JP5818423B2 - Method of operating a fuel injection system for an internal combustion engine, computer program, and adjusting device for which the discharge amount is adapted - Google Patents

Description

  The present invention relates to a method, a computer program, and a control device for operating a fuel injection system of an internal combustion engine including at least two high-pressure pumps using a discharge amount control device for controlling the discharge amount of the high-pressure pump. .

  In relatively large internal combustion engines, such as so-called V-type engines or boxer engines with a relatively large number of cylinders, especially those with more than 4 cylinders, fuel injection systems currently use a common rail volume in the form of a rail system. Two or more high-pressure pumps are used to discharge the fuel at high pressure to the individual injectors of the cylinder. The pressure of the fuel in the rail system of the internal combustion engine is usually detected by a sensor, and a so-called rail pressure adjusting device controls the at least two high-pressure pumps, usually with a synchronous fuel discharge angle. In theory, the same fuel discharge amount is discharged.

  However, in spite of such synchronous control of the high-pressure pump, the discharge amount actually supplied by two or more high-pressure pumps of the internal combustion engine differs. Despite the fact that synchronous control is originally performed by the rail pressure regulator, the mechanical and electrical tolerances in the fuel injection system and the components of the internal combustion engine are different, so that each time these high pressure pumps are different, The discharge amount will be different. The difference in the discharge amount of the high-pressure pump of the internal combustion engine as already seen in the prior art leads to problems with regard to resistance and noise generation. Different temperatures of each high-pressure pump during operation lead to durability problems. This is because the high-pressure pump is regularly cooled by the fuel flowing through the high-pressure pump, and if the cooling is insufficient, the resistance of the high-pressure pump is reduced. If the discharge rate of the high-pressure pumps of the same or coupled rail system deviates, another problem regarding the means for noise reduction also arises. If the fuel delivery from two or more high-pressure pumps of the fuel injection system is asymmetric, the acoustic means implemented to reduce the noise will not be effective or will not be effective enough. . This is because this acoustic means assumes that the fuel delivery of all pumps is theoretical, homogeneous and symmetrical.

  DE102007035316A1 describes a method for controlling a quantity control solenoid valve of a quantity control part of an internal combustion engine.

DE102007035316A1

  An object of the present invention is to solve various problems caused by deviations in the discharge amount due to tolerances of a high-pressure pump in a fuel injection system having a plurality of high-pressure pumps.

The problem is
By turning on and off the high-pressure pump at least temporarily during operation of the internal combustion engine, an amount representing a difference in discharge amount of the high-pressure pump is obtained,
This is solved by a method characterized in that, depending on the control amount of the discharge amount control device, the fuel amount discharged from each high-pressure pump is adapted to be substantially equal.

1 is a schematic view of an internal combustion engine according to a first embodiment of the present invention having a fuel injection system including two high-pressure pumps. It is a graph of the discharge angle-discharge amount for showing one Example of the method of this invention for adapting the discharge amount of three high pressure pumps P1, P2, and P3. 2 is a flow chart of one embodiment of the method of the present invention for alternately shutting off high pressure pumps to detect and synchronize different discharge rates. FIG. 4 is a flow chart of one embodiment of the method of the present invention for detecting and synchronizing different discharge volumes of the high pressure pump by alternately operating the high pressure pumps of the fuel injection system one by one. FIG. 6 is a flow chart of another embodiment of the method of the present invention for detecting and synchronizing a deviating discharge amount of a high pressure pump of a fuel injection system by a heuristic method when there are only two high pressure pumps.

  The problem underlying the present invention is solved by a method according to claim 1, a computer program and / or a control device according to the independent claims. Further configurations and embodiments of the invention are described in the dependent claims. Further, in the following description and drawings, structures important to the present invention will be described.

