EP2666996A1 - Kraftstoffüberwachungssystem - Google Patents

Kraftstoffüberwachungssystem Download PDF

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Publication number
EP2666996A1
EP2666996A1 EP12169284.2A EP12169284A EP2666996A1 EP 2666996 A1 EP2666996 A1 EP 2666996A1 EP 12169284 A EP12169284 A EP 12169284A EP 2666996 A1 EP2666996 A1 EP 2666996A1
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EP
European Patent Office
Prior art keywords
fuel
engine
injector
pressure
fuel injection
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Withdrawn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
EP12169284.2A
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English (en)
French (fr)
Inventor
Andreas Nilsson
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.)
Delphi Technologies Operations Luxembourg SARL
Original Assignee
Delphi Technologies Holding SARL
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 Delphi Technologies Holding SARL filed Critical Delphi Technologies Holding SARL
Priority to EP12169284.2A priority Critical patent/EP2666996A1/de
Publication of EP2666996A1 publication Critical patent/EP2666996A1/de
Withdrawn legal-status Critical Current

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    • 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
    • F02D41/008—Controlling each cylinder individually
    • 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
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0606—Fuel temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0614—Actual fuel mass or fuel injection amount
    • 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
    • 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
    • F02M65/00—Testing fuel-injection apparatus, e.g. testing injection timing ; Cleaning of fuel-injection apparatus
    • F02M65/003—Measuring variation of fuel pressure in high pressure line

