FR2812345A1 - Method of fuel metering to motor vehicle internal combustion engine has high pressure injection tank with pressure regulated by controlling feed pumps - Google Patents

Abstract

The method of fuel metering for a motor vehicle internal combustion engine involves feeding fuel from the fuel tank (12) into a low pressure (ND) feed section and into two high pressure feed pumps (14,15) to a high pressure tank (16). The injection pressure in the high pressure tank is regulated by controlling the high pressure pumps to the same value. The high pressure fuel is injected into the combustion chambers. Claims include a fuel metering feed and control for the method.

Description

The present invention relates to a method of implementing

  vre of a fuel metering system of an internal combustion engine

  dull direct injection fuel

  fuel tank in a low pressure area of the fuel system

  fuel, the fuel for the low pressure zone is supplied by at least two high pressure pumps controlled on demand, in

  a high pressure accumulator, regulates an injection pressure

  gaining in the high pressure accumulator by modifying the flow rates of the high pressure pumps, and the fuel from the accumulator is injected at

  high pressure in the combustion chambers of the combustion engine

internal tion.

  The invention also relates to a dosing system for

  fuel from an internal combustion engine with direct injection

  fuel tank, at least one fuel pump for

  deliver fuel from the fuel tank to a low area near

  fuel metering system system, at least two pumps

  high pressure pes controlled on demand to deliver

  fuel from the low pressure zone in a high pressure accumulator

  sion, a control device to regulate a injection pressure

  gaining in the high pressure accumulator by modifying the flow rates of the

  high pressure pumps and fuel injection valves for in-

  inject fuel from the high pressure zone into the

  combustion of the internal combustion engine.

  The invention also relates to an internal combustion engine with direct injection equipped with a fuel metering system.

  corresponding to the type defined above. Finally, the invention relates to an app-

  similar control of such an internal combustion engine with direct injection

  rect. State of the art: Internal combustion engines with direct injection corresponding to the type defined above with fuel metering systems thus mentioned are known according to the state of the art for example in the form of internal combustion engines with injection gasoline direct (BDE). The fuel metering system comprises a supply pump usually produced in the form of an electric fuel pump; this pump delivers the fuel from a fuel tank 1 into a low pressure zone of the fuel metering system. At least two high-pressure pumps in the fuel metering system deliver fuel from the low-pressure zone to supply with

  high pressure fuel a high pressure accumulator.

  The use of at least two high pressure pumps ensures

  the reliability of the fuel supply even for engines with

  internal bustion with a relatively high capacity combustion chamber. In their internal combustion engine with six or more cylinders, this ensures the reliability of the fuel supply. A fuel metering system with two or more high pressure pumps

  is for example known according to the document DE 100 23 033.

  The high pressure tank is for example a ramp

  dispenser of a fuel rail type metering system

  mune. The high pressure accumulator is connected to the injectors which inject

  fuels high pressure accumulator fuel at the pressure prevailing there (common rail pressure) in the combustion chambers of the internal combustion engine. The injectors are controlled by an internal combustion engine control unit. The device

  control also has the function of regulating the injection pressure

  gaining in the high-pressure accumulator using a control circuit

  lation. An increase in injection pressure can be achieved by appropriate control of the high pressure pumps, i.e. by

  increasing the fuel flow to the high pressure accumulator.

  A reduction in injection pressure by the appropriate control of a control valve connected to the high pressure accumulator can also be obtained by increasing the fuel output from the high pressure accumulator or the reduction in power supplied from high pressure pumps. The control valve is for example constituted by a flow control valve (in high pressure pumps with a cylinder and a piston) or as a control valve

  pressure (in high pressure radial piston pumps and 3 cy-

lindres).

