EP0668965B1 - Control system for high-pressure fuel injection system for an internal combustion engine - Google Patents
Control system for high-pressure fuel injection system for an internal combustion engine Download PDFInfo
- Publication number
- EP0668965B1 EP0668965B1 EP94926233A EP94926233A EP0668965B1 EP 0668965 B1 EP0668965 B1 EP 0668965B1 EP 94926233 A EP94926233 A EP 94926233A EP 94926233 A EP94926233 A EP 94926233A EP 0668965 B1 EP0668965 B1 EP 0668965B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- generating
- injection
- pressure
- value
- engine
- Prior art date
- Legal status (The legal status 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 status listed.)
- Expired - Lifetime
Links
Images
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
- F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
- F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
- F02D41/2409—Addressing techniques specially adapted therefor
- F02D41/2422—Selective use of one or more tables
-
- 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
- F02D41/20—Output circuits, e.g. for controlling currents in command coils
-
- 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
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
-
- 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
- F02D2041/1413—Controller structures or design
- F02D2041/1432—Controller structures or design the system including a filter, e.g. a low pass or high pass filter
-
- 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
- F02D41/20—Output circuits, e.g. for controlling currents in command coils
- F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
- F02D2041/2024—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit the control switching a load after time-on and time-off pulses
- F02D2041/2027—Control of the current by pulse width modulation or duty cycle control
-
- 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
-
- 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
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/3809—Common rail control systems
Definitions
- the present invention relates to an injection control system for internal combustion engine high-pressure injection systems.
- a high-pressure injection system substantially comprises a fuel tank, and a high-pressure injector supply circuit in turn comprising a pump for supplying fuel at high pressure to a manifold in turn supplying a number of injectors.
- the pump presents a pressure regulating solenoid valve for supplying fuel at a predetermined pressure.
- the EP-A-501 463 discloses a common rail high pressure fuel injection system, which comprises a fuel tank, and a high-pressure injector supply circuit in turn comprising a pump for supplying fuel at high pressure to a manifold in turn supplying a number of injectors.
- the pump presents a pressure regulating solenoid valve for supplying fuel at a predetermined pressure.
- the fuel pressure is PID feed-back controlled using the input from a pressure sensor by controlling the on time of a solenoid valve.
- One table is used for determining the fuel injection quantity as a function of engine parameters.
- Injection pressure in particular affects several injection parameters, such as fuel injection quantity for a given injection time; the fuel injection plan (volume per unit of time); fuel atomization; jet penetration; actual injection time; and duration of the electric signal; which parameters greatly affect engine performance, especially in terms of output, exhaust, noise level and drivability.
- an injection control system for internal combustion engine high-pressure injection systems comprising a number of injectors for injecting fuel at high pressure on the basis of injection control quantities; characterized in that it comprises regulation generating means for generating values regulating the injection control quantities on the basis of engine parameters; and control means for controlling the injection control quantities on the basis of said regulating values, according to claim 1.
- FIG. 1 A general description will now be given, with reference to Figure 1, of a high-pressure injection system for internal combustion engines.
- the system indicated by 1, comprises a tank 2 at atmospheric pressure, connected by a delivery line 5 to a radial-piston pump 6 presenting a pressure regulating solenoid valve (or pressure regulator) 7 connected by drain line 8 to tank 2.
- a solenoid valve or pressure regulator
- Manifold 10 feeds the fuel at high pressure along line 11 to a manifold 10 which provides for distributing the fuel to the injectors and damping any fluctuation in pressure caused by the action of the pump and opening of the injectors.
- Manifold 10 consists of a steel body in the form of a parallelepipedon and in which is formed a cylindrical cavity extending along the length of the manifold and connected to line 11 by a central hole 12.
- Manifold 10 also presents four holes 13 spaced along the length of the manifold and connected to four high-pressure (up to 1500 bar) supply conduits 14 of four injectors 15 of an engine 16. Each injector 15 is also connected to a conduit 17 for recirculating the drive valve operating fuel into tank 2.
- Manifold 10 is fitted at one end with a known pressure sensor 18.
- Pressure regulator 7 is conveniently formed as shown in Figure 2, and comprises a body 20 defining a conical seat 21 for a spherical shutter 22.
