EP1327766B1 - Procédé, programme informatique et dispositif de commande et/ou de réglage pour le fonctionnement d'un moteur à combustion interne, ainsi qu'un moteur à combustion interne - Google Patents

Procédé, programme informatique et dispositif de commande et/ou de réglage pour le fonctionnement d'un moteur à combustion interne, ainsi qu'un moteur à combustion interne Download PDF

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Publication number
EP1327766B1
EP1327766B1 EP20020026217 EP02026217A EP1327766B1 EP 1327766 B1 EP1327766 B1 EP 1327766B1 EP 20020026217 EP20020026217 EP 20020026217 EP 02026217 A EP02026217 A EP 02026217A EP 1327766 B1 EP1327766 B1 EP 1327766B1
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EP
European Patent Office
Prior art keywords
fuel
combustion engine
internal combustion
operating
delivery
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
Application number
EP20020026217
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German (de)
English (en)
Other versions
EP1327766A2 (fr
EP1327766A3 (fr
Inventor
Helmut Rembold
Thomas Frenz
Wolfgang Bueser
Uwe Richter
Timm Hollmann
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
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 EP1327766A2 publication Critical patent/EP1327766A2/fr
Publication of EP1327766A3 publication Critical patent/EP1327766A3/fr
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Publication of EP1327766B1 publication Critical patent/EP1327766B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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
    • 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
    • F02M63/02—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
    • 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 firstly to a method for operating an internal combustion engine in which a fuel pump is driven by an output shaft of the internal combustion engine and the fuel is conveyed by the fuel pump into a fuel manifold, from which it passes through at least one fuel injection device in at least one combustion chamber, and wherein the amount of fuel delivered into the fuel rail from the fuel pump is adjusted by a valve means which can connect and disconnect a pressure side of the fuel pump at least temporarily with a low pressure region.
  • Such a method is known from DE 195 39 885 A1 known.
  • a first, electrically driven fuel pump delivers the fuel from a fuel reservoir via a fuel connection to a second, mechanically driven by the internal combustion engine fuel pump.
  • the second fuel pump in turn promotes the fuel via a fuel rail ("rail") to several Fuel injection valves.
  • the number of fuel injection valves is equal to the number of cylinders of the internal combustion engine.
  • the fuel supply system is constructed so that the fuel injectors inject the fuel directly into the combustion chambers of the internal combustion engine.
  • the second fuel pump Since the second fuel pump is mechanically coupled to an output shaft of the internal combustion engine, the second fuel pump operates in proportion to the rotational speed of the output shaft of the internal combustion engine. This speed of the output shaft can be very different, depending on the current operating condition of the internal combustion engine.
  • the output shaft can be, for example, a crankshaft or a camshaft of the internal combustion engine.
  • an electromagnetic pressure switching valve is provided. With this, a pressure side of the second fuel pump can be connected to a low-pressure side of the second fuel pump. In another switching position of the pressure switching valve, this connection is interrupted. When the connection between the high-pressure side and the low-pressure side is opened, the second fuel pump circulates the fuel from its high-pressure side to the low-pressure side. A promotion in the fuel rail does not take place.
  • the mass control valve may only be closed during a delivery stroke of the fuel pump for a very short period of time. Due to the inertia of the valve element and the minimum required for the degradation of the magnetic field period, the valve element does not open at any speed. Very small flow rates can therefore be realized only with comparatively large valve seats.
  • the present invention has the object of developing a method of the type mentioned above so that on the one hand robust components can be used, which have a long life, and on the other hand, the adjustment of the funded by the fuel pump in the fuel rail fuel amount is as large as possible.
  • the amount of fuel that is injected as accurately as possible should be nachgealtert, and the pressure in the fuel rail should be as accurate as possible.
  • a piston pump is used with at least one pumping chamber, that a plurality of operating areas 1, ..., n of the internal combustion engine is provided, and that at least temporarily in a first operating range the internal combustion engine, the delivery chamber during each c1-th delivery stroke and an n-th operating range of the internal combustion engine during each cn-th delivery stroke is separated by the valve means for a certain duration of the low pressure region, where: c1, ..., cn are different.
  • a piston pump as a fuel pump has the advantage that very high pressures in the fuel rail with low wear of the fuel pump can be achieved. It builds a piston pump very easy and is therefore inexpensive. This applies in particular to the use of a 1-cylinder piston pump.
