EP2284380A2 - Verfahren zur Steuerung eines Common-Rail-Direkteinspritzungssystems - Google Patents

Verfahren zur Steuerung eines Common-Rail-Direkteinspritzungssystems Download PDF

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Publication number
EP2284380A2
EP2284380A2 EP10172447A EP10172447A EP2284380A2 EP 2284380 A2 EP2284380 A2 EP 2284380A2 EP 10172447 A EP10172447 A EP 10172447A EP 10172447 A EP10172447 A EP 10172447A EP 2284380 A2 EP2284380 A2 EP 2284380A2
Authority
EP
European Patent Office
Prior art keywords
pressure pump
fuel
common rail
low pressure
high pressure
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
EP10172447A
Other languages
English (en)
French (fr)
Other versions
EP2284380B1 (de
EP2284380A3 (de
Inventor
Gabriele Serra
Matteo De Cesare
Marco Parotto
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.)
Marelli Europe SpA
Original Assignee
Magneti Marelli SpA
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Filing date
Publication date
Application filed by Magneti Marelli SpA filed Critical Magneti Marelli SpA
Publication of EP2284380A2 publication Critical patent/EP2284380A2/de
Publication of EP2284380A3 publication Critical patent/EP2284380A3/de
Application granted granted Critical
Publication of EP2284380B1 publication Critical patent/EP2284380B1/de
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • F02D41/3854—Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped with elements in the low pressure part, e.g. low pressure pump
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/141—Introducing closed-loop corrections characterised by the control or regulation method using a feed-forward control element
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1413—Controller structures or design
    • F02D2041/1418—Several control loops, either as alternatives or simultaneous
    • F02D2041/1419—Several control loops, either as alternatives or simultaneous the control loops being cascaded, i.e. being placed in series or nested
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0602—Fuel pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/31—Control of the fuel pressure

