WO2004036034A1 - Verfahren zum betreiben eines common-rail-kraftstoffeinspritzsystems für brennkraftmaschinen - Google Patents
Verfahren zum betreiben eines common-rail-kraftstoffeinspritzsystems für brennkraftmaschinen Download PDFInfo
- Publication number
- WO2004036034A1 WO2004036034A1 PCT/DE2003/002086 DE0302086W WO2004036034A1 WO 2004036034 A1 WO2004036034 A1 WO 2004036034A1 DE 0302086 W DE0302086 W DE 0302086W WO 2004036034 A1 WO2004036034 A1 WO 2004036034A1
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- WO
- WIPO (PCT)
- Prior art keywords
- pressure
- control valve
- pump
- pressure control
- fuel pump
- Prior art date
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Classifications
-
- 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
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/3082—Control of electrical fuel pumps
-
- 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
- F02D41/3863—Controlling the fuel pressure by controlling the flow out of the common rail, e.g. using pressure relief valves
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
- F02M59/02—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type
- F02M59/04—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by special arrangement of cylinders with respect to piston-driving shaft, e.g. arranged parallel to that shaft or swash-plate type pumps
- F02M59/06—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by special arrangement of cylinders with respect to piston-driving shaft, e.g. arranged parallel to that shaft or swash-plate type pumps with cylinders arranged radially to driving shaft, e.g. in V or star arrangement
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
- F02M59/20—Varying fuel delivery in quantity or timing
- F02M59/36—Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages to pumping elements or overflow passages
- F02M59/366—Valves being actuated electrically
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
- F02M63/0001—Fuel-injection apparatus with specially arranged lubricating system, e.g. by fuel oil
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
- F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
- F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
- F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
- F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
- F02M63/023—Means for varying pressure in common rails
- F02M63/0235—Means for varying pressure in common rails by bleeding fuel pressure
- F02M63/025—Means for varying pressure in common rails by bleeding fuel pressure from the common rail
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/31—Control of the fuel pressure
Definitions
- the invention relates to a method for operating a fuel injection system of an internal combustion engine, with a high-pressure fuel pump, the
- High-pressure fuel pump has several pump elements, with a metering valve arranged on the suction side of the high-pressure fuel pump
- the amount of fuel sucked in by pump elements is regulated or controllable by the metering valve, with a common rail and with a pressure regulating valve, and the pressure in the common rail is controlled or regulated by the pressure regulating valve.
- high-pressure fuel pumps are of considerable importance for the overall efficiency of the fuel injection system and thus for the Fuel consumption of the internal combustion engine.
- a high-pressure fuel pump only has to have a controllable larger design reserve to a limited extent, which increases the manufacturing costs of the high-pressure fuel pump.
- the pressure in the common rail is regulated by a pressure control valve, which is generally arranged on the common rail, or by a metering valve.
- the high-pressure fuel pump has several pump elements and the delivery rate of the high-pressure fuel pipe is greatly reduced by the metering valve, the delivery rate is distributed unevenly over the pump elements. For example, it may be the case that only three pump elements of three pump elements make a significant contribution to fuel delivery, while a third pump element is actually out of operation. This effect is undesirable because it leads to increased pressure fluctuations in the common rail and also that which drives the
- High pressure fuel pump required power is also exposed to strong fluctuations. These power fluctuations, like the pressure fluctuations mentioned in the common rail, cause the internal combustion engine to run roughly in the part-load range, in particular when idling.
- the method according to the invention provides that the fuel quantity flowing through the metering valve is recorded, the theoretical delivery volume of the high-pressure fuel pump is recorded or calculated, and the pressure control valve, when the delivered fuel amount is less than a predetermined minimum delivery amount, is controlled so that a defined leakage occurs.
- the method according to the invention can be critical for the synchronization of the internal combustion engine
- Part load ranges with a filling level of the pump elements of, for example, less than 30% of this filling level can be increased by setting a defined leakage at the pressure control valve of the common rail.
- the increase in the degree of filling of the pump elements reduces the difference between the delivery quantities of the individual pump elements, which has a positive effect in a more constant pressure in the common rail and an improved concentricity of the internal combustion engine.
- the method according to the invention can be applied to a wide variety of types of high-pressure fuel pumps and, in particular, does not require a high-pressure fuel pump with a spring of the suction valve of the pump elements integrated in the delivery chamber of the pump elements. For this reason, the method according to the invention places no special demands on the high-pressure fuel pump or the fuel injection system.