  The control unit includes a pressure regulator

  if we. The injection pressure in the high-pressure accumulator is regulated, for example, by a closed regulation circuit,

  with an input command. From the input signal of the

  control of the pre-order signal, a control signal is formed for the control valve of the high-pressure pumps. According to the state of the art, the control valves are primarily controlled as high pressure pumps with the same control signal, but

  this is offset by the angle between the cams and the high pressure pumps.

  if we. In such control of control valves, it is not taken into account that due to manufacturing tolerances, wear and temperature variations, among others, the high pressure pumps have characteristic flow curves different and so

  despite the simultaneous order, they will give different bit rates.

  This has a permanent effect on the injection pressure prevailing in

  the high pressure accumulator after the flow of the high pressure pump

  strongest sion (with the highest flow) which will be greater than the signal after the flow by a lower high pressure pump (at lower flow). These differences in pressure level can lead to different amounts of fuel being injected into the combustion chambers. In addition, the pressure regulation can be excited by the

  variable pressure level in the high-pressure accumulator generated

drant vibrations.

  The object of the present invention is to provide

  fuel wise to several high pressure pumps controlled on demand and separately from each other, to maintain the injection pressure prevailing at the high pressure level on a pressure level

practically constant.

  As a solution to this problem, the present invention provides

  poses a method of the type defined above for the implementation of a system

  fuel tank characterized in that the flow rates of the pumps are corrected

  high pressure to set them to the same value.

Advantages of the invention:

  We can consider first determining a quantity ca-

  characteristic of the characteristic flow curve for each high pressure pump. Such a quantity is for example the flow rate of the different high pressure pumps or the injection pressure prevailing in the high pressure accumulator in connection with a flow rate of the different

  high pressure pumps. From the characteristic quantities, we de-

  ends if the flow rates of the high pressure pumps have different values

  rents and how much they must be corrected as a percentage so that the debits are identical. Then, we correct the flow rates so that they present the

same value.

  According to the present invention, the flow rates of the different pumps

  high pressure weights are learned and taken into account adaptively in the control to achieve a pressure level in

  the high pressure accumulator which is independent of the charac-

  high pressure pumps. The level of injection pressure prevailing in the high pressure accumulator is independent of manufacturing tolerances, temperature variations and flow losses due to the appearance of aging phenomena or wear. It does not matter for the adaptation of the flows that the flows are corrected with respect to each other or vice versa. The important thing is to correct them so that they have the same value. If the flow rates are corrected downwards, that is to say towards a low value, it should be known that the injection pressure prevailing in the high pressure accumulator will decrease. This pressure drop will then be compensated by the pressure regulation in that the flow rates of all the high pressure pumps will be connected in the same way. Likewise, pressure regulation will lower the pressure

  injection if due to the adaptation of the flow rates of the high pressure pumps

  pressure, there is a rise in pressure in the high accumulator

  pressure. In the present invention, a certain amount is combined

  sure to a main regulation of the injection pressure, for each

  high pressure pumps, flow control at a set value

mune.

  The method according to the invention makes it possible to compensate for the different

  injection pressure level prevailing in the high pressure accumulator. We always inject a quantity of fuel

  constant in the combustion chambers of the internal combustion engine

  dull. This results in particularly regular engine operation for low noise, low exhaust emissions and low fuel consumption by the engine.

  internal combustion. In addition, the method according to the invention prevents the re-

  pressure gulation does not generate oscillations.

  According to an advantageous development of the invention, to correct the flow rate of the high pressure pumps, the valves associated with the high pressure pumps are controlled by applying to them the signals of

  corrected order. The control valves are for example valves

  flow control nes (for high pressure single cylinder pumps

  dre and a piston) or pressure control valves (pumps to

  high pressure with 3-cylinder radial pistons). As part of the regu-

  pressure relationship and up to a time lag of identical control signals for all high pressure pumps, correct

  thus these signals to the control valves so that the

  bits of all pumps is actually the same level. To correct

  the control signals, the duration of the

s command control valves.

