EP0237754A1 - Procédé de commande d'un dispositif d'injection de carburant et dispositif d'injection de carburant - Google Patents

Procédé de commande d'un dispositif d'injection de carburant et dispositif d'injection de carburant Download PDF

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Publication number
EP0237754A1
EP0237754A1 EP87101603A EP87101603A EP0237754A1 EP 0237754 A1 EP0237754 A1 EP 0237754A1 EP 87101603 A EP87101603 A EP 87101603A EP 87101603 A EP87101603 A EP 87101603A EP 0237754 A1 EP0237754 A1 EP 0237754A1
Authority
EP
European Patent Office
Prior art keywords
fuel
pressure regulator
pressure
internal combustion
combustion 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.)
Withdrawn
Application number
EP87101603A
Other languages
German (de)
English (en)
Inventor
Siegfried Fehrenbach
Jürgen Dipl.-Ing.(FH) Gras
Dieter Dipl.-Ing.(FH) Günther
Klaus Dipl.-Ing.(FH) Joos
Ulrich Dipl.-Ing.(FH) Steinbrenner
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 EP0237754A1 publication Critical patent/EP0237754A1/fr
Withdrawn legal-status Critical Current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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • 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
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/30—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for facilitating the starting-up or idling of engines or by means for enriching fuel charge, e.g. below operational temperatures or upon high power demand of engines
    • F02M69/36—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for facilitating the starting-up or idling of engines or by means for enriching fuel charge, e.g. below operational temperatures or upon high power demand of engines having an enrichment mechanism modifying fuel flow to injectors, e.g. by acting on the fuel metering device or on the valves throttling fuel passages to injection nozzles or overflow passages
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F02D41/065—Introducing corrections for particular operating conditions for engine starting or warming up for starting at hot start or restart
    • 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
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/20—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines characterised by means for preventing vapour lock
    • 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
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/30—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for facilitating the starting-up or idling of engines or by means for enriching fuel charge, e.g. below operational temperatures or upon high power demand of engines
    • F02M69/36—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for facilitating the starting-up or idling of engines or by means for enriching fuel charge, e.g. below operational temperatures or upon high power demand of engines having an enrichment mechanism modifying fuel flow to injectors, e.g. by acting on the fuel metering device or on the valves throttling fuel passages to injection nozzles or overflow passages
    • F02M69/42—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for facilitating the starting-up or idling of engines or by means for enriching fuel charge, e.g. below operational temperatures or upon high power demand of engines having an enrichment mechanism modifying fuel flow to injectors, e.g. by acting on the fuel metering device or on the valves throttling fuel passages to injection nozzles or overflow passages using other means than variable fluid pressure, e.g. acting on the fuel metering device mechanically or 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
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/46—Details, component parts or accessories not provided for in, or of interest apart from, the apparatus covered by groups F02M69/02 - F02M69/44
    • F02M69/54—Arrangement of fuel pressure regulators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/02—Fuel evaporation in fuel rails, e.g. in common rails

