EP2647824B1 - Einspritzpumpensystem - Google Patents

Einspritzpumpensystem Download PDF

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Publication number
EP2647824B1
EP2647824B1 EP12163322.6A EP12163322A EP2647824B1 EP 2647824 B1 EP2647824 B1 EP 2647824B1 EP 12163322 A EP12163322 A EP 12163322A EP 2647824 B1 EP2647824 B1 EP 2647824B1
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EP
European Patent Office
Prior art keywords
fuel
control valve
injection pump
pressure
pump
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Active
Application number
EP12163322.6A
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English (en)
French (fr)
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EP2647824A1 (de
Inventor
Anthony Harcombe
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Delphi International Operations Luxembourg SARL
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Delphi International Operations Luxembourg SARL
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Priority to EP12163322.6A priority Critical patent/EP2647824B1/de
Publication of EP2647824A1 publication Critical patent/EP2647824A1/de
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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
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/205—Quantity of fuel admitted to pumping elements being metered by an auxiliary metering device
    • 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
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/36—Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages to pumping elements or overflow passages
    • F02M59/366—Valves being actuated electrically
    • 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
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/36—Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages to pumping elements or overflow passages
    • F02M59/366—Valves being actuated electrically
    • F02M59/367—Pump inlet valves of the check valve type being open when actuated
    • 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
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/44—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston
    • F02M59/46—Valves
    • F02M59/462—Delivery valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/44—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston
    • F02M59/46—Valves
    • F02M59/466—Electrically operated valves, e.g. using electromagnetic or piezoelectric operating means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
    • F02M63/023—Means for varying pressure in common rails