- shutter 22 is subjected to the combined force of a spring 24 and a solenoid 25 which cooperates with a core 26 integral with a rod 27 in turn integral with push rod 23.
- Varying the current supply to solenoid 25 regulates the force exerted on spherical shutter 22 in the closing direction and, hence, the output pressure of pump 6.
- Pressure is regulated by supplying solenoid 25 with a current whose duty cycle is modulated at a fixed oscillation frequency (PWM - Pulse Width Modulation - technique) and using a closed regulating loop which takes into account the actual pressure measured by pressure sensor 18, as shown in the Figure 3 diagram described below.
- PWM Pulse Width Modulation - technique
- the relationship between load and the quantity of fuel injected at each point in the operation of the engine may be determined by bench testing the engine and simultaneously measuring load and fuel consumption. Bench testing also provides for determining the best injection pressure, injection advance and injection time adjustments and so obtaining control maps as a function of load and engine speed, i.e. as a function of fuel injection quantity and engine speed.
- operation of the engine is controlled using such maps. That is, on determining power demand by the user and the fuel quantity required for meeting it, the control system determines, by means of the maps, the adjustments to be made for ensuring correct operation of the engine.
- the fuel injection quantity Q is calculated as shown in Figure 3. More specifically, during startup, a map 40 is used, having as inputs engine speed N and the temperature of the engine (e.g. of the coolant) or of the oil in the case of air-cooled engines. As such, output QO is in no way limited, and is independent of the position of the accelerator pedal.
- a quantity QCARB is first calculated by means of a map 42 called a regulating map (by virtue of performing the same function as a normal mechanical pump regulator) and having as inputs engine speed N and a quantity Va related solely to the position of the accelerator pedal. If the closed-loop idling speed control is activated and engine speed is below a given threshold value, a parallel calculation is made of the fuel quantity QCMIN required to sustain the engine at zero power demand and low engine speed. QCMIN is calculated by means of a proportional-integral closed-loop control algorithm based on the error between a target idling speed and engine speed N; and, as a function of the error, a calculation is made of the fuel quantity QCMIN required to restore the target speed.
- the control algorithm is represented in Figure 3 by idling speed control block 43. Subsequently, the QCARB value is compared with QCMIN in block 44 to give a value Q1 corresponding to the greater of the two.
- the fuel quantity is finally limited by means of a one-dimensional (power limiting) map 47 having engine speed N as the input and in which are stored the maximum acceptable fuel quantities at high power (fully pressed accelerator pedal).
- the output QCPOW of map 47 is compared with Q2 in block 48 to select the lesser of the two values, which represents the steady-state fuel injection quantity Q3.
- Quantity Q3 is used during steady-state operation, as shown schematically in Figure 3 by switch 41 which represents, ideally, selection of value QO or Q3 according to the operating condition of the engine (startup or steady state).
- Figure 3 of course merely illustrates the operating principle of the two processing operations performed respectively in the startup/steady-state condition, in that Q0 and Q3 are never calculated simultaneously, and switch 41 is purely indicative of enabling by the type of processing operation performed.
- fuel quantity Q is used for regulating the engine, comprising regulation of injection pressure, injection advance and injection time, which will now be described with reference to Figures 4, 5 and 6 respectively.
- the injection pressure regulating system is a closed-loop type, and comprises a pair of maps 31, 32 for calculating a reference pressure correlated to the state of the engine. More specifically, map 31 provides for calculating steady-state reference pressure P R1 on the basis of engine speed N and fuel injection quantity Q (corresponding to steady-state value Q3 calculated as described with reference to Figure 3); while map 32 provides for calculating startup reference pressure P R2 as a function of engine temperature T and engine speed N, to take into account the requirements of the engine at different startup temperatures.
- comparator 34 presenting error signal E
- regulating element 36 provides for controlling the duty cycle of the supply current to solenoid 25 ( Figure 2).
- the output of regulating element 36 is connected to memory 37, and also controls an actuator 38 supplying solenoid 25.