- the method according to the invention does not require any additional data, but rather can flow through the metering valve on the basis of the data processed anyway by a control unit of a fuel injection system, such as, for example, speed of the internal combustion engine and more. For this reason, no additional sensors have to be installed on the internal combustion engine or the fuel injection system, which also contributes to cost reduction.
- the specified limit can meet the requirements of
- the fuel injection system can be freely selected accordingly.
- the predetermined limit value can also be stored as a map in the control unit of the internal combustion engine. It has proven to be advantageous if the limit value is selected such that it is approximately 30% of the theoretical delivery rate of the high-pressure fuel pump.
- the closing force of the pressure control valve can be controlled, for example, by changing the ratio between the time intervals in which the pressure control valve is de-energized and the time intervals in which the pressure control valve is energized.
- the pressure control valve is activated as a function of a target pressure in the common rail and a speed at which the high-pressure fuel pump is driven.
- the control of the pressure control valve for setting a defined leakage can be set via a controller and / or via one or more characteristic diagrams.
- the method according to the invention can also be implemented in the form of a computer program, in particular a computer program that can be stored on a storage medium, or a control device for a fuel injection system of an internal combustion engine.
- Fig. 1 a schematic representation of a
- FIG. 2. a greatly simplified representation of a pump element with a suction valve spring located in the delivery chamber;
- Fig. 5 the pressure curve in the common rail
- FIG. 7 the pressure curve in the common rail and the Delivery behavior of the high-pressure fuel pump when using the method according to the invention
- FIG. 8 A flow diagram of a variant of the method according to the invention.
- FIG. 1 A common rail injection system according to the prior art is shown schematically in FIG.
- the injection system described in FIG. 1 serves to explain the problem on which the invention is based, but the invention is not restricted to injection systems of this type.
- the high-pressure lines of the fuel injection system are drawn with thick lines in FIG. 1, while those under low pressure
- a prefeed pump 1 draws fuel (not shown) from a tank 5 via an inlet line 3.
- the fuel is filtered in a pre-filter 7 and a filter with a water separator 9.
- the pre-feed pump 1 can be designed as a gear pump and has a first pressure relief valve 11. On the suction side, the pre-feed pump is throttled by a first throttle 13. A pressure side 15 of the prefeed pump 1 supplies a high-pressure fuel pump 17 with fuel.
- the high-pressure fuel pump 17 is designed as a radial piston pump with three pump elements 19 and drives the prefeed pump 1. Alternatively, the pre-feed pump 1 can also be driven electrically, for example.
- a suction valve 21 is provided on the suction side of the pump elements 19.
- a check valve 23 is provided on the pressure side of the pump elements 19, which prevents the fuel under high pressure, which was pumped into a common rail 25 by the pump elements 19, from flowing back into the pump elements 19.
- the common rail 25 supplies one or more injectors (not shown in FIG. 1) with fuel via a high-pressure line 27.
- the pressure control valve 51 also prevents impermissibly high pressures in the high pressure region of the
- Fuel system Via the return line 29 and a leakage line 31, the leakage and the control quantities of the injectors or not shown are returned to the tank 5.
- the high-pressure fuel pump 17 is supplied by the presupply pump 1 on the one hand with fuel for the pump elements 19 and on the other hand with fuel for lubrication.
- the amount of fuel that is used to lubricate the high-pressure fuel pump 17 is controlled via a first control valve 35 and a second throttle 37.
- the high-pressure fuel pump 17 also supplies the pump elements 19 with fuel via a distribution line 45.
- a metering valve 47 is provided between the pressure side 15 of the prefeed pump 1 and the distribution line 45.
- the metering valve 47 is a flow valve which is controlled by a control unit (not shown) of the fuel injection system.
- the pump elements 19 are thus throttled via the metering valve 47 on the suction side.
- push mode ie, for example when driving down a motor vehicle, no fuel should flow into the pump elements 19 and also no fuel from the injectors (not shown) into the combustion chambers of the
- a third throttle 49 is provided, which is also referred to below as a zero-feed throttle.
- the zero-delivery throttle 49 allows the fuel to flow out of the distribution line 45 into the crankcase of the high-pressure fuel pump 17 and can be used there to lubricate the high-pressure fuel pump 17.
- the outflow of fuel through the zero-delivery throttle 49 prevents the above-mentioned pressure build-up in the distribution line 45 during push operation due to the leakage of the closed metering valve 47.
