WO2004063546A1 - Procede, programme informatique et organe de commande et/ou de regulation pour faire fonctionner un moteur a combustion interne et moteur a combustion interne correspondant - Google Patents

Procede, programme informatique et organe de commande et/ou de regulation pour faire fonctionner un moteur a combustion interne et moteur a combustion interne correspondant Download PDF

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Publication number
WO2004063546A1
WO2004063546A1 PCT/DE2003/004226 DE0304226W WO2004063546A1 WO 2004063546 A1 WO2004063546 A1 WO 2004063546A1 DE 0304226 W DE0304226 W DE 0304226W WO 2004063546 A1 WO2004063546 A1 WO 2004063546A1
Authority
WO
WIPO (PCT)
Prior art keywords
pressure
internal combustion
combustion engine
valve device
fuel
Prior art date
Application number
PCT/DE2003/004226
Other languages
German (de)
English (en)
Inventor
Timo Reif
Werner Schneider
Wolfgang Wagner
Original Assignee
Robert Bosch Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Publication of WO2004063546A1 publication Critical patent/WO2004063546A1/fr

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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
    • F02D41/3082—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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/042—Introducing corrections for particular operating conditions for stopping the engine
    • 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
    • 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
    • F02D2250/02—Fuel evaporation in fuel rails, e.g. in common rails
    • 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
    • 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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
    • 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
    • F02D41/38—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