  In the present invention, it is relatively easy to detect whether or not a plurality of or at least two high-pressure pumps of the fuel injection system are actually operating at an equal discharge amount, that is, whether or not fuel is being discharged in synchronization with each other. be able to. The method of the present invention has detected that the discharge rate of one or more high-pressure pumps deviates from each other, despite the fact that the high-pressure pumps of the fuel injection system are operated theoretically synchronously. In this case, in the method of the present invention, the amount of fuel discharged from all the high-pressure pumps of the fuel injection system can be substantially equal, and the discharge amount can be matched or synchronized by adaptation so that the discharge is synchronized. .

  The advantage of aligning or synchronizing the fuel pump discharges in this way is that if there are differences or deviations in the discharge due to tolerances of mechanical parts or electrical devices of the internal combustion engine or fuel supply system, this difference or deviation Can be compensated. In this way, the high-pressure pump of the fuel injection system according to the present invention is operated with a matched and homogeneous fuel discharge flow, and the cooling of the individual high-pressure pumps is also homogeneous between each other. In other words, most conventional high-pressure pumps are cooled only by the fuel flowing in the high-pressure pump. Therefore, when the discharge amount is deviated, the wear process is different and a noise difference is generated, which is uncomfortable. I had to avoid it because it was felt. In this way, in the present invention, acoustic means can be utilized efficiently, and unwanted noise generation is reduced or completely avoided. In particular, the method according to the invention for matching the discharge rates of high-pressure fuel pumps increases the overall tolerance that can be tolerated in internal combustion engine parts and in particular mechanical parts, and enables the discharge of individual high-pressure pumps. As long as it can be performed in a synchronized and homogeneous manner. If the high pressure pump is cooled uniformly by adapting the discharge amount, the life of the pump will also be extended. In particular, undesired phenomena such as rail pressure pulsations and inhomogeneous discharge of fuel in such fuel injection systems can be avoided by the present invention.

  The discharge angle or the discharge angle difference is a parameter that can be easily obtained. The discharge angle is the rotation angle of the drive shaft of the high pressure pump through which the high pressure pump passes during discharge. The discharge angle difference is the discharge angle of another high-pressure pump just before the discharge of any high-pressure pump is cut off, and the discharge angle of the other high-pressure pump when the discharge of any one of the high-pressure pumps is cut off. Is the difference.

  By performing low-pass filtering on the discharge angle or the discharge angle difference, noise that normally occurs in the discharge amount control device (rail pressure adjusting device) disappears, and the result of this method becomes more accurate.

  By obtaining the corrected discharge angle, the control amount of the discharge amount control device of the high-pressure pump can be easily adapted.

  In an advantageous embodiment of the method according to the invention, the deviations between the discharges of the high-pressure pumps are determined by alternately shutting off the high-pressure pumps of the fuel injection system one by one. In this way, according to the present invention, one of the high pressure pumps of the fuel injection system is alternately shut off. To do this, the discharge amount control device (rail pressure adjustment device) changes the discharge angle α in particular, so that the other high-pressure pumps that are still operating increase the discharge amount, and after a short time has passed, the fuel injection The state in the system is made stable again. That is, the rail pressure within the rail volume of the internal combustion engine is set to the required rail pressure. By detecting the changed discharge angle of a high-pressure pump that is still operating after shutting off one of the high-pressure pumps of the fuel injection system, the deviation of the discharge angle of the high-pressure pump that is still operating can be easily obtained. This deviation can be used to calculate the required correction values for the individual high-pressure pumps. How to do this will be described in detail in the description of the examples below.

In an embodiment obtained by further developing this embodiment, first, a difference β _i between each discharge difference and an average value is obtained, and then a corrected discharge angle is obtained for each high-pressure pump according to the following formula.

For high pressure pump i = 1... N, δ _i = (n−1) × β _i
This can be easily achieved with software technology and requires a small computational capacity.