  • a piston pump operates discontinuously, i. it is only during a delivery stroke of the fuel pump fuel can be pressed into the fuel rail. If the maximum amount of fuel to be funded by the fuel pump, the valve device remains closed during the entire delivery stroke. The fuel delivery volume is thus completely pressed into the fuel rail. If a smaller amount of fuel to be conveyed into the fuel rail, the valve device is opened during a delivery stroke. As soon as the valve device is opened, the remaining delivery volume is no longer conveyed into the fuel collecting line but into the low-pressure region.
  • the problem is the promotion of small and very small amounts of fuel in the fuel rail.
  • Such a very small amount of promotion is desirable, for example, when the internal combustion engine and the fuel pump coupled with it rotate at high speed, but the internal combustion engine is operated only with low load and thus only little fuel from the fuel rail passes into the combustion chambers. In this case, in a delivery stroke of the fuel pump only a very small amount of fuel should be nachgeschreibt in the fuel rail.
  • the valve device is not actuated at every delivery stroke, but only at every cn-th delivery stroke. In this way, the period during which the valve device is closed may be longer than in the case where the valve device is closed during each delivery stroke. At the same time, however, the promotion of very small quantities by the fuel pump is possible in a thus operated internal combustion engine. This is possible only through "software-technical" measures.
  • a less frequent control of the valve device is selected when the representation of the desired delivery rate is no longer possible due to the system-related limits of the valve device. These systemic limits are reached when a safe closing of the valve device is no longer guaranteed due to the short time available. However, the activation of the valve device must still take place so frequently that the maximum permissible pressure pulsations on the one hand in the low-pressure region and on the other hand in the fuel collecting line are not exceeded.
  • the operating ranges of the internal combustion engine are defined at least by a rotational speed range of a crankshaft of the internal combustion engine and by a range of fuel mass to be introduced into a combustion chamber during injection from the fuel injector or by a range of fuel pressure prevailing in the fuel rail.
  • the invention also relates to a computer program suitable for carrying out the above method when executed on a computer. It is particularly preferred if the computer program is stored on a memory, in particular on a flash memory.
  • the invention relates to a control and / or regulating device for operating an internal combustion engine.
  • a control and regulating device is preferred if a computer program of the above type is stored on it.
  • Part of the invention is also an internal combustion engine, with a fuel pump, which is driven by an output shaft of the internal combustion engine, with a fuel rail, in which promotes the fuel pump, with a fuel injector, which is connected to the fuel rail, with a Combustion chamber, in which the fuel injection device injects the fuel, and with a valve device which can connect a pressure side of the fuel pump with a low-pressure region and separated from this.
  • the fuel pump comprises a piston pump with at least one delivery chamber
  • the internal combustion engine comprises a control and / or regulating device which has a plurality of operating regions 1, ...
  • n of the internal combustion engine of the internal combustion engine recognizes and which controls the valve device so that at least temporarily in a first operating range of the internal combustion engine, the pumping chamber at every c1-th delivery stroke and in an nth Operating range of the internal combustion engine at each cn-th delivery stroke is separated by the valve device for a certain period of time from the low pressure region, where: c1, ..., cn are different.
  • an internal combustion engine carries the overall reference numeral 10. It comprises a fuel tank 12, from which an electrically driven fuel pump 14 conveys the fuel into a low-pressure fuel line 16. This leads to a high-pressure fuel pump 18. Via a high-pressure fuel line 20, the fuel continues to a fuel manifold 22. In this fuel of high pressure can be stored. To the fuel rail 22 a plurality of fuel injectors 24 are connected. These inject the Fuel directly into combustion chambers 26 a. By the combustion of the fuel in the combustion chambers 26, a crankshaft 28 is rotated. About a in Fig. 1 only symbolically shown mechanical coupling 30, the high-pressure fuel pump 18 is driven by the crankshaft 28.
  • the high-pressure fuel pump 18 is a 1-cylinder piston pump.
  • a piston 34 is set in a reciprocating motion by a drive cam 32 arranged on a shaft 33.
  • the piston 34 is guided in a housing 36. It limits a delivery chamber 38.
  • the delivery chamber 38 can be connected to the low-pressure fuel line 16.
  • the inlet valve 40 is designed as a spring-loaded check valve.
  • the delivery chamber 38 can be connected to the high-pressure fuel line 20.
  • the outlet valve 42 is also a spring-loaded check valve.
  • the delivery chamber 38 can also be connected to the low-pressure fuel line 16 via a quantity control valve 44.