Definitions

  • the present invention relates to a method for controlling a direct injection system of the common-rail type.
  • a high pressure pump receives a flow of fuel from a tank by means of a low pressure pump and feeds the fuel to a common rail, hydraulically connected to a plurality of injectors.
  • the pressure of the fuel inside the common rail is to be constantly controlled according to the engine point either by varying the instantaneous delivery of the high pressure pump or by constantly feeding an excess of fuel to the common rail and discharging the excess fuel from the common rail itself by means of a regulating valve.
  • the solution of regulating the instantaneous delivery of the high pressure pump is generally preferred, because it has a much better energy efficiency and does not result in fuel overheating.
  • a delivery regulating device upstream of the pumping chamber comprising a continuously variable-section bottleneck, which bottleneck is controlled according to the pressure required inside the common rail.
  • the delivery regulating device comprising a variable section bottleneck has a small passage section in case of small deliveries, and such a small passage section determines a high local pressure loss (local load loss), which may compromise the correct operation of an intake valve which regulates the fuel intake into a pumping chamber of the high pressure pump.
  • the on-off valve is costly, because it should have very fast response times (i.e. opening/closing times), it should be free from "rebound” phenomena when opening and closing, and should ensure perfect sealing without leakages when in the closing position.
  • numeral 1 indicates as a whole a common-rail type system for direct fuel injection into an internal combustion engine 2 provided with four cylinders 3.
  • the injection system 1 comprises four injectors 4, each of which has a hydraulic needle actuation system (i.e. the needle actuation is hydraulically servo-assisted) and is adapted to directly inject the fuel into a respective cylinder 3 of engine 2 and to receive the pressurized fuel from a common rail 5.
  • a hydraulic needle actuation system i.e. the needle actuation is hydraulically servo-assisted
  • System 1 comprises a high pressure pump 6 which feds fuel to the common rail 5 by means of a delivery duct 7 and is directly actuated by a driving shaft of engine 2 by means of a mechanical transmission with an actuation frequency being directly proportional to the rotation speed of the driving shaft.
  • the high pressure pump 6 is fed in turn by a low pressure pump 8 of volumetric type by means of a duct 9 of the high pressure pump 6.
  • the low pressure pump 8 is arranged inside a fuel tank 10, into which a recirculation duct 11 for the excess fuel of the injection system 1 leads, which duct receives the excess fuel from the injectors 4, from a mechanical pressure safety valve 12 which is hydraulically coupled to the common rail 5, and from a lubrication duct of the high pressure pump 6 (into which the fuel used to lubricate the high pressure pump 6 is discharged).
  • the pressure safety valve 12 is calibrated to automatically open when the fuel pressure P rail in the common rail 5 exceeds a safety value which ensures the tightness and safety of the injection system 1.
  • Each injector 4 is adapted to inject a variable amount of fuel into the corresponding cylinder 3 under the control of an electronic control unit 14.
  • injectors 4 have a hydraulic needle actuation and are thus connected to the recirculation duct 11, which has a pressure slightly higher than ambient pressure, and leads upstream of the low pressure pump 8 directly into the tank 10.
  • each injector 4 absorbs a certain amount of pressurized fuel, which is discharged into the recirculation duct 11.
  • a recirculation valve 13 which is a one-way valve (i.e. only allows a flow of fuel into the tank 10), is entirely passive (i.e. free from controllable actuators), and is calibrated to open when the pressure difference at its ends is higher than a predetermined intervention threshold value.
  • the pressure of the fuel inside the recirculation duct 11 remains, in use, approximately equal to a predetermined value (typically between 1.3 and 1.8 bars) depending on the intervention threshold value of the recirculation valve 13 itself; thereby, the control of the injectors 4 is simpler, as the fuel pressure inside the recirculation duct 11 is constant (stable) and known (i.e. the fuel pressure difference at the ends of the injectors 4 is constant and known).
  • the electronic control unit 14 is connected to a pressure sensor 15, which detects the actual fuel pressure P rail inside the common rail 5 and, according to the actual fuel pressure P rail inside the common rail 5, feedback controls the delivery of the low pressure pump 8; thereby, the actual fuel pressure P rail inside the common rail 5 is maintained equal to a desired pressure P railref which generally varies over time according to the engine point (i.e. according to the operating conditions of the internal combustion engine 2). Furthermore, the electronic control unit 14 is connected to a pressure sensor 16, which detects the actual pressure P fuelLP of the fuel inside the duct 9 (and thus between the delivery of the low pressure pump 8 and the intake of the high pressure pump 6) and immediately upstream of the high pressure pump 6.
  • the electronic control unit 14 determines the desired pressure P railref of the fuel inside the common rail 5 according to the engine point, and thus regulates the delivery of the low pressure pump 8 towards the high pressure pump 6 to pursue the desired fuel pressure P railref inside the common rail 5 and so as to obtain a corresponding regulation of the delivery of the high pressure pump 6 towards the common rail 5.
  • the electronic control unit 14 pursues the desired fuel pressure P railref inside the common rail 5.