In an embodiment of the method of the present invention that is an alternative to the above embodiment, the high pressure pumps of the fuel injection system are operated one by one alternately or alternately, so that the deviation of the discharge amount of each high pressure pump is reduced. Ask. In such an embodiment, the high-pressure pump of the fuel injection system is shut off for a short time so that only one high-pressure pump is not shut off. It is supplied with only one pump. This is because the remaining high-pressure pump in operation can adjust the pressure required in the system and the desired discharge amount by stopping other pumps by adjusting the discharge amount control device (rail pressure adjusting device) or the fuel injection system. This is because the drive is controlled so as to stabilize the previous original level. After a certain amount of time has elapsed, for example after a relatively short period of time, for example 0.5 seconds per pump, the system is adapted again and the rail volumes combined by one common rail volume or hydrodynamically coupled. The common rail system pressure returns to the original pressure. By obtaining and storing the required change in the discharge angle α _i (discharge angle difference) of the remaining high-pressure pump in operation, the discharge actually discharged by this one high-pressure pump before shutting off the other high-pressure pump The amount can be estimated. In the present invention, this process is repeated for all the high-pressure pumps of the fuel injection system of the internal combustion engine, thereby calculating, for example, correction values for changes in the discharge angle α _i of the individual high-pressure pumps.

First, after obtaining the difference β _i between each discharge difference and the average value, and calculating the corrected discharge angle for each high-pressure pump according to the following formula, the calculation of the correction value can be easily realized by software technology. it can:
For high pressure pump i = 1... N, δ _i = β _i
In another advantageous embodiment of the method according to the invention, the deviation of the discharge of the individual high-pressure pumps of the fuel injection system is determined by alternately shutting off the supply pumps of the fuel injection system of the internal combustion engine for a short time, When there is a deviation in the discharge amount, a correction value Δα _i is calculated for each discharge angle α _i of the high-pressure pump. The high-pressure pumps are advantageously matched to each other (heuristic method). In this way, after adapting within a certain amount of time, the amount of discharge supplied by each high-pressure pump, even with the same drive control, for example due to mechanical tolerances created during the manufacture of pump components or other system tolerances Even if they are slightly different, the discharge amounts of the individual high-pressure pumps are distributed substantially evenly to one another. By synchronizing and adapting the discharge amount irrespective of the deviation caused by the tolerance of the high-pressure pump, the acoustic means for noise reduction can be used fully effectively and used efficiently. In addition, all the high-pressure pumps are uniformly cooled by the fuel flowing in the high-pressure pump, and the life of the high-pressure pump is extended.

  In another advantageous embodiment of the method according to the invention, the discharge quantity of the individual high-pressure pumps is detected and, in some cases, matched, the at least one input condition is checked. This charging condition relates, inter alia, to whether the load state of the internal combustion engine, the rotational speed range, the temperature, the discharge quantity of the fuel injection system are equal and / or whether the pressure in the rail system is relatively constant. . In the present invention, for example, detection of a difference in discharge amounts of a plurality of high-pressure pumps of a fuel injection system and calculation of a correction value used for adaptation to synchronize the discharge amounts of the plurality of high-pressure pumps It can be carried out as desired in a predetermined speed range or load range. For example, the difference in the discharge volume of a high-pressure pump in a fuel injection system is usually the largest near the idling area of an internal combustion engine, so that the idling area of this idling area is more than adapted to synchronize the discharge quantity in other operating areas. It is more efficient to perform a close match. Of course, it is also possible to use a combination of the above input conditions with the preconditions for carrying out the method of the present invention.

In another advantageous embodiment of the method according to the invention, a control device is used which is arranged to calculate a correction value Δα _i for each discharge angle α _i . In order to do this, an appropriate algorithm for calculating the correction value required for the discharge amount or discharge angle of each high-pressure pump is stored in this control device. This control device can be implemented as a structurally configured control device, or it can be implemented as a program module in an existing control device of an internal combustion engine or fuel injection system.

  Hereinafter, the present invention will be described in detail based on a plurality of embodiments with reference to the accompanying drawings.