  According to a preferred embodiment of the invention, the

  corrected control signals for control valves are determined

  nent from the injection pressure prevailing in the high pressure accumulator, separately for each of the high pressure pumps from a common control signal adapted particularly for each of the high pressure pumps. Instead of determining the signals

  corrected from the injection pressure, you can also

  among other things, determining the curve of the characteristic curve

  of a size characterizing a high pressure pump.

  Advantageously, for each high pressure pump, the injection pressure of each high pressure pump is determined in conjunction with a flow rate of this high pressure pump, with the injection pressure prevailing in the high pressure accumulator and attributes it to

  the high pressure pump which lastly delivered. From the pres-

  injection sions obtained, we can determine the flow rates of the different

  high pressure pumps if the characteristics and properties of the system

  Fuel metering devices are known. The debits can for example-

  ple be determined using the pressures prevailing in the accumulators

  high pressure and which are recorded in characteristic fields.

  According to another preferred embodiment, the invention provides for each flow, to differentiate the flow and a value

  average for all flow rates to obtain a correction value.

  Advantageously, the correction values are added to the signal

common command.

  Preferably, the correction values are in-

  time-dependent before being added to the common control signal. By integrating the correction values, the oscillations of the fuel metering system are strongly absorbed and can even be eliminated completely. In particular, it is proposed that each correction value is applied to a separate integrator and that for each

  high pressure pump, an independent integrator is provided.

  According to a preferred embodiment of the invention, the correction values or the integrated correction values are memorized after adaptation and they are initialized by the integrators during the cycle

  next move, applying stored values to them.

  Advantageously, the correction of the flow rates of the high pressure pumps is interrupted in the event of load or pressure dynamics. As a variant, it is proposed to calculate the load and the pressure dynamic in correcting the flow rates of the high-pressure pumps, by

proceeding by compensation.

  Another solution to the problem of the present invention relates to a fuel metering system of a combustion engine

  internal direct injection corresponding to the type defined above, characteristic

  that the fuel metering system includes means for correcting the feed rates of each of the high-pressure pumps

  pressure and keep them at the same level.

  According to an advantageous development of the invention, the system

  fuel metering includes means for carrying out the process

according to the invention.

  As another variant of the problem of the invention, it is proposed

  installation in the case of an internal combustion engine with direct injection of the type defined above, to apply the fuel metering system defined above, such that: - the fuel metering system comprises means to correct

  the flow rates of each of the high pressure pumps and equalize their de-

bits, or

  the system includes means for implementing the se-

lon the invention.

  Finally, according to another solution of the problem of the invention, from a control device of an internal combustion engine with direct injection of the type proposed, the control device comprises means for correcting the flow rate of each pump to high pressure at

same value.

  According to an advantageous development of the invention, the control apparatus includes means for carrying out the process

according to the invention.

  It is particularly important to carry out the method according to the invention in the form of a control element with an apparatus for

  control for an internal combustion engine with direct injection no-

  applied to a vehicle. The operating element contains a

  program that a computer can execute, in particular a microprocessor

  which is thus suitable for implementing the process. In this case, the invention is carried out by a program contained in an element of

  command, so that this control element with the program re-

  presents the present invention in the same way as the method and its execution

  tion according to the program. As a program element, it is possible in particular to use an electrical memory medium for the calculation, for example

  ROM read only memory or flash memory.

  Drawings: The present invention will be described below in more detail with the aid of the appended drawings, in which: - Figure 1 is a block diagram of an embodiment of an internal combustion engine according to invention, - Figure 2 shows the curve of a regulated injection pressure of a fuel metering system according to the state of the art without adaptation of the flow rates, - Figure 3 shows a curve of the injection pressure regulated a fuel metering system according to the invention with adaptation of the flow rates,

  FIG. 4 is a flowchart of the method according to the invention corresponding to

  corresponding to this preferred embodiment.

  Description of an exemplary embodiment:

  FIG. 1 shows an internal combustion engine i with in-

  direct connection to a motor vehicle; in this engine a pis-

  ton 2 performs a back-and-forth movement in a cylinder 3. The cylinder 3 has a combustion chamber 4 delimited among others

  by the piston 2, the intake valve 5 and the exhaust valve 6.