Definitions

  • the invention relates to a method according to the preamble of claim 1 and a fuel injection system according to the preamble of claim 8.
  • a fuel injection system is already known in which to avoid fuel vapor bubbles after the internal combustion engine has been switched off and thus to problems during the subsequent hot start of the engine
  • Fuel pressure in the fuel injection system is increased in that the closing force of the pressure control valve is increased by an additional spring, the effect of the additional spring on the closing element of the pressure regulator being prevented by an electromagnet when the internal combustion engine is started.
  • This has the disadvantage that the electromagnet must work with great attraction and a large stroke, which has a large size, a high power loss during operation of the internal combustion engine, a large permanent load on the vehicle electrical system and control problems due to the high current required.
  • the inventive method for controlling a fuel injection system with the characterizing features of claim 1 and the fuel injection system according to the invention with the characterizing features of claim 8 have the advantage that they not only ensure a safe hot start of the internal combustion engine, but also allow that in the post-start phase after a Successful hot start for a short time, a higher fuel pressure to keep the internal combustion engine running safely or if there is an increased fuel requirement, for example when the internal combustion engine is operating at full load, a higher fuel pressure can be adjusted, which makes it possible to select a smaller injection valve size that is suitable for the lower part-load range and idling the internal combustion engine has sufficient small quantity linearity and delivers the required fuel injection quantity at full load due to the higher system pressure. Furthermore, it is advantageous that an electromagnet can be used with a significantly lower attraction force than in the prior art, which results in a lower power loss and a lower permanent load on the vehicle electrical system and a reduction in the control current.
  • Another advantageous embodiment of the invention consists in that, downstream of the first pressure regulator connected to the fuel supply line, the fuel is led to an inflow channel which ends at the valve seat of the second pressure regulator, with a valve closing member cooperating with the valve seat, which is closed by a closing spring in the direction of the valve seat can be acted upon and can be lifted off the valve seat by the pressure force of the fuel in the inflow channel or the armature of the electromagnet against the force of the closing spring.
  • the required low force of the electromagnet results in a small size and a low electrical load on the vehicle electrical system. This also enables a compact design.
  • FIG. 1 shows a first exemplary embodiment of a fuel injection system designed according to the invention
  • FIG. 2 shows a second exemplary embodiment of a fuel injection system designed according to the invention in Generaldar position
  • Figure 3 shows a third embodiment of a fuel injection system designed according to the invention in partial representation.
  • the fuel injection system shown in FIG. 1 for a mixture-compressing spark-ignition four-cylinder, four-stroke internal combustion engine 10 comprises, as essential components, four electromagnetically actuated injection valves 11, to which the fuel required for injection is supplied from a fuel supply line 12.
  • An electrically driven fuel pump 14 delivers fuel from a fuel tank 15 into a fuel connection line 16 that conducts fuel to the fuel supply line 12.
  • an outflow line 17 leads to an inlet connection 18 of a first pressure regulator 19, which regulates the fuel pressure in the fuel supply line 12 and thus regulates the fuel pressure at the injection valves 11 to a constant value of, for example, approximately 2.5 bar.
  • the construction of a pressure regulator will be described later using the pressure regulator shown in FIG. 3 as an example.
  • An outlet connection 20 of the first pressure regulator 19 is connected to a return flow line 21, via which fuel can flow back from the first pressure regulator 19 to the fuel tank 15.
  • a control valve 23 which can be actuated by an electromagnet 24.
  • the amount of fuel that can be completely combusted during the subsequent work cycle is determined by the amount of intake air entering a cylinder during a single intake stroke.
  • an air measuring element is provided in the intake pipe 25 of the internal combustion engine downstream of an air filter 26, but upstream of its throttle valve 28, which can be adjusted with an accelerator pedal 27, which is formed, for example, by a baffle plate 30, which is a function of the amount of air sucked in by the internal combustion engine performs a rotational movement against the force of a return spring (not shown), which is detected by a potentiometer (not shown) and is supplied to an electronic control unit 32 as an electrical signal of the instantaneous amount of intake air 31.
  • the electronic control unit 32 is also supplied with other values of operating parameters of the internal combustion engine converted into electrical signals, such as the temperature 33 of the intake air, the cooling water temperature 34 of the internal combustion engine, the rotational speed 35 of the internal combustion engine, the intake manifold pressure 36, and the exhaust gas composition 37 determined by an exhaust gas measuring probe in the exhaust pipe 38, the throttle valve position angle 39, contact values of a full-load switch 40 indicating the full load position of the throttle valve 28, contact values of an idle switch 41 indicating the idle position of the throttle valve 28 and others.
  • the injection valves 11 are controlled by the electronic control unit 32 as a function of operating parameters of the internal combustion engine.
  • an air line 43 branches off from the intake manifold and leads to the first pressure regulator 19 in order to influence the fuel pressure regulated by the pressure regulator as a function of the intake manifold pressure.
  • the fuel injection system has a second pressure regulator 44, which regulates a higher fuel pressure than the first pressure regulator 19, for example a fuel pressure of approximately 5 bar.
  • the second pressure regulator 44 lies in a bypass line 45, which branches off from the return flow line 21 between the first pressure regulator 19 and the control valve 23 and leads to the inlet connection 46 of the second pressure regulator 44 and via the outlet connection 47 of the second pressure regulator 44 into the return flow line 21 downstream of the control valve 23 opens.