  FIG. 1 is a schematic diagram of a first embodiment of a fuel injection system 10 of the present invention for use in an internal combustion engine. The fuel injection system 10 operates according to the method of the present invention for symmetrically matching the discharge amounts of the high-pressure pumps 1 and 2. In this embodiment, the internal combustion engine has a fuel injection system 10 having two high-pressure pumps 1 and 2 for transporting fuel from a fuel tank (not shown). These high-pressure pumps 1 and 2 are connected to the rail system 3 via high-pressure lines in order to distribute fuel to the plurality of injection valves 4 at high pressure. In this embodiment, the rail system 3 is composed of a left rail volume 11a (upper side in FIG. 1) and a right rail volume 11b (lower side), which are connected to each other via a lateral conduit. It constitutes one rail volume 11 of the rail system 3 or a hydrodynamically coupled rail volume 11. During operation of the internal combustion engine, the pressure present in the rail volume 11 of the rail system 3 is detected via the rail pressure sensor 9, and the discharge amount control device for controlling the discharge amount of the high-pressure pumps 1, 2 is supplied to the rail. It is sent to the pressure adjusting device 5. This discharge amount control device or rail pressure adjusting device 5 is connected to a control device 6.

The rail pressure adjusting device 5 or the control device 6 controls the two high-pressure pumps 1 and ₂ and changes the discharge angle α ₁ and ₂ to change the discharge amount. The discharge amount discharged by the nozzle is substantially equal. The high-pressure pumps 1 and 2 are driven by respective camshafts (not shown) or are driven by one common camshaft. And discharge the alpha _{1, 2} is the angle the camshaft passes while the high-pressure pump is discharged. However, due to the manufacturing tolerances of mechanical parts and electrical components and the difference in wear, both high-pressure pumps 1 and 2 are operated at the same discharge angle α by the rail pressure adjusting device 5 during operation of the internal combustion engine. Despite simultaneous drive control, deviations may occur in the actual discharge amounts of both the high-pressure pumps 1 and 2. The tolerance of the fuel injection system that causes the discharge of the high-pressure pumps 1 and 2 to be asymmetric in this way when the rail volumes of the rail system 3 are equal is, among other things, the angular tolerance of the camshaft of the internal combustion engine, the high-pressure pump 1, 2 mounting flange angle tolerance, difference in stroke curve of drive cam of high-pressure pumps 1 and 2, difference in attracting time of quantity control valve, especially difference in attracting time when quantity control valve is driven and controlled at low speed, or Hydrodynamic loss or efficiency difference. There are other reasons why the discharge amount becomes asynchronous, which is known to those skilled in the art.

  Therefore, in the present invention, a special method for symmetrically matching the discharge amounts of the high-pressure pumps 1 and 2 is used in the internal combustion engine having the fuel injection system 10 schematically shown in FIG. This method is implemented by the control device 6 and in particular by the control module 8 as follows. During the operation of the internal combustion engine, the control device 6 of the fuel injection system 10 and the control module 8 of the control device 6 determine an amount representing a discharge amount difference between the high-pressure pumps 1 and 2. When the difference between the discharge amounts of the high-pressure pumps 1 and 2 that are originally driven and controlled synchronously is obtained, the drive control of the high-pressure pumps 1 and 2 by the rail pressure adjusting device 5 is performed via the control device 6 and the control module 8. Matching is done as follows. That is, after the discharge amounts are matched to each other and a certain amount of time has elapsed, the discharge amounts discharged by the high-pressure pumps 1 and 2 are again not dependent on tolerances caused by the manufacture or wear of the fuel injection system 10. Done to be equal.