- the output of sensor 18 is conveniently read every 5 ms; the read pressure signal is filtered by filter 35 and compared with the reference pressure value from map 32 or 31, depending on whether the engine is in the startup or steady state respectively; the error E between the actual and reference pressure values is supplied to regulator 36 and to memory 37 which stores it for use in the following cycles; and regulator 36 calculates the duty cycle on the basis of a proportional-integral algorithm.
- the regulating element determines a new duty cycle percentage value (ranging from 1 to 99%) which in turn affects the force generated by solenoid 25 on spherical shutter 22.
- the sign and value of error E determine the amount by which the duty cycle is varied, which in turn provides for so varying pressure as to achieve the required pressure value (set by the maps).
- the duty cycle of the current supply to solenoid 25 is increased, this increases the force exerted on shutter 22 and hence the pressure inside the hydraulic circuit (conduits 11, 14, manifold 10).
- a reduction in the duty cycle provides for a reduction in pressure.
- Injection advance is determined as shown in Figure 5. More specifically, during startup, injection advance is determined by means of a map 50 (startup advance map) having as inputs engine speed N and engine temperature T, and generating an output value ANT0.
- startup advance map having as inputs engine speed N and engine temperature T, and generating an output value ANT0.
- injection advance is calculated by means of two maps: a base map 51 and a correction map 52.
- Base map 51 presents as inputs fuel injection quantity Q (corresponding to steady-state value Q3 calculated as described with reference to Figure 3) and engine speed N, and generates a base advance value normally used for high-temperature operation of the engine; while correction map 52 presents as inputs engine speed N and engine temperature T, and provides, as a function of the input quantities, for determining an advance correction for low-temperature operation of the engine.
- Outputs ANT1 and ANT2 of maps 51 and 52 are added in adding block 53 to give a value ANT3 which is used during steady-state operation as shown schematically in Figure 5 by switch 54 which represents, ideally, selection of the ANT0 or ANT3 value, depending on the operating condition (startup or steady state) of the engine.
- Injection time ET is determined as shown in Figure 6. More specifically, during startup, injection time is determined as a function of fuel injection quantity Q (corresponding to value Q0 in Figure 3) and pressure P (output of filter 35 in Figure 4) measured just prior to injection, by means of a map 60 (startup ET map) supplying an output value ET0. If ET0 equals zero, no fuel is injected; if ET0 is above a maximum permissible value (e.g. 3000 ⁇ s), injection time is limited to the maximum permissible value (in a manner not shown in Figure 6).
- a maximum permissible value e.g. 3000 ⁇ s
- injection time is determined as a function of fuel injection quantity Q (corresponding to value Q3 in Figure 3) and pressure P measured just prior to injection, by means of a map 61 supplying an output value ET1.
- ET1 equals zero, no fuel is injected (cut-off condition); and the maximum injection time is limited to a maximum permissible value (e.g. 1500 ⁇ s) in a manner not shown.
- the ET0 and ET1 values are calculated selectively, depending on whether the engine is in startup or the steady state, as shown schematically by switch 62.
- the control system described thus provides for adapting the controlled injection variables to the operating condition of the engine, for ensuring the best values of the various injection parameters, such as atomization, jet penetration and injection plan, for each condition.
- the system described also provides for a high degree of reliability, and may be implemented using easy-to-implement software with no major alterations to the injection system.
- Injection pressure in particular which is of vital importance for controlling the other quantities, is closed-loop controlled to ensure the best values are achieved at all times.
Landscapes
- 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)
Abstract
Description
Claims (10)
- An injection control system (30) for internal combustion engine high-pressure injection systems (1), comprising a number of injectors (15) for injecting fuel at high pressure (P) on the basis of injection control quantities (Q, P, ANT, ET); and regulation generating means (31, 32, 40-48, 50-53, 60, 61) for generating values regulating the injection control quantities (Q, P, ANT, ET) on the basis of engine parameters (N, Vα, T, QA); and control means (34-38) for controlling the injection control quantities on the basis of said regulating values; and pressure detecting means (18) for detecting an actual injection pressure value; and error detecting means (34) for generating an error signal related to the difference between a reference pressure value and said actual injection pressure value; said error signal being supplied to said regulating means (36-38) to obtain an injection pressure value equal to said reference pressure value; characterized in that it comprises first and second memory means (31, 32) for calculating the reference pressure value, having respective inputs supplied with signals relative to engine parameters; and switching means (33) having an output connected to said regulating means (36-38), and which selectively connect said first and second memory means to said regulating means according to the operating condition of said engine, said first and second memory means (31, 32) respectively relate to a steady-state and a startup condition of the engine; said engine parameters comprising engine speed and fuel injection quantity for said first memory means, and engine speed and engine temperature for said second memory means.