  • the second pressure regulator 44 can also be connected to the air line 43 via a branch line 48, so that the fuel pressure regulated by the second pressure regulator 44 can also be regulated as a function of the intake manifold pressure.
  • the control valve 23 is advantageously closed when the electromagnet 24 is not energized. In normal operation of the internal combustion engine, at least outside the full-load range, the electromagnet 24 is excited by the electronic control unit 32 and opens the control valve 23, so that the fuel flows back almost without pressure via the return line 21 and the control valve 23 to the fuel tank 15 downstream of the first pressure regulator 19 can. The fuel pressure prevailing downstream of the first pressure regulator 19 is not sufficient to open the second pressure regulator 44 set to a higher pressure.
  • the fuel pressure in the fuel supply line 12 is in this operating state by the first pressure regulator 19 regulated low pressure.
  • the electromagnet 24 is de-energized and the control valve 23 closes, so that the fuel still delivered by the leaking fuel pump 14 and / or the heating of the fuel leads to an increase in pressure which is limited by the second pressure regulator 44.
  • the first pressure regulator 19 is completely open and the second pressure regulator 44 closes with respect to the return flow line 21 when the fuel pressure in the fuel supply line falls below the higher pressure to be regulated by the second pressure regulator 44, for example 5 bar. This ensures that there is no evaporation of fuel after the internal combustion engine has been switched off, where the injection valves 11 may heat up to approximately 120 ° C.
  • a fuel pressure of approximately 5 bar ensures that fuel does not evaporate in the cooling phase of the internal combustion engine, which can take up to two hours. If the internal combustion engine is restarted in the so-called hot start phase after the internal combustion engine has been switched off, the electromagnet 24 is not energized due to the values supplied to the electronic control device 32 by the operating characteristics of the internal combustion engine that characterize the hot start, so that the control valve 23 remains closed and the fuel pressure is regulated not by the first pressure regulator 19, but by the second pressure regulator 44 to approximately 5 bar.
  • the operating parameters of the internal combustion engine which characterize the hot start are either individually or in combination the values of the temperature of the cooling water 34 of the internal combustion engine, the duration of the starting process, the number of failed attempts to start, etc. These values cannot be specified for all internal combustion engines, but are different for almost every type of internal combustion engine. For example, there is a hot start at cooling water temperatures above approx. 95 ° C. The duration of the starting process should generally not exceed 2 to 3 seconds. The number of failed attempts to start should generally not exceed three.
  • the fuel pressure in a so-called post-start phase is advantageous to keep the fuel pressure in a so-called post-start phase for a short time of about 20 to 60 seconds at the higher pressure regulated by the second pressure regulator 44 in order to ensure that the internal combustion engine continues to run safely.
  • the solenoid 24 is not energized by the electronic control unit 32 and the control valve 23 thus remains closed, as a result of which the control of the fuel pressure in the fuel supply line 12 is effected by the second pressure regulator 44.
  • the duration of the post-start phase can depend on individual values or on several of the values listed below.
  • the duration of the post-start phase can vary from the temperature of the cooling water 34 of the internal combustion engine, the temperature of the air 33 in the intake manifold, for example above about 40 ° C., the total fuel throughput determined by the electronic control unit 32 through an injection valve 11, the sum of the A already done injection times, which are characterized by the excitation times of the injection valves 11, the number of injections or ignitions carried out, the sum of the intake air quantity 31 determined by means of the baffle plate 30, the instantaneous fuel throughput determined by the injection time in the electronic control unit 32 through an injection valve 11, the instantaneous through the baffle plate 30 determined intake air quantity 31, the product of the speed 35 of the internal combustion engine and a pulse serving to form the injection time, among other things.
  • the pulse used to form the injection time can be the basic pulse only taking into account the intake air quantity or a value characterizing the operating range of a factor for forming the injection time with regard to idling 41 or full load 40 and the temperature 33, 34.
  • the increase in the fuel pressure in the fuel supply line 12 and thus the regulation by the second pressure regulator 44 can also be used to satisfy an increased fuel requirement in certain operating areas of the internal combustion engine despite constant, that is to say not extended, injection times. It may be necessary to increase the fuel injection quantity at full load or acceleration.
  • the possibility of delivery of a fuel excess through Increasing the fuel pressure offers the advantage that an injection valve size can be selected which has a sufficiently large linearity linearity for idling and the lower part-load range and delivers a sufficiently large static fuel injection quantity at full load due to the increase in fuel pressure.
  • the excitation of the electromagnet 24 is interrupted by the electronic control unit 32 and the control valve 23 closes, so that the regulation of the fuel pressure in the fuel supply line 12 as described above for the hot start or the post-start phase only by the second pressure regulator 44.
  • the speed 35 and a value characterizing the air throughput 31 serve as values characterizing the increased fuel requirement at full load.
  • the electronic control unit 32 interrupts the energization of the electromagnet 24 and the control valve 23 closes, so that the fuel pressure is regulated by the second pressure regulator 44.
  • values of operating parameters can further serve to close an electrical contact in the full load position of a full load switch 40 on the throttle valve 28, the stel tion angle of the throttle valve 28, the intake air amount 31 determined by the baffle plate 30 or a corresponding pulse formed in the electronic control unit 32, the basic injection time, the intake manifold pressure and others characterize.