  In the present invention, there are various methods that can be used to determine the difference between the discharge amounts of at least two high-pressure pumps 1 and 2 of the fuel injection system 10. These methods are applied by a suitable algorithm and control module 8 in the control device 6 in FIG. In a first alternative embodiment of the method according to the invention, the two high-pressure pumps 1 and 2 are alternately shut off by the control device 6 and the remaining drive controlled by the high-pressure regulator 5 connected to the rail pressure sensor 9. The high pressure pumps 1 and 2 change the discharge angle α of the high pressure pumps 1 and 2 by the discharge angle difference so that the pressure generated in the rail pressure 3 becomes the required pressure after a short time has elapsed. Next, in this system where only two high-pressure pumps 1 and 2 are installed, the other high-pressure pump is shut off and the corresponding action is taken, and the required change (discharge angle difference) of the discharge angle α is changed to the rail. It is determined by the pressure adjusting device 5. Next, by using these two calculated correction values (corrected discharge angles) with respect to the discharge angle α of the high-pressure pumps 1 and 2, an actual discharge amount difference is indirectly calculated, and the fuel shown in FIG. During normal operation of the internal combustion engine provided with the injection system 10, the correction of each discharge angle α is driven and controlled by the rail pressure adjustment device 5 via the control module 8 of the control device 6, so Make appropriate adaptations. In the embodiment of FIG. 1, the control device 6 is connected to a non-volatile memory 7, in which the obtained correction value for the discharge angle α of the high-pressure pumps 1 and 2 can be stored. it can.

  Alternatively, only one high-pressure pump of the fuel injection system 10 having a plurality of high-pressure pumps is driven and controlled, and a difference that may occur in the discharge amount of the high-pressure pumps 1 and 2 is obtained. Can do. At that time, the other remaining high-pressure pumps are shut off for a short time. Such a method is particularly advantageous for internal combustion engines having more than two high-pressure pumps. This is because each discharge amount can be accurately obtained by such a method. This technique will be described in detail below with reference to FIG.

  As an alternative to this, in particular when there are only two high-pressure pumps as in the embodiment of FIG. 1, the actual discharge amounts of the high-pressure pumps 1, 2 and in some cases the difference between these actual discharge amounts. Can be determined by a heuristic method, preferably by changing the correction angle of the discharge angle α in a stepwise manner. Such a simple heuristic method reduces the application effort. An example of this will be described below with reference to FIG.

FIG. 2 shows a book for symmetrically controlling the fuel injection system in order to adapt the difference produced due to tolerances or other causes to the discharge rates of a plurality of individual pumps provided in the fuel injection system. It is a graph which shows the pump curve of three high-pressure pumps P1, P2 and P3 for showing the method of invention. In the graph of FIG. 2, the horizontal axis indicates the discharge angle α of the high-pressure pump (the angle before the top dead center), and the vertical axis indicates the discharge amount of the high-pressure pump. The curve of the high pressure pump P1 is indicated by a broken line, the curve of the high pressure pump P2 is indicated by a two-dot chain line, and the curve of the high pressure pump P3 is indicated by a one-dot chain line. In the method of the present invention, the three high-pressure pumps P1, P2 and P3 operate at an operating point APv, which is a discharge angle of about 15 ° before adapting the discharge amount. In that case, the discharge amount differs as shown in FIG. 2 because the curves of the high-pressure pump are slightly different. In the present invention, the difference between the discharge amounts of the individual high-pressure pumps P1 and P2 is obtained. In order to determine the difference in the discharge amount, for example, the high-pressure pumps are alternately shut off or only one of the high-pressure pumps is operated and the system state is stabilized (the pressure in the rail system is set to a desired value). After the pressure is reached, the discharge angle difference α _i is obtained. From this difference, for example, as shown in FIG. 2, the corrected discharge angle required for displacing the individual pumps P1, P2, and P3 is obtained so that the discharge amount becomes substantially equal during the subsequent operation of the internal combustion engine. (See FIG. 2, operating point matched to discharge capacity between 10-15).

  In the following, various alternative methods of the invention for determining and calculating the difference in the discharge rate of the high-pressure pump of the fuel injection system 10 will be described on the basis of the flowcharts of FIGS.

