WO2008009563A1 - ProcÉdÉ d'exploitation d'un circuit de carburant d'un moteur À combustion interne - Google Patents

ProcÉdÉ d'exploitation d'un circuit de carburant d'un moteur À combustion interne Download PDF

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Publication number
WO2008009563A1
WO2008009563A1 PCT/EP2007/056823 EP2007056823W WO2008009563A1 WO 2008009563 A1 WO2008009563 A1 WO 2008009563A1 EP 2007056823 W EP2007056823 W EP 2007056823W WO 2008009563 A1 WO2008009563 A1 WO 2008009563A1
Authority
WO
WIPO (PCT)
Prior art keywords
fuel
pressure
fuel pump
speed
model
Prior art date
Application number
PCT/EP2007/056823
Other languages
German (de)
English (en)
Inventor
Markus Willimowski
Ramakrishnan Rajagopal
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 WO2008009563A1 publication Critical patent/WO2008009563A1/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
    • F02D41/38—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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1433—Introducing closed-loop corrections characterised by the control or regulation method using a model or simulation of the system
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0602—Fuel pressure
    • F02D2200/0604—Estimation of 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
    • F02D41/30—Controlling fuel injection
    • F02D41/3082—Control of electrical fuel pumps

Definitions

  • the invention relates to a method for operating a fuel system of an internal combustion engine according to the preamble of claim 1.
  • the invention further relates to a computer program, an electrical storage medium and a control and / or regulating device.
  • a fuel system of an internal combustion engine in which an electric fuel pump promotes the fuel from a fuel tank to a fuel rail.
  • the electric fuel pump can be controlled as required by influencing the applied voltage.
  • a control signal for controlling the power consumption of the electric fuel pump is determined depending on an amount of fuel to be injected.
  • the pressure in the fuel rail is detected by a sensor.
  • Object of the present invention is to develop a method of the type mentioned so that the corresponding fuel system as cheap as possible and easy builds.
  • the method according to the invention in the case of the corresponding fuel system, it is possible to dispense with a pressure sensor which detects the pressure in the fuel distributor ("rail"). Instead, a modeled pressure value is used as the actual value for the regulation of the fuel pressure in the fuel rail. For such a model, current operating parameters of the fuel system and of the internal combustion engine are available, which, for example, taking into account geometric boundary conditions of the fuel system, allow a reliable model determination of the pressure in the fuel rail.
  • a first advantageous development of the method according to the invention provides that the modeled pressure value is determined using a hydraulic model of the fuel distributor, wherein the model receives as input quantities at least one fuel quantity to be injected and a delivery rate of the fuel pump and preferably also a rotational speed of the internal combustion engine.
  • this hydraulic model includes a mass balance of the amount of fuel supplied to the fuel rail from the fuel pump and discharged from the fuel injectors. Taking into account the geometric boundary conditions of the fuel distributor, such a mass balance enables precise results in the modeling of the pressure value.
  • the delivery rate of the fuel pump is determined on the basis of a hydraulic model of the fuel pump, wherein the model receives as input at least one rotational speed of the fuel pump.
  • Such a hydraulic model of the fuel pump can be created for example by measuring a plurality of series fuel pumps in the form of averaging.
  • the hydraulic model of the fuel pump consists of a characteristic curve or a map or a polynomial equation which outputs the delivery rate on the basis of the rotational speed of the fuel pump and possibly also taking into account a pressure.
  • the rotational speed of the fuel pump is determined on the basis of an electromechanical model of the fuel pump, wherein the model holds as input at least one voltage.
  • an electromechanical model of the fuel pump can also be created as a mean value by measuring a plurality of series fuel pumps and comprise one or more characteristic curves or one or more characteristic diagrams or polynomial equations which outputs or outputs their rotational speed from a supply voltage of the fuel pump.
  • the voltage used as an input variable can also be a modeled variable, which is obtained as a manipulated variable of a controlled system, where the target value is a target speed of the fuel pump and the actual value is the modeled speed obtained from the above-mentioned electromechanical model.
  • the appropriate setpoint can be determined in a simple yet reliable manner (based on an assumed "average" fuel pump corresponding to a statistical mid-position).