  • the increase in fuel pressure shown here for a hot start, in the post-start phase and when there is an increased fuel requirement, for example at full load, is also carried out by the operating parameters shown in the exemplary embodiments according to FIGS. 2 and 3 in a transferred manner.
  • the injection time in the electronic control unit 32 is adapted in accordance with the requirements of the internal combustion engine.
  • an outflow line 17 leads from the fuel supply line 12 to the inlet connection 18 of the first pressure regulator 19, which regulates, for example, a fuel pressure of approximately 2.5 bar.
  • the outlet port 20 of the first pressure regulator 19 is connected to the return flow line 21, in which the control valve 23 is located, which can be actuated by the electromagnet 24 which can be excited by the electronic control device 32 in the manner described above as a function of operating parameters of the internal combustion engine.
  • the inlet connection 46 of the second pressure regulator 44 is connected to the fuel supply line 12 via an outflow line 50.
  • the outlet 47 of the second pressure regulator 44 leads via a return line 51 to the return flow line 21 downstream of the control valve 23, so that the second pressure regulator 44, which regulates a fuel pressure of 5 bar, is parallel to the first pressure regulator 19.
  • the control valve 23 is closed when the electromagnet 24 is not energized, for example during the hot start, the post-start phase and operating parameters which characterize an increased fuel requirement, so that the second pressure regulator 44 then takes effect and regulates a fuel pressure of approximately 5 bar in the fuel supply line 12.
  • the electromagnet 24 is likewise de-energized and the control valve 23 closes, so that a fuel pressure which completely or at least substantially reduces the formation of vapor bubbles builds up in the fuel injection system and a new hot start is made possible.
  • the third exemplary embodiment according to FIG. 3 shows in a compact construction a second pressure regulator 44 which is directly connected to the first pressure regulator 19.
  • the first pressure regulator 19 regulates, for example, a fuel pressure in the fuel supply line of approximately 2.5 bar, while the second pressure regulator 44 regulates a higher fuel pressure of approximately Regulates 5 bar.
  • the first pressure regulator 19 is constructed from a valve housing 53 and a valve cap 54, the inlet connector 18 being arranged on the valve housing.
  • valve housing 53 and valve cap 54 can be formed as sheet metal deep-drawn parts which are connected by a flange 60, whereby a membrane 62 is also clamped transversely to the longitudinal axis of the pressure regulator 19.
  • a bracket 64 is fastened to the diaphragm 62 together with a spring plate 63, in which a valve closing member 65 is pivotally mounted, which has a closure disk 66 and a ball 67 rigidly connected (soldered) to it.
  • the ball 67 is guided through a retaining washer 68 in a conical bore 69 of the holder 64 and is pressed against the retaining washer 68 by a spring 71 arranged in a bore 70 of the holder 64, so that the locking washer 66 is prevented from being hit by vibrations.
  • the closure disk 66 forms, together with the fixed valve seat 59, the flow cross section of the pressure regulator.
  • the membrane 62 separates the fuel chamber 57 from a spring chamber 73 in the valve cap 54.
  • a valve spring 74 is arranged in the spring chamber 73, one end of which rests on the spring plate 63 and acts on the valve closing member 65 in the direction of the fixed valve seat 59.
  • the air line 43 advantageously opens into the spring chamber 73.
  • an outlet opening 79 leads through the valve seat body 58 and is connected to an inflow channel 80 which is in the outlet connection 20 of the first pressure regulator 19 is formed and ends at a valve seat 82.
  • the fastening end 75 of the outlet connector 20 of the first pressure regulator 19 has a blind bore 83, from the bottom of which the valve seat 82 protrudes.
  • a cylindrical armature 84 projects into the blind bore 83 and has a smaller diameter than the blind bore 83 and limits an annular space with the latter.
  • the armature 84 is aligned with the valve seat 82 and, on its end face 85 facing the valve seat 82, is connected to a valve closing element 86 which interacts with the valve seat 82.
  • a closing spring 88 is supported, which on the other hand rests on the outlet connection 47.
  • the armature 84 is slidably mounted within the pot housing 77 in a sliding bush 89 which is mounted in a magnet coil 90 arranged inside the pot housing 77.
  • the armature 84 has at its end 85 facing the valve closing member 86 a transverse bore 92 which is connected to a longitudinal bore 93 in the armature.
  • the longitudinal bore 93 ends at the end 87 of the armature 84.
  • a set screw 94 can be screwed into the connecting piece 47, on which the end of the closing spring 88 which is remote from the armature 84 is supported.
  • the tension force of the closing spring 88 and thus the opening force required to open the second pressure regulator 44 can be set, by which the fuel pressure regulated by the second pressure regulator 44 is determined.
  • the outlet 95 of the outlet port 47 communicates with the return flow line 21.
  • the electronic control unit 32 excites the electromagnet 24, characterized by the solenoid 90, and the armature 84 and thus the valve closing member 86 are lifted from the valve seat 82 against the force of the closing spring 88, so that the fuel flowing from the fuel supply line 12 via the inlet connection 18 to the first pressure regulator 19 is regulated by the first pressure regulator 19 to a pressure of approximately 2.5 bar and via the outlet connection 20 as a result of the open between pressure regulator 44 to the outlet connection 47 of the second pressure regulator 44 can flow.
  • the electronic control unit 32 does not excite the electromagnet 24 in the manner described above, so that the second pressure regulator 44 only opens, i.e. the valve closing member 86 from the valve seat 82 lifts off when the fuel pressure in the inflow channel 80 and thus also in the fuel supply line 12 reaches at least the opening pressure of the second pressure regulator, that is to say about 5 bar.
  • a stop 96 is arranged in the spring chamber 73, on which the holder 64 can be supported when the fuel pressure is regulated by the second pressure regulator 44.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
EP87101603A 1986-03-14 1987-02-06 Procédé de commande d'un dispositif d'injection de carburant et dispositif d'injection de carburant Withdrawn EP0237754A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3608522 1986-03-14
DE19863608522 DE3608522A1 (de) 1986-03-14 1986-03-14 Verfahren zum steuern einer kraftstoffeinspritzanlage und kraftstoffeinspritzanlage