- A system as claimed in Claim 1, comprising a solenoid valve (7) for regulating the pressure of a high-pressure pump (6) supplying said injectors (15); characterized in that said control means comprise regulating means (36-38) for varying the duty cycle of the supply current of said solenoid valve.
- A system as claimed in Claim 1 or 2, wherein said injection system comprises a manifold (10) interposed between said pump (6) and said injectors (15); characterized in that said pressure sensor (18) fitted to said manifold (10).
- A system as claimed in any one of the foregoing Claims from 1 to 3, characterized in that said error detecting means comprise a comparator (34) having a first input connected to the output of said pressure detecting means (18), and a second input connected to said generating means (31, 32); and said regulating means comprise a proportional-integral regulator (36).
- A system as claimed in Claim 4, characterized in that it comprises third memory means (37) having inputs connected to said error detecting means (34) and said regulator (36), and an output connected to said regulator; said third memory means storing preceding error signals.
- A system as claimed in Claim 4 or 5, characterized in that it comprises filter means (35) interposed between said pressure detecting means (18) and said comparator (34).
- A system as claimed in any one of the foregoing Claims from 1 to 6, characterized in that said regulation generating means comprise startup generating means (40) for generating a first fuel injection quantity value as a function of engine speed and engine temperature; regulating generating means (42) for generating a second fuel injection quantity value as a funtion of engine speed and power demand; closed-loop control means (43) for controlling a minimum quantity as a function of engine speed and engine temperature; smoke limiting generating means (45) for generating an acceleration smoke limiting value as a function of air intake and engine speed; power generating means (47) for generating a power limiting value as a function of engine speed; first selecting means (44) for selecting the greater of said second value and said minimum quantity; second selecting means (46) for selecting the lesser of the output of said first selecting means and said acceleration smoke limiting value; and third selecting means (48) for selecting the lesser of the output of said second selecting means and said power limiting value.
- A system as claimed in Claim 7, characterized in that said regulation generating means comprise startup advance generating means (50) for generating a first advance value as a function of engine temperature and engine speed; base advance generating means (51) for generating a second advance value as a function of fuel injection quantity and engine speed; correction generating means (52) for generating a correction value as a function of engine temperature and engine speed; and correcting means (53) for adding said second advance value and said correction value.
- A system as claimed in Claim 7, characterized in that said generating means comprise startup injection time generating means (60) for generating a first injection time value as a function of fuel injection quantity and injection pressure; and steady-state injection time generating means (61) for generating a second injection time value as a function of fuel injection quantity and injection pressure.
- A system as claimed in any one of the foregoing Claims, characterized in that said generating means comprise memorized maps.
