regulates the pressure in the pressure line 3 to a predetermined operating pressure by opening at the predetermined operating pressure in the pressure line 3 and fuel can flow out of the pressure line 3 via the return line 18. Below the predetermined operating pressure, the pressure regulating valve 19 is closed and opened at a value equal to or above the predetermined operating pressure.
  • the flowing back via the return line 18 into the storage tank 9 fuel is used to drive a known suction jet pump 20, which promotes fuel from the reservoir 10 into the storage tank 9. So that the storage container 9 remains filled regardless of the level in the reservoir 10 and does not run empty, the amount of fuel taken from the first delivery unit 1 from the storage tank 9 is again in the storage tank 9 nachzu Vogel.
  • the suction jet pump 20 has, as is known, a throttle element, for example a nozzle 23, via which the fuel of the return line 18 reaches a suction chamber 24 which is connected in flow with the reservoir 10.
  • the jet emerging from the nozzle 23 into the suction chamber 24 entrains fuel from the suction chamber 24, so that in a known manner the fuel of the propulsion jet and the entrained fuel pass through a mixing channel 25 into the storage container 9.
  • a pressure sensor 28 is provided which measures a pressure in the return line 18 downstream of the pressure control valve 19, wherein the measured pressure is used as a controlled variable for controlling the first delivery unit 1.
  • the first delivery unit 1 is controlled such that the pressure in the return line 18 is adjusted to a predeterminable value.
  • the pressure sensor 28 is arranged and fixed, for example, on the return line 18.
  • the pressure sensor 28 is connected via a first signal line 29 with a electronic control unit connected.
  • the electronic control unit may be a pump control unit 30 controlling the first delivery unit 1 via a control line 33 or an engine control unit 32 controlling the functions of the internal combustion engine 4.
  • the electronic control unit 30,32 controls the power, for example, the speed of the first delivery unit 1 such that a predetermined pressure in the return line 18 is adjustable.
  • This demand-controlled regulation of the first delivery unit 1 takes place for example by a so-called pulse width modulation.
  • the electronic pump control unit 30 is connected via a second signal line 31 to the electronic engine control unit 32.
  • the basic idea of the procedure according to the invention is that the delivery provided by the electric fuel pump flow rate, which is also referred to as demand quantity B, is calculated, and that the electric fuel pump is driven so that it provides this amount of fuel available.
  • the electric fuel pump is controlled to the determined value as a requirement quantity B.
  • the desired value PS for the pressure in the return line is determined and regulated.
  • the return amount MR is determined depending on the operating state of the fuel supply system. In one embodiment, it is provided that, starting from the return quantity, the required quantity B of the electric fuel pump is calculated and the electric fuel pump is correspondingly activated. In a second embodiment, it is provided that, starting from the return amount MR, the required return pressure PS is determined and this is then adjusted or, in a simple embodiment, adjusted in a controlled manner.
  • the requirement quantity B of the electric fuel pump results from the addition of the return amount MR and the engine requirement quantity BM.
  • the engine requirement quantity BM is essentially the quantity of fuel per time that is injected into the combustion chambers of the internal combustion engine.
  • This variable is preferably determined on the basis of the parameters injection quantity per injection, engine speed, number of cylinders and fuel density.
  • the injection amount QK is usually present in the engine control unit as an internal variable and serves to control or to form the control signal of the actuator, which determine the reaching into the combustion chambers amount of fuel.
  • a first calculation 200 calculates a first return amount MHD1.
  • a second calculation 210 calculates a second return amount MHD2, and a third calculation 220 calculates a third return amount MHD3.
  • These three signals reach a switching means 230, which is controlled by a control 235.
  • a control 235 Depending on the drive signal of the drive 235, one of the three return quantity signals reaches a block 240.
  • the return quantity signal MHD is then present at the output of the block 240.
  • a fourth calculation 250 specifies a fourth return amount MS. This amount corresponds to the amount of fuel needed to lubricate the high pressure pump and to cool it.
  • the two signals MS and MHD reach a node 255 in which they are preferably additively linked.
  • the output signal of the node 255 reaches a block 260, at whose output the signal BCR is applied, which corresponds to the demand quantity of the common rail system.
  • a fifth calculation 270 determines a demand quantity BS.
  • the demand quantity BS and the return quantity BTR reach a maximum selection 275.
  • the maximum selection 275 selects the larger of the two signals and forwards this to block 280.