Definitions

  • the present invention relates to a fuel monitoring system.
  • the present invention relates to a system and method for monitoring the fuel amounts injected in a fuel injection system and compensating for variations in the injected fuel amounts due to component wear.
  • data relating to engine operation may be received at an engine control unit.
  • the received data may comprise driver input data (e.g. from the position of the accelerator pedal), data relating to the engine speed and load and also data relating to the particular combustion mode the engine system is operating in.
  • the engine control unit calculates, via an appropriate control algorithm, injection parameters required to operate the engine in accordance with the received data.
  • injection parameters may include multiple injection timings, fuel quantities etc depending on the engine system in question.
  • the control unit may output a suitable drive pulse or drive pulses to the injection system. Fuel injection may therefore be initiated at the desired stage of the injection cycle.
  • the required drive pulse(s) may be derived from a look up table or calculated within an engine model.
  • the model or look up tables may be calibrated on test equipment.
  • Mechanical wear of components within the engine may alter the injection characteristics of the engine and may require suitable compensation to ensure that engine performance is not compromised and to ensure that the engine meets NOx & Particulate emissions regulations throughout the life of the engine.
  • injector balancing is done by detecting fluctuations in crank tooth wheel speed caused by combustion. It is therefore noted that the processes of injector wear determination and injector balancing require the use of different sensors and the data from such sensors to be input into a suitable compensation controller.
  • a method of compensating for fuel injector performance variations in a fuel injection system of an engine comprising a fuel pump arranged to supply pressurised fuel to a common accumulator volume that supplies the pressurised fuel in turn to a plurality of fuel injectors; and the method comprising: measuring a first pressure within the accumulator volume; sending a drive pulse signal to initiate an injection event in a first injector; measuring a second pressure within the accumulator volume; calculating a pressure difference between the first and second pressure measurements; using the calculated pressure difference to compare actual fuel injection system performance with expected fuel injection system performance; compensating for any deviations between actual fuel injection system performance and expected fuel injection system performance.
  • data relating to engine operation is received at an engine control unit.
  • the received data may comprise driver input data (e.g. from the position of the accelerator pedal), data relating to the engine speed and load and also data relating to the particular combustion mode the engine system is operating in.
  • the engine control unit calculates injection parameters required to operate the engine in accordance with the received data. These injection parameters may include multiple injection timings, fuel quantities etc depending on the engine system in question. Having calculated the required injection parameters the control unit outputs a suitable drive pulse or drive pulses to the injection system.
  • the first and second measurement steps and sending step may be performed when the engine is in a steady driving state.
  • the fuel pump within the engine may pump fuel, in a fuel pumping event, into the accumulator volume in advance of each injection of fuel into the engine.
  • the fuel pumps may, between themselves pump fuel in a fuel pumping event into the accumulator volume in advance of each injection of fuel into the engine.
  • each injection event from an injector in the fuel system may be associated with a fuel pumping event in which the fuel pump(s) is arranged to pump fuel into the accumulator volume, and the method may further comprise suspending the fuel injection event corresponding to the first injector immediately prior to the sending step.
  • the using step may comprise calculating, from the calculated pressure difference, the injected amount of fuel injected into the engine during the injection event of the first injector and comparing to a demanded fuel amount.
  • the relationship between pressure drop and fuel amount may be determined in advance and stored in a suitable format (e.g. a function map within the ECU or associated storage volume) and the method may comprise looking up the injected fuel amount from the stored relationship.
  • the compensating step may comprise adjusting a fuel injection parameter to compensate for any deviations between actual fuel injection system performance and expected (demanded) fuel injection performance.
  • the fuel injection characteristics of all the injectors within the engine may be assessed by repeating the first measuring, sending, second measuring and calculating steps for each of the plurality of fuel injectors in turn.
  • a pressure difference (pressure drop) for each fuel injector may then be calculated and in the event that the injectors are injecting different amounts of fuel the compensation step may comprise balancing the injectors within the injector system.
  • the pressure drop may be calculated for a given injector before pressure measurements are taken in respect of the next injector within the engine.
  • pressure measurement data may be collected for all of the injectors in turn prior to performing the pressure drop calculation for each injector.