  • the low pressure pump 8 is actuated by an electric motor 17, which is controlled by an electronic device comprising an electronic power converter 18, which is powered from a battery (not shown) of the vehicle.
  • the electric motor 17 is provided with a speed sensor 19, which measures the actual rotation speed ⁇ P of the electric motor 17 and thus of the low pressure pump 8.
  • the low pressure pump 8 is of the volumetric type, and therefore the delivery of the low pressure pump 8 towards the high pressure pump 6 is directly proportional to the actual rotation speed ⁇ P of the electric motor 17, and thus of the low pressure pump 8.
  • the electronic power converter 18 is arranged close to tank 10 (i.e. close to the electric motor 17 which is integrated and forms a unit with the low pressure pump 8), and thus is physically separate from the electronic control unit 14; therefore, the electronic control unit 14 is connected to the electronic power converter 18 by means of a data line (e.g. the vehicle BUS working according to CAN (Car Area Network) protocol).
  • a data line e.g. the vehicle BUS working according to CAN (Car Area Network) protocol.
  • CAN Car Area Network
  • the electronic power converter 18 is completely integrated with the electric motor 17 and the low pressure pump 8, i.e. forms an indivisible unit with the electric motor 17 and the low pressure pump 8.
  • control logic of the injection system 1 implemented in the electronic control unit 14 is illustrated below with reference to figure 3 .
  • the electronic control unit 14 comprises a calculation block 20, which determines the desired pressure P railref of the fuel inside the common rail 5 according to the engine point, and in particular according to a rotation speed ⁇ E of the internal combustion engine 2, to a load L E of the internal combustion engine 2, to a temperature T H2O of a coolant of the internal combustion engine 2, and to a temperature of the fuel T fuel inside the tank 10 (or, alternatively, in other points of the low pressure fuel circuit or of the high pressure fuel circuit).
  • the calculation block 20 may implement an experimentally determined model of engine 2 and/or an experimentally determined map.
  • a desired delivery Q ref of the high pressure pump 6 towards the common rail 5 is determined downstream of the calculation block 20, according to the desired pressure P railref of the fuel inside the common rail 5; as described below, the desired delivery Q ref of the high pressure pump 6 towards the common rail 5 is used to control the low pressure pump 8.
  • a regulator 21 determines an open loop contribution Q OL according to the desired pressure P railref of the fuel inside the common rail 5, to the rotation speed ⁇ E of the internal combustion engine 2, and to the load L E of the internal combustion engine 2.
  • a closed loop contribution Q CL is determined according to a pressure error ⁇ r calculated by making the difference between the desired pressure P railref of the fuel inside the common rail 5 and the actual pressure P rail of the fuel inside the common rail 5 (measured by pressure sensor 15); in particular, the closed loop contribution Q CL is determined by a regulator 22 (typically of PID type), which takes into account the rotation speed ⁇ E of the internal combustion engine 2 and the load L E of the internal combustion engine 2.
  • the closed loop contribution Q CL is algebraically added (i.e. the sign being taken into account) to the open loop contribution Q OL to obtain the desired delivery Q ref of the high pressure pump 6 towards the common rail 5.
  • the function of the closed loop contribution Q CL is to pursue the desired pressure P railref of the fuel inside the common rail 5 by means of a classic feedback control; instead, the function of the open loop contribution Q OL is to anticipate the future variation of the desired pressure P railref of the fuel inside the common rail 5 so as to increase the control response promptness.
  • a calculation block 23 determines a desired pressure P fuelLPref of the fuel (immediately) upstream of the high pressure pump 6 according to the desired delivery Q ref of the high pressure pump 6 towards the common rail 5; as described below, the desired pressure P fuelLPref of the fuel upstream of the high pressure pump 6 is used to control the low pressure pump 8.
  • a pressure error is calculated ⁇ f by making the difference between the desired pressure P fuelLPref of the fuel upstream of the high pressure pump 6 and the actual pressure P fuelLP of the fuel upstream of the high pressure pump 6 (measured by the pressure sensor 16); the pressure error ⁇ f is processed by a regulator 24 (typically of PID type), which also takes into account the rotation speed ⁇ E of the internal combustion engine 2 and the load L E of the internal combustion engine 2, and determines a desired speed ⁇ Pref of the low pressure pump 8.
  • a regulator 24 typically of PID type
  • the desired speed ⁇ Pref of the low pressure pump 8 is determined by the regulator 24 according to the desired pressure P fuelLPref of the fuel upstream of the high pressure pump 6 (or more precisely according to the pressure error ⁇ f , which depends on the desired pressure P fuelLPref of the fuel upstream of the high pressure pump 6), to a rotation speed ⁇ E of the internal combustion engine 2, and to a load L E of the internal combustion engine 2.
  • the low pressure pump 8 is controlled according to the desired speed ⁇ Pref of the low pressure pump 8; in particular, a speed error ⁇ r is calculated by making the difference between the desired speed ⁇ Pref of the low pressure pump 8 and the actual speed ⁇ p of the low pressure pump 8 (measured by the speed sensor 19). Thereby, the low pressure pump 8 is feedback controlled using the actual speed ⁇ p of the low pressure pump 8 as a feedback variable.