- the pressure in the common rail 25 can be regulated both via a pressure control valve 51, which can also be designed as a flow valve, and a metering valve 47.
- the pressure control valve 51 and the metering valve 47 are also controlled by the control unit, not shown.
- FIG. 2a shows a pump element 19, consisting essentially of a cylinder bore 53, a pump piston 55 oscillating in the cylinder bore 53 and a suction valve 21, in a greatly simplified manner.
- a check valve 23 (see FIG. 1) is not shown, although it is necessary for the pump element 19 to function.
- a suction valve spring 57 of the suction valve 21 is arranged outside a delivery space 59 delimited by the cylinder bore 53 and the pump piston 55.
- Dead volume of the delivery chamber 59 can be kept very small, which has a positive effect on the efficiency of the high-pressure fuel pump 17.
- a high-pressure fuel pump 17 which consists of a plurality of pump elements 19 according to FIG.
- Delivery behavior of the individual pump elements in the partial load range is very different, which leads to undesirable pressure fluctuations in the common rail and an uneven power consumption of the high-pressure fuel pump.
- FIG. 2b shows another exemplary embodiment of a pump element 19, the operating behavior of which in the partial load range is significantly improved compared to the exemplary embodiment according to FIG. 2a.
- the suction valve spring 57 is supported on the pump piston 55.
- the dead volume of the delivery chamber 59 is necessarily significantly larger than that Embodiment according to FIG. 2a, which has a negative effect on the poorer efficiency of the high-pressure fuel pump.
- the delivery behavior of the individual pump elements in the part-load range is almost the same, so that the pressure fluctuations in the common rail are small and the power consumption of the high-pressure fuel pump 17 is very uniform.
- Fuel injection system which essentially consists of the injectors as consumers and one
- High-pressure fuel pump as a conveyor is shown.
- the fuel injection system is operated as is known from the prior art.
- High-pressure fuel pump 17 Pump elements 19 according to the exemplary embodiment according to FIG. 2a, ie the suction valve spring 57 is arranged outside the delivery chamber 59. 3 shows the delivery rate 61 in liters / hour above twice the speed n of the high-pressure fuel pump 17 (see FIG. 1). A line labeled m H Dp, theor in FIG. 3 shows the theoretical delivery rate of the
- High-pressure fuel pump The theoretical delivery rate ⁇ I HDP , theor increases linearly with the speed. Below the line m H Dp, heo the maximum delivery rate of the high-pressure fuel pump is entered, taking into account leaks, wear and other things. This maximum delivery rate is designated in Fig. 3 with the reference number 63.
- the fuel requirement of the internal combustion engine as a function of the speed, assuming a certain load condition is shown in simplified form as line 65.
- the injectors that inject the fuel into the combustion chambers of the internal combustion engine leak and require a control amount to open and close the nozzle needles
- the actual fuel consumption of the injectors is greater than the fuel consumption of the internal combustion engine.
- the high pressure fuel pump must meet the actual fuel requirements of the injectors. Therefore, the actual fuel requirement of the injectors is the same as the effective delivery rate I ⁇ I H DP, ef der
- High-pressure fuel pump The line I ⁇ HDP , eff is at all speeds above the line 65, which represents the fuel requirement of the internal combustion engine.
- the pressure control valve 51 is driven in such a way that a defined leakage occurs at the pressure control valve 51.
- the minimum delivery rate m M ra can, for example, 30% of the theoretical delivery rate m H DP. theoretically. This leakage increases the delivery rate of the high-pressure fuel pump and thus the degree of filling of the pump elements 19 of the high-pressure fuel pump 17. In FIG. 3, the maximum permissible for this operating point
- Leakage at the pressure control valve 51 is represented by a double arrow 67.
- the minimum delivery rate m M in depends on the operating behavior of the high-pressure pump 17 and can therefore be stored, for example, in a characteristic curve or a map.
- the operating point-dependent minimum delivery rate m.min can be determined by measurements or calculations.
- the delivery rate I ⁇ HDP, e ⁇ t * r which is composed of the fuel consumption of the injectors HIHDP, plus the operating point-dependent leakage 67, is in no case greater than the maximum delivery rate 63 of the high-pressure fuel pump.