Definitions

  • the invention initially relates to a method for operating an internal combustion engine, in which the fuel is conveyed by an electrically driven fuel pump into a supply pressure range, which is connected to a controllable valve device, and in which the fuel reaches at least one combustion chamber via at least one injector.
  • the present invention also relates to a computer program, a control and / or regulating device for operating an internal combustion engine, and an internal combustion engine.
  • a method of the type mentioned and a corresponding internal combustion engine are known from DE 195 39 885 AI.
  • the method described there is a Fuel system of an internal combustion engine with direct fuel injection used.
  • An electric fuel pump delivers fuel from a fuel tank to a high pressure fuel pump.
  • the electric fuel pump constantly delivers at maximum output.
  • the pressure downstream of the electric fuel pump is limited by a spring-loaded mechanical pressure relief valve. This can be blocked by an electromagnetic plunger in the closed position. This enables the pressure limiting function of the pressure relief valve to be switched off when the internal combustion engine is started and a pressure higher than the opening pressure of the pressure relief valve to be generated in the supply pressure range. This measure accelerates the starting of the internal combustion engine.
  • the object of the present invention is to improve the starting behavior of an internal combustion engine and still meet the particularly strict future requirements for the emissions of an internal combustion engine.
  • This object is achieved in a method of the type mentioned at the outset in that the pressure in the supply pressure range is set by the controllable valve device to a pressure which is lower than a maximum pressure in the supply pressure range when the injector is in operation immediately after the injector has stopped operating injector.
  • the injectors are at a standstill, for example when the internal combustion engine is switched off or during extended overrun operation, fuel can escape from the closed injectors if the pressure upstream of the injector is in the range of the maximum operating pressure. This is often the case with conventional fuel systems because the fuel enclosed in the supply pressure area of the fuel system heats up and expands due to the hot internal combustion engine. Such a fuel that has emerged from the injector and collects, for example, in an intake manifold of the internal combustion engine can lead to an impermissible emission value when the internal combustion engine is restarted.
  • the pressure in the supply pressure range when the internal combustion engine is switched off or in overrun mode is reduced to a lower than the maximum operating pressure, no fuel escapes from the injectors, or at least no significant amount of fuel escapes.
  • the emission values are therefore very favorable when the method according to the invention is carried out.
  • Internal combustion engine enables: Because the fuel unintentionally escapes from the injector while the injector is idle, an over-rich mixture can occur when the internal combustion engine is restarted, which delays the start of the internal combustion engine or, in the worst case, makes it impossible. Because the method according to the invention largely prevents fuel from escaping from the injectors when the internal combustion engine is switched off, this problem is avoided and a reliable start of the Internal combustion engine enables.
  • the valve device adjust the pressure in the supply pressure range depending on a signal from a pressure sensor that detects the pressure in the supply pressure range.
  • a closed control loop can be formed, which enables an optimal situation-dependent adaptation of the pressure in the supply pressure range. It is also conceivable to also take the signals from a temperature sensor into account. Depending on the signal from the pressure sensor, the electrically driven fuel pump can also be activated.
  • the pressure in the supply pressure range is reduced approximately to ambient pressure after a certain time.
  • a pressure in the supply pressure range which is higher than ambient pressure is only necessary in order to avoid the formation of vapor bubbles.
  • these occur primarily with a warm internal combustion engine. With a cooled internal combustion engine, the pressure in the supply pressure range can therefore be reduced, which further reduces the risk of fuel escaping from one of the injectors.
  • Another embodiment of the method according to the invention is characterized in that the operating state of the valve device is directly dependent on an actuation power of the electrically driven fuel pump.
  • the triggering power of the fuel pump in turn depends on Operating state of the internal combustion engine. It is thus possible, for example, for the valve device to be open in a first power range of the electrically controlled fuel pump, and thus for a specific fuel flow from the
  • valve device depends directly on the current load of the internal combustion engine. This enables the optimum pressure in the supply pressure range to be set even faster.
  • Additional cabling for controlling the valve device can be dispensed with if the operating state of the valve device is directly from
  • Magnetic field of the electrically driven fuel pump is influenced.
  • the method according to the invention works robustly and reliably when the operating state of the
  • Valve device is influenced hydraulically.
  • valve device In an internal combustion engine according to the invention, it is particularly preferred if it comprises a pressure sensor which, together with the valve device, is part of a closed control loop. This enables a particularly precise and, if necessary, also continuous adjustment of the pressure in the supply pressure range.
  • the valve device it is possible for the valve device to have a switching device which is influenced by the magnetic field of the electrically driven fuel pump. Special cabling for controlling the valve device can also be omitted here.
  • the internal combustion engine is particularly robust when the valve device is hydraulically controlled.
  • valve device comprises a pressure relief valve with a spring-loaded piston with at least two separate and equivalent pressure surfaces, that between the supply pressure area and the fuel pump
  • Figure 1 is a schematic diagram of a first embodiment of an internal combustion engine with a fuel system with an electrically driven fuel pump and a pressure relief valve;
  • FIG. 2 is a diagram in which different
  • Figure 3 is a diagram in which the fuel pressure in a supply pressure range of the fuel system of
  • Figure 4 is an illustration similar to Figure 1 of a second embodiment of an internal combustion engine
  • FIG. 5 shows a diagram in which the delivery capacity of the fuel pump from FIG. 4 is plotted against a control output
  • FIG. 6 shows a diagram in which the switching position of a pressure relief valve from FIG. 4 is plotted against the control output of the fuel pump;
  • FIG. 7 is a schematic diagram similar to Figures 1 and 4 of a third embodiment of an internal combustion engine;
  • FIG. 8 shows a diagram in which the delivery pressure of a fuel pump from FIG. 7 is plotted over time;
  • Figure 9 is a diagram in which the pressure in a
  • Figure 10 is a diagram in which the switching position of a pressure relief valve of the fuel system of
  • Figure 11 is a schematic diagram of a fourth embodiment of an internal combustion engine, similar to Figures 1,4 and
  • FIG. 12 shows a diagram in which the delivery capacity of a fuel pump from FIG. 11 is plotted against the rotational speed
  • Figure 13 is a diagram in which the switching position of a
  • Pressure relief valve of a fuel system of Figure 11 is plotted against the speed.
  • a fuel system bears the overall reference number 10. It is part of an internal combustion engine 11, which can be used, for example, to drive a motor vehicle.
  • the fuel system 10 comprises a fuel tank 12, from which an electric fuel pump 14 delivers the fuel.
  • the electric fuel pump 14 will driven by an electric motor 16.
  • the electric fuel pump 14 is connected to a fuel collecting line 22 via a check valve 18 and a fuel filter 20 by means of a fuel line 21.
  • the fuel is stored in this.
  • Injectors 24 are connected to the fuel collecting line 22 and inject the fuel pipes 26 assigned to them and only symbolically shown in FIG. 1.
  • the intake pipes 26 lead to the combustion chambers of the internal combustion engine 11 via inlet valves, not shown.
  • the area downstream of the check valve 18 is also referred to as the supply pressure area, it is denoted by the reference numeral 28 in FIG. 1.
  • the pressure in the supply pressure area 28 is detected by a pressure sensor 30.
