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EP1327766A2 - 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

Info

Publication number
EP1327766A2
EP1327766A2 EP02026217A EP02026217A EP1327766A2 EP 1327766 A2 EP1327766 A2 EP 1327766A2 EP 02026217 A EP02026217 A EP 02026217A EP 02026217 A EP02026217 A EP 02026217A EP 1327766 A2 EP1327766 A2 EP 1327766A2
Authority
EP
European Patent Office
Prior art keywords
fuel
internal combustion
combustion engine
operating
fuel pump
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.)
Granted
Application number
EP02026217A
Other languages
German (de)
English (en)
Other versions
EP1327766A3 (fr
EP1327766B1 (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
Application granted granted Critical
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 initially relates to a method for operating an internal combustion engine in which a fuel pump from an output shaft of the internal combustion engine and the Fuel from the fuel pump into a fuel rail is promoted, of which he has at least one Fuel injection device in at least one combustion chamber arrives, and in which the amount of fuel pump in through the fuel manifold a valve device is set which a Pressure side of the fuel pump at least temporarily with one Can connect and separate the low pressure area.
  • Such a method is known from DE 195 39 885 A1.
  • a first, electrically driven fuel pump delivers the fuel from a fuel reservoir through a Fuel connection to a second, from the Internal combustion engine mechanically driven fuel pump.
  • the second fuel pump in turn delivers the fuel via a fuel rail ("Rail") to several Fuel injection valves.
  • the number of fuel injectors is equal to the number of cylinders Internal combustion engine.
  • the fuel supply system is like that that the fuel injectors built the fuel Inject directly into the combustion chambers of the internal combustion engine.
  • the output shaft can be, for example, a crankshaft or act on a camshaft of the internal combustion engine.
  • a electromagnetic pressure switching valve To from the second fuel pump to the fuel rail amount of fuel delivered regardless of To be able to set the speed of the internal combustion engine is a electromagnetic pressure switching valve provided. With this can a pressure side of the second fuel pump with a Low pressure side of the second fuel pump can be connected. In another switching position of the pressure switching valve this connection is broken. Is the connection between the Opened high pressure side and the low pressure side, which rolls second fuel pump the fuel from its high pressure side to the low pressure side. A promotion in the fuel manifold therefore does not take place.
  • the present invention has for its object a method of type mentioned at the outset in such a way that robust components can be used, which take a long time Have lifespan, and that on the other hand the Setting range from the fuel pump to the fuel rail delivered fuel quantity is as large as possible. In addition, that exact amount of fuel should be as possible can be promoted, which is injected, and the Pressure in the fuel rail should be as accurate as possible can be adjusted.
  • This task is carried out in a method of the type mentioned at the beginning Art solved in that a piston pump as a fuel pump is used with at least one funding room that a Plurality of operating areas 1, ..., n der Internal combustion engine is provided, and that at least at times in a first operating area of the Internal combustion engine the delivery room during every c1-th Production hubs and in an nth operating area of the Internal combustion engine during every cnth delivery stroke through the Valve device for a certain period of Low pressure range is separated, where: c1, ..., cn are differently.
  • a piston pump as a fuel pump has the Advantage that very high pressures in the fuel rail with little wear on the fuel pump are achievable.
  • a piston pump is very simple and is therefore inexpensive. This applies in particular to the use a 1-cylinder piston pump.
  • the The method according to the invention is very large, but also small and very small amounts of fuel to the fuel manifold be promoted.
  • An overpressure return from the fuel rail can thus be relatively small be dimensioned, and that for driving the Fuel pump energy is when little Fuel can be fed into the fuel rail should only be relatively minor. That is the following thought based on:
  • a piston pump works discontinuously, i.e. it can only during a fuel pump delivery stroke Fuel manifold are pressed. Should be the maximum Amount of fuel delivered by the fuel pump, the valve device remains during the entire delivery stroke closed. The fuel delivery volume is thus fully pressed into the fuel rail. Should a lower amount of fuel in the fuel rail will be funded during a funding stroke the valve device opened. Once the valve device is open, the remaining funding volume is no longer into the fuel rail, but into the Low pressure area promoted.
  • the internal combustion engine is in an operating range operated in which the fuel pump is only a small one Fuel quantity should promote, and is a relatively seen high engine speed before, the Valve device not for every delivery stroke, but only for controlled every cnth delivery stroke. In this way, the Period during which the valve device is closed, be longer than in the case where the valve device is closed during each delivery stroke. simultaneously is however also the promotion of very small quantities by the Fuel pump in such a operated Internal combustion engine possible. This is through only "Software engineering" measures possible.
  • valve device A less frequent activation of the valve device is selected when displaying the desired delivery rate due to the system-related limits of the valve device is no longer possible. These are system boundaries then reached when a safe closing of the Valve device due to the short available standing time is no longer guaranteed.
  • the control the valve device must be done so often that the maximum permissible pressure pulsations on the one hand in Low pressure area and on the other hand in the fuel rail not be exceeded.
  • Such a method is particularly preferred, in which two neighboring operating areas overlap so that a Hysteresis area is formed. This avoids that when the internal combustion engine is operating in the limit range a constant between two neighboring operating areas Switching from one control type of the valve device to a different type of control takes place.
  • the operating areas of the Internal combustion engine at least through a speed range a crankshaft of the internal combustion engine and by one Area of an injection from the fuel injector to be introduced into a combustion chamber Fuel mass or through a range of one in the Fuel manifold prevailing fuel pressure are defined.
  • the invention also relates to a computer program which for Carrying out the above procedure is appropriate if it is on running on a computer. It becomes special preferred if the computer program is on a memory, is stored in particular on a flash memory.