  • the balancing step may comprise adjusting the amount of fuel injected by a particular injector while keeping the total fuel amount injected by the plurality of injectors into the engine during a given engine cycle at a constant value.
  • the balancing may comprise ensuring that any fuel value corrections sum to zero.
  • each fuel injector may be balanced by applying a fuelling offset to the injector to alter the timing of the drive pulse sent to the each injector (Each drive pulse may be associated with a pumping event from the fuel pump and the fuelling offset may comprise offsetting the timing between a given drive pulse and the associated pumping event).
  • each fuel injector may be balanced by applying an injection duration offset to alter the amount of injected fuel supplied to the engine system.
  • the compensation step may comprise applying a bulk offset to the plurality of injectors in order to adjust a total fuel amount supplied to the engine by the fuel injection system in an engine cycle.
  • the method may conveniently further comprise measuring first and second pressure values for an injector over a plurality of engine cycles and, for each fuel injector, averaging the calculated pressure differences and using the averaged calculated pressure difference for each injector to compare actual injector system performance with expected fuel injection system performance.
  • An engine may be expected to experience pressure losses due to natural decay and/or switching losses and in such an event the using step may conveniently comprise adjusting the calculated pressure difference in order to adjust for pressure losses due to natural decay and/or switching losses. Any such adjustment may preferably be performed in respect of each fuel injector.
  • the method may further comprise sampling multiple pressure readings during each injection event cycle in order to determine turn on/turn off delays associated with the injecting injector (i.e. to compensate for any delays caused by a solenoid injector charging or discharging).
  • the method may also further comprise outputting a faulty injector signal in the event that the calculating step determines that there has been no or substantially no pressure drop during the injection event (associated with the fuel injector being assessed).
  • a compensation module for compensating for fuel injector performance variations in a fuel injection system of an engine, the engine comprising a fuel pump arranged to supply pressurised fuel to a common accumulator volume that supplies the pressurised fuel in turn to a plurality of fuel injectors; and the module comprising: inputs to receive first and second pressure measurements within the accumulator volume; an output arranged, between the reception of the first and second pressure measurements, to send a drive pulse signal to initiate injection in a first injector; and a processor arranged to: calculate a pressure difference between the first and second pressure measurements; use the calculated pressure difference to compare actual fuel injection system performance with expected fuel injection system performance; and to compensate for any deviations between actual fuel injection system performance and expected fuel injection system performance.
  • the engine system may comprise an electronic control unit (ECU) in which case the ECU may perform the functions of the compensation module above.
  • ECU electronice control unit
  • a dedicated compensation module may be carry out the above functions.
  • Such a dedicated module could be integrated within the ECU or could be a standalone component.
  • a method of compensating for fuel injector performance variations in a fuel injection system of an engine comprising a fuel pump arranged to supply pressurised fuel to a common accumulator volume that supplies the pressurised fuel in turn to a plurality of fuel injectors; and the method comprising: measuring a first pressure within the accumulator volume; sending a drive pulse signal to initiate an injection event in a first injector; measuring a second pressure within the accumulator volume; repeating the measuring and sending steps for each of the plurality of injectors and calculating a pressure difference between the first and second pressure measurements for each injector; using the calculated pressure differences to compare actual fuel injection system performance with expected fuel injection system performance; compensating for any deviations between actual fuel injection system performance and expected fuel injection system performance.
  • the invention extends to a carrier medium for carrying a computer readable code for controlling an electronic control unit to carry out the method of the first aspect of the invention.
  • Figure 1 shows a representation of a fuel injection system 1 within an engine comprising a fuel tank 2, controllable high pressure fuel pumps (3, 4), a common rail (common accumulator volume/fuel reservoir) 5, a rail pressure sensor 6, a pressure limiter 7, a plurality of injectors 8 and an electronic control unit (ECU) 9.
  • a fuel tank 2 controllable high pressure fuel pumps (3, 4), a common rail (common accumulator volume/fuel reservoir) 5, a rail pressure sensor 6, a pressure limiter 7, a plurality of injectors 8 and an electronic control unit (ECU) 9.
  • ECU electronice control unit
  • the ECU 9 controls pumping of fuel from the tank 2 to the rail 5 by the pumps 3, 4.
  • the ECU 9 also controls the operation of the injectors 8 and receives sensor data on the pressure within the rail 5 from the pressure sensor 6.