  A suction pipe 7 is coupled to the intake valve 5 and a

  exhaust manifold 8, to the exhaust valve 6.

  An injector 9 and a candle 10 open into the chamber.

  combustion bre 4 in the area of the intake valve 5 and the

  exhaust valve 6. Fuel can be injected into the chamber

  combustion 4 by the injector 9. The spark plug 10 ignites the fuel

in the combustion chamber 4.

  The piston 2 is set in reciprocating motion by the

  fuel bust in combustion chamber 4 and this movement

  is transmitted to a not shown crankshaft which provides a moderate torque

  tor. The internal combustion engine 1 comprises a fuel metering system 11 which doses the fuel which the injector 9 injects into the combustion chamber 4. The fuel metering system 1 1 comprises a fuel tank 12 in which a pump power supply 13 consisting of an electric pump, takes fuel

  to supply a low pressure ND zone of the car dosing system

  burant 11. Two high pressure pumps 14, 15 take the fuel from the low pressure zone ND to supply a high pressure tank 16. The high pressure pumps 14, 15 are high pressure pumps with one cylinder each with two non-return valves 18 and a flow control valve 18. The flow control valves 18 make it possible to open or close a flow control line 19. When the line 19 is open, the sucked fuel is again discharged in

  the low pressure circuit instead of passing through the high pressure circuit.

  The flow control valves 18 are controlled by control signals T. As a variant, the high pressure pumps 14, 15 can also be 3-cylinder radial piston pumps with each time a pressure control valve controlled by the control signal T. The high pressure accumulator 16 is produced in the form of a storage ramp of a fuel metering system at

  common rail (CR). The high pressure tank 16 has a cap-

  pressure sensor 24 detecting the injection pressure prevailing in the high pressure accumulator 16 and generating a corresponding output signal pr. The high pressure accumulator 16 is connected to several (in this case four) injectors 9 which inject fuel into

  the combustion chamber 4 of the cylinders 3 of the internal combustion engine

  dull 1. To inject fuel, the injectors 9 are controlled with a corresponding ES control signal. Spark plug 10 is

controlled by a ZW signal.

  To maintain the pressure in the low pressure zone ND of the fuel metering system 11 at a predetermined value, a low pressure regulator 20 is associated with the low pressure zone ND; by this regulator, the fuel can return from the low pressure zone ND into the fuel tank 12 if the pressure in the low pressure zone ND exceeds a predetermined pressure level. Between the pump

  13 and the high pressure pumps 14, 15, a wire is provided.

be 21.

  A control device 22 receives the input signals 23 representing the operating quantities of the internal combustion engine 1, these quantities being measured by sensors. The device

  control 22 is connected for example to a mass air sensor, a cap-

  Lambda sensor, a speed sensor or a pressure sensor

  24. The control unit 22 generates output signals 25 by the

  which influence the behavior of the internal combustion engine 1 using actuators. The control unit 22 is connected for example to the injector 9 (control signal ES), to the spark plug 10 (signal

  ZW control), to the flow control valves 18 (control signal

  T) or to a throttle flap on the suction pipe 7 for

  generate signals necessary for their control.

  The control unit 22 is provided inter alia for

  set or control the operating parameters or operating quantities of the internal combustion engine. The control device 22 controls or regulates the mass of fuel injected by the injector 9 into the combustion chamber 4 in particular to regulate a fuel consumption as reduced as possible and / or a low emission of polluting products. For this, the control device 22 is equipped with a microprocessor, the memory of which, in particular the ROM read-only memory or the flash memory contains a program making it possible to execute the mentioned command or regulation. The control element also contains a program for carrying out the method according to the invention. The internal combustion engine 1 according to FIG. 1 can operate according to a large number of operating modes. It is for example possible to operate the internal combustion engine in homogeneous mode, in laminate mode or in lean homogeneous mode. It is possible to switch between the different operating modes of the internal combustion engine 1. Such switching operations are carried out by

the control unit 22.