  • the quantity control valve 44 is a 2/2-way valve. In the open rest position, it is acted upon by a spring 46 (in an embodiment not shown, the opening of the quantity control valve is also only on the pressure in the delivery chamber). In the closed switching position, it is brought by an electromagnetic actuator 48. This comprises a magnet armature 52 which is connected to a valve element 50 and which is surrounded by a magnet coil 54.
  • the magnetic coil 54 is energized by an amplifier, not shown.
  • the final stage in turn is controlled by a control and regulating device 56.
  • the control and regulating device 56 receives signals from a rotational speed sensor 58 which determines the rotational speed of the crankshaft 28 of the internal combustion engine 10 taps.
  • the control and regulating unit 56 is connected on the input side to a pressure sensor 60, which detects the pressure prevailing in the fuel collecting line 22 and sends corresponding signals to the control and regulating device 56.
  • the piston 34 moves downwards, so that fuel flows via the inlet valve 40 into the delivery chamber 38. After reaching bottom dead center, the piston 34 moves upward again (FIG. 3).
  • the solenoid 54 of the quantity control valve 44 is energized so that it closes at the latest with the reaching of the bottom dead center of the piston 34. Also, the inlet valve 40 closes.
  • the opening pressure of the outlet valve 42 in the delivery chamber 38 is exceeded, this opens.
  • the fuel can thus be pressed into the fuel rail 22.
  • the energization of the solenoid coil 54 of the quantity control valve 44 is terminated so that it switches back to its open rest position. This is shown in Fig. 4.
  • the fuel can thus escape from the delivery chamber 38 via the open quantity control valve 44 into the low-pressure fuel line 16. Accordingly, the exhaust valve 42 closes.
  • the maximum amount of fuel that can be conveyed during a delivery stroke of the piston 34 is substantially independent of the rotational speed of the crankshaft 28 and the related thereto Duration of a delivery stroke. However, the absolute duration of a delivery stroke decreases inversely proportional to the speed of the crankshaft 28. If, for example, only one-third of the maximum possible flow rate during a delivery of the fuel pump 18 are promoted, this means that the quantity control valve 44 approximately in about one-third of Hubs of the piston 34 must open ("approximately" because the delivery rate is not proportional to the delivery stroke and the driving time of the quantity control valve).
  • the period which elapses from the bottom dead center of the piston 34 in which the quantity control valve 44 closes at the latest to the required opening timing of the quantity control valve 44 is shorter at a high speed than at a low speed, assuming an equal amount of fuel to be delivered.
  • the pumping chamber 38 is activated during the entire operating range in which the internal combustion engine 10 operates each ci-th delivery stroke for a certain duration by the quantity control valve 44 separated from the low-pressure fuel line.
  • parameters are stored, are defined by the two operating ranges of the internal combustion engine 10. These parameters are on the one hand to a speed nmot of the crankshaft 28 of the internal combustion engine 10, on the other hand to the from the fuel injector 24 during an injection to be injected fuel mass m and finally to the current prevailing in the fuel rail 22 fuel pressure pr.
  • the two operating regions have the reference numerals 62 and 64.
  • the solenoid 54 is shortly before the beginning of each delivery stroke for a energized for a specific period of time. This is shown in FIGS. 7 and 8. This ensures that the quantity control valve 44 is actually closed at the beginning of the delivery stroke.
  • a conveying stroke carries the reference character 66 in FIG. 7, the corresponding current pulses in FIG. 8 the reference symbols 68. This means that the delivery chamber 38 is separated from the low-pressure fuel line 16 during each delivery stroke 66 for a certain duration, ie at each Delivery stroke 66 takes place a promotion of fuel.
  • the energization of the quantity control valve 44 may possibly be terminated immediately before the start of a delivery stroke 66. With suitable temporal positioning takes place, inter alia, due to the inertia, a delayed opening immediately after the start of the delivery. Such a shift of the drive end of the quantity control valve 44 allows a reduction of the rest magnetism built up by the current supply, which is present after switching off the quantity control valve 44.
  • the solenoid 54 In the operating range 64, however, ie at medium to high speed nmot, at medium to low fuel mass m to be injected and at medium to low fuel pressure pr in the fuel rail 22, is the solenoid 54, however, energized only every third delivery stroke 66. This is shown in FIGS. 9 and 10.
  • the quantity control valve 44 In the intermediate two delivery strokes 66, the quantity control valve 44 remains in this operating region 64 of the internal combustion engine 10 in its open rest position. A promotion of fuel through the high pressure fuel pump 18 does not take place at these two delivery strokes 66. In this way, it is possible to promote only a very small amount of fuel from the high-pressure fuel pump 18 per unit time, even at high speed nmot, without the minimum possible closing time of the quantity control valve 44 is exceeded.