  • Regulators 21, 22 and 24 and calculation block 23 may implement experimentally determined models and/or experimentally determined maps.
  • an internal feedback control loop 25 which uses the actual speed ⁇ p of the low pressure pump 8 as a feedback variable
  • an intermediate feedback control loop 26 which uses the actual pressure P fuelLP of the fuel upstream of the high pressure pump 6 as a feedback variable
  • an external feedback control loop 27 which uses the actual pressure P rail of the fuel inside the common rail 5 as a feedback variable.
  • a further feedback control loop which uses the intensity (or duty cycle) of an electric current supplied to the electric motor 17 as a feedback variable, is normally present.
  • the electronic power converter 18 controls the electric power supplied to the electric motor 17, thus allowing the actual speed ⁇ p of the low pressure pump 8 to be regulated by means of a PWM (Pulse Width Modulation) type technique, which includes chopping the electric voltage applied to the electric motor 17 over time.
  • PWM Pulse Width Modulation
  • the intermediate feedback control loop 26, which uses the actual pressure P fuelLP of the fuel upstream of the high pressure pump 6 as a feedback variable, is eliminated; in this embodiment, regulator 24 determines the desired speed ⁇ Pref of the low pressure pump 8 in open loop, directly according to the desired delivery Q ref of the high pressure pump 6 towards the common rail 5. In particular, regulator 24 determines the desired speed ⁇ Pref of the low pressure pump 8 according to the desired delivery Q ref of the high pressure pump 6 towards the common rail 5, to the rotation speed ⁇ E of the internal combustion engine 2, and to the load L E of the internal combustion engine 2.
  • control logic shown in the diagram in figure 4 is simpler than the control logic shown in the diagram in figure 3 , and does not require measuring the actual fuel pressure P fuelLP upstream of the high pressure pump 6; however, the control logic shown in the diagram in figure 4 has a lower dynamic performance (i.e. it is slower in reacting to variations) than the control logic shown in the diagram in figure 3 .
  • the above-described mode of controlling the injection system 1 has many advantages.
  • the above-described mode of controlling the injection system 1 is simpler and more cost-effective to be implemented than a known control mode in which an on-off valve arranged upstream of the high pressure pump 6 is inlcuded; indeed, the industrial cost of an on-off valve and of the corresponding control logic is higher than the industrial cost of the control electronics of the electric motor 17 of the low pressure pump 8 required by the above-described control mode.
  • the above-described mode of controlling the injection system 1 allows to rapidly and accurately pursue the desired pressure P railref of the fuel inside the common rail 5 even in the presence of sudden variations; hence, the above-described control mode substantially has the same dynamic performance as a known control mode including the presence of an on-off valve arranged upstream of the high pressure pump 6.
  • the above-described mode of controlling the injection system 1 allows to increase the overall energy efficiency, because in the above-described control mode, the low pressure pump 8 is controlled to pump each time only the amount of fuel needed to maintain the actual pressure P rail of the fuel inside the common rail 5 equal to the desired pressure P railref , and thus when the engine 2 is not at maximum load (i.e. over nearly all the operating time of engine 2), the fuel delivery of the low pressure pump 8 is lower (even much lower) than its nominal fuel delivery (corresponding to the full control voltage, e.g. 14 Volts).
  • the low pressure pump 8 is controlled to pump the nominal fuel delivery at each instant (and thus also when the engine 2 is idling); in this case, the excess fuel pumped by the low pressure pump 8 (i.e. the fuel which is not pumped by the high pressure pump 6 towards the common rail 5) is discharged into the tank 10.
  • the low pressure pump 8 is controlled to pump the nominal fuel delivery at each instant; therefore, the low pressure pump 8 and the corresponding electric motor 17 should be dimensioned to continuously work at nominal fuel delivery (determined so as to be always in excess as compared to the maximum possible consumption of the high pressure pump 6).
  • the low pressure pump 8 is controlled to pump each time only the amount of fuel needed to maintain the actual pressure P rail of the fuel inside the common rail 5 equal to the desired pressure P railref ; therefore, the low pressure pump 8 and the corresponding electric motor 17 may be dimensioned to continuously work at a fuel delivery which is much lower than nominal delivery (as previously defined), with an apparent cost saving and a reduction of weight and dimensions.
  • a pressure regulating valve should be integrated in the intake system of the high pressure pump 6 itself; the integration of the pressure regulating valve in the intake system of the high pressure pump 6 is complex and thus costly due to the little available space inside the high pressure pump 6.
  • the high pressure pump 6 does not require the presence of any pressure regulating valve in the intake system.
  • the recirculation valve 13 which regulates the re-introduction of fuel into the tank 10 and is provided in the above-described control mode, is a completely passive valve, is calibrated to work at low pressures (e.g.
  • the recirculation valve 13 is simple and cost-effective to be implemented and assembled.
  • the installation of the recirculation valve 13 is simpler and more cost-effective than the installation of a pressure regulating valve in the intake system of the high pressure pump 6, as required in a known control mode in which an on-off valve arranged upstream of the highpressure pump 6 is included.

