EP1655480B1 - Procédé pour utiliser un système de carburant d'un moteur à combustion interne et systéme de carburant - Google Patents

Procédé pour utiliser un système de carburant d'un moteur à combustion interne et systéme de carburant Download PDF

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Publication number
EP1655480B1
EP1655480B1 EP20050108994 EP05108994A EP1655480B1 EP 1655480 B1 EP1655480 B1 EP 1655480B1 EP 20050108994 EP20050108994 EP 20050108994 EP 05108994 A EP05108994 A EP 05108994A EP 1655480 B1 EP1655480 B1 EP 1655480B1
Authority
EP
European Patent Office
Prior art keywords
expulsion
movement
phase
expulsion element
fuel
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.)
Ceased
Application number
EP20050108994
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German (de)
English (en)
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EP1655480A1 (fr
Inventor
Bruno Schmidt
Matthias Schumacher
Uwe Mueller
Stefan Smetana
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
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Robert Bosch GmbH
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Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1655480A1 publication Critical patent/EP1655480A1/fr
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Publication of EP1655480B1 publication Critical patent/EP1655480B1/fr
Anticipated expiration legal-status Critical
Ceased 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
    • 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
    • F02M59/02—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type
    • F02M59/10—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by the piston-drive
    • 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
    • F02M59/02—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type
    • F02M59/10—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by the piston-drive
    • F02M59/102—Mechanical drive, e.g. tappets or cams