  • the return quantity MR is present.
  • a temperature correction 285 acts in addition to the block 280, a jet pump map 290 with input signals.
  • the output signal PS of the jet pump characteristic map 290 passes as a setpoint value to a controller 295.
  • an output signal P of the pressure sensor 28th In one embodiment, it may be provided that no suction jet pump is provided. This is then replaced by a spare throttle. In this case, the map 290 takes into account the characteristic of the spare throttle.
  • This embodiment differs from the embodiment according to FIG. 2 only in the further processing of the output signal MR of the block 280.
  • the output signal MR of the block 280 passes through a node 300 to an electric fuel pump driver 310.
  • the output of a sixth calculation which specifies the demand quantity BM of the internal combustion engine.
  • the addition point 300 calculates the demand quantity B of the electric fuel pump. Depending on this signal then the control of the electric fuel pump by the control 310 takes place.
  • the return amount of the high-pressure region of the common rail system is calculated according to the invention in the first, second and third calculations.
  • each operating mode of the pressure control system which calculates the return flow rate MHD on the basis of the boundary conditions of the respective operating mode.
  • a mode is considered in which a pressure control is done only with a high pressure control valve. By means of this high-pressure control valve, fuel is discharged from the high-pressure region into the low-pressure region, thereby regulating the pressure. An influence on the delivery rate of the high pressure pump is not provided.
  • the high pressure pump preferably delivers the maximum amount.
  • the specification of the return quantity MHD1 is effected by considering the geometric delivery volume of the high-pressure pump and the rotational speed of the high-pressure pump.
  • the return quantity results from the product of the geometric delivery volume of the high-pressure pump multiplied by the rotational speed of the pump.
  • the speed of the high-pressure pump is a function of the engine speed.
  • This calculated amount corresponds to the amount delivered by the high-pressure pump. From this amount of fuel then the engine requirement quantity is deducted. That is, the return amount corresponds to the difference in the amount that is supplied from the high-pressure pump and the amount that is injected into the combustion chambers.
  • This injector return amount includes the leakage amount of the injectors and the control amount of the injectors. Depending on whether injectors with leakage or without leakage are installed in the CR system, the injector return amount includes not only the control amount but also the leakage quantity of the injectors.
  • a so-called metering unit influences the rail pressure.
  • the amount made available to the high-pressure pump is influenced.
  • the pressure control valve is closed.
  • the return amount of the second calculation 210 and / or the injector return amount is determined.
  • the amount of control of the injectors is essentially a function of the amount of engine demand and the injector leakage amount is essentially a function of rail pressure and temperature.
  • the pressure is controlled by controlling both the metering unit and the high-pressure control valve.
  • the third calculation predetermines the return quantity as a function of the manipulated variable of the metering unit and the engine requirement quantity; if necessary, the injector return quantity, in particular the control quantity of the injectors, is also taken into account here.
  • leak-free injectors are used.
  • the Injektor tenumenge is not returned to the storage tank 9 but in the inlet to the high-pressure pump, for example in the line 3.
  • the Abêtmenge of the high pressure control valve passes together with the return flow of the high pressure pump in the storage tank. In this case, the return amount of the high pressure region depends on the type of high pressure control.
  • the return flow rate MHD is calculated from the geometric delivery volume of the high-pressure pump multiplied by the speed of the high-pressure pump minus the required engine quantity and the control quantity of the injectors.
  • the return flow is equal to zero. If both control strategies are combined, the return flow is determined on the basis of the control variable of the metering unit less the engine requirement quantity and the control quantity of the injectors.
  • injectors are used with leakage.
  • the injector leakage and the Injektor tenumenge arrive together with the Abêtmenge of the high pressure control valve and the return flow of the high pressure pump back to the storage tank 10.
  • the determination of the requirement amount MDH depends on the type of high pressure control.
  • the return flow rate is calculated from the geometric delivery volume multiplied by the speed of the high-pressure pump less the motor requirement quantity.
  • the return flow is determined on the basis of the control variable of the metering unit minus the engine required quantity.