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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)
EP10172447.4A 2009-08-12 2010-08-11 Verfahren zur Steuerung eines Common-Rail-Direkteinspritzungssystems Not-in-force EP2284380B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
ITBO2009A000545A IT1395038B1 (it) 2009-08-12 2009-08-12 Metodo di controllo di un impianto di iniezione diretta di tipo common-rail

Publications (3)

Publication Number Publication Date
EP2284380A2 true EP2284380A2 (de) 2011-02-16
EP2284380A3 EP2284380A3 (de) 2013-08-28
EP2284380B1 EP2284380B1 (de) 2017-11-29

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EP10172447.4A Not-in-force EP2284380B1 (de) 2009-08-12 2010-08-11 Verfahren zur Steuerung eines Common-Rail-Direkteinspritzungssystems

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IT (1) IT1395038B1 (de)

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2762718A4 (de) * 2011-09-28 2015-12-16 Toyota Motor Co Ltd System zur steuerung der kraftstoffeinspritzung in einen verbrennungsmotor
EP2728159A4 (de) * 2011-07-01 2016-06-15 Toyota Motor Co Ltd System zur steuerung der kraftstoffeinspritzung in einen verbrennungsmotor
EP2634411A4 (de) * 2010-10-27 2016-08-10 Toyota Motor Co Ltd Kraftstoffeinspritzsteuersystem für verbrennungsmotoren
CN106286061A (zh) * 2015-06-25 2017-01-04 福特环球技术公司 用于燃料喷射的系统和方法
US9657680B2 (en) 2014-12-30 2017-05-23 Ford Global Technologies, Llc Zero flow lubrication for a high pressure fuel pump
CN109555609A (zh) * 2017-09-25 2019-04-02 丰田自动车株式会社 内燃机的燃料喷射控制装置及其工作方法
CN112240260A (zh) * 2019-07-18 2021-01-19 马瑞利欧洲公司 控制用于直接喷射系统的高压燃料泵的方法
CN107131066B (zh) * 2016-02-29 2021-09-10 福特环球技术公司 用于燃料轨泄压的方法和系统

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EP0481964A2 (de) 1988-11-24 1992-04-22 Nippondenso Co., Ltd. Hochdruckpumpe mit veränderlichem Abfluss
US6116870A (en) 1996-10-29 2000-09-12 Robert Bosch Gmbh High pressure pump with solenoid operated valve
EP1612402A1 (de) 2004-06-30 2006-01-04 C.R.F. Societa' Consortile per Azioni Hochdruckpumpe mit variabler Förderrate für ein Brennstoffeinspritzsystem

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JP4668150B2 (ja) * 2006-08-31 2011-04-13 トヨタ自動車株式会社 可変バルブタイミング装置
JP4528339B2 (ja) * 2008-05-16 2010-08-18 エムエーエヌ・ディーゼル・フィリアル・アフ・エムエーエヌ・ディーゼル・エスイー・ティスクランド 複数の可変ターボチャージャーを備える大型２サイクルディーゼルエンジン

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Publication number Priority date Publication date Assignee Title
EP0481964A2 (de) 1988-11-24 1992-04-22 Nippondenso Co., Ltd. Hochdruckpumpe mit veränderlichem Abfluss
US6116870A (en) 1996-10-29 2000-09-12 Robert Bosch Gmbh High pressure pump with solenoid operated valve
EP1612402A1 (de) 2004-06-30 2006-01-04 C.R.F. Societa' Consortile per Azioni Hochdruckpumpe mit variabler Förderrate für ein Brennstoffeinspritzsystem

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2634411A4 (de) * 2010-10-27 2016-08-10 Toyota Motor Co Ltd Kraftstoffeinspritzsteuersystem für verbrennungsmotoren
EP2728159A4 (de) * 2011-07-01 2016-06-15 Toyota Motor Co Ltd System zur steuerung der kraftstoffeinspritzung in einen verbrennungsmotor
EP2762718A4 (de) * 2011-09-28 2015-12-16 Toyota Motor Co Ltd System zur steuerung der kraftstoffeinspritzung in einen verbrennungsmotor
US9657680B2 (en) 2014-12-30 2017-05-23 Ford Global Technologies, Llc Zero flow lubrication for a high pressure fuel pump
US10161347B2 (en) 2014-12-30 2018-12-25 Ford Global Technologies, Llc Zero flow lubrication for a high pressure fuel pump
CN106286061A (zh) * 2015-06-25 2017-01-04 福特环球技术公司 用于燃料喷射的系统和方法
CN106286061B (zh) * 2015-06-25 2020-04-14 福特环球技术公司 用于燃料喷射的系统和方法
CN107131066B (zh) * 2016-02-29 2021-09-10 福特环球技术公司 用于燃料轨泄压的方法和系统
CN109555609A (zh) * 2017-09-25 2019-04-02 丰田自动车株式会社 内燃机的燃料喷射控制装置及其工作方法
CN109555609B (zh) * 2017-09-25 2021-10-26 丰田自动车株式会社 内燃机的燃料喷射控制装置及其工作方法
CN112240260A (zh) * 2019-07-18 2021-01-19 马瑞利欧洲公司 控制用于直接喷射系统的高压燃料泵的方法
CN112240260B (zh) * 2019-07-18 2024-05-10 马瑞利欧洲公司 控制用于直接喷射系统的高压燃料泵的方法

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Publication number Publication date
ITBO20090545A1 (it) 2011-02-13
EP2284380B1 (de) 2017-11-29
EP2284380A3 (de) 2013-08-28
IT1395038B1 (it) 2012-09-05

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