Definitions

  • the invention relates firstly to a method for operating a fuel system of an internal combustion engine in which at least one displacement element of a fuel pump is driven by a drive device and performs a displacement and a suction movement within a delivery cycle, and in which during the displacement movement may be present during the promotion Fuel is conveyed in a high-pressure area.
  • the subject of the present invention is also a fuel system with a fuel pump with at least one displacement element, which is driven by a cam device.
  • a method and a fuel system of the type mentioned are known from the market. They are used in fuel systems of internal combustion engines with direct fuel injection. In doing so, the fuel pump feeds into a fuel rail (common rail), in which the fuel is stored under high pressure is.
  • a fuel rail common rail
  • the fuel pump is a fuel pump whose displacement element is formed by a piston which is driven by a camshaft.
  • a quantity control valve which can temporarily connect the delivery space to an inlet-side low-pressure region during a delivery movement of the piston. From the DE 100 52 629 A1 and belonging to the patent family US 2002/0053338 A1 It is known that the quantity control valve is closed at the beginning of a conveying movement of the piston, so that is conveyed into the fuel rail and that, depending on the amount of fuel to be delivered, the quantity control valve opens in the course of the conveying movement, so that the fuel is no longer in the Fuel manifold, but back to the low pressure range is promoted. Also known from the market is that the quantity control valve is open at the beginning of the conveying movement, so that initially is not promoted in the fuel rail. In the course of the displacement movement closes the quantity control valve, so that can be promoted from this point in the fuel rail and the high pressure area.
  • the EP 0 304 741 A1 shows a piston pump with a driven by a drive device with a trajectory displacement element, wherein the trajectory is shaped so that the maximum speed of the displacement element during a delivery phase over a range is constant.
  • Object of the present invention is to provide a method and a fuel system of the type mentioned in such a way that a corresponding fuel system can be built inexpensively and compact and easily manufactured.
  • the displacement element with relatively high Speed can move.
  • the amount of maximum velocity at a given displacement of the displacement element can be kept comparatively low.
  • a low maximum speed of the Displacement element during the displacement movement has several advantages: on the one hand pressure pulsations are reduced during the displacement movement.
  • the corresponding components downstream and / or upstream of the fuel pump may therefore meet less stringent strength requirements and thus be made more compact and less expensive.
  • valve Due to the comparatively low velocity of the displacement element during the displacement movement is obtained at an open valve, through which the fuel flows from the delivery chamber of the fuel pump, a lower flow rate of the fuel and a correspondingly lower flow force acting on the valve. Also, the valve itself can therefore be smaller and easier to build and thus manufactured inexpensively.
  • the phase of essentially constant speed occupy at least approximately 50% of the phase of the displacement movement. From this duration of the constant speed phase, the reduction of pulsations upstream and / or downstream of the fuel pump is particularly significant, as well as the reduction of the flow forces acting on a valve delimiting the delivery space.
  • phase with constant and maximum speed of the displacement element takes as long as possible. However, the longer this phase lasts, the greater must be the positive acceleration with which the displacement element is brought from the bottom dead center to the said speed. However, a high acceleration of the displacement element leads to high forces between the displacement element and the drive device, with which the displacement element is driven. If a phase in which the displacement element is positively accelerated to the substantially constant speed assumes at most approximately 15% of the phase of the displacement movement, the forces acting between the displacement element and the drive device are still sufficiently low and at the same time sufficiently high Acceleration that a long phase with constant and maximum speed of the displacement element can be achieved.
  • the magnitude of a mean positive acceleration, with which the displacement element is accelerated to the substantially constant maximum speed is greater than the amount of a mean negative acceleration, with which the displacement element is decelerated from the substantially constant speed.
  • a comparatively small negative acceleration has yet another advantage: a large negative acceleration in the area of top dead center of the displacement element would require a comparatively small radius of curvature in this area in the case of a corresponding drive device, for example a drive cam. This in turn would result in a high surface pressure between the displacement element and the drive device. By reducing the negative acceleration, the surface pressure between the displacement element and the drive device is thus reduced in the region of top dead center, which in turn simplifies the construction of the fuel pump and increases its service life.