  • the model receives as input variables at least one desired fuel pressure in the fuel rail and the fuel quantity to be injected. Both latter parameters are usually determined by an engine control unit depending on the desired by the user of the engine load so that the fuel consumption and emissions are optimal.
  • a closed model route is created, providing a modeled pressure value in the fuel distributor with particularly high accuracy, taking into account current operating parameters of the fuel system and the internal combustion engine, and thus to a pressure sensor which measures the pressure in the fuel distributor recorded, can be waived.
  • the precision of the method is increased if the setpoint speed used for the control path is obtained from the addition of the approximate setpoint speed and a correction value which is obtained as a control variable of a controller which is referred to as
  • Input variable receives a difference between the desired pressure in the fuel rail and the modeled pressure value used as the actual value in the fuel rail. In this way, a regulation of the modeled pressure value is created by influencing the setpoint speed of the fuel pump.
  • a drive signal for the fuel pump is obtained by means of a controller which receives as input a difference between a current setpoint speed and a measured actual speed, wherein the current setpoint speed is determined using a determined based on a hydraulic model of the fuel pump at least approximately target speed , wherein the hydraulic model receives as input variables at least one desired fuel pressure in the fuel rail and an amount of fuel to be injected.
  • the latter operating variables of the internal combustion engine result from the current load and the current operating point and are usually specified by a corresponding engine control unit consumption and emission optimal.
  • the approximate setpoint speed and a correction value are obtained for determining the current setpoint speed, which is obtained as the control variable of a controller which receives as input a difference between the setpoint pressure in the fuel rail and the modeled pressure value used as the actual value in the fuel rail ,
  • the target speed is set so that a certain target pressure in the fuel rail can be adjusted with high precision. All this is possible without a pressure sensor installed. Instead, a pure software application is sufficient.
  • the precision of the method according to the invention is increased again if a correction factor is used for the determination of the current target speed, which depends on a manufacturing tolerance of the fuel pump and / or wear of the fuel pump.
  • a correction factor is used for the determination of the current target speed, which depends on a manufacturing tolerance of the fuel pump and / or wear of the fuel pump.
  • the correction factor of an actual current and and an actual speed of the fuel pump and advantageously also of the fuel quantity to be injected the target pressure, a modeled according to claim 4 speed, a modeled according to the above electromechanical model of the fuel pump, one according to the above-mentioned electromechanical model of the fuel pump modeled voltage, and / or a speed of the internal combustion engine.
  • Such a correction factor takes into account that the fuel pump actually used in the fuel system normally deviates from the "average", that is to say a statistical middle position, represented by the model assumptions.
  • the correction factor thus implements an adaptation which corrects the setpoint speed such that the actual behavior of the fuel pump corresponds to the "average" behavior assumed in the model.
  • this correction factor not only compensates for manufacturing tolerances of the actually installed fuel pumps, but also, for example, aging effects. By using the correction factor, therefore, the current target speed is corrected, so that the desired pressure in the fuel rail can be adjusted with even higher precision.
  • the fuel pump is operated before and optionally until immediately after starting the internal combustion engine with maximum power, so that the pressure in the fuel rail depends only on the opening pressure of a pressure relief valve, and that during this operation, a starting value determined for the correction factor and the opening pressure of the pressure relief valve is used as the starting value for the actual pressure in the fuel rail.
  • a pressure relief valve is present, which limits the maximum pressure in the fuel rail very accurately.
  • such a maximum pressure in the fuel distributor also has the advantage that, regardless of performance, manufacturing tolerances and aging effects of the fuel pump defined conditions are present in the fuel rail during starting of the engine, which allows a precise fuel allocation especially during this emission-sensitive operating phase of the internal combustion engine.
  • the increased Sauter diameter of the injected fuel droplets can be reduced by the increased fuel pressure in the fuel rail, which also leads to a reduction of the starting emissions.
  • Figure 1 is a schematic representation of a fuel system of a
  • Figure 2 is a block diagram of a method of operating the fuel system of Figure 1;
  • FIG. 3 is a flowchart of a first subsection of the method of FIG. 2;