Publications (1)

Publication Number Publication Date
EP0237754A1 true EP0237754A1 (fr) 1987-09-23

Family

ID=6296343

Family Applications (1)

Application Number Title Priority Date Filing Date
EP87101603A Withdrawn EP0237754A1 (fr) 1986-03-14 1987-02-06 Procédé de commande d'un dispositif d'injection de carburant et dispositif d'injection de carburant

Country Status (5)

Country Link
EP (1) EP0237754A1 (fr)
JP (1) JPS62218629A (fr)
KR (1) KR870009119A (fr)
BR (1) BR8701165A (fr)
DE (1) DE3608522A1 (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2612257A1 (fr) * 1987-03-10 1988-09-16 Renault Circuit de carburant d'un systeme d'injection electronique pour moteur a combustion interne
EP0616120A1 (fr) * 1993-03-18 1994-09-21 Bayerische Motoren Werke Aktiengesellschaft Moteur à combustion interne avec régulation lambda et sa soupape de commande
ES2120876A1 (es) * 1994-12-09 1998-11-01 Bosch Gmbh Robert Dispositivo de alimentacion de combustible para un motor de combustion interna.
DE10005471A1 (de) * 2000-02-08 2001-08-09 Bayerische Motoren Werke Ag Kraftstoffversorgungsanlage für eine Brennkraftmaschine
WO2002048532A1 (fr) * 2000-12-12 2002-06-20 Robert Bosch Gmbh Procede, programme informatique et appareil de commande et/ou de reglage permettant d'exploiter un moteur a combustion interne et moteur a combustion interne