- High-pressure fuel pump 17 from 500 to 1000 / min, the distance in the vertical direction of the line m H DP, eff and the line 53 is relatively large. Therefore, in this speed range, in which the equal delivery of the pump elements 19 of the high-pressure fuel pump 17 without
- pressure control valve 51 has a spherical valve member which is inserted into a through a magnet armature
- Valve seat is pressed to close the pressure control valve 51 (not shown in Fig. 1), the leakage 67 can be adjusted by the ratio of the time intervals within which the magnet armature of the pressure control valve 51 is energized to the intervals within which the Magnetic armature is de-energized, is changed accordingly.
- the desired defined leakage 67 can be set by controlling the pressure control valve 51 accordingly.
- FIG. 4 shows the pressure curve in the common rail 25 of a radial piston pump with three pump elements 19 without using the method according to the invention. 4 one revolution of the high-pressure fuel pump 17 is delimited by two vertical lines. This clearly shows that of the three pump elements, only two pump elements make a significant contribution to the total delivery volume of the high-pressure fuel pump. These contributions are designated I and II in FIG. 4. The contribution III of the third pump element, however, is negligible. Fig. 4 shows a
- 5 shows the same fuel injection system in diagram form without using the method according to the invention.
- 5 shows the volume flow ⁇ izumess through the metering valve 47 (see FIG. 1).
- a line 69 shows the duty cycle at the pressure control valve 51.
- the pulse duty factor is a measure of the closing force with which the valve member of the pressure control valve 51 is pressed against its sealing seat.
- Metering valve 47 flowing fuel quantity m Z umess as well as the pressure 73 in the common rail 25 are subject to relatively large temporal fluctuations.
- FIG. 6 shows the pressure curve of the high-pressure fuel pump of the same fuel injection system as in FIG. 4, but using the method according to the invention. It is clear from this representation that the defined leakage at the pressure control valve 51 has increased the delivery rate of the high-pressure fuel pump 17 to such an extent that all three pump elements make an approximately equal contribution to the total delivery rate of the high-pressure fuel pump 17 (see I, II and III in FIG. 6 ).
- Fuel injection system particularly metered to the delivery rate of the high-pressure fuel pump, as well as to the actual pressure 73 in the common rail 25. It is clear from the comparison of FIGS. 5 and 7 that the pulse duty factor 69 has been reduced by the use of the method according to the invention and, as a result, the quantity m Z umess conveyed by the high-pressure fuel pump is clear has risen. The differences between the maximum and the minimum flow rate mzumess has been significantly reduced by using the method according to the invention. This results in an equalization of the drive power requirement of the high-pressure fuel pump 17, which has a positive effect on the smooth running of the internal combustion engine.
- control quality of the actual pressure 73 in the common rail 25 has also improved greatly through the use of the method according to the invention. This can be seen from the comparison of FIGS. 7 and 5 from the fact that the differences between the maximum value and the minimum value are reduced.
- FIG. 8 shows a flow chart of an exemplary embodiment of the method according to the invention.
- the metering valve 47 and the pressure regulating valve 51 are actuated in such a way that a predetermined setpoint is established in the common rail 25.
- a minimum flow rate mMin or a percentage minimum filling of the pump is stored via a characteristic curve depending on the motor or pump speed. This is multiplied by the theoretical delivery volume m H DP, theor of the high-pressure fuel pump 17, for example, and then the result is subtracted from the current delivery volume m H d P , eff of the pump.
- the Volume flow difference is converted into a manipulated variable for the pressure control valve 51, for example, via a controller or one or more characteristic maps.
- the manipulated variable or the duty cycle at the pressure control valve is reduced accordingly.
- the pressure in the common rail 25 will change in accordance with the change in the manipulated variable at the pressure control valve 51 and as a result of the change in leakage at the pressure control valve 51.
- the increase in leakage at the pressure control valve 51 or the pressure change in the common rail 25 is compensated by the control variable of the metering valve 47 by opening the metering valve 47 further. If the current delivery rate of the high-pressure fuel pump 17 is greater than the applied minimum delivery rate m M in, the pressure control valve 51 remains or is closed.