  The fuel metering system 11 of FIG. 1 hides

  in particular it has only one fuel circuit

  to dose the fuel of all the combustion chambers 4 of the mo-

  internal combustion engine 1. This fuel circuit contains the two high pressure pumps 14, 15. The two high pressure pumps 14, are controlled by a common pressure regulation circuit independently of one another by the control unit 22. The rise in injection pressure pr results from the flow of fuel through the

  high pressure pumps 14, 15 in the high pressure accumulator 16.

  After injecting the fuel into the combustion chamber 4, there is a

  pressure drop. Such an internal combustion engine 1 with dijection

  rect is for example known according to the document DE 100 23 033. The regulation of the injection pressure pr ensured by the control unit 22 generates during the operation of the internal combustion engine 1 first of all a (except time difference) identical control signal T 'for the two high pressure pumps 14, 15. The two high pressure pumps 14, 15 are thus

  ordered during the same order duration T. In practice, it

  shore frequently as the two high pressure pumps 14, 15 present

  try different flow characteristic curves. These different flow characteristic curves result for example from manufacturing tolerances, wear or temperature variations. If the pumps

  at high pressure 14, 15 are controlled by the same com signal

  mande T although their flow characteristics are different, it follows that the pressure level in the high pressure accumulator will be higher after the flow of the highest high pressure pump 14

  only after the flow of the high pressure pump 15 is lower.

  Due to variations in pressure level, different amounts of fuel will be injected into the combustion chambers 4 and moreover the regulation of the injection pressure pr can be excited.

by oscillations.

  FIG. 2 shows the curve of the injection pressure pr as a function of time (t) of a fuel metering system 11 without adaptation of the flow rates (q) for high pressure pumps 14, 15 having characteristic curves of different flow rates. It is clear that after the flow of the high pressure pump 14, there will be in the high pressure accumulator 16 a higher pressure level.

  only after the flow of the high pressure pump 15. These variations in the level

  pressure calves are explained in Figure 2 by a characteristic curve

  as shown in broken lines under the reference 26.

  To eliminate variations in the level of the injection pressure pr in connection with the flow rate of the high-pressure pumps 14,

  , the invention proposes to individually adapt the control signals

  demand T 'for each of the high pressure pumps 14, 15 so that

  each high pressure pump 14, 15 has the same flow ql = q_2.

  Figure 3 shows the curve of the injection pressure p_r

  as a function of time (timing diagram) in a car dosing system

  burant 11 according to the invention with suitable flow rates (Cq) for the high pressure pumps 14, 15. It clearly appears that at the output of the high pressure pumps 14, 15, each time the same level of pressure is obtained in

  the high pressure accumulator 16. This guarantees the injection of a quantity

  identical fuel quantity in the combustion chamber 4. In addition, the

  pressure regulation is not requested to oscillate.

  To adapt the flow rates (cq) of the high pressure pumps 14, 15 of the fuel metering system 11, the method of the invention shown in FIG. 4 is used. The pressure regulation applied

  by the control unit 22 represented by the functional block 30

  first of all ends a common control signal T 'for the two high pressure pumps 14, 15. The control signal T' is adapted in a particular way to each of the high pressure pumps 14, 15 according to

the method of the invention.

  The process according to the invention begins with the function block

  nel 31. First of all, in a functional block 32, in connection with the flow rate of the high pressure pump 14, the injection pressure prl is determined and it is assigned to the high pressure pump 14. Similarly , in the functional block 33, in connection with the flow rate of the high-pressure pump 15, the injection pressure pr2 is determined and assigned to the pump at

high pressure 15.