  • the ECU may store (or be in communication with via a data store) a plurality of data look up tables 10 relating engine data such as demanded fuel (e.g. from the position of the accelerator pedal), engine speed and load and also the particular combustion mode the engine system is operating in to one or more injection parameters.
  • the ECU may use such look up tables to calculate injection parameters required to operate the engine in accordance with the received engine data.
  • injection parameters may include injection timings, fuel quantities etc and the ECU may output a drive pulse signal (comprising one or more drive pulses) to the injectors to initiate injection.
  • the fuel pumps may be driven by a cam arrangement (not shown) to produce a number of pumping events per engine cycle.
  • a cam arrangement (not shown) to produce a number of pumping events per engine cycle.
  • each pump may be driven by a three-lobed cam arrangement. It is noted however that the number of injectors and/or pumps may be varied within the scope of the claimed invention.
  • Figure 2a is a graph showing an engine operating in normal driving conditions (steady state driving conditions).
  • a number of regularly spaced pumping events 20 are shown along with an injection event 30 for one of the injectors 8 within the engine system.
  • the pressure within the common rail 5 is represented by the third trace line 40.
  • the pressure within the rail 5 can be seen to be generally constant at a particular pressure value 50 (the "baseline" pressure value).
  • Figure 2b shows a similar graph to that of Figure 2a .
  • the pumping event 20' that immediately precedes the highlighted injection event 30 has been suppressed (e.g. turned off).
  • the pumping event 20' that immediately precedes the highlighted injection event 30 has been suppressed (e.g. turned off).
  • the pumping event 20' that immediately precedes the highlighted injection event 30 has been suppressed (e.g. turned off).
  • Figure 3 shows a representation of a pumping waveform 80, injection waveform 90 and rail pressure 40 across an entire engine cycle for an engine that is running a compensation method in accordance with embodiments of the present invention. It can be seen that there are six injection events corresponding to the six injectors 8 shown in Figure 1 . However, there are only five pumping events with pumping event 3 being suppressed in order to allow the compensation method to be run during engine operation. As a consequence of the suppressed injection event it can be seen that there is a drop 70 in rail pressure 40 around the time of the third injection event.
  • the pressure within the rail decays slightly due to natural leakage within the fuel injection system.
  • the pressure drop after the third injection event comprises a number of components, namely: pressure drop due to injected fuel from the injector into the associated cylinder of the engine; pressure drop due to natural leakage; pressure drop due to switching losses.
  • Switching losses represent the total leakage of an injector which occurs when an injector changes from a non-actuated condition to a full needle lift injection condition. This leakage is a made up of a combination of the following:
  • the turn-on delay 100 relates to where the solenoid is initially responding to the start of the drive pulse and the turn-off delay 110 relates to where the solenoid is responding to the end of the drive pulse.
  • the natural leakage within the engine system may be measured in foot-off driving conditions (see also Figure 7 below) where no injections take place.
  • the pumping of fuel into the rail may be suspended.
  • the rate of decay of the rail pressure may then be measured. It is noted that the rate of decay should be measured at a number of different rail pressures as the rate of decay will be higher at high rail pressures compared to low rail pressures.
  • the rate of decay may subsequently be stored in the ECU (or an associated data store or in a look up table) for use in conjunction with embodiments of the present invention.
  • Switching losses may also be measured during such foot-off periods by demanding an injection pulse that is too short for injection and measuring the pressure drop that results.
  • the present invention determines whether any adjustment to the injection parameters of the engine/to the control algorithm are required by turning off the pumping for an injector and measuring the pressure drop caused by an injection on that injector while running in steady state conditions. Conveniently it is noted that the pressure drop is substantially linear to the fuel quantity being injected (see Figures 4 to 6 below). Remaining pumping events may be used to restore the pressure within the rail.
  • Figure 4 shows a plot of pressure drop versus fuel quantity for the engine system of Figure 1 that is operating according to the pumping 80 and injection 90 profile of Figure 3 .
  • the pressure readings were taken at a baseline rail pressure of 2500 bar.
  • the readings were also repeated at two different engine speeds (1000rpm and 1400rpm).
  • Figure 5 shows a graph of pressure drop versus fuel quantity at a variety of different rail pressures at a fixed engine speed for an engine that is using a regular fuel mix (EN590).
  • Figure 6 shows a corresponding graph of pressure drop versus fuel quantity for an engine running at the same fixed engine speed for a biofuel fuel mix (B1 OO(RME)).
  • the ECU may therefore also store pressure drop vs. fuel quantity relationships for a variety of fuel types (or be in communication with a data store storing such information).