Definitions

  • the present invention relates to an injection pump system for a fuel injection system.
  • the invention also relates to a method of operating an injection pump system. Aspects of the invention also relate to a fuel injection system.
  • the fuel is supplied from a low pressure reservoir and pressurised by an injection pump which pumps the fuel into the fuel rail.
  • the injection pump comprises a plunger which reciprocates inside a pump chamber. The plunger draws a fill volume of fuel into the injection pump when it retracts and then pressurises the fuel when it advances to complete a pump cycle.
  • the rail pressure i.e. the pressure of fuel in the fuel rail
  • the metering can be performed by an inlet metering valve or an outlet metering valve.
  • Typical inlet metering valves comprise a restrictor which strangles the flow of fuel into the injection pump, thereby controlling the flow rate when the plunger retracts.
  • the fill volume is determined by the degree of flow strangulation.
  • Traditional inlet metering valves provide a slow response and use partial filling of the pumping chamber to match pressure and delivery demand.
  • Outlet metering valves allow the pumping chamber to be filled on every stroke and the supply to the fuel rail is controlled by metering how much fuel is spilt back to fill during the pumping stroke.
  • the outlet metering valve can be switched at any time during the stroke and it is possible to have pumping strokes which do not generate pressure.
  • the outlet metering valve is positioned in a high pressure fuel line and this forces a compromise between high pressure design, actuator performance and packaging.
  • European Patent EP 1923565 or EP2042720A1 describes a fuel injection system having a pumping arrangement and inlet valve.
  • an injection pump system comprising:
  • the control unit in use, can operate the control valve such that fuel is delivered to the injection pump only when required to maintain the fuel in the fuel rail within a target pressure range. At least at low operating loads, the rail pressure can be maintained within the target pressure range without introducing low pressure fuel into the injection pump in every operating cycle of the injection pump.
  • the injection pump can operate to pump pressurised fuel to the fuel rail only on selected strokes whilst maintaining the rail pressure (i.e. the fuel pressure within the fuel rail) within the target pressure range.
  • the injection pump can continue to operate irrespective of the status of the control valve.
  • Providing a control valve in accordance with the present invention can enable improved high pressure design with improved actuator performance and greater flexibility for packaging. It relies on only filling the pumping chamber when it is required to maintain rail pressure. There may be an increase in rail pressure ripple (due to increased variation in the rail pressure) but it is believed that this is offset by efficiency and/or noise benefits.
  • the injection pump system can provide improved efficiency through not having to use energy (and the associated generation of heat and noise) to compress the top of the fuel volume even when only a little fuel is needed to be pumped. This can also reduce the operating noise of the injection pump system as the fuel can be pumped only on selected strokes.
  • the operation of the control valve can be randomised to reduce the likelihood of resonance noise.
  • the control valve can comprise a solenoid actuator, for example an electrically activated solenoid actuator such as an electromagnetic solenoid.
  • the control valve can be provided in the low pressure fuel line. This can allow a larger diameter valve to be employed requiring a lower lift and potentially also a lower spring load. This configuration may provide improved electromagnetic efficiency and allow the control valve to be operated at higher frequency.
  • the control valve can operate at least once during each pump cycle.
  • a solenoid actuator can provide fast response controls.
  • the control valve can provide ON/OFF control which either enables low pressure fuel to be supplied to the injection pump or prevents the supply of low pressure fuel.
  • the control valve can operate without having to strangle the flow to control metering.
  • the injection pump can either pump a full chamber or pump no volume at all. The injection pump can continue to reciprocate irrespective of whether fuel is present in the pump chamber.
  • the control valve can control whether low pressure fuel is introduced into the pump chamber.
  • the control unit can be configured to open the control valve to supply fuel to said pump when required to maintain the rail pressure within said target pressure range.
  • fuel can be supplied from the low pressure fuel line to the injection pump.
  • the low pressure fuel is pressurised and pumped to the fuel rail via the high pressure fuel line.
  • the target pressure range could be pre-defined.
  • the control unit can be configured to determine the target pressure range dynamically.
  • the target pressure range can be determined based on an operational loading of a combustion engine connected to the injection pump system.
  • the control unit could be configured to look up the target pressure range based on one or more operating parameters.
  • the control unit could, for example, access a stored look-up table.
  • the target pressure range could comprise an upper and lower operating threshold.
  • the target pressure range could comprise a minimum operating threshold.
  • the control unit could be configured to measure the fuel pressure, for example using a pressure sensor in the fuel rail. Alternatively, or in addition, the control unit can calculate the rail pressure based on the volume of fuel pumped into the fuel rail less the volume expelled during injection cycles.
  • the control unit can receive fuel injection data, for example from a fuel injection control unit, indicating the volume of fuel to be expelled from the fuel rail.
  • the control unit can thereby predict the pressure of the fuel in the fuel rail and control the operation of the control valve based on the predicted pressure.
  • the control unit could be incorporated into a fuel injection control unit.
  • a pump inlet valve can be provided between the control valve and the injection pump.
  • the pump inlet valve can be a one-way valve which isolates the control valve from high pressure fuel.