  From the injection pressures pr1, pr2 thus obtained, the flow rates q_1, q_2 for each of the high pressure pumps 14, 15 are determined in the functional blocks 34, 35. This can be done by

  example using characteristic curve fields. From the

  bits q_1, q_2, in a functional block 36, we form an average value

  qm for all the flow rates q_1, q_2 of the high pressure pumps 14, 15. Then, we form a correction coefficient k_1, k_2 for each of the

  high pressure pumps 14, 15 in function blocks 37, 38 in use

  reading the difference of the flow rates q_ 1, q_2 and the average value qm.

  The correction values k_1, k_2 are integrated in function

  tion of time, in the functional blocks 39, 40. Then, we add the values

  their integrated correction kl, k_2 in the functional blocks 41, 42 to give a common control signal T '. The process according to

  the invention is thus completed (functional block 43).

  The flow control valves 18 of the high pressure pumps 14, 15 are not directly controlled by the identical control signals T ′, generated by the pressure regulation in the functional block 30, for all the high pressure pumps 14, 15, but they are controlled separately with control signals T_1, T_2, individually adapted to each of the high pressure pumps 14, (functional block 44). More precisely, the flow control valve 18 of the high pressure pump 15 is controlled with the adapted control signal T_i and the flow control valve 18 of the

  high pressure pump 15 with the adapted control signal T_2.

  It is proposed to record the correction values k_1, k_2 or the integrated correction values k_1, k_2 after the adaptation and to initialize integrators (function blocks 39, 40) during the

  next drive with the stored values.

  It is also proposed to interrupt the correction of

  bits q_1, q_2 of the high pressure pumps 14, 15 for cases of dyna-

  load or pressure mics. As a variant, it is proposed to integrate

  with compensation for load and pressure dynamics in the correction

  tion of flow rates q_1, q_2 of the high pressure pumps 14, 15.

Claims (15)