  • the magnitude of the average positive acceleration is at least a factor of 2 greater than the amount of the average negative acceleration. This results in a sufficiently long phase with a constant maximum speed of the displacement element with at the same time not too high demands on the structural strength, in particular in the region of the interface between the displacement element and the drive device.
  • the displacement element is driven by a cam device and the course of a negative acceleration, with which the displacement element is decelerated from the substantially constant speed, is selected so that a resulting therefrom on the rotation angle of the cam device course of a the displacement element acting mass force at least approximately and at least in Area of the top dead center of the displacement element corresponds to the course of a force acting on the displacement element to the cam device towards spring force, optionally taking into account a safety factor.
  • the acceleration profile of the displacement element is adapted to the force curve of the spring force acting on the displacement element.
  • this spring force is optimally utilized over a comparatively wide range. This in turn allows an extension of that phase in which the speed of the displacement element is maximum and constant, which in turn benefits the reduction of the maximum speed.
  • the duration of the displacement movement within a delivery cycle is greater than the duration of the suction movement.
  • Such an asymmetrical design of the lift curve of the displacement element means a shift of the top dead center towards a larger angle of rotation of the drive device.
  • An extension of the duration of the displacement movement allows a further reduction of the maximum speed of the displacement element during the displacement movement. It is proposed in a concrete embodiment that the duration of the displacement movement is at least 15% greater than the duration of the suction movement.
  • this embodiment of the method according to the invention has a further advantage: when the delivery chamber of the fuel pump is connected to the low-pressure region via the controllable valve device, the fuel is expelled from the delivery chamber via the valve device into the low-pressure region. Accordingly, a flow force acts on the valve device. In a normally closed valve device, the flow force directly affects the force required to hold open. By reducing the flow force so also this required force is reduced to keep open, which allows the use of a smaller actuator in the valve device. In a normally open valve device, the high flow force requires a high spring force to keep the valve device open and consequently a high actuation force for closing the valve device. Again, therefore, the reduction of the flow force leads to a more compact design of the valve device.
  • a fuel system carries the overall reference numeral 10. It comprises a fuel tank 12 from which an electrically driven feed pump 14 promotes the fuel in a low-pressure line 16. This leads to an inlet 18 of a high-pressure fuel pump 20, which is mechanically driven by an internal combustion engine, not shown in detail.
  • the mechanical connection carries in FIG. 1 an outlet 24 of the high-pressure fuel pump 20 leads to a fuel rail 26, which is also referred to as "common rail" and in which the fuel is stored under high pressure.
  • a fuel rail 26 which is also referred to as "common rail" and in which the fuel is stored under high pressure.
  • To the fuel manifold 26 a plurality of injectors 28 are connected, which inject the fuel in them associated combustion chambers 30.
  • the amount of fuel delivered by the high pressure fuel pump 20 to the fuel rail 26 is adjusted inter alia by a valve means 32, referred to as a quantity control valve, as now with reference to FIG. 2 explained in detail:
  • the high-pressure fuel pump 20 comprises a housing 34, in which a delivery chamber 36 and a displacement element in the form of a piston 38 are provided. This is acted upon by a piston spring 40 via a roller 42 against a cam device 44. This comprises three at an angle of 120 ° to each other arranged cam 46, but only one of which is provided with a reference numeral.
  • the delivery chamber 36 can be connected to the outlet 24 via a spring-loaded outlet valve 48.
  • the Quantity control valve 32 is also the inlet valve, by which at least temporarily, the low pressure line 16 can be connected to the pumping chamber 36.
  • the quantity control valve 32 has an electromagnetic actuator 50 and a pull-valve spring 52.
  • the Mengen ask- or inlet valve 32 is closed under the action of the tension spring 52.
  • the quantity control valve 32 is opened by energizing the electromagnetic actuator 50 against the force of the valve spring 52 and due to the pressure difference between the inlet 18 and the delivery chamber 36 so that fuel from the inlet 18 into the delivery chamber 36 can pass (left illustration of the pump 20 in FIG. 2 ).
  • the exhaust valve 24 is closed during this time.
  • the quantity control valve 32 is further forcibly opened by energizing the electromagnetic actuator 50, so that the fuel is not discharged to the outlet 24, but back to the inlet 18 into the low pressure line 16.
  • the mass control valve 32 is closed (reference numeral 58 and right hand representation of the pump 20 in FIG. 2 ).
  • a complete suction and displacement movement result in a delivery cycle 59.
  • the cam device 44 has a total of three cams 46, the trajectory of which in turn can each be subdivided into four regions A, B, C and D. These areas are in the FIGS. 3 to 6 separated by double dot-dash lines.
  • FIG. 4 is a the stroke of the piston 38 on the rotational angle of the cam device 44 descriptive curve with the reference numeral 60, a speed of the piston 38 descriptive curve with the reference numeral 62, and a piston 38 describing the acceleration of the curve designated by the reference numeral 64.