  • FIG. 4 is a flow chart of a second subsection of the method of FIG. 2.
  • a fuel system carries in Figure 1 overall the reference numeral 10. It is used to power an internal combustion engine with fuel (gasoline), of the internal combustion engine presently only one engine block is indicated by a dash-dot line with the reference numeral 12.
  • the fuel system 10 comprises a fuel tank 14, from which a fuel pump 18 sucks the fuel via a sieve 16 and conveys it via a filter 20 into a fuel distributor 22. The latter is also called a "rail".
  • a plurality of injectors 24 are connected, which inject the fuel directly into corresponding combustion chambers of the internal combustion engine 12.
  • An outlet 26 of the fuel pump 18 is connected via a pressure relief valve 28 to the fuel tank 14.
  • the pressure relief valve 28 opens high-precision at a certain and fixed preset opening pressure.
  • the fuel pump 18 is driven by an electric motor 30. This is connected via a high side switch 32 with a control and regulating device 34 which corresponds to the desired performance of the fuel pump 18 pulse width modulated drive signal generated. Via a shunt 36, the electric motor 30 is connected to ground 38. Through the shunt 36, a current flowing through the electric motor 30 is measured. A voltage across the shunt 36 is supplied to an asynchronous counter 40 which determines a speed N mes of the electric motor 30 and thus also the fuel pump 18 and to the control and
  • Control device 34 transmitted. The same applies to the current l mes .
  • the total desired control power is converted by the controller 34 into an equivalent duty cycle of a pulse width modulated (PWM) signal.
  • PWM pulse width modulated
  • the rail 22 does not have a pressure sensor which detects the fuel pressure prevailing in the rail 22.
  • the electric motor 30 is driven so that the fuel pump 18 promotes just enough fuel in the rail 22 that there is a desired pressure respecting that of the
  • Injectors 24 discharged from the rail 22 amount of fuel.
  • a pressure value p mod which prevails in the rail 22 is modeled taking into account current operating parameters of the fuel system 10.
  • Input variables of this hydraulic model 42 are an amount of fuel q mj to be injected by the injectors 24, a delivery rate q p of the fuel pump 18, and a rotational speed nmot of a crankshaft (not shown) of the internal combustion engine 12.
  • the hydraulic model 12 can, for example, be made up of various characteristics or maps polynomial equations that link the input quantities q p , q mj and nmot and the output variable p mod .
  • the flow rate q p of the fuel pump 18 is obtained by means of a hydraulic model 44 of the fuel pump 18, which receives as input quantity a speed N mod of the fuel pump 18 and the pressure value p mod modeled in 42.
  • This hydraulic model 44 is based on the measurements of a large number of series fuel pumps and represents such an "average" fuel pump, in which the standard deviation across all measured fuel pumps is minimal, which corresponds to a statistical center position.
  • the speed N mod used as the input variable for the hydraulic model 44 of the fuel pump 18 is again determined on the basis of an electromechanical model 46 of the type of fuel pump 18, which receives a voltage U mod as an input variable and a modeled current in addition to the "modeled" rotational speed N mod l mod outputs. Its use will be discussed below. Also, the electromechanical model 46 is by the
  • a load current I L which is provided by a load model 47, in which the modeled in 42 pressure p mod is fed as an input.
  • a torque required for its achievement is determined from the modeled pressure value p mod and, in turn, the load current I L required to obtain the torque (whereby, of course, the intermediate step of determining the torque can also be omitted).
  • the modeled voltage U mod used for the electromechanical model 46 is obtained as the manipulated variable of a controlled system 48 which comprises a controller 50 and a precontrol 52.
  • a setpoint in this controlled system 58 a setpoint speed N the fuel pump 18 is used, as the actual value obtained based on the electromechanical model 46 modeled speed N mod .
  • the control difference D 54 between the setpoint N the and the actual value N mo d is generated by subtraction in 54 and then fed to the controller 50.
  • Whose Output signal 56 is additively linked to the output of feedforward 52, resulting in the modeled voltage U mod .
  • the target speed N the used for the controlled system 48 is provided using a model, namely a reduced-order hydraulic model 58 inverse to the hydraulic model 44 of the fuel pump 18.
  • a target fuel pressure pset which is to prevail in the rail 22, and the above-mentioned fuel quantity to be injected q mj is fed as input variables.
  • Output of the hydraulic model 58 is an approximate nominal speed N a p prox .
  • the target rotation speed N the used as input variable for the controlled system 48 is obtained from the addition in 60 the approximate target rotational speed N a p prox and a correction value KW, which is obtained as a manipulated variable of a controller 62nd This in turn receives as an input variable formed in 64 control difference D 64 between the target pressure pset, which is to prevail in the rail 22, and the modulated pressure value mod used as the actual value in the rail 22.