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
ITTO930645 | 1993-09-03 | ||
ITTO930645A IT1261574B (en) | 1993-09-03 | 1993-09-03 | INJECTION CONTROL SYSTEM IN HIGH PRESSURE INJECTION SYSTEMS FOR INTERNAL COMBUSTION ENGINES |
PCT/EP1994/002921 WO1995006813A1 (en) | 1993-09-03 | 1994-09-02 | Control system for high-pressure fuel injection system for an internal combustion engine |
Publications (2)
Publication Number | Publication Date |
---|---|
EP0668965A1 EP0668965A1 (en) | 1995-08-30 |
EP0668965B1 true EP0668965B1 (en) | 1998-12-09 |
Family
ID=11411709
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP94926233A Expired - Lifetime EP0668965B1 (en) | 1993-09-03 | 1994-09-02 | Control system for high-pressure fuel injection system for an internal combustion engine |
Country Status (5)
Country | Link |
---|---|
EP (1) | EP0668965B1 (en) |
JP (1) | JP3865767B2 (en) |
DE (1) | DE69415140T2 (en) |
IT (1) | IT1261574B (en) |
WO (1) | WO1995006813A1 (en) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102010040725A1 (en) | 2010-09-14 | 2012-03-15 | Robert Bosch Gmbh | Pressure regulating valve operating method for high-pressure common-rail fuel injection system of e.g. direct injection type combustion engine of motor car, involves raising vehicle power supply voltage by valve at full load of engine |
DE102010040727A1 (en) | 2010-09-14 | 2012-03-15 | Robert Bosch Gmbh | Method for operating pressure regulating valve in common rail fuel injection system of diesel engine of motor car, involves increasing network voltage depending on pressure in injection system such that fuel pressure over valve is increased |
Families Citing this family (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE19752025B4 (en) * | 1997-11-24 | 2006-11-09 | Siemens Ag | Method and device for regulating the fuel pressure in a fuel storage |
DE59810332D1 (en) * | 1998-01-13 | 2004-01-15 | Siemens Ag | Procedure for specifying the injection pressure setpoint in accumulator injection systems |
CA2298305A1 (en) * | 1999-07-07 | 2001-01-07 | Jason Edward Yost | System for detecting fuel injection timing |
DE19934833A1 (en) * | 1999-07-24 | 2001-01-25 | Bosch Gmbh Robert | Method for controlling a common rail injection system |
KR101977512B1 (en) * | 2017-12-29 | 2019-05-10 | 주식회사 현대케피코 | Method and system for compensating a deviation of flow control valve response time in high pressure fuel pump of vehicle |
CN114233501A (en) * | 2021-11-12 | 2022-03-25 | 潍柴动力股份有限公司 | Gas injection valve monitoring method and related equipment |
Family Cites Families (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB2120409A (en) * | 1982-05-14 | 1983-11-30 | Lucas Ind Plc | An apparatus for controlling a fuel pump |
JPS59192840A (en) * | 1983-04-14 | 1984-11-01 | Yanmar Diesel Engine Co Ltd | Control apparatus for internal-combustion engine |
US4841936A (en) * | 1985-06-27 | 1989-06-27 | Toyota Jidosha Kabushiki Kaisha | Fuel injection control device of an internal combustion engine |
JPH07122422B2 (en) * | 1986-05-02 | 1995-12-25 | 日本電装株式会社 | Fuel injector |
JP2861429B2 (en) * | 1991-02-27 | 1999-02-24 | 株式会社デンソー | Accumulation type fuel injection system for diesel engine |
-
1993
- 1993-09-03 IT ITTO930645A patent/IT1261574B/en active IP Right Grant
-
1994
- 1994-09-02 DE DE69415140T patent/DE69415140T2/en not_active Expired - Lifetime
- 1994-09-02 WO PCT/EP1994/002921 patent/WO1995006813A1/en active IP Right Grant
- 1994-09-02 EP EP94926233A patent/EP0668965B1/en not_active Expired - Lifetime
- 1994-09-02 JP JP50795995A patent/JP3865767B2/en not_active Expired - Lifetime
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102010040725A1 (en) | 2010-09-14 | 2012-03-15 | Robert Bosch Gmbh | Pressure regulating valve operating method for high-pressure common-rail fuel injection system of e.g. direct injection type combustion engine of motor car, involves raising vehicle power supply voltage by valve at full load of engine |
DE102010040727A1 (en) | 2010-09-14 | 2012-03-15 | Robert Bosch Gmbh | Method for operating pressure regulating valve in common rail fuel injection system of diesel engine of motor car, involves increasing network voltage depending on pressure in injection system such that fuel pressure over valve is increased |
Also Published As
Publication number | Publication date |
---|---|
EP0668965A1 (en) | 1995-08-30 |
ITTO930645A0 (en) | 1993-09-03 |
DE69415140T2 (en) | 1999-06-02 |
JP3865767B2 (en) | 2007-01-10 |
IT1261574B (en) | 1996-05-23 |
DE69415140D1 (en) | 1999-01-21 |
WO1995006813A1 (en) | 1995-03-09 |
JPH08503052A (en) | 1996-04-02 |
ITTO930645A1 (en) | 1995-03-03 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