  • the invention further relates to a control and / or regulating device for operating an internal combustion engine.
  • a Control device is preferred when on it Computer program of the above type is stored.
  • 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 is driven, with a fuel rail, into which the fuel pump delivers, with a Fuel injector attached to the fuel rail is connected with a combustion chamber in the the fuel injector injects the fuel, and with a valve device which a pressure side of the Connect fuel pump to a low pressure area and from can separate this.
  • a Fuel pump which is driven by an output shaft of the Internal combustion engine is driven, with a fuel rail, into which the fuel pump delivers, with a Fuel injector attached to the fuel rail is connected with a combustion chamber in the the fuel injector injects the fuel, and with a valve device which a pressure side of the Connect fuel pump to a low pressure area and from can separate this.
  • Such an internal combustion engine is also from the DE 195 39 885 A1 known. So that such an internal combustion engine is as robust as possible and can be manufactured inexpensively, it is proposed that the fuel pump comprise a piston pump with at least one delivery chamber and that the internal combustion engine comprise a control and / or regulating device which comprises a plurality of operating areas 1, ... , n of the internal combustion engine of the internal combustion engine and which controls the valve device in such a way that, at least temporarily in a first operating range of the internal combustion engine, the delivery chamber for every c1th delivery stroke and in an nth operating range of the internal combustion engine for every cnth delivery stroke through the valve device for a certain period of time is separated from the low pressure range, where: c1, ..., cn are different.
  • control and / or regulating device includes the above type.
  • an internal combustion engine carries this overall Reference numeral 10. It comprises a fuel tank 12, from which is an electrically driven fuel pump 14 Promotes fuel in a low pressure fuel line 16. This leads to a high-pressure fuel pump 18
  • the high-pressure fuel line 20 advances the fuel to a fuel manifold 22.
  • the Fuel can be stored under high pressure.
  • To the fuel rail 22 are multiple fuel injectors 24 connected. These inject the Fuel directly into combustion chambers 26. By burning of the fuel in the combustion chambers 26 becomes a crankshaft 28 set in rotation. Only symbolically in FIG. 1 Mechanical coupling 30 shown is the high pressure fuel pump 18 driven by the crankshaft 28.
  • high-pressure fuel pump 18 is a 1-cylinder piston pump. This is from one to one Drive cam 32 arranged a piston 34 into a shaft 33 Moved back and forth. The piston 34 is in one Housing 36 out. It delimits a funding area 38
  • Inlet valve 40 may be the delivery chamber 38 with the low pressure fuel line 16 can be connected.
  • Intake valve 40 is designed as a spring-loaded check valve. About one Exhaust valve 42 can the delivery chamber 38 with the high pressure fuel line 20 are connected. Even with the exhaust valve 42 is a spring-loaded check valve.
  • the delivery chamber 38 can also be operated via a quantity control valve 44 to be connected to the low pressure fuel line 16.
  • the volume control valve 44 is a 2/2-way valve. In the open rest position it is from one Spring 46 acted (in a not shown Embodiment is the opening of the Volume control valve only via the pressure in the delivery chamber). In the closed switch position is from a brought electromagnetic actuator 48. This includes one connected to a valve element 50 Magnet armature 52, which is surrounded by a magnet coil 54.
  • the solenoid 54 is from an output stage, not shown energized.
  • the final stage is in turn controlled by a control and Control device 56 controlled.
  • the control and regulating device 56 receives signals from a speed sensor 58 which the Speed of crankshaft 28 of internal combustion engine 10 taps. Furthermore, the control and regulating device 56 connected on the input side to a pressure sensor 60 which detects the prevailing pressure in the fuel rail 22 and corresponding signals to the control and regulating device 56 passes.
  • the maximum conveyable during a delivery stroke of the piston 34 The amount of fuel is essentially independent of the Speed of the crankshaft 28 and the related Duration of a delivery stroke. However, the absolute duration decreases a delivery stroke inversely proportional to the speed of the Crankshaft 28. Should now, for example, only a third of the maximum possible delivery rate during a delivery stroke of of the fuel pump 18, this means that the quantity control valve 44 approximately after one Third of the stroke of the piston 34 must open (“approximately” because the delivery rate is not proportional to the delivery stroke and for the control duration of the quantity control valve).
  • the Period of time from the bottom dead center of the piston 34 in which the quantity control valve 44 closes at the latest by required opening time of the quantity control valve 44 passes, is, at an assumed same to promoting fuel quantity, at high speed shorter than at low speed.
  • Parameters are stored in a memory in the control and regulating device 56 filed through the two operating areas of the Internal combustion engine 10 are defined. With these parameters on the one hand it is a speed nmot the Crankshaft 28 of the internal combustion engine 10, on the other hand around the from the fuel injector 24 at one Injection fuel mass to be injected m and finally still the current in the fuel rail 22 prevailing fuel pressure pr. 5 and 6 wear the two operating areas, reference numerals 62 and 64.
  • volume control valve 44 may already be immediately before the start a conveyor stroke 66 can also be ended again. at Appropriate timing is still under due to inertia, a delayed opening immediately after the start of the funding stroke.
  • Shift of the control end of the quantity control valve 44 enables dismantling of the built up by the current supply Residual magnetism, which after switching off the Volume control valve 44 is present.
  • the magnetic coil 54 In the operating area 64, on the other hand, that is, at medium to high Speed nmot, with medium to low injection Fuel mass m and medium to low Fuel pressure pr in the fuel rail 22 is the magnetic coil 54, on the other hand, only every third delivery stroke 66 energized. This is shown in FIGS. 9 and 10. Both this remains between the two conveying strokes 66 Volume control valve 44 in this operating area 64 of Internal combustion engine 10 in its open rest position. A Delivery of fuel by the high pressure fuel pump 18 does not take place in these two conveying strokes 66. In this way it is possible to nmot even at high speed only a very small amount of fuel from the high pressure fuel pump 18 per unit of time to promote without the Minimum possible closing time of the volume control valve 44 is undercut.