  • the target rotational speed N corresponds to a speed, which would provide an average series pump to pset at the target fuel pressure, the desired fuel quantity q ⁇ nj via the injectors 24 to inject.
  • the hydraulic model 58 and above-mentioned models 44 and 46 used to determine the approximate desired speed N a prox do not interfere with the fuel pump 18 actually employed due to manufacturing tolerances and / or wear of the fuel pump 18 to match. Therefore, as will now be described, a correction of the target rotational speed N " the" is made.
  • the target rotational speed N is multiplied by the fcor in 66 with a correction factor which is determined in 68 depending upon the actual current and the actual speed N l mes mes of the fuel pump 18, and other sizes.
  • a correction factor which is determined in 68 depending upon the actual current and the actual speed N l mes mes of the fuel pump 18, and other sizes.
  • These include: the amount of fuel injected q mj , the setpoint pressure pset in the rail 22, the modeled speed N mod determined using the electromechanical model 46, the current l mod determined there as well, the voltage U mod determined as the result of the controlled system 48, the speed nmot the Crankshaft of the internal combustion engine 12, and also the duty cycle (dashed line in Figure 2), with which the fuel pump 18 is driven.
  • a current target speed N ac is obtained, which ensures that in the rail 22, a desired pressure pset can be adjusted with great precision.
  • the correction factor fkor causes the properties of the actual fuel pump 18 and the model assumptions to at least approximately coincide, at least as regards the setting of the properties required for a desired setpoint pressure pset.
  • a controlled system 70 is used, which receives the measured actual rotational speed N mes as an actual variable.
  • the control difference D 72 is obtained by subtraction in 72 and fed to a controller 74, whose output signal is added in 76 to the output of a pilot control 78, in which the setpoint N ac is fed.
  • the output of the controlled system 70 is then fed into a duty cycle generator 80, which finally supplies its signal to a pump driver 82.
  • a learning cycle is carried out before the internal combustion engine 12 and the fuel system 10 are operated. This is usually done before a subsequent start of the engine.
  • the fuel pump 18 is driven at maximum power without the injectors 24 inject fuel.
  • the pressure relief valve 28 opens and returns just as much fuel to the fuel tank 14 that results in a constant pressure in the rail 22, namely the opening pressure of the pressure relief valve 28.
  • a start value for the correction factor fkor is learned in the adaptation 68 or determined, and the opening pressure of the pressure relief valve 28 is used as the starting value for the actual pressure p mod in the rail 22.
  • a diagnosis of the existing sensors is carried out.
  • the fuel pump 18 is provided with a actuated maximum duty cycle, corresponding to a maximum flow rate, so that the pressure relief valve 28 opens and in the rail 22, the opening pressure of the pressure limiting valve 28 prevails.
  • FIG. 90 it is checked whether the diagnosis in FIG. 86 has confirmed the operability of those sensors that provide certain operation quantities required for the above-described method. If the answer is no, an entry is made in an error memory at 92 and the program ends at 94. Otherwise, at 96, a prefetch phase is performed.
  • the correction value fkor determined last from the last operating cycle of the fuel system 10 is used (block 98 in FIG. 3). Subsequently, in 100, it is checked whether the predeployment phase is completed, which is the case when the correction value fkor shows a relatively stationary behavior, that is, is stable. If the answer in 100 is no, a return is made to 96. Otherwise, the starting value for the correction value fkor is stored in 102.
  • the adaptation (corresponding to block 68 in FIG. 2) is again carried out in 118 using the correction factor learned in the predeployment phase or of the last known correction factor, and in 120 the correspondingly learned correction value fkor is used. If the answer in 116 is no, the last known adaptation value for the correction value fkor is used in 122. In 124 it is checked whether the internal combustion engine has been switched off. If this is the case, the method ends in 126. Otherwise, a return to 116 occurs. If it is determined in 112 that the diagnosis has not yielded a satisfactory result in FIG.
  • the fuel pump 18 is activated at maximum power in 128 so as to set the opening pressure of the pressure-limiting valve 28 as a defined fuel pressure in the rail 22.
  • an entry is made in a fault memory.
  • 132 it is checked whether the internal combustion engine 12 has been switched off. If the answer in 132 is yes, the method ends in 126, otherwise a return to 108 occurs.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