- the control of the pressure control valve 51 can, for example, depending on the manipulated variable
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Fuel-Injection Apparatus (AREA)
Abstract
Description
Claims
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2004543924A JP4317133B2 (ja) | 2002-10-11 | 2003-06-23 | 内燃機関のためのコモンレール式燃料噴射システムの運転法 |
US10/504,961 US7059302B2 (en) | 2002-10-11 | 2003-06-23 | Method for operating a common rail fuel injection system for internal combustion engines |
DE50308024T DE50308024D1 (de) | 2002-10-11 | 2003-06-23 | Verfahren zum betreiben eines common-rail-kraftstoffeinspritzsystems für brennkraftmaschinen |
EP03740102A EP1556609B1 (de) | 2002-10-11 | 2003-06-23 | Verfahren zum betreiben eines common-rail-kraftstoffeinspritzsystems für brennkraftmaschinen |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE10247564A DE10247564A1 (de) | 2002-10-11 | 2002-10-11 | Verfahren zum Betreiben eines Common-Rail-Kraftstoffeinspritzsystems für Brennkraftmaschinen |
DE10247564.4 | 2002-10-11 |
Publications (1)
Publication Number | Publication Date |
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WO2004036034A1 true WO2004036034A1 (de) | 2004-04-29 |
Family
ID=32038548
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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PCT/DE2003/002086 WO2004036034A1 (de) | 2002-10-11 | 2003-06-23 | Verfahren zum betreiben eines common-rail-kraftstoffeinspritzsystems für brennkraftmaschinen |
Country Status (5)
Country | Link |
---|---|
US (1) | US7059302B2 (de) |
EP (1) | EP1556609B1 (de) |
JP (1) | JP4317133B2 (de) |
DE (2) | DE10247564A1 (de) |
WO (1) | WO2004036034A1 (de) |
Cited By (6)
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WO2006015893A1 (de) * | 2004-08-05 | 2006-02-16 | Robert Bosch Gmbh | Prüfverfahren |
WO2007009829A1 (de) * | 2005-07-19 | 2007-01-25 | Robert Bosch Gmbh | Kraftstoff-fördereinrichtung, insbesondere für eine brennkraftmaschine |
EP1923565A1 (de) * | 2006-11-16 | 2008-05-21 | C.R.F. Societa Consortile per Azioni | Verbessertes Kraftstoffeinspritzungssystem für einen Verbrennungsmotor |
ITMI20082210A1 (it) * | 2008-12-12 | 2010-06-13 | Bosch Gmbh Robert | Valvola di sovra-pressione per un impianto di alimentazione di combustibile e impianto di alimentazione di combustibile comprendente tale valvola di sovrapressione |
EP2226491A1 (de) * | 2009-02-16 | 2010-09-08 | C.R.F. Società Consortile per Azioni | System zur Kraftstoffeinspritzung für einen Verbrennungsmotor |
WO2011000478A1 (de) * | 2009-07-02 | 2011-01-06 | Mtu Friedrichshafen Gmbh | Verfahren zur steuerung und regelung des kraftstoffsdruckes eines common-rails einer brennkraftmaschine |
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Publication number | Priority date | Publication date | Assignee | Title |
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JP2005188432A (ja) * | 2003-12-26 | 2005-07-14 | Bosch Automotive Systems Corp | 燃料供給装置 |
WO2007083404A1 (ja) * | 2006-01-20 | 2007-07-26 | Bosch Corporation | 内燃機関の燃料噴射システム |
DE102006018164B3 (de) * | 2006-04-19 | 2007-08-30 | Siemens Ag | Verfahren und Vorrichtung zur Steuerung einer Einspritzanlage für eine Brennkraftmaschine |
EP1923562B1 (de) | 2006-11-16 | 2011-11-02 | C.R.F. Società Consortile per Azioni | Kraftstoffeinstellungs- und Kraftstofffiltervorrichtung für eine Hochdruckpumpe |
DE102007032740B4 (de) * | 2007-07-13 | 2021-05-20 | Robert Bosch Gmbh | Adapter zur Druckmessung |
JP4861971B2 (ja) * | 2007-12-07 | 2012-01-25 | ボッシュ株式会社 | 内燃機関の燃料供給装置及び燃料供給装置の異常判定装置 |
DE102007059352B3 (de) * | 2007-12-10 | 2009-06-18 | Continental Automotive Gmbh | Kraftstoffdruckregelsystem und Kraftstoffdruckregelverfahren |