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19714436A1 (de) * 1997-04-08 1998-10-15 Bosch Gmbh Robert Gasführungsanlage einer Brennkraftmaschine
DE102005001577B4 (de) * 2005-01-13 2017-04-06 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
JP5126538B2 (ja) * 2008-12-11 2013-01-23 スズキ株式会社 車両用制御装置

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3200622A1 (de) * 1981-01-12 1982-09-23 Nissan Motor Co., Ltd., Yokohama, Kanagawa Treibstoff-einspritzanlage fuer verbrennungsmotor
JPS5943932A (ja) * 1982-09-02 1984-03-12 Mitsubishi Electric Corp 機関の燃料圧力調整装置
JPS59188064A (ja) * 1983-04-08 1984-10-25 Isuzu Motors Ltd 内燃エンジン用燃料供給装置
JPS60116851A (ja) * 1983-11-29 1985-06-24 Nissan Shatai Co Ltd 燃料噴射エンジンの燃料圧力制御装置
JPS60116852A (ja) * 1983-11-28 1985-06-24 Nissan Shatai Co Ltd 燃料噴射エンジンの燃料圧力制御装置
JPS60132068A (ja) * 1983-12-19 1985-07-13 Nissan Shatai Co Ltd 燃料噴射エンジンの燃料圧力制御装置
JPS60142052A (ja) * 1983-12-28 1985-07-27 Nissan Motor Co Ltd 内燃機関の燃料圧力調整装置
JPS60190660A (ja) * 1984-03-12 1985-09-28 Nissan Shatai Co Ltd 燃料噴射エンジンの燃料圧力制御装置

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3200622A1 (de) * 1981-01-12 1982-09-23 Nissan Motor Co., Ltd., Yokohama, Kanagawa Treibstoff-einspritzanlage fuer verbrennungsmotor
JPS5943932A (ja) * 1982-09-02 1984-03-12 Mitsubishi Electric Corp 機関の燃料圧力調整装置
JPS59188064A (ja) * 1983-04-08 1984-10-25 Isuzu Motors Ltd 内燃エンジン用燃料供給装置
JPS60116852A (ja) * 1983-11-28 1985-06-24 Nissan Shatai Co Ltd 燃料噴射エンジンの燃料圧力制御装置
JPS60116851A (ja) * 1983-11-29 1985-06-24 Nissan Shatai Co Ltd 燃料噴射エンジンの燃料圧力制御装置
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Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2612257A1 (fr) * 1987-03-10 1988-09-16 Renault Circuit de carburant d'un systeme d'injection electronique pour moteur a combustion interne
EP0616120A1 (fr) * 1993-03-18 1994-09-21 Bayerische Motoren Werke Aktiengesellschaft Moteur à combustion interne avec régulation lambda et sa soupape de commande
ES2120876A1 (es) * 1994-12-09 1998-11-01 Bosch Gmbh Robert Dispositivo de alimentacion de combustible para un motor de combustion interna.
DE10005471A1 (de) * 2000-02-08 2001-08-09 Bayerische Motoren Werke Ag Kraftstoffversorgungsanlage für eine Brennkraftmaschine
WO2002048532A1 (fr) * 2000-12-12 2002-06-20 Robert Bosch Gmbh Procede, programme informatique et appareil de commande et/ou de reglage permettant d'exploiter un moteur a combustion interne et moteur a combustion interne
US7089914B2 (en) 2000-12-12 2006-08-15 Robert Bosch Gmbh Method, computer program and control and/or regulation device for operating an internal combustion engine, and corresponding internal combustion engine

Also Published As

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BR8701165A (pt) 1988-01-12
KR870009119A (ko) 1987-10-23
JPS62218629A (ja) 1987-09-26
DE3608522A1 (de) 1987-09-17

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