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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)
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 true EP1327766A2 (fr) 2003-07-16
EP1327766A3 EP1327766A3 (fr) 2006-02-01
EP1327766B1 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)

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1533516A1 (fr) * 2002-06-20 2005-05-25 Hitachi, Ltd. Dispositif de commande de pompe a carburant haute pression de moteur a combustion interne
DE102004016943A1 (de) * 2004-04-06 2005-11-03 Siemens Ag Verfahren zum Steuern einer Kraftstoffzuführeinrichtung einer Brennkraftmaschine
WO2006103147A1 (fr) 2005-03-29 2006-10-05 Robert Bosch Gmbh Regulation a deux positions d'une pompe haute pression de moteurs otto a injection directe
EP1741912A3 (fr) * 2005-07-05 2007-06-27 Dr.Ing. h.c.F. Porsche Aktiengesellschaft Méthode et dispositif de commande d'un système d'injection de carburant pour un moteur à combustion interne d'un véhicule automobile
EP1873382A2 (fr) * 2002-06-20 2008-01-02 Hitachi, Ltd. Dispositif de commande de pompe à carburant haute pression de moteur à combustion interne
WO2008057176A1 (fr) * 2006-11-06 2008-05-15 Caterpillar Inc. Commande de déplacement sélective d'une pompe à carburant à plusieurs pistons
US7823566B2 (en) 2008-03-31 2010-11-02 Caterpillar Inc Vibration reducing system using a pump
US8015964B2 (en) 2006-10-26 2011-09-13 David Norman Eddy Selective displacement control of multi-plunger fuel pump
DE102011006203A1 (de) * 2011-03-28 2012-10-04 Continental Automotive Gmbh Regelverfahren zum Einstellen eines Drucks in einem Speichereinspritzsystem einer Brennkraftmaschine
US8342151B2 (en) 2008-12-18 2013-01-01 GM Global Technology Operations LLC Deactivation of high pressure pump for noise control
WO2015007446A1 (fr) * 2013-07-18 2015-01-22 Continental Automotive Gmbh Procédé permettant de faire fonctionner un système d'injection de carburant 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
JP4535024B2 (ja) * 2006-04-27 2010-09-01 株式会社デンソー 燃圧制御装置
DE102012218766A1 (de) * 2012-10-15 2014-04-17 Continental Automotive Gmbh Verfahren und Vorrichtung zum Betreiben einer Hochdruckpumpe

Citations (1)

* 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

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
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