  • Figure 7 shows a pressure versus time plot for various biofuels that are operating in a foot off/no pumping mode. It can be seen that there is a pressure decay within the rail in dependence on the type of fuel. The ECU may therefore determine a natural leakage profile for the engine system from a given starting rail pressure in order to more accurately determine whether any compensation for injector wear is required using embodiments of the present invention.
  • Figure 8 shows a detection method in accordance with an embodiment of the present invention.
  • Step 200 while the engine is in a constant driving condition (i.e. at a constant speed and load), the pumping event associated with a first injector (injector N) is suspended.
  • Step 202 a first pressure measurement is taken of the pressure in the accumulator volume/rail 5 (the pressure measurement comprises the pressure sensor 6 taking a pressure reading and supplying this reading to the ECU).
  • Step 204 a drive pulse is sent to the first injector to initiate injection and in Step 206 a further (second) pressure measurement is taken of the pressure in the accumulator volume/rail 5.
  • first and second pressure measurements are taken at predefined periods before and after the drive pulse.
  • Step 208 a pressure drop within the fuel rail is calculated.
  • the pressure drop may be adjusted to account for the pressure drop expected due to natural leakage and switching losses.
  • Step 210 the process is repeated for all injectors within the engine.
  • the measured engine performance may be compared to the predicted (/expected/demanded) engine performance according to the engine control algorithm.
  • the comparison process may comprise converting the measured pressure drop data to an injected fuel amount (in milligrams) using a relationship as shown in Figures 4 to 6 .
  • the expected/demanded fuel amount may then be compared to the actual injected fuel amount and an appropriate correction to the injection parameters may be made (Step 214).
  • Figure 8 shows the pressure drop for a given injector (N) being calculated before the next injector is tested. It is to be appreciated however that pressure measurement data may be collected for all the injectors in turn (i.e. one by one) prior to performing any pressure drop calculations. In other words Steps 208 and 210 may be interchanged.
  • a compensating adjustment may be made. For example, either a fuel timing offset or a fuel injection duration offset may be made.
  • the method according to Figure 8 may be repeated following the application of the compensation offset to ensure that the engine performance has returned within acceptable operational parameters.
  • the pressure sensor within the engine system comprises an analogue-to-digital converter (ADC)
  • ADC analogue-to-digital converter
  • a 2850 bar rail pressure sensor feeding into a 12 bit ADC gives a resolution of 0.87 bar/bit.
  • the pressure measurements may therefore be performed over a number of engine cycles to compensate for the sensor resolution.
  • the compensation algorithm may additionally receive inputs relating to the actual rail pressure level (e.g. the "baseline” pressure noted above), fuel temperature, coolant temperature, fuel mixture, boost temperature, boost pressure etc. (It is noted that the “boost” temperature and pressure relate to the inlet air temperature and pressure of air flowing into the cylinders of the engine. It is referred to as “boost” because it is the temperature/ pressure after the turbo in a turbo diesel).
  • the compensation adjustment made by the method according to embodiments of the present invention may comprise applying a timing offset to an injector, varying the fuel amount injected by an injector (the fuel injector duration offset), balancing all the injectors, applying a global offset to the fuel amount injected by all the injectors etc.
  • Figures 9 and 10 show the deviation in calculated pressure drop versus fuel quantity for injectors in an engine system at 1000rpm ( Figure 9 ) and 1400rpm ( Figure 10 ). In both instances it can be seen that injectors 1, 3 and 5 are injecting an above average amount of fuel compared to injectors 2, 4 and 6.
  • the compensation method according to embodiments of the present invention may apply an adjustment to the fuel injection parameters of each injector such that each injector injects the same quantity of fuel, i.e. the compensation method may balance the injectors by reducing the fuel injected by injectors 1, 3 and 5 and/or increasing the fuel injected by injectors 2, 4 and 6. In doing so it is noted that the total fuel injected per engine cycle may be maintained at the same value.
  • the compensation method may apply a global adjustment to all injectors to increase the total amount of fuel injected into the engine per engine cycle.
  • a global adjustment may be implemented where all injectors are showing a general decrease in performance since installation into the engine.
  • Table 1 shows the results of pressure drop calculations (in bar) for injectors within an engine for various demanded fuel amounts. It is noted that the pressure values may be converted into fuel amounts (in milligrams) using a relationship similar to those shown in Figures 4 to 6 .
  • the ECU may output a fault signal in the event that a zero value is detected.
  • Additional (rail) pressure measurements may be taken over the course of each injection event. This in turn may allow the ECU to additionally calculate the turn-on and turn-off delays for each injector and to adjust the injection parameters for the engine accordingly.
  • ECU electronice control unit
  • a dedicated compensation module may carry out all of the above described processes. Such a module could be integrated within the ECU or may be a standalone component that outputs compensation data to the ECU for further use in operating the engine.