  • a branch line 32 branches off from the fuel line 21, in which a pressure relief valve 34 is arranged. This is actuated by an electromagnetic control unit 36.
  • the branch line 32 leads back to the fuel tank 12.
  • the fuel system 10 also includes a control and regulating device 38, which receives signals from the pressure sensor 30 and controls the electromagnetic control unit 36 and the motor 16 of the electric fuel pump 14 in the desired manner via lines 37 and 39.
  • the fuel system 10 shown in FIG. 1 operates as follows:
  • a comparatively low pressure is set in the supply pressure region 28 when idling, whereas a somewhat higher pressure is set at a low power of the internal combustion engine.
  • the pressure relief valve 34 will usually be permanently slightly open or completely open for a short time at certain time intervals.
  • a relatively high pressure is set in the supply pressure region 28. This can be approximately 6 bar.
  • the pressure relief valve 34 is largely closed via the electromagnetic control unit 36.
  • a coasting operation 40 of the internal combustion engine 11 in which the injectors 24 do not inject any fuel into the intake pipes 26 assigned to them, the pressure in the supply pressure region 28 is reduced again by the pressure relief valve 34 being opened accordingly. If the internal combustion engine 11 is switched off (reference numeral 42), the pressure is also reduced, for example to approximately 3 bar. At such a pressure it is ensured that no fuel gets into the intake pipes 26 from the injectors 24 due to leakage, which occurs when the engine is restarted Internal combustion engine can lead to an unfavorable emission and in the worst case also to an unfavorable starting behavior.
  • the pressure in the supply pressure region 28 is followed by the pressure sensor 30 for a specific period 44 even when the internal combustion engine 11 is switched off monitored the shutdown. It usually lasts about 30 minutes after the internal combustion engine 11 is switched off. During this period, the fuel in the supply pressure region 28 heats up due to thermal conduction. Despite this heating, there is no pressure increase in the supply pressure area 28 in the fuel system 10, since the pressure is monitored by the pressure sensor 30 and the pressure relief valve 34 is set by the control and regulating device 38 via the electromagnetic control unit 36 so that the desired resting pressure is approximately the same 3 bar is maintained.
  • FIG. 4 shows a second exemplary embodiment of a fuel system. Elements and areas which have functions equivalent to elements and areas of the exemplary embodiment illustrated in FIGS. 1 to 3 have the same reference symbols. They are not explained in detail again.
  • the electromagnetic control unit 36 is actuated by the control and regulating device 38 with the same signal with which the drive motor 16 of the electric fuel pump 14 is also actuated.
  • the drive motor 16 of the electric fuel pump 14 is controlled by a pulse width modulated signal.
  • Such one Signal can also be used to control the electromagnetic control unit 36.
  • a completely separate control line from the control and regulating device 38 to the electromagnetic control unit 36 can be dispensed with.
  • a spring-loaded valve member can be connected in series with an electromagnetically switched valve member, which does not appear from the figure.
  • the electromagnetic control unit 36 is designed such that the pressure relief valve 34 is opened with a duty cycle PEKP between 0 and 20%, whereas it is with a duty cycle above 20%, that is to say with a relatively high delivery rate of the electric fuel pump 14 is closed (switching state VS in FIG. 5). It is thereby achieved that, for example, in a coasting operation of the internal combustion engine 11, it is possible to regulate a system pressure at a pressure which is below the pressure which can be kept to a maximum in the system after the internal combustion engine 11 has been switched off.
  • FIG. 7 shows a third exemplary embodiment of an internal combustion engine 11.
  • elements and areas bear functions that are equivalent to elements and areas of the previous one
  • the pressure relief valve 34 is controlled hydraulically.
  • the pressure relief valve 34 is constructed as follows:
  • a pot-shaped piston 46 is movably received within a housing 44. It is sealed off from the housing 44 by a sealing ring 48.
  • a spring 52 is clamped between a bottom 50 of the piston 46 and the housing 44.
  • an annular collar 56 is formed which points towards the base 50 of the piston 46 and which forms a sealing seat for the base 50 of the piston 46.
  • Inside the collar 56 there is a bore 58 in the housing 44 which is connected via a line 60 to the region of the fuel line 21 located upstream from the check valve 18.
  • a flow restrictor 62 is arranged in line 60.
  • In a peripheral wall 64 of the housing 44 there is also an opening 66 which communicates via a line 68 with the region (supply pressure region 28) of the fuel line 21 located downstream of the check valve 18.
  • the hydraulically controlled relief valve 34 works as follows: the annular sealing seat 56 provides two pressure surfaces which are concentric with one another and act in the same direction on the outside of the base 50 of the piston 46: on the one hand a pressure surface 70 lying radially outside the collar 56 and on the other a pressure surface 72 located radially from the collar 56. The case is now assumed that the
  • the internal combustion engine is initially switched off and there is an ambient pressure in the entire fuel system 10.
  • ambient pressure is also present on the pressure surfaces 70 and 72 and on an inner pressure surface 74.
  • the Piston 46 is therefore pressed against collar 56 by spring 52.
  • the electric fuel pump 14 also begins to deliver.
  • the pressure PEKP (compare FIG. 8) upstream of the check valve 18 and also the pressure PVD (compare FIG. 9) downstream of the check valve 18 rise accordingly.
  • the pressures applied to the pressure surfaces 70 and 72 also increase accordingly.
  • the rigidity of the spring 52 and the area ratios of the pressure surfaces 70 and 72 are coordinated with one another such that when a pressure of PEKP and PVD of approximately 2 bar is reached, the base 50 of the piston 46 lifts off the collar 56.
  • the maximum operating pressure that can be achieved at high loads can be up to 6 bar.
  • the injectors 24 do not inject fuel into the intake manifolds 26. On the one hand, this is the case when the internal combustion engine 11 is switched off, but it can also be the case when the internal combustion engine 11 is in operation, but is operating in a coasting mode. To save fuel, the injection of fuel by the injectors 24 is interrupted in modern internal combustion engines 11 in this case.
  • the pressure in the supply pressure region 28 is reduced to a pressure level which is below the Normal operation maximum operating pressure occurs.
  • the pressure level prevailing in the supply pressure area 28 while the injectors 24 are idle is selected such that on the one hand no steam bubbles occur in the supply pressure area but that on the other hand no or at least no significant fuel leakage occurs in the injectors 24.
  • a pressure of approximately 3 bar is regarded as the optimum pressure in the supply pressure region 28 while the injectors 24 are inoperative.
  • the drive motor 16 of the electric fuel pump 14 is controlled by the control and regulating device 38 in such a way that it only operates at a speed and a torque at which virtually no fuel is delivered by the electric fuel pump 14 becomes.
  • the pressure PEKP in the fuel line 21 upstream of the check valve 18 thus rises very quickly Ambient pressure (see Figure 8).
  • the pressure PVD in the fuel line 21 downstream of the check valve 18 also drops due to the existing return connection via the pressure relief valve 34 (see FIG. 9).
  • FIG. 11 shows a fourth exemplary embodiment of a fuel system 10. It also applies to FIG. 11 that such elements and areas are equivalent
  • Fuel pump 14 from the speed nP of the electric fuel pump 14 is plotted in FIG. It can be seen that in a first speed range to the left of the dashed line there is no or at least no substantial delivery by the electric fuel pump 14. It can be seen from FIG. 13 that the pressure relief valve 34 is open in this first speed range, in which the electric fuel pump 14 does not deliver or does not deliver significantly. Only when the speed of the drive motor 16 of the electrical
  • the pressure relief valve 34 switches to its closed switching position. It goes without saying that at low speed nP the corresponding magnetic field of the Drive motor 16 is only weak, which is detected by the induction switch 76.
  • the fuel systems described above can also be used as a pre-delivery system in a high-pressure fuel system, as is used, for example, in direct fuel injection.