Patent Citations (1)

* 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

Cited By (26)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1533516A1 (fr) * 2002-06-20 2005-05-25 Hitachi, Ltd. Dispositif de commande de pompe a carburant haute pression de moteur a combustion interne
EP1533516A4 (fr) * 2002-06-20 2005-08-03 Hitachi Ltd Dispositif de commande de pompe a carburant haute pression de moteur a combustion interne
US7757667B2 (en) 2002-06-20 2010-07-20 Hitachi, Ltd. Control device of high-pressure fuel pump of internal combustion engine
US7299790B2 (en) 2002-06-20 2007-11-27 Hitachi, Ltd. Control device of high-pressure fuel pump of internal combustion engine
EP1873382A2 (fr) * 2002-06-20 2008-01-02 Hitachi, Ltd. Dispositif de commande de pompe à carburant haute pression de moteur à combustion interne
EP1873382A3 (fr) * 2002-06-20 2008-01-23 Hitachi, Ltd. Dispositif de commande de pompe à carburant haute pression de moteur à combustion interne
US7546832B2 (en) 2002-06-20 2009-06-16 Hitachi, Ltd. Control device of high-pressure fuel pump of internal combustion engine
DE102004016943A1 (de) * 2004-04-06 2005-11-03 Siemens Ag Verfahren zum Steuern einer Kraftstoffzuführeinrichtung einer Brennkraftmaschine
DE102004016943B4 (de) * 2004-04-06 2006-06-29 Siemens Ag Verfahren zum Steuern einer Kraftstoffzuführeinrichtung einer Brennkraftmaschine
US7624719B2 (en) 2004-04-06 2009-12-01 Siemens Aktiengesellschaft Method for controlling a fuel supplying device of an internal combustion engine
US7536997B2 (en) 2005-03-29 2009-05-26 Robert Bosch Gmbh Two-point control of a high-pressure pump for direct-injecting gasoline engines
WO2006103147A1 (fr) 2005-03-29 2006-10-05 Robert Bosch Gmbh Regulation a deux positions d'une pompe haute pression de moteurs otto a injection directe
EP1741912A3 (fr) * 2005-07-05 2007-06-27 Dr.Ing. h.c.F. Porsche Aktiengesellschaft Méthode et dispositif de commande d'un système d'injection de carburant pour un moteur à combustion interne d'un véhicule automobile
US7422002B2 (en) 2005-07-05 2008-09-09 Dr. Ing. H.C.F. Porsche Aktiengesellschaft Method and apparatus for controlling a fuel injection system for an internal combustion engine in a vehicle
US8015964B2 (en) 2006-10-26 2011-09-13 David Norman Eddy Selective displacement control of multi-plunger fuel pump
WO2008057176A1 (fr) * 2006-11-06 2008-05-15 Caterpillar Inc. Commande de déplacement sélective d'une pompe à carburant à plusieurs pistons
US7406949B2 (en) 2006-11-06 2008-08-05 Caterpillar Inc. Selective displacement control of multi-plunger fuel pump
CN101558232B (zh) * 2006-11-06 2011-11-23 卡特彼勒公司 多柱塞燃料泵的选择性排量控制
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
DE102009058391B4 (de) * 2008-12-18 2016-01-21 GM Global Technology Operations LLC (n. d. Ges. d. Staates Delaware) Maschinensteuerungssystem und Maschinensteuerungsverfahren zum Deaktivieren einer Hochdruckpumpe für die Geräuschregelung
DE102011006203A1 (de) * 2011-03-28 2012-10-04 Continental Automotive Gmbh Regelverfahren zum Einstellen eines Drucks in einem Speichereinspritzsystem einer Brennkraftmaschine
DE102011006203B4 (de) * 2011-03-28 2016-05-04 Continental Automotive Gmbh Regelverfahren zum Einstellen eines Drucks in einem Speichereinspritzsystem einer Brennkraftmaschine
WO2015007446A1 (fr) * 2013-07-18 2015-01-22 Continental Automotive Gmbh Procédé permettant de faire fonctionner un système d'injection de carburant d'un moteur à combustion interne
CN105593500A (zh) * 2013-07-18 2016-05-18 大陆汽车有限公司 用于驱动内燃机的燃料喷射系统的方法
US9739209B2 (en) 2013-07-18 2017-08-22 Continental Automotive Gmbh Method for operating a fuel injection system of an internal combustion engine

Also Published As

Publication number Publication date
DE50211248D1 (de) 2008-01-03
DE10200987A1 (de) 2003-07-31
JP4272894B2 (ja) 2009-06-03
EP1327766A3 (fr) 2006-02-01
EP1327766B1 (fr) 2007-11-21
JP2003214301A (ja) 2003-07-30

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