  1) Method for implementing a fuel metering system (11) of an internal combustion engine (1) with direct injection, according to which fuel is supplied from a fuel tank (12) in a low pressure zone (ND) of the fuel metering system (11), the fuel of the low pressure zone (ND) is supplied by at least two pumps   high pressure (14, 15) ordered on demand, in an accumulator   high pressure (16), regulating an injection pressure (pr) prevailing in the high pressure accumulator (16) by modifying the flow rates (ql, q_2) of the high pressure pumps (14, 15) and, the fuel from the high pressure accumulator (16) is injected into the combustion chambers (4) of the internal combustion engine, characterized in that the flow rates (ql, q_2) for each of the high pressure pumps are corrected   (14, 15) at the same value (ql, q_2).   2) Method according to claim 1, characterized in that to correct the flow rates (ql, q_2) of the high pressure pumps (14, 15), the control valves (18) associated with the pumps are controlled.   high pressure (14, 15) with corrected control signals (T_1, T_2).   3) Method according to claim 2, characterized in that to correct the control signals (T_1, T_2), the duration of   the control of the control valves (18).   4) Method according to one of claims 2 or 3,   characterized in that the corrected control signals (T_, T_2) for the control valves (18) are determined from the injection pressure (prl, pr2) prevailing in the high pressure accumulator (16) for each of the high pressure pumps (14, 15), separately from a common control signal (T '), which is adapted separately for each of the pumps to high pressure (14, 15).    ) Method according to claim 1 characterized in that for each high pressure pump (14, 15), the injection pressure (pr) is determined in connection with the flow rate of a high pressure pump (14, 15) prevailing in the high pressure accumulation (16) and it is attributed to the high pressure pump (14, 15) which lastly delivered. 6) Method according to claim 5, characterized in that for each flow (ql; q_2), from the difference of the flow rates (ql; o q_2) and an average value, a correction value (kl is determined) ;   k_2) for all flow rates (ql; q_2).   7) Method according to claim 6, characterized in that the correction values (kl, k_2) are added to give a signal common control (T ').   8) Method according to claim 7, characterized in that the correction values (kl, k_2) are integrated as a function of the time before   add them together to give a common control signal (T).   9) Method according to claim 8, characterized in that   each correction value (k_l, k_2) is applied to a separate integrator firewall.    ) Method according to any one of claims 6 to 9, characterized in that   correction values (k_l, k_2) or correction values are stored   tion integrated (kl, k_2) after the adaptation and the integrators are initialized   during the next driving cycle, using the stored values Sees.   11) Method according to any one of claims 1 to 10, characterized in that   the correction of the flow rates (ql, q_2) of the high pressure pumps is interrupted   sion (14, 15) in the event of load or pressure dynamics.   12) Method according to claim 1, characterized in that one integrates in the calculation the dynamics of load and pressure in the correction of the flow rates (q_l, q_2) of the high pressure pumps (14, 15) in the direction of The compensation.   13) Fuel metering system (11) of an internal combustion engine   dull (1) with direct injection comprising a fuel tank (12), at   minus a supply pump (13) for delivering fuel from the tank   see fuel (12) in a low pressure zone of the system (ND) of the fuel metering system (11), at least two high pressure pumps (14, 15) controlled on demand to deliver fuel from the low zone pressure (ND) in a high pressure accumulator (16), a control device (22) for regulating an injection pressure (pr) prevailing in the high pressure accumulator (16) by modifying the flow rates (ql, q_2 ) high pressure pumps (14, 15) and fuel injection valves (9) for injecting fuel from the high pressure zone (16) into the combustion chambers (4) of the internal combustion engine (1 ), characterized in that   the fuel metering system (11) includes means for correcting   manage the flow rates (ql, q_2) of each of the high pressure pumps (14, 15)   and equalize their flow rates (ql = q_2).   14) Fuel metering system (11) according to claim 13, characterized in that it comprises means for implementing the method according to one   any of claims 1 to 12.   15) Internal combustion engine (1) with direct injection comprising a fuel metering system (11) comprising a fuel tank (12),   at least one supply pump (3) for delivering fuel from the refuel   servoir (12) in a low pressure zone (ND) of the fuel metering system (1 1),   at least two high pressure pumps (14, 15) controlled at the   command to deliver fuel from the low pressure zone (ND) into a high pressure accumulator (16), a control device (22) for regulating the injection pressure (p_r) prevailing in the high pressure accumulator   pressure (16) by modifying the flow rates (ql, q_2) of the high pressure pumps   sion (14, 15) and fuel injectors (9) for injecting fuel from the high pressure accumulator (16) into the combustion chambers (4) of the internal combustion engine (1), characterized in that   the fuel metering system (11) includes means for correcting   manage the flow rates (ql, q_2) of each of the high pressure pumps (14, 15)   and equalize their flow rates (ql = q_2).   16) Control device (22) for an internal combustion engine (1) with direct injection comprising a fuel metering system (11), - a fuel tank (12), - at least one pre-supply pump (3) to charge fuel   from the reservoir (12) in a low pressure zone (ND) of the system fuel metering valve (11),   - at least two high pressure pumps (14, 15) controlled at the   command to deliver fuel from the low pressure zone (ND) into a high pressure accumulator (16), the control device (22) to regulate an injection pressure (pr) prevailing in the high pressure accumulator ( 16) by varying the flow rates (ql, q_2) of the high pressure pumps (14, 15) and of the fuel injectors (9) for injecting fuel from the high pressure zone (16) into the combustion chambers (4) of the internal combustion engine (1), characterized in that   the control apparatus (22) comprises means for correcting the   bits (ql, q_2) and make them equal (ql = q_2).   17) control device (22) according to claim 13, characterized in that it comprises means for implementing the method according to one   any of claims 1 to 12.   18) A control device (22) according to claim 16, characterized by a control element in particular read-only memory (ROM) or flash memory for a control device of an internal combustion engine (1) with direct injection on which is recorded. a program which can be executed by a computer in particular a microprocessor, for the setting   implementing the method according to any one of claims 1 to 12.