WO2012089367A1 - Système d'alimentation en carburant pour moteur à combustion interne comprenant une pompe à carburant - Google Patents

Système d'alimentation en carburant pour moteur à combustion interne comprenant une pompe à carburant Download PDF

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Publication number
WO2012089367A1
WO2012089367A1 PCT/EP2011/069152 EP2011069152W WO2012089367A1 WO 2012089367 A1 WO2012089367 A1 WO 2012089367A1 EP 2011069152 W EP2011069152 W EP 2011069152W WO 2012089367 A1 WO2012089367 A1 WO 2012089367A1
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WO
WIPO (PCT)
Prior art keywords
fuel
pressure
pump
control
control device
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
PCT/EP2011/069152
Other languages
German (de)
English (en)
Inventor
Siamend Flo
Georg Kurz
Martin Maier
Hermann Gaessler
Udo Diehl
Bernhard Mader
Jian Wu
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 WO2012089367A1 publication Critical patent/WO2012089367A1/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
    • 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
    • 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
    • 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
    • F02D41/3082—Control of electrical fuel pumps
    • 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
    • F02D2041/1433—Introducing closed-loop corrections characterised by the control or regulation method using a model or simulation of the system
    • 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
    • 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
    • F02M63/023—Means for varying pressure in common rails
    • 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
    • F02M63/0275—Arrangement of common rails
    • F02M63/028—Returnless common rail system

Definitions

  • the invention relates to a fuel supply system for an internal combustion engine with a variable in its delivery fuel pump for conveying fuel under pressure in a pressure chamber, a control device for
  • the invention relates to a method for operating a fuel supply system for an internal combustion engine with the steps: conveying fuel under pressure into a pressure chamber by means of a variable in their flow rate fuel pump, controlling the pressure in the pressure chamber by means of a control device on the basis of at least one measured variable are received at the fuel pump, injecting fuel by means of at least one injector from the pressure chamber and providing a signal by means of a signal generator for controlling the injector.
  • Modern fuel supply systems for internal combustion engines essentially comprise the components of an electrical
  • Fuel pump which is usually arranged in the tank and in cooperation with a low pressure sensor provides fuel at low pressure
  • a high pressure pump HDP
  • the low pressure increased to a defined depending on the operating condition of the engine high pressure and so supplies the fuel to a rail with associated high pressure injectors.
  • Such fuel supply systems are comparatively extensive and expensive.
  • the fuel pressure and the fuel flow rate are determined based on a voltage and a current of the electric fuel pump from an electronic system.
  • the fuel supply system of an internal combustion engine of this type the fuel pressure and / or the fuel quantity can be regulated on the basis of control-related relationships, without the need for a pressure sensor.
  • a fuel supply system for an internal combustion engine having a variable in its flow fuel pump for conveying fuel under pressure in a pressure chamber, a control device for controlling the pressure in the pressure chamber on the basis of at least one measured variable, which was recorded on the fuel pump (so-called indirect measure), at least one injector for injecting fuel from the pressure chamber, and a signal generator for providing a signal for controlling the injector provided in the
  • An associated method according to the invention for operating a fuel supply system for an internal combustion engine comprises the steps of: conveying fuel under pressure into a pressure chamber by means of a variable in their delivery fuel pump, controlling the pressure in the pressure chamber by means of a control device on the basis of at least one measured variable at the Fuel injection by means of at least one injector from the pressure chamber, providing a signal by means of a signal generator for controlling the injector, detecting a change towards a larger or smaller fuel demand of the at least one injector from the signal of the signal generator by means of the control device and according to anticipatory control of the fuel pump by means of the control device.
  • a so-called feedforward control is provided, by means of which the signal of a signal generator, in particular a gas pedal operated by a driver, detects a change in the direction of a larger or smaller fuel demand of the injection device of the associated internal combustion engine and the fuel pump can be correspondingly controlled in a forward-looking manner.
  • the injection device is preferably designed by means of electronically controlled, electromagnetic injection valves.
  • the pilot control of this kind is based on the fact that the control device is basically aware of the fuel quantity to be injected in the future or soon, because this is dependent on the current operating point.
  • the operating point is determined primarily by the rotational load and the load of the internal combustion engine. From this fuel demand, the amount of fuel to be delivered by the fuel pump in the future can be derived if the driver's desire for an increase or decrease in the power of the internal combustion engine is taken into account. This desire of the driver is also known to the system, because the driver passes on his request to the system via the accelerator pedal or accelerator pedal.
  • this larger amount of fuel is provided by the feedforward control by controlling the fuel pump accordingly.
  • This anticipatory control leads, in particular, to a very rapid adaptation of the delivery rate the fuel pump by directly influencing their control. It is controlled with this short-term additional direct control, the normal and normal during operation control of the fuel pump for a limited time.
  • the short-term direct control leads to a superimposition of an additional control signal to the fuel pump, according to which this then increases or decreases its power in the short term and for a short period.
  • the control device By influencing the regulation of the fuel pump according to the invention, a temporary drop in the pressure in the pressure chamber due to the increasing fuel throughput at the injection device can be prevented.
  • the control device naturally has a