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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)

Claims (9)

  1. Procédé de gestion d'un moteur à combustion interne (10) selon lequel
    - une pompe à carburant (18) est entraînée par l'arbre de sortie (28) du moteur (10), la pompe (18) refoulant le carburant dans une conduite collectrice de carburant (22) à partir de laquelle il est fourni par au moins un dispositif d'injection de carburant (24) dans au moins une chambre de combustion (26), et
    - la quantité (m) de carburant refoulée dans la conduite collectrice de carburant (22) se règle par une installation de vanne (44) reliant le côté pression (38) de la pompe à carburant (18) au moins de temps en temps à un côté basse pression (16) et la sépare de celui-ci,
    caractérisé en ce que
    la pompe à carburant est une pompe à piston (18) avec au moins une chambre de refoulement (38),
    plusieurs plages de fonctionnement (1,..., n) (62, 64) du moteur à combustion interne (10) sont prévues, et
    au moins de temps en temps, dans une première plage de fonctionnement (62) du moteur à combustion interne (10), pendant chaque course de refoulement d'ordre (c1) (66) et dans une plage de fonctionnement (64) d'ordre (n) du moteur à combustion interne (10), pendant chaque course de refoulement d'ordre (cn) (66), la chambre de refoulement (38) est séparée par l'installation de vanne (44) pendant une durée définie du côté basse pression (16), les ordres (c1,..., cn) étant différents.
  2. Procédé selon la revendication 1,
    caractérisé par
    deux plages de fonctionnement (62, 64) du moteur à combustion interne (10), et
    dans la première plage de fonctionnement (62) du moteur (10), la chambre de refoulement (38) est séparée à chaque course de refoulement (66) et dans la seconde plage de fonctionnement (64) du moteur (10) la chambre de refoulement (38) est séparée à chaque troisième course de refoulement (66) par rapport au côté basse pression (16) par l'installation de vanne (44).
  3. Procédé selon l'une des revendications 1 ou 2,
    caractérisé en ce que
    deux zones de fonctionnement voisines (62, 64) se chevauchent pour former une zone d'hystérésis (70).
  4. Procédé selon l'une des revendications précédentes,
    caractérisé en ce que
    les zones de fonctionnement (62, 64) du moteur à combustion interne (10) sont définies au moins par une plage de vitesses de rotation (nmot) du vilebrequin (28) du moteur (10) et par une zone de masse de carburant (m) à introduire lors d'une injection, par l'installation d'injection de carburant (24) dans la chambre de combustion (26) ou par une zone de pression de carburant (pr) régnant dans la conduite collectrice de carburant (22).
  5. Programme d'ordinateur,
    caractérisé en ce qu'
    il exécute un procédé selon l'une des revendications précédentes lorsqu'il est appliqué à un ordinateur.
  6. Programme d'ordinateur selon la revendication 5,
    caractérisé en ce qu'
    il est enregistré dans une mémoire, notamment une mémoire flash.
  7. Appareil de commande et/ou de régulation (56) pour la gestion d'un moteur à combustion interne (10),
    caractérisé en ce qu'
    il comprend une mémoire contenant un programme d'ordinateur selon l'une des revendications 5 ou 6.
  8. Moteur à combustion interne (10) équipé d'une pompe à carburant (18) entraînée par l'arbre de sortie (28) du moteur à combustion interne (10), une conduite collectrice de carburant (22) dans laquelle débite la pompe à carburant (18), un dispositif d'injection de carburant (24) relié à la conduite collectrice de carburant (22), une chambre de combustion (26) dans laquelle le dispositif d'injection de carburant (24) injecte le carburant et une installation de vanne (44) reliant ou séparant le côté pression (34) de la pompe à carburant (18) par rapport à un côté basse pression (16),
    caractérisé en ce que
    la pompe à carburant est une pompe à piston (18) avec au moins une chambre de refoulement (38), et
    le moteur à combustion interne (10) comporte un appareil de commande et/ou de régulation (56) reconnaissant plusieurs plages de fonctionnement (1,..., n) (62, 64) du moteur (10) et commandant l'installation de vanne (44) pour qu'au moins de temps en temps, dans une première plage de fonctionnement (62) du moteur (10), à chaque course de refoulement (66) d'ordre (c1) et dans une plage de fonctionnement (64) d'ordre (n) du moteur (10), pour chaque course de refoulement (68) d'ordre (cn) la chambre de refoulement (34) sera coupée par l'installation de vanne (44) pendant une durée déterminée du côté basse pression (16), les ordres (c1,..., cn) étant différents.
  9. Moteur à combustion interne (10) selon la revendication 8,
    caractérisé en ce qu'
    il comporte un appareil de commande et/ou de régulation (56) selon la revendication 7.
EP20020026217 2002-01-14 2002-11-26 Procédé, programme informatique et dispositif de commande et/ou de réglage pour le fonctionnement d'un moteur à combustion interne, ainsi qu'un moteur à combustion interne Expired - Lifetime EP1327766B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10200987 2002-01-14
DE2002100987 DE10200987A1 (de) 2002-01-14 2002-01-14 Verfahren, Computerprogramm und Steuer- und/oder Regelgerät zum Betreiben einer Brennkraftmaschine, sowie Brennkraftmaschine