  • the control valve can thereby be provided in a low pressure circuit.
  • a pump outlet valve can be located in the high pressure line between the injection pump and the fuel rail.
  • the pump inlet valve can be a one-way valve suitable for permitting the flow of fuel into the injection pump.
  • the pump outlet valve can be a one-way valve for permitting the flow of fuel out of the injection pump.
  • the control valve can be biased towards an open position.
  • the control valve can be selectively operated in either an open or closed state. In other words, the control valve can provide digital operation corresponding to flow and no-flow operating states. If the control valve is open throughout the intake stroke of the injection pump, a uniform volume of fuel can be drawn into the pump during each operating cycle.
  • the control valve does not meter the volume of fuel into the injection pump by restricting the flow of fuel into the pumping chamber.
  • the volume retraction of the plunger in sympathy with the cam during the period the control valve is open, represents the volume of fuel introduced into the pumping chamber.
  • the timing of the opening and/or closing of the control valve can be controlled by the control unit. The timing of the opening and/or closing of the control valve can be controlled relative to the initiation and/or termination of the intake stroke of the injection pump.
  • a metered volume of fuel can be supplied to the injection pump by controlling the period of time or angle of cam rotation during which the control valve is open.
  • the control valve can be closed during the intake cycle or during a pumping cycle.
  • the control valve can be provided in the low pressure fuel line. Moreover, the control valve can be operatively isolated from high pressure fuel in the injection pump system. In other words, the control valve can be isolated from high pressure fuel and the associated operational loads.
  • a one-way valve can be provided between said control valve and the injection pump to isolate the control valve.
  • the control valve can be provided in the low pressure fuel line.
  • the control valve can be operatively isolated from high pressure fuel in the injection pump system.
  • a one-way valve can be provided between the control valve and the injection pump.
  • the control valve can thereby be provided in a low pressure circuit. Improved control can be achieved if the control valve is controlling low pressure fuel, rather than high pressure fuel.
  • the rail pressure can be maintained within said target pressure range. At least when operating at low loads, it is not necessary for the injection pump to supply high pressure fuel to the fuel rail during every operating cycle. Rather, the injection pump can supply high pressure fuel to the fuel rail intermittently.
  • the control valve can be provided in the low pressure fuel line.
  • the inlet and outlet valves 15, 21 are positioned as close to the pumping chamber 9 as possible to minimise the compressed volume at the top of the plunger 11 pumping stroke to help improve efficiency.
  • minimising the pressurised volume can reduce the torque reversal as the volume depressurises at the top of pumping stroke and hence can also reduce associated pump noise.
  • a control valve 27 is provided in the low pressure inlet line 5, between the fuel reservoir 13 and the inlet valve 15, to control the supply of low pressure fuel to the pump chamber 9.
  • the control valve 27 thereby controls the filling of the injection pump 3.
  • the control valve 27 is operable in an ON/OFF (i.e. flow/no-flow) state selectively to supply fuel to the injection pump 3.
  • a control valve 27 in accordance with a first embodiment of the present invention is shown schematically in Figure 2 .
  • the control valve 27 is provided in the low pressure inlet line 5 and the direction of flow of fuel from the low pressure reservoir 13 is illustrated by an arrow A.
  • the control valve 27 comprises a control valve member 29 biased towards a control valve seat 31 by a third spring member 33.
  • An electromagnetic solenoid actuator 35 is arranged to provide energise-close functionality (i.e. the solenoid actuator 35 is energised to close the control valve 27).
  • the solenoid actuator 35 comprises an electromagnetic coil 36 which actuates a circular plate shaped armature 37 coupled to a displacement member 39 arranged to act on the control valve member 29.
  • a fourth spring member 41 is provided for biasing the circular plate shaped armature 37 and the displacement member 39 to an advanced position in which the control valve member 29 is unseated from the control valve seat 31, thereby opening the control valve 27.
  • the solenoid actuator 35 is energised, the displacement member 39 is retracted and the control valve member 29 seats in the control valve seat 31, thereby closing the control valve 27 (as shown in Figure 2 ). In this state, no fuel is drawn into the pumping chamber 9 during plunger 11 retraction.
  • the biasing force applied by the fourth spring member 41 is greater than that applied by the third spring member 33 such that the control valve 27 is biased to an open position when the solenoid actuator 35 is not energised.
  • a target pressure range is defined for the fuel pressure in the fuel rail (referred to herein as the rail pressure) based on the operating conditions including speed and load of the combustion engine.
  • a control unit (not shown) is provided to control the operation of the control valve 27 to maintain the rail pressure within the target pressure range. By controlling the operation of the control valve 27 to supply fuel to the pump chamber 9 only when it is required, the rail pressure can be maintained within the target pressure range.
  • the control unit can measure the pressure in the fuel rail and control the control valve 27 based on the measured pressure. Alternatively, or in addition, the control unit could use fuel injection data, for example from the fuel injection system, to predict when the rail pressure will fall below the specified target pressure range.
  • the control unit can also utilise engine speed and load data, for example from an engine control unit, to determine the target pressure range.
  • the fuel reservoir 13 provides a low pressure fuel supply to the injection pump system 1.
  • the control valve 27 positioned in the low pressure inlet line 5 selectively controls the supply of fuel to the injection pump 3.