  • FIG. 4 is a the stroke of the piston 38 on the rotational angle of the cam device 44 descriptive curve with the reference numeral 60, a speed of the piston 38 descriptive curve with the reference numeral 62, and a piston 38 describing the acceleration of the curve designated by the reference numeral 64.
  • the area A of the cam path of the cam 46 is such that the piston 38 experiences an overall substantially constant positive acceleration from a bottom dead center UT (curve 64), resulting in an overall substantially linear velocity increase (curve 62) ,
  • the acceleration of the piston 38 in the region A of the trajectory of the cam 46 should be as large as possible. It is limited by the criterion of the smallest concave radius of curvature of the trajectory: a large acceleration leads to a small concave curvature radius.
  • the aim in the design of this area A is to choose the course of the acceleration, ie the trajectory of the cam 46 in the area A so that the resulting radius of curvature is as close as possible to the minimum allowable radius of curvature.
  • the cam track in this area A has the curvature of a grinding wheel, with which the cam track of the cam 46 is made, or the smallest radius of curvature that can be made with such a grinding wheel.
  • a grinding wheel is indicated by the reference numeral 72 in dashed lines.
  • the area B of the trajectory of the cam 46 adjoining the area A is characterized by a constant lifting speed (curve 62 in FIG. 4 ) of the piston 38. This speed is also the maximum positive velocity of the piston 38 during the displacement movement.
  • the amount of the maximum speed in the area B should be as small as possible in order to minimize the flow forces on the inlet or quantity control valve 32 and thus the required magnetic force of the electromagnetic actuator 50.
  • a speed-dependent pressure excitation in the fuel rail 26 can thereby be kept low.
  • the area under the curve 62 between bottom dead center UT and top dead center OT corresponds to the stroke of the piston 38.
  • the maximum speed in the area B can then be as low as possible, if the phase in which the speed is constant ( Area B), takes as long as possible within a delivery cycle 59 of the high-pressure fuel pump 20.
  • this is achieved on the one hand by the fact that the positive acceleration (range A) is as large as possible, and thus the duration of the range A is as short as possible, and, on the other hand, by an overall asymmetric design of the Cam 46, through which the top dead center OT is shifted backward in time.
  • the conveying cycle shown thus extends the displacement movement of the piston 38 from a cam angle of 0 ° to about 65 °, whereas a suction movement (reference numeral 54 in FIG. 2 ) in the present cam 46 lasts from a cam angle of 65 ° to 120 °.
  • the top dead center OT would be shifted to a cam angle greater than 90 ° and at a cam device having four cams to a cam angle greater than 45 °.
  • the constant and maximum speed phase B of the piston 38 in the present embodiment extends from a cam angle of about 9 ° to a cam angle of about 44 °. This corresponds to approximately 54% of the total displacement movement.
  • the acceleration phase A corresponds to approximately 14% of the total displacement movement.
  • the piston 38 In the region C of the trajectory of the cam 46 and the lifting cam 60 of the piston 38, the piston 38 is decelerated, so he experiences a negative acceleration.
  • the amount of the mean value thereof in the present embodiment is less than half the magnitude of the average value of the positive acceleration during the phase A. Due to the negative acceleration in the range C, in particular near the top dead center OT, there is a risk that of the Piston 38 lifts off with the roller 42 from the cam 46. This lifting is intended by the piston spring 40 and the corresponding spring force (reference numeral 68 in FIG. 5 ) which prevents the lifting mass inertia force (reference 66 in FIG. 5 ) counteracts. For structural reasons, it is desirable to design the piston spring 40 as small as possible, ie to keep the required spring force as low as possible. This is achieved by the lowest possible negative acceleration in the area C.
  • An additional advantage of a comparatively small negative acceleration in the region C relates to the surface pressure between the roller 42 and the cam 46. It must be ensured that a permissible value, which also results from the material combination between cam 46 and roller 42, is not exceeded . In addition to the contact forces occurring and the radius of the roller 42, the radius of curvature of the cam 46 is decisive for the height of the surface pressure.
  • a strong negative acceleration in the region of top dead center TDC means a correspondingly small radius of curvature of the trajectory of the cam 46 in this region a correspondingly high surface pressure between roller 42 and cam 46 would lead. For a correspondingly low surface pressure, therefore, the negative acceleration in the region C is also to be kept low.
  • the trajectory of the cam 46 is chosen so that the resulting from the angle of the cam 46 course of the inertia force 66 approximately corresponds to the course of the force acting on the piston 38 spring force 68, taking into account a safety factor of 50% (reference numeral 74 in FIG. 5 ).
  • the force of the piston spring 40 is optimally utilized over a wide range. This also allows for a certain extension of the design range B and the Reduction of the maximum speed level available there.