DE102008002174A1 (de) | 2008-06-03 | 2009-12-10 | Robert Bosch Gmbh | Verfahren und Vorrichtung zum Betreiben eines Kraftstoffeinspritzsystems einer Brennkraftmaschine |
DE102008040238A1 (de) | 2008-07-08 | 2010-01-14 | Robert Bosch Gmbh | Vorrichtung zur Versorgung einer Verbrennungskraftmaschine mit Treibstoff |
DE102008041380A1 (de) | 2008-08-20 | 2010-02-25 | Robert Bosch Gmbh | Vorrichtung zur Versorgung einer Verbrennungskraftmaschine mit Kraftstoff |
DE102008041362A1 (de) | 2008-08-20 | 2010-02-25 | Robert Bosch Gmbh | Vorrichtung zur Versorgung einer Verbrennungskraftmaschine mit Treibstoff |
DE102008041384A1 (de) * | 2008-08-20 | 2010-02-25 | Robert Bosch Gmbh | Vorrichtung zur Versorgung einer Verbrennungskraftmaschine mit Treibstoff |
DE102009014072B4 (de) * | 2009-03-20 | 2014-09-25 | Continental Automotive Gmbh | Common-Rail-Einspritzsystem sowie Verfahren zur Druckentlastung eines Common-Rail-Einspritzsystems |
DE102010002797A1 (de) * | 2010-03-12 | 2011-09-15 | Man Diesel & Turbo Se | Saugventil einer Kraftstoffversorgungsanlage einer Brennkraftmaschine |
DE102010039874B4 (de) * | 2010-08-27 | 2015-10-08 | Continental Automotive Gmbh | Verfahren und Vorrichtung zum Betreiben eines Kraftstoff-Hochdruckspeichereinspritzsystems für eine Brennkraftmaschine |
CN102619665B (zh) * | 2012-03-09 | 2014-11-26 | 无锡威孚高科技集团股份有限公司 | 电控蓄压分配式共轨装置 |
FR3043141B1 (fr) * | 2015-10-29 | 2017-11-03 | Continental Automotive France | Procede de verification de la fonctionnalite d'un systeme d'alimentation en carburant haute pression d'un moteur a combustion interne |
FR3056644B1 (fr) * | 2016-09-23 | 2018-11-02 | Continental Automotive France | Procede de commande d'une pompe a carburant pour un vehicule automobile |
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- 2003-06-23 EP EP03740102A patent/EP1556609B1/de not_active Expired - Lifetime
- 2003-06-23 DE DE50308024T patent/DE50308024D1/de not_active Expired - Lifetime
- 2003-06-23 JP JP2004543924A patent/JP4317133B2/ja not_active Expired - Fee Related
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WO2006015893A1 (de) * | 2004-08-05 | 2006-02-16 | Robert Bosch Gmbh | Prüfverfahren |
US7775102B2 (en) | 2004-08-05 | 2010-08-17 | Robert Bosch Gmbh | Method for testing a high-pressure pump in a fuel system |
WO2007009829A1 (de) * | 2005-07-19 | 2007-01-25 | Robert Bosch Gmbh | Kraftstoff-fördereinrichtung, insbesondere für eine brennkraftmaschine |
US7527035B2 (en) | 2005-07-19 | 2009-05-05 | Robert Bosch Gmbh | Fuel supply system, especially for an internal combustion engine |
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ITMI20082210A1 (it) * | 2008-12-12 | 2010-06-13 | Bosch Gmbh Robert | Valvola di sovra-pressione per un impianto di alimentazione di combustibile e impianto di alimentazione di combustibile comprendente tale valvola di sovrapressione |
EP2226491A1 (de) * | 2009-02-16 | 2010-09-08 | C.R.F. Società Consortile per Azioni | System zur Kraftstoffeinspritzung für einen Verbrennungsmotor |
WO2011000478A1 (de) * | 2009-07-02 | 2011-01-06 | Mtu Friedrichshafen Gmbh | Verfahren zur steuerung und regelung des kraftstoffsdruckes eines common-rails einer brennkraftmaschine |
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US9441572B2 (en) | 2009-07-02 | 2016-09-13 | Mtu Friedrichshafen Gmbh | Method for controlling and regulating the fuel pressure in the common rail of an internal combustion engine |
Also Published As
Publication number | Publication date |
---|---|
US7059302B2 (en) | 2006-06-13 |
JP2006503205A (ja) | 2006-01-26 |
EP1556609A1 (de) | 2005-07-27 |
US20050103313A1 (en) | 2005-05-19 |
JP4317133B2 (ja) | 2009-08-19 |
DE10247564A1 (de) | 2004-04-22 |
DE50308024D1 (de) | 2007-10-04 |
EP1556609B1 (de) | 2007-08-22 |
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