  • the injection pump 3 draws low pressure fuel into the pump chamber 9 from the low pressure inlet line 5 during an intake stroke and expels high pressure fuel into the high pressure line 7 during a pump stroke.
  • the control valve 27 is closed, the injection pump 3 is not supplied with low pressure fuel and the pumping cycle is performed with the pump chamber 9 substantially empty. Accordingly, high pressure fuel is not pumped to the high pressure outlet line 7.
  • the control of the control valve 27 is performed by the control unit to maintain the rail pressure within the target pressure range.
  • the target pressure range can, for example, specify a minimum pressure threshold.
  • the target pressure range can change dynamically in response to changes in the operating speed and load parameters of the combustion engine.
  • the control unit can receive engine load data from the engine control unit.
  • the control unit can also use fuel injection data from the fuel injection system to predict when high pressure fuel should be introduced into the fuel rail to maintain the target pressure range.
  • the control unit closes the control valve 27 to prevent the supply of fuel to the injection pump 3. With the control valve 27 closed, the injection pump 3 does not draw low pressure fuel into the pump chamber 9 during the intake stroke and the subsequent pumping stroke does not pump fuel into the high pressure line 7.
  • the control unit opens the control valve 27 to enable the supply of fuel to the injection pump 3.
  • the control valve 27 can be opened during the pumping stroke of the injection pump 3 since the inlet valve 15 will prevent high pressure fuel returning through the low pressure inlet line 5.
  • the injection pump 3 draws low pressure fuel into the pump chamber 9 during the intake stroke and the subsequent pumping stroke pressurises the fuel in the pump chamber 9 and pumps it into the high pressure line 7.
  • the rail pressure is thereby increased and returned to the target pressure range.
  • the control valve member 29 By locating the control valve 27 in the low pressure fuel inlet line 5 (which is a low pressure circuit) the control valve member 29 can have a larger diameter without excessive seat force.
  • the valve lift can be lowered which allows a smaller solenoid actuator 35 to be utilised.
  • the spring bias provided by the third spring 33 can be minimised to ensure that filling is enabled below the maximum speed of normal operation.
  • the larger diameter control valve member 29, lower lift and lower spring load can provide improved electromagnetic efficiency and hence enable the solenoid actuator 35 to be operated at higher frequency.
  • the volume of fuel delivered from the pump can be very accurately calibrated based on incremental numbers of pump strokes. This can help to provide rapid response and failure mode detection.
  • the present invention may result in a variation in the rail pressure (so-called rail pressure ripple) which may be in the region of 200 bar. It is believed that rail pressure ripple can be reduced and light load efficiency improved by using high frequency pumping with smaller plungers or shorter strokes.
  • rail pressure ripple can be reduced and light load efficiency improved by using high frequency pumping with smaller plungers or shorter strokes.
  • the control valve 27 is not configured to control the rate of fuel flow to the injection pump 3. Rather, the injection pump system 1 controls the filling of the pump chamber 9 by controlling the timing of the opening and/or closing of the control valve 27.
  • the present embodiment maintains the control valve 27 open throughout the intake stroke of the injection pump 3.
  • the control unit could be configured to control the operation of the control valve 27 to meter the low pressure fuel supplied to the injection pump 3.
  • the control valve 27 could be opened after the intake stroke has been initiated, or closed before it has been completed. By controlling the timing of the opening and/or closing of the control valve 27, a metered supply of low pressure fuel could be supplied to the pump chamber 9.
  • a second control valve 43 in accordance with a second embodiment of the present invention will now be described with reference to Figure 3 .
  • the second control valve 43 is intended to replace the control valve 27 according to the first embodiment of the present invention.
  • the second control valve 43 locates in the low pressure inlet line 5 to control the supply of low pressure fuel to the pump chamber 9.
  • the direction of flow of the low pressure fuel is illustrated by a pair of arrows B in Figure 3 .
  • the second control valve 43 comprises a second electromagnetic solenoid actuator 45 arranged to provide energise-open functionality (i.e. the second solenoid actuator 45 is energised to open the second control valve 43).
  • the second solenoid actuator 45 actuates a second control valve member 47 biased towards a second control valve seat 49 by a fifth spring member 51.
  • an electromagnetic coil 53 in the solenoid actuator 45 retracts a second circular plate shaped armature 55 coupled to the second control valve member 47, thereby opening the second control valve 43 (as shown in Figure 3 ).
  • the fifth spring member 51 advances the second control valve member 47 to a seated position in the second control valve seat 49, thereby closing the second control valve 43.
  • the second control valve 43 can be balanced when in the de-energised state.
  • the spring force applied by the fifth spring member 51 can be minimised, thereby reducing the magnetic power required at large gap (i.e. when the second circular plate shaped armature 55 is displaced from the electromagnetic coil 53). Restriction across the second control valve seat 49 (for example, caused by the second control valve member 47) will tend to cause a pressure drop across the second control valve seat 49 at high flow rates which can close the second control valve 43.
  • a small gap is maintained between the electromagnetic coil 53 and the second circular plate shaped armature 55 to reduce the actuating force required to overcome the closing force caused by the pressure drop in the fuel.
  • the pattern of filling the pump chamber 9 can be randomised to reduce the likelihood of drive resonance and to further reduce perceived noise.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Fuel-Injection Apparatus (AREA)