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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)

Claims (12)

  1. Procédé de gestion d'un système d'alimentation en carburant (10) d'un moteur à combustion interne selon lequel
    - au moins un élément de refoulement (38) d'une pompe à carburant (20) est entraîné par une installation d'entraînement (44) par l'intermédiaire d'un chemin de came de l'installation d'entraînement (44) et au cours d'un cycle de transfert, il exécute un mouvement de refoulement (56) et un mouvement d'aspiration (54) et
    - au cours du mouvement de refoulement (56) il peut y avoir une phase de transfert (58), pendant que le carburant est transféré à une zone haute pression (26),
    - l'élément de refoulement (38) étant entraîné pour que pendant le mouvement de refoulement (56), règne une phase (B) avec simultanément une vitesse (62) pratiquement constante et pratiquement maximale, dans la direction de refoulement, pour l'élément de refoulement (38),
    caractérisé en ce que
    le chemin de came de l'installation d'entraînement (44) présente un rayon de courbure concave dans la région de son point mort bas (UT) de l'élément de refoulement (38), et
    l'angle (D) de la région du rayon de courbure concave à la fin du mouvement d'aspiration (54) est plus grand que l'angle (A) de la région du rayon de courbure concave au début du mouvement de refoulement (56).
  2. Procédé selon la revendication 1,
    caractérisé en ce que
    la phase (B) à vitesse pratiquement constante (62) occupe au moins sensiblement 50 % de la phase du mouvement de refoulement (56).
  3. Procédé selon l'une des revendications 1 ou 2,
    caractérisé en ce qu'
    une phase (A) au cours de laquelle l'élément de refoulement (38) est accéléré de façon positive pratiquement à une vitesse constante (62), représente au plus environ 15 % de la phase du mouvement de refoulement (56).
  4. Procédé selon la revendication 3,
    caractérisé en ce que
    l'accélération positive (64) est pratiquement constante.
  5. Procédé selon l'une des revendications précédentes,
    caractérisé en ce que
    la vitesse (62) de l'élément de refoulement (38) chute avec une accélération (64) négative pratiquement constante à partir de la valeur maximale (62).
  6. Procédé selon l'une des revendications précédentes,
    caractérisé en ce que
    l'amplitude de l'accélération positive, moyenne, (64) par laquelle l'élément de refoulement (38) est accéléré jusqu'à la vitesse (62) pratiquement constante est supérieure à l'amplitude de l'accélération négative moyenne, (64) par laquelle l'élément de refoulement (38) est freiné à partir de la vitesse (62) pratiquement constante.
  7. Procédé selon la revendication 6,
    caractérisé en ce que
    l'amplitude de l'accélération positive, moyenne, (64) est supérieure au moins d'un coefficient 2 par rapport à l'amplitude de l'accélération négative, moyenne, (64).
  8. Procédé selon l'une des revendications 6 ou 7,
    caractérisé en ce que
    l'élément de refoulement (38) est entraîné par une installation à came (44) et l'évolution de l'accélération négative (64) qui freine l'élément de refoulement (38) à partir de la vitesse (62) pratiquement constante est choisie pour que l'évolution (66) qui en résulte en fonction de l'angle de rotation de l'installation de came (44), d'une force massique agissant sur l'élément de refoulement (38) corresponde au moins sensiblement et au moins dans la zone du point mort haut (OT) de l'élément de refoulement (38), à l'évolution (68) d'une force de ressort agissant sur l'élément de refoulement (38) par rapport à l'installation de came (44), le cas échéant en tenant compte d'un coefficient de sécurité (74).
  9. Procédé selon l'une des revendications précédentes,
    caractérisé en ce que
    la durée du mouvement de refoulement (56) dans un cycle de refoulement est supérieure à la durée du mouvement d'aspiration (54).
  10. Procédé selon la revendication 9,
    caractérisé en ce que
    la durée du mouvement de refoulement (56) est supérieure d'au moins 15 % à la durée du mouvement d'aspiration (58).
  11. Procédé selon l'une des revendications précédentes,
    caractérisé en ce que
    le début de la phase de refoulement (58) dépend d'une installation de soupape commandée (32) qui peut relier de force une chambre de refoulement (36) de la pompe à carburant (20) à une zone basse pression (16).
  12. Système d'alimentation en carburant (10) comportant une pompe à carburant (20) avec au moins un élément de refoulement (38) entraîné par une installation à came (44),
    caractérisé en ce que
    l'installation à came (44) est formée pour que l'élément de refoulement (38) fonctionne selon un procédé de l'une des revendications 1 à 11.
EP20050108994 2004-11-04 2005-09-29 Procédé pour utiliser un système de carburant d'un moteur à combustion interne et systéme de carburant Ceased EP1655480B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE200410053278 DE102004053278A1 (de) 2004-11-04 2004-11-04 Verfahren zum Betreiben eines Kraftstoffsystems einer Brennkraftmaschine, sowie Kraftstoffsystem

Publications (2)

Publication Number Publication Date
EP1655480A1 EP1655480A1 (fr) 2006-05-10
EP1655480B1 true EP1655480B1 (fr) 2008-06-11

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EP20050108994 Ceased EP1655480B1 (fr) 2004-11-04 2005-09-29 Procédé pour utiliser un système de carburant d'un moteur à combustion interne et systéme de carburant

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DE (2) DE102004053278A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11401883B2 (en) 2020-04-03 2022-08-02 Ford Global Technologies, Llc System and method for direct injection fuel pump control

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102011005459A1 (de) 2011-03-11 2012-09-13 Robert Bosch Gmbh Fluidpumpe, insbesondere Kraftstoff-Hochdruckpumpe, mit einer Antriebswelle mit mindestens einem ersten Nockenabschnitt

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
NL154807B (nl) * 1968-10-04 1977-10-17 Werkspoor Amsterdam Nv Nokschijf- of dergelijk aandrijfmechanisme voor de brandstofinspuitpomp van een verbrandingsmotor.
IT1217254B (it) * 1987-08-25 1990-03-22 Weber Srl Pompa in linea per impianti di iniezione del combustibile con iniettori comandati per motori a ciclo diesel
DE10052629A1 (de) * 2000-10-24 2002-05-08 Bosch Gmbh Robert Kraftstoffhochdruckpumpe mit veränderlicher Fördermenge

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11401883B2 (en) 2020-04-03 2022-08-02 Ford Global Technologies, Llc System and method for direct injection fuel pump control

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EP1655480A1 (fr) 2006-05-10
DE502005004386D1 (de) 2008-07-24
DE102004053278A1 (de) 2006-05-11

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