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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)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

L'invention concerne un procédé pour faire fonctionner un moteur à combustion interne, procédé selon lequel le carburant est acheminé vers une zone d'alimentation sous pression (28) par une pompe à carburant à entraînement électrique (14) reliée à un dispositif de soupape à commande (34), le carburant parvenant à au moins une chambre de combustion par l'intermédiaire d'au moins un injecteur (24). L'objectif de cette invention est d'améliorer le comportement d'émission du moteur à combustion interne au démarrage. A cet effet, la pression présente dans la zone d'alimentation sous pression (28) est réglée à une pression inférieure à une pression maximale dans cette zone d'alimentation sous pression (28), l'injecteur (24) en fonctionnement, par le dispositif de soupape à commande (34) pendant un certain laps de temps directement après le début d'un arrêt de fonctionnement de l'injecteur (24).
PCT/DE2003/004226 2003-01-08 2003-12-20 Procede, programme informatique et organe de commande et/ou de regulation pour faire fonctionner un moteur a combustion interne et moteur a combustion interne correspondant WO2004063546A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10300178.6 2003-01-08
DE2003100178 DE10300178A1 (de) 2003-01-08 2003-01-08 Verfahren, Computerprogramm und Steuer- und/oder Regelgerät zum Betreiben einer Brennkraftmaschine, sowie Brennkraftmaschine