FIG. 3 is a flow chart illustrating a first embodiment of the method of the present invention for determining the actual difference between the discharge rates of a plurality of different high-pressure pumps in a fuel injection system to symmetrically match the discharge rates. The method shown in FIG. 3 is performed by alternately shutting off the high-pressure pumps of the fuel injection system one by one until all the high-pressure pumps of the fuel injection system are shut off once. In step S101, starting from the first pump, peripheral conditions and conditions for adapting the discharge amount are obtained (step S102). The peripheral condition or charging condition for adapting the discharge amount by the method of the present invention is, for example, the operating state of the internal combustion engine, such as an operating state in an idling state or an operating state close to an idling state. Furthermore, the ambient conditions can be the load state or speed of the internal combustion engine, a relatively uniform discharge rate in the current actual operating state, a relatively constant pressure in the rail system, and the like. When these pre-set peripheral conditions are satisfied, the method of FIG. 3 proceeds to step S103. In this step, the first high pressure pump of the injection system is shut off for a short time. After waiting for a short time, the pressure in the rail system is returned to the previous pressure by the rail pressure adjusting device, and returns to the original stable state controlled by the control device and the rail pressure adjusting device. The state stabilized in this way is stored in step S104. That is, the difference (before and after) of the discharge angle α _i of the high-pressure pump, that is, the discharge angle difference is stored. In this embodiment, each discharge angle α is further low-pass filtered so that the noise of the rail pressure adjusting device that normally occurs disappears. In the next step S105, the corresponding operation is performed by the next high-pressure pump, and the process is repeated until all the high-pressure pumps in the system have been inspected (step S106). Next, in step S107, the displacement of each reference angle of the high-pressure pump is calculated according to a predetermined method. When all the discharge angle differences α _i of the high-pressure pumps of the system have been determined in this way, the numerical value of the average value α _Mittel is calculated. The difference between the individual discharge angle difference and this average value is calculated for each high-pressure pump of the system from this average value _αmitel .

i = 1 ··· n for _{β i} = α mittel -α _i
Next, in this method of FIG. 3, the corrected discharge angle δ _i for each individual high pressure pump is calculated as follows:
For i = 1... n, corrected discharge angle: δ _i = (n−1) * β _i
Correction of pump i: new drive control angle = previous discharge angle + δ _i
In this way, the method of the present invention compensates for a difference in the actual actual discharge amount due to tolerances (although it is originally driven and controlled synchronously), and all the high-pressure pumps discharge. The control of each high-pressure pump can be corrected so that the discharge amounts are equal. This is advantageous with regard to the resistance of the high-pressure pump. This is because the cooling by the fuel conveyed by the high-pressure pump becomes homogeneous. Furthermore, it is possible to effectively implement acoustic means for avoiding unpleasant noise during operation of the internal combustion engine.

FIG. 4 is a flow chart illustrating an alternative embodiment of the method of the present invention. In this embodiment, unlike the method of FIG. 3, when alternately operating a plurality of high-pressure pumps provided in the fuel injection system 10, the fuel injection system 10 is operated with only one high-pressure pump each time. Steps S201 and S202 for introducing the control method of the present invention are the same as the steps of the above-described embodiment. In step S203, all the “n−1” high-pressure pumps other than the one high-pressure pump i among the n high-pressure pumps of the fuel injection system of the specific internal combustion engine are shut off. The time to shut off is determined according to the time until the state in the rail system returns to a stable state again. Similar to the above-mentioned embodiment, after returning to the stable state and the pressure in the rail system reaches the required pressure (after the stable state after adaptation by the rail pressure adjusting device), each difference in the discharge angle , That is, the discharge angle difference α _i is stored. Again, this is advantageously done in this embodiment of the invention after low-pass filtering to filter out noise. Steps S205 and S206 are the same as those in the above-described embodiment (S104 and S105). After inspecting all the high-pressure pumps of the fuel injection system, the displacement of each reference angle of each high-pressure pump is calculated in the last step S207. In this case as well, first, the numerical value of the average value _αmitel is calculated, and the difference between each individual discharge angle of the high-pressure pump as determined above and the average value _αmitel is calculated according to the following formula:
i = 1 ··· n for _{β i} = α mittel -α _i
The corrected discharge angle for each individual high pressure pump is calculated by the following formula:
For i = 1... n, corrected ejection angle: δ _i = β _i
Correction of pump i: new drive control angle = previous discharge angle−δ _i
In a third alternative embodiment of the method of the invention shown in the flowchart in FIG. 5, the fuel injection high-pressure system has a small number of high-pressure pumps, for example only two (see also FIG. 1). Want to implement a simple method that is heuristic. Also here, first, the input condition of the method is inquired based on a plurality of various preset peripheral conditions (step S301). Next, the first high-pressure pump is shut off for a short time (step S302). Next, the second high-pressure pump is shut off for a short time (step S303). Next, the correction angles are matched according to the discharge angle difference between the two high-pressure pumps 1 and 2 obtained for each individual. Next, in step S305, it is checked whether or not the two discharge angle differences of the high-pressure pump are equal. If the two discharge angle differences are not equal, the method returns to step S301 and is performed again. If the two discharge angle differences are equal, the method of the present invention for determining the difference in discharge amount is terminated, and the routine proceeds to normal operation of the internal combustion engine.