Publications (3)

Publication Number Publication Date
EP1327766A2 EP1327766A2 (fr) 2003-07-16
EP1327766A3 EP1327766A3 (fr) 2006-02-01
EP1327766B1 true EP1327766B1 (fr) 2007-11-21

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EP20020026217 Expired - Lifetime EP1327766B1 (fr) 2002-01-14 2002-11-26 Procédé, programme informatique et dispositif de commande et/ou de réglage pour le fonctionnement d'un moteur à combustion interne, ainsi qu'un moteur à combustion interne

Country Status (3)

Country Link
EP (1) EP1327766B1 (fr)
JP (1) JP4272894B2 (fr)
DE (2) DE10200987A1 (fr)

Families Citing this family (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7299790B2 (en) 2002-06-20 2007-11-27 Hitachi, Ltd. Control device of high-pressure fuel pump of internal combustion engine
EP1873382B1 (fr) * 2002-06-20 2010-05-26 Hitachi, Ltd. Dispositif de commande de pompe à carburant haute pression de moteur à combustion interne
DE102004016943B4 (de) * 2004-04-06 2006-06-29 Siemens Ag Verfahren zum Steuern einer Kraftstoffzuführeinrichtung einer Brennkraftmaschine
DE102005014093A1 (de) 2005-03-29 2006-10-05 Robert Bosch Gmbh Zweipunktregelung einer Hochdruckpumpe für direkteinspritzende Ottomotoren
DE102005031253A1 (de) 2005-07-05 2007-01-18 Dr.Ing.H.C. F. Porsche Ag Verfahren und Vorrichtung zur Steuerung eines Kraftstoffeinspritzsystems für eine Brennkraftmaschine eines Fahrzeugs
JP4535024B2 (ja) * 2006-04-27 2010-09-01 株式会社デンソー 燃圧制御装置
US8015964B2 (en) 2006-10-26 2011-09-13 David Norman Eddy Selective displacement control of multi-plunger fuel pump
US7406949B2 (en) 2006-11-06 2008-08-05 Caterpillar Inc. Selective displacement control of multi-plunger fuel pump
US7823566B2 (en) 2008-03-31 2010-11-02 Caterpillar Inc Vibration reducing system using a pump
US8342151B2 (en) * 2008-12-18 2013-01-01 GM Global Technology Operations LLC Deactivation of high pressure pump for noise control
DE102011006203B4 (de) * 2011-03-28 2016-05-04 Continental Automotive Gmbh Regelverfahren zum Einstellen eines Drucks in einem Speichereinspritzsystem einer Brennkraftmaschine
DE102012218766A1 (de) * 2012-10-15 2014-04-17 Continental Automotive Gmbh Verfahren und Vorrichtung zum Betreiben einer Hochdruckpumpe
DE102013214083B3 (de) 2013-07-18 2014-12-24 Continental Automotive Gmbh Verfahren zum Betreiben eines Kraftstoffeinspritzsystems eines Verbrennungsmotors

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19539885A1 (de) * 1995-05-26 1996-11-28 Bosch Gmbh Robert Kraftstoffversorgungsanlage und Verfahren zum Betreiben einer Brennkraftmaschine
DE19731102C2 (de) * 1997-07-19 2003-02-06 Bosch Gmbh Robert System zum Betreiben eines Kraftstoffversorgungssystems für eine Brennkraftmaschine insbesondere eines Kraftfahrzeugs
JPH11200990A (ja) * 1998-01-07 1999-07-27 Unisia Jecs Corp 燃料噴射制御装置
JP3562351B2 (ja) * 1998-11-24 2004-09-08 トヨタ自動車株式会社 内燃機関の燃料ポンプ制御装置
JP2001248517A (ja) * 2000-03-01 2001-09-14 Mitsubishi Electric Corp 可変吐出量燃料供給装置

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Publication number Publication date
EP1327766A2 (fr) 2003-07-16
JP2003214301A (ja) 2003-07-30
EP1327766A3 (fr) 2006-02-01
DE10200987A1 (de) 2003-07-31
JP4272894B2 (ja) 2009-06-03
DE50211248D1 (de) 2008-01-03

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