  • the control amount of the injectors depends essentially on the injected fuel quantity.
  • the injector leakage amount is essentially a function of rail pressure and temperature.
  • the temperature used is the fuel temperature.
  • a third variant corresponds to variant 1, but with the amount of the high-pressure control valve being diverted back into the inlet 3 to the high-pressure pump.
  • the return flow is always zero regardless of the control concept.
  • a fourth variant corresponds to the second variant, however, with a return of the Abêtmenge the high pressure control valve in the inlet to the high pressure pump. Regardless of the control concept, the return quantity of the high-pressure region is always the sum of the control quantity of the injectors and the injector leakage quantity.
  • the driver 235 controls the switching means 230 so that the output of the corresponding calculation is selected.
  • the fourth calculation 250 calculates the amount of fuel necessary for lubrication and cooling of the high-pressure pump, which is referred to as the return amount MS.
  • the return amount MS which is necessary for cooling and lubricating the high-pressure pump, preferably at least temperature-dependent predetermined by the fourth calculation 250.
  • Cooling amount is specified.
  • the return amount MS preferably results from addition of the two values.
  • the return amount MS is calculated by adding the lubricating amount, the cooling amount and / or the leakage amount. It can also be provided that the return quantity is specified as a function of at least one of the variables temperature, load, engine speed and / or rail pressure, in particular stored in a characteristic field. By doing so, the dynamic behavior can be improved.
  • the load used is, in particular, a load variable used to control the internal combustion engine, such as, for example, the injected fuel quantity or a variable determined on the basis of these variables.
  • the return flow rate MS is predetermined as a function of the at least the rail pressure and the temperature.
  • a leakage quantity is predetermined at least as a function of the rail pressure and the temperature.
  • the return flow rate MS then results, for example, by adding the leakage quantity and the value for the return flow rate MS determined as described above. Overall, this results in a return amount MS, which is dependent on at least the temperature and the rail pressure.
  • This return quantity MS which is necessary for cooling and lubricating the high-pressure pump, is predetermined at least as a function of the temperature.
  • one or more of the variables load of the internal combustion engine, engine speed and / or rail pressure can be taken into account.
  • the output of node 255 goes to block 260, which provides the demand quantity BCR of the common rail system.
  • the demand quantity BCR of the common rail system is that amount of fuel to be delivered by the electric fuel pump without injection, that is, fuel injection. H. This is the amount of fuel that is discharged from the high-pressure control valve, which comes back as a control or leakage amount of the injectors back into the low pressure area and / or necessary for cooling and lubrication of the high-pressure pump.
  • the fifth calculation 270 calculates the return flow necessary for the ejector pump so that it can provide the required pumping power.
  • the necessary suction power of the suction jet pump corresponds to the amount of engine required.
  • the amount of fuel injected in the internal combustion engine must be conveyed from the reservoir 10 into the storage container 9.
  • the fifth calculation 270 calculates from the known Saugtreibmengen characterizing the ejector as a function of temperature, the necessary amount BS of the ejector. This calculation is preferably carried out by means of a map contained in the fifth calculation 270 as a function of the engine requirement quantity and the temperature.
  • the maximum selection 275 then selects the larger of the two signals of the requirement quantity of the suction jet pump BS or the required quantity of the common Rail Systems BCR off. Such a selected signal then corresponds to the return amount MR to be provided by the electric fuel pump.
  • This signal is then passed from block 280 to jet pump map 290. Furthermore, this map processes a temperature quantity of the temperature correction 285. Based on these two input variables, the jet pump map 290 predefines a setpoint pressure PS for the return pressure in the return line. This target pressure is then fed to the controller 295, which adjusts this target pressure by specifying corresponding control variables. This is preferably done by means of a control that determines the manipulated variable depending on the comparison between the setpoint PS and the actual value P for the return pressure.
  • the demand quantity of the internal combustion engine BM is added at the connection point 300 to the required return flow rate.
  • This requirement quantity is preferably provided by the engine controller 320. This results in the required quantity B of the electric fuel pump. Starting from this requirement quantity B of the electric fuel pump, the control of the electric fuel pump then takes place in block 310.