EP0980469B1 (en) | Method for balancing the air/fuel ratio to each cylinder of an engine | |
JP4462315B2 (en) | Internal combustion engine control device | |
JP4588971B2 (en) | Method and apparatus for controlling an internal combustion engine | |
US6907861B2 (en) | Injection quantity control device of diesel engine | |
EP1318288B1 (en) | Fuel injection system for internal combustion engine | |
CN101403346B (en) | Defective injection detection device and fuel injection system having the same | |
US7373918B2 (en) | Diesel engine control system | |
US6863056B2 (en) | Method and apparatus for trimming an internal combustion engine | |
US20110106409A1 (en) | Method and device for the pressure wave compensation during consecutive injections in an injection system of an internal combustion engine | |
WO2015004988A1 (en) | Control device for internal combustion engine | |
JP4216349B2 (en) | Method of supplying a small amount of fuel with a hydraulically operated injector during split injection | |
US20130112172A1 (en) | Fuel Injection Control Device for Internal Combustion Engine | |
JP2009085084A (en) | Fuel supply quantity estimating device and fuel injection system | |
EP0668965B1 (en) | Control system for high-pressure fuel injection system for an internal combustion engine | |
US5901682A (en) | Method for transitioning between different operating modes of an internal combustion engine | |
KR101414698B1 (en) | Method and device for determining an operating characteristic of an injection system | |
US5101797A (en) | Control system for a diesel internal combustion engine | |
JPH11280530A (en) | Method for uniforming rate of fuel injected to each cylinder in internal combustion engine | |
US7006910B2 (en) | Engine power loss compensation | |
US11401884B2 (en) | Methods and systems for controlling a fueling strategy for internal combustion engines | |
TH24262EX (en) | Engine control unit | |
JPS63314337A (en) | Electronic control fuel injector of internal combustion engine |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
PUAI | Public reference made under article 153(3) epc to a published international application that has entered the european phase |
Free format text: ORIGINAL CODE: 0009012 |
|
AK | Designated contracting states |
Kind code of ref document: A1 Designated state(s): DE FR GB IT SE |
|
17P | Request for examination filed |
Effective date: 19950911 |
|
17Q | First examination report despatched |
Effective date: 19961113 |
|
GRAG | Despatch of communication of intention to grant |
Free format text: ORIGINAL CODE: EPIDOS AGRA |
|
GRAG | Despatch of communication of intention to grant |
Free format text: ORIGINAL CODE: EPIDOS AGRA |
|
GRAH | Despatch of communication of intention to grant a patent |
Free format text: ORIGINAL CODE: EPIDOS IGRA |
|
GRAH | Despatch of communication of intention to grant a patent |
Free format text: ORIGINAL CODE: EPIDOS IGRA |
|
GRAA | (expected) grant |
Free format text: ORIGINAL CODE: 0009210 |
|
AK | Designated contracting states |
Kind code of ref document: B1 Designated state(s): DE FR GB IT SE |
|
REF | Corresponds to: |
Ref document number: 69415140 Country of ref document: DE Date of ref document: 19990121 |
|
ITF | It: translation for a ep patent filed |
Owner name: STUDIO TORTA S.R.L. |
|
ET | Fr: translation filed | ||
PLBE | No opposition filed within time limit |
Free format text: ORIGINAL CODE: 0009261 |
|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT |
|
26N | No opposition filed | ||
REG | Reference to a national code |
Ref country code: GB Ref legal event code: IF02 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: SE Payment date: 20130920 Year of fee payment: 20 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: GB Payment date: 20130920 Year of fee payment: 20 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: IT Payment date: 20130925 Year of fee payment: 20 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: FR Payment date: 20130918 Year of fee payment: 20 Ref country code: DE Payment date: 20131121 Year of fee payment: 20 |
|
REG | Reference to a national code |
Ref country code: DE Ref legal event code: R071 Ref document number: 69415140 Country of ref document: DE |
|
REG | Reference to a national code |
Ref country code: GB Ref legal event code: PE20 Expiry date: 20140901 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: DE Free format text: LAPSE BECAUSE OF EXPIRATION OF PROTECTION Effective date: 20140903 |
|
REG | Reference to a national code |
Ref country code: SE Ref legal event code: EUG |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: GB Free format text: LAPSE BECAUSE OF EXPIRATION OF PROTECTION Effective date: 20140901 |