1, 2 High pressure pump 3 Rail system 4 Injection valve

Claims (13)

An internal combustion engine fuel injection system (10) having at least two high-pressure pumps (1, 2) is used with a discharge amount control device (5) for controlling the discharge amount of the high-pressure pumps (1, 2). In the way it works,
By alternately turning on and off the at least two high-pressure pumps (1, 2) at least temporarily during operation of the internal combustion engine, an amount representing a difference in discharge amount of the high-pressure pump (1, 2) is obtained. ,
The discharge amount control device (5) depends on the control amount based on the amount representing the discharge amount difference, so that the fuel amount discharged from each high pressure pump (1, 2) becomes equal. A method characterized by adapting 2).   The method according to claim 1, wherein an amount representing the discharge amount difference is obtained based on a discharge angle or a discharge angle difference of the high-pressure pump (1, 2).   The method according to claim 2, wherein the discharge angle or the discharge angle difference is low-pass filtered.   The method according to any one of claims 1 to 3, wherein a corrected discharge angle is obtained for each of the high-pressure pumps (1, 2) from an amount representing the discharge amount difference.   The method according to claim 4, wherein an amount representing the discharge amount difference is determined by successively shutting off the high-pressure pumps (1, 2) of the fuel injection system (10) one by one. First, the difference βi between each discharge angle difference and the average value is obtained, and the corrected discharge angle for each high-pressure pump is expressed by the following equation: δ _i = (n−1) * β _{i for the} high-pressure pump i = 1.
6. The method of claim 5, wherein the method is determined according to:   The method according to claim 4, wherein the amount representing the discharge amount difference is determined by alternately operating the high-pressure pumps (1, 2) of the fuel injection system (10) one by one. First, the difference between each discharge angle difference and the average value is obtained, and the corrected discharge angle for each high-pressure pump is expressed by the following equation: δ _i = β _i for high-pressure pump i = 1.
8. The method of claim 7, wherein the method is determined according to: When the fuel injection system has only two high-pressure pumps, the corrected discharge angle is changed stepwise until the discharge angle difference between the two high-pressure pumps (1, 2) becomes equal to obtain the corrected discharge angle. The method according to claim 7.   Before determining the amount representing the discharge amount difference or adapting the control amount, whether or not the internal combustion engine is in an operating range in which the amount representing the difference in discharge amount can be obtained, or the internal combustion engine The method according to any one of claims 1 to 9, wherein it is checked whether or not the engine is in an operating range in which an amount representing the difference in discharge amount can be obtained. The operating region includes a load state of the internal combustion engine, a rotational speed region, a temperature, whether or not the discharge of the fuel injection system (10) is homogeneous, and / or a rail system ( 3 ) of the fuel injection system (10). 11. The method of claim 10 defined by whether the pressure in) is constant.   Computer program programmed for use in the method according to any one of the preceding claims.   12. A control device for an internal combustion engine, characterized in that it is programmed for use in the method according to any one of the preceding claims.

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