Publications (1)

Publication Number Publication Date
WO2004063546A1 true WO2004063546A1 (fr) 2004-07-29

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WO (1) WO2004063546A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2005121536A1 (fr) * 2004-06-10 2005-12-22 Toyota Jidosha Kabushiki Kaisha Procede et appareil destines a reguler l'injection de carburant dans un moteur a combustion interne
FR2938606A3 (fr) * 2008-11-18 2010-05-21 Renault Sas Systeme d'injection de carburant d'un vehicule automobile et procede de fonctionnement d'un tel systeme
WO2013076564A3 (fr) * 2011-11-25 2013-07-18 Toyota Jidosha Kabushiki Kaisha Appareil de commande pour un moteur à combustion interne et procédé de commande d'un moteur à combustion interne

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4380518B2 (ja) * 2004-12-08 2009-12-09 トヨタ自動車株式会社 内燃機関の制御装置
ITBO20040801A1 (it) 2004-12-23 2005-03-23 Magneti Marelli Powertrain Spa Metodo per la gestione della modalita' "stop and start" in un autoveicolo provvisto di un motore a combustione interna.

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1996019659A1 (fr) * 1994-12-20 1996-06-27 Robert Bosch Gmbh Procede permettant de reduire la pression du carburant dans un systeme d'injection de carburant
DE19539885A1 (de) 1995-05-26 1996-11-28 Bosch Gmbh Robert Kraftstoffversorgungsanlage und Verfahren zum Betreiben einer Brennkraftmaschine
DE19623150A1 (de) * 1995-06-09 1996-12-12 Nippon Denso Co Kraftstoffzuführsystem für Verbrennungsmotoren
EP0886058A2 (fr) * 1997-06-19 1998-12-23 Toyota Jidosha Kabushiki Kaisha Dispositif de contrÔle de pression de carburant pour un système d'injection de moteur à combustion interne
US20010009149A1 (en) * 2000-01-25 2001-07-26 Yasuo Hirata Fuel supply amount controller for internal combustion engine

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1996019659A1 (fr) * 1994-12-20 1996-06-27 Robert Bosch Gmbh Procede permettant de reduire la pression du carburant dans un systeme d'injection de carburant
DE19539885A1 (de) 1995-05-26 1996-11-28 Bosch Gmbh Robert Kraftstoffversorgungsanlage und Verfahren zum Betreiben einer Brennkraftmaschine
DE19623150A1 (de) * 1995-06-09 1996-12-12 Nippon Denso Co Kraftstoffzuführsystem für Verbrennungsmotoren
EP0886058A2 (fr) * 1997-06-19 1998-12-23 Toyota Jidosha Kabushiki Kaisha Dispositif de contrÔle de pression de carburant pour un système d'injection de moteur à combustion interne
US20010009149A1 (en) * 2000-01-25 2001-07-26 Yasuo Hirata Fuel supply amount controller for internal combustion engine

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2005121536A1 (fr) * 2004-06-10 2005-12-22 Toyota Jidosha Kabushiki Kaisha Procede et appareil destines a reguler l'injection de carburant dans un moteur a combustion interne
US7082927B2 (en) 2004-06-10 2006-08-01 Toyota Jidosha Kabushiki Kaisha Method and apparatus for controlling fuel injection in internal combustion engine
FR2938606A3 (fr) * 2008-11-18 2010-05-21 Renault Sas Systeme d'injection de carburant d'un vehicule automobile et procede de fonctionnement d'un tel systeme
WO2013076564A3 (fr) * 2011-11-25 2013-07-18 Toyota Jidosha Kabushiki Kaisha Appareil de commande pour un moteur à combustion interne et procédé de commande d'un moteur à combustion interne

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Publication number Publication date
DE10300178A1 (de) 2004-07-22

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