Dans un circuit de carburant (10) d'un moteur à combustion interne (12), le carburant est comprimé par une pompe électrique à carburant (18) en fonction du besoin et refoulé vers une rampe distributrice de carburant (22). La pression du carburant dans la rampe distributrice de carburant (22) est régulée. On propose selon l'invention d'utiliser comme valeur réelle de régulation de la pression du carburant dans la rampe distributrice de carburant (22) une valeur de pression obtenue sans capteur de pression, déterminée en tenant compte des paramètres de fonctionnement en cours du circuit de carburant (10) et du moteur à combustion interne (12).
PCT/EP2007/056823 2006-07-19 2007-07-05 ProcÉdÉ d'exploitation d'un circuit de carburant d'un moteur À combustion interne WO2008009563A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE200610033486 DE102006033486A1 (de) 2006-07-19 2006-07-19 Verfahren zum Betreiben eines Kraftstoffsystems einer Brennkraftmaschine
DE102006033486.8 2006-07-19

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WO2008009563A1 true WO2008009563A1 (fr) 2008-01-24

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2009132897A1 (fr) * 2008-04-30 2009-11-05 Continental Automotive Gmbh Procédé de détermination de la pression de rampe dans un système à rampe distributrice et un système d'injection à pression modulée
CN101956618A (zh) * 2009-07-17 2011-01-26 罗伯特.博世有限公司 运行具有配量单元和燃料泵的内燃机的燃料系统的方法
FR2959777A1 (fr) * 2010-05-10 2011-11-11 Bosch Gmbh Robert Procede de gestion d'une installation d'injection de carburant dans un moteur a combustion interne
WO2012089400A1 (fr) * 2010-12-27 2012-07-05 Robert Bosch Gmbh Système d'alimentation en carburant pour un moteur à combustion interne

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102010031002B4 (de) 2010-07-06 2023-05-11 Robert Bosch Gmbh Verfahren zum Regeln des Drucks in einem Kraftstoff-Hochdruckspeicher einer Brennkraftmaschine
DE102012022221A1 (de) * 2012-11-14 2015-09-03 Michael Haug Steuerung eines Fluidstroms in einer kraftwerkstechnischen Anlage
DE102014206442B4 (de) * 2014-04-03 2019-02-14 Continental Automotive Gmbh Verfahren und Vorrichtung zum Betreiben eines Druckspeichers, insbesondere für Common-Rail-Einspritzsysteme in der Kfz-Technik
DE102014018958A1 (de) 2014-12-18 2015-06-25 Daimler Ag Verfahren zum Betreiben einer Verbrennungskraftmaschine
DE102014019058A1 (de) 2014-12-23 2016-06-23 Daimler Ag Verfahren zum Betreiben einer Verbrennungskraftmaschine

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DE4443879A1 (de) 1994-12-09 1996-06-13 Bosch Gmbh Robert Einrichtung zur Kraftstoffversorgung bei einer Brennkraftmaschine
DE4446277A1 (de) * 1994-12-23 1996-06-27 Bosch Gmbh Robert Kraftstoffversorgungssystem für eine Brennkraftmaschine
US5715797A (en) * 1995-06-28 1998-02-10 Nippondenso Co., Ltd. Fuel supply system for internal combustion engine and method of adjusting it
DE19742993A1 (de) * 1997-09-29 1999-04-01 Siemens Ag Verfahren zum Steuern des Kraftstoffdruckes in einem Kraftstoffverteiler
DE10155249C1 (de) * 2001-11-09 2003-04-24 Siemens Ag Einspritzanlage sowie Verfahren zur Regelung einer Kraftstoffpunpe
US6581574B1 (en) * 2002-03-27 2003-06-24 Visteon Global Technologies, Inc. Method for controlling fuel rail pressure

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4443879A1 (de) 1994-12-09 1996-06-13 Bosch Gmbh Robert Einrichtung zur Kraftstoffversorgung bei einer Brennkraftmaschine
DE4446277A1 (de) * 1994-12-23 1996-06-27 Bosch Gmbh Robert Kraftstoffversorgungssystem für eine Brennkraftmaschine
US5715797A (en) * 1995-06-28 1998-02-10 Nippondenso Co., Ltd. Fuel supply system for internal combustion engine and method of adjusting it
DE19742993A1 (de) * 1997-09-29 1999-04-01 Siemens Ag Verfahren zum Steuern des Kraftstoffdruckes in einem Kraftstoffverteiler
DE10155249C1 (de) * 2001-11-09 2003-04-24 Siemens Ag Einspritzanlage sowie Verfahren zur Regelung einer Kraftstoffpunpe
US6581574B1 (en) * 2002-03-27 2003-06-24 Visteon Global Technologies, Inc. Method for controlling fuel rail pressure

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2009132897A1 (fr) * 2008-04-30 2009-11-05 Continental Automotive Gmbh Procédé de détermination de la pression de rampe dans un système à rampe distributrice et un système d'injection à pression modulée
US8528523B2 (en) 2008-04-30 2013-09-10 Continental Automotive Gmbh Method for determining the rail pressure in a common rail system, and common rail injection system
CN101956618A (zh) * 2009-07-17 2011-01-26 罗伯特.博世有限公司 运行具有配量单元和燃料泵的内燃机的燃料系统的方法
FR2959777A1 (fr) * 2010-05-10 2011-11-11 Bosch Gmbh Robert Procede de gestion d'une installation d'injection de carburant dans un moteur a combustion interne
DE102010028799B4 (de) 2010-05-10 2022-06-02 Robert Bosch Gmbh Verfahren zum Betreiben einer Einspritzanlage
WO2012089400A1 (fr) * 2010-12-27 2012-07-05 Robert Bosch Gmbh Système d'alimentation en carburant pour un moteur à combustion interne

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