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  • 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)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Fuel-Injection Apparatus (AREA)
EP12169284.2A 2012-05-24 2012-05-24 Kraftstoffüberwachungssystem Withdrawn EP2666996A1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP12169284.2A EP2666996A1 (de) 2012-05-24 2012-05-24 Kraftstoffüberwachungssystem

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EP12169284.2A EP2666996A1 (de) 2012-05-24 2012-05-24 Kraftstoffüberwachungssystem

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Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2015074939A3 (de) * 2013-11-21 2015-07-16 Continental Automotive Gmbh Verfahren zum betreiben von injektoren eines einspritzsystems
WO2016055242A1 (de) * 2014-10-07 2016-04-14 Continental Automotive Gmbh Bestimmen und gleichstellen der einspritzmenge von kraftstoffinjektoren in einem kraftstoffeinspritzsystem
CN107542590A (zh) * 2016-06-29 2018-01-05 丰田自动车株式会社 内燃机的控制装置以及控制方法
CN108350819A (zh) * 2015-11-05 2018-07-31 丰田自动车株式会社 内燃机的控制装置
CN108361139A (zh) * 2018-01-29 2018-08-03 中国第汽车股份有限公司 燃料喷射器小油量控制方法
CN110173365A (zh) * 2019-06-29 2019-08-27 潍柴动力股份有限公司 一种平衡发动机各缸喷油量的方法及系统

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0488362A2 (de) * 1990-11-30 1992-06-03 Toyota Jidosha Kabushiki Kaisha Kraftstoffeinspritzeinrichtung für Brennkraftmaschinen
US20100199951A1 (en) * 2009-02-11 2010-08-12 Gm Global Technology Operations, Inc. Adaptive control of fuel delivery in direct injection engines
EP2453123A1 (de) * 2010-11-10 2012-05-16 Magneti Marelli S.p.A. Verfahren zur Bestimmung des Injektionsgesetzes eines Kraftstoffinjektors

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0488362A2 (de) * 1990-11-30 1992-06-03 Toyota Jidosha Kabushiki Kaisha Kraftstoffeinspritzeinrichtung für Brennkraftmaschinen
US20100199951A1 (en) * 2009-02-11 2010-08-12 Gm Global Technology Operations, Inc. Adaptive control of fuel delivery in direct injection engines
EP2453123A1 (de) * 2010-11-10 2012-05-16 Magneti Marelli S.p.A. Verfahren zur Bestimmung des Injektionsgesetzes eines Kraftstoffinjektors

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2015074939A3 (de) * 2013-11-21 2015-07-16 Continental Automotive Gmbh Verfahren zum betreiben von injektoren eines einspritzsystems
US10344698B2 (en) 2013-11-21 2019-07-09 Continental Automotive Gmbh Method for operating injectors of an injection system
WO2016055242A1 (de) * 2014-10-07 2016-04-14 Continental Automotive Gmbh Bestimmen und gleichstellen der einspritzmenge von kraftstoffinjektoren in einem kraftstoffeinspritzsystem
CN108350819A (zh) * 2015-11-05 2018-07-31 丰田自动车株式会社 内燃机的控制装置
CN107542590A (zh) * 2016-06-29 2018-01-05 丰田自动车株式会社 内燃机的控制装置以及控制方法
JP2018003652A (ja) * 2016-06-29 2018-01-11 トヨタ自動車株式会社 内燃機関の制御装置
US10267252B2 (en) 2016-06-29 2019-04-23 Toyota Jidosha Kabushiki Kaisha Controller for internal combustion engine and method for controlling internal combustion engine
CN107542590B (zh) * 2016-06-29 2020-08-28 丰田自动车株式会社 内燃机的控制装置以及控制方法
CN108361139A (zh) * 2018-01-29 2018-08-03 中国第汽车股份有限公司 燃料喷射器小油量控制方法
CN108361139B (zh) * 2018-01-29 2020-08-25 中国第一汽车股份有限公司 燃料喷射器小油量控制方法
CN110173365A (zh) * 2019-06-29 2019-08-27 潍柴动力股份有限公司 一种平衡发动机各缸喷油量的方法及系统
CN110173365B (zh) * 2019-06-29 2022-08-02 潍柴动力股份有限公司 一种平衡发动机各缸喷油量的方法及系统

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