Landscapes

  • 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

L'invention concerne un dispositif et un procédé de commande d'un système d'alimentation en carburant dans lesquels un premier système de transport (11) transporte du carburant depuis un réservoir (10) jusqu'à un deuxième système de transport (2). Au moins une partie du débit de carburant transporté par le premier système de transport (11) revient par un conduit de retour (18) comme débit de retour dans le réservoir (10). Le débit de retour (MR) est déterminé en fonction de l'état de fonctionnement du système d'alimentation en carburant. Le premier système de transport (11) est commandé au moins en fonction du débit de retour.
EP08850178A 2007-11-13 2008-10-16 Procédé et dispositif de commande d'un système d'alimentation en carburant Withdrawn EP2212541A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE102007054094 2007-11-13
DE102008001240A DE102008001240A1 (de) 2007-11-13 2008-04-17 Verfahren und Vorrichtung zur Steuerung eines Kraftstoffversorgungssystems
PCT/EP2008/063976 WO2009062805A1 (fr) 2007-11-13 2008-10-16 Procédé et dispositif de commande d'un système d'alimentation en carburant

Publications (1)

Publication Number Publication Date
EP2212541A1 true EP2212541A1 (fr) 2010-08-04

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP08850178A Withdrawn EP2212541A1 (fr) 2007-11-13 2008-10-16 Procédé et dispositif de commande d'un système d'alimentation en carburant

Country Status (5)

Country Link
US (1) US8297261B2 (fr)
EP (1) EP2212541A1 (fr)
CN (1) CN101855442B (fr)
DE (1) DE102008001240A1 (fr)
WO (1) WO2009062805A1 (fr)

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EP2906813B1 (fr) 2012-10-13 2018-04-18 Volkswagen AG Dispositif d'alimentation de combustible
DE102012020321A1 (de) * 2012-10-13 2014-05-08 Volkswagen Aktiengesellschaft Kraftstoffversorgungseinrichtung
DE102013214173A1 (de) 2013-07-19 2015-01-22 Robert Bosch Gmbh Optimierter Niederdruckkreis für ein Kraftstoffeinspritzsystem
WO2016174299A1 (fr) * 2015-04-28 2016-11-03 Wärtsilä Finland Oy Dispositif d'alimentation en carburant destiné à un moteur à combustion interne et procédé de filtration de carburant dans un dispositif d'alimentation en carburant d'un moteur à combustion interne
JP6210096B2 (ja) * 2015-07-27 2017-10-11 トヨタ自動車株式会社 燃料タンク構造
DE102016206429A1 (de) * 2016-04-15 2017-10-19 Robert Bosch Gmbh Verfahren zur Steuerung einer Fördereinheit eines Hochdruckeinspritzsystems einer Brennkraftmaschine
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WO2009062805A1 (fr) 2009-05-22
US20100307459A1 (en) 2010-12-09
DE102008001240A1 (de) 2009-05-14
CN101855442A (zh) 2010-10-06
CN101855442B (zh) 2013-06-12
US8297261B2 (en) 2012-10-30

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