Claims (8)

  1. Ein Einspritzpumpensystem, das aufweist:
    eine Einspritzpumpe (3) zum Liefern von Hochdruckkraftstoff;
    eine Niederdruckkraftstoffleitung (5) in Fluidverbindung mit einem Einlass (15) der Einspritzpumpe und eine Hochdruckkraftstoffleitung (7) in Fluidverbindung mit einem Auslass (21) der Einspritzpumpe und eine Kraftstoffleitung;
    ein Steuerventil (27) zum Steuern eines Füllens der Einspritzpumpe; und
    eine Steuereinheit zum Steuern eines Betriebs des Steuerventils;
    wobei die Steuereinheit konfiguriert ist zum Schließen des Steuerventils, um die Zufuhr von Kraftstoff zu der Einspritzpumpe für die gesamte Dauer des Einlasshubs zu sperren, wenn der Leitungsdruck innerhalb eines Solldruckbereichs liegt.
  2. Ein Einspritzpumpensystem gemäß Anspruch 1, wobei die Steuereinheit konfiguriert ist zum Öffnen des Steuerventils zum Liefern von Kraftstoff an die Pumpe, um den Leitungsdruck zu dem Solldruckbereich zurückzubringen.
  3. Ein Einspritzpumpensystem gemäß Anspruch 1 oder Anspruch 2, wobei der Solldruckbereich dynamisch definiert wird.
  4. Ein Einspritzpumpensystem gemäß einem der Ansprüche1, 2 oder 3, wobei die Steuereinheit konfiguriert ist zum Schätzen des Leitungsdrucks.
  5. Ein Einspritzpumpensystem gemäß Anspruch 4, wobei die Steuereinheit konfiguriert ist zum Schätzen des Kraftstoffdrucks basierend auf dem Volumen von Kraftstoff, der aus der Kraftstoffleitung auszustoßen ist.
  6. Ein Einspritzpumpensystem gemäß einem der vorhergehenden Ansprüche, das weiter ein Pumpeneinlassventil (15) aufweist, das sich zwischen dem Steuerventil und der Pumpe befindet; und/oder ein Pumpenauslassventil (21), das sich in der Hochdruckleitung befindet.
  7. Ein Einspritzpumpensystem gemäß einem der vorhergehenden Ansprüche, wobei das Steuerventil in eine offene Position beeinflusst wird; oder eine geschlossene Position.
  8. Ein Einspritzpumpensystem gemäß einem der vorhergehenden Ansprüche, wobei ein gleichförmiges Kraftstoffvolumen in die Pumpe während jedes Pumpzyklus gezogen wird, wenn das Steuerventil offen ist.
EP12163322.6A 2012-04-05 2012-04-05 Einspritzpumpensystem Active EP2647824B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP12163322.6A EP2647824B1 (de) 2012-04-05 2012-04-05 Einspritzpumpensystem

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP12163322.6A EP2647824B1 (de) 2012-04-05 2012-04-05 Einspritzpumpensystem

Publications (2)

Publication Number Publication Date
EP2647824A1 EP2647824A1 (de) 2013-10-09
EP2647824B1 true EP2647824B1 (de) 2016-08-03

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Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9587578B2 (en) 2013-12-06 2017-03-07 Ford Global Technologies, Llc Adaptive learning of duty cycle for a high pressure fuel pump
US9243598B2 (en) 2014-02-25 2016-01-26 Ford Global Technologies, Llc Methods for determining fuel bulk modulus in a high-pressure pump
US9458806B2 (en) 2014-02-25 2016-10-04 Ford Global Technologies, Llc Methods for correcting spill valve timing error of a high pressure pump
US9353699B2 (en) 2014-03-31 2016-05-31 Ford Global Technologies, Llc Rapid zero flow lubrication methods for a high pressure pump
US9874185B2 (en) 2014-05-21 2018-01-23 Ford Global Technologies, Llc Direct injection pump control for low fuel pumping volumes
US10161346B2 (en) 2014-06-09 2018-12-25 Ford Global Technologies, Llc Adjusting pump volume commands for direct injection fuel pumps
GB2565093B (en) * 2017-08-01 2020-03-25 Delphi Tech Ip Ltd Fuel Pressurising device

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2004316518A (ja) * 2003-04-15 2004-11-11 Denso Corp 高圧燃料供給装置
EP1923565B1 (de) * 2006-11-16 2010-05-05 C.R.F. Societa Consortile per Azioni Verbessertes Kraftstoffeinspritzungssystem für einen Verbrennungsmotor
ATE460582T1 (de) * 2007-09-26 2010-03-15 Magneti Marelli Spa Verfahren zur steuerung eines common-rail- direkteinspritzungsystems mit einer hochdruckkraftstoffpumpe
EP2287462B1 (de) 2009-07-08 2012-04-18 Delphi Technologies Holding S.à.r.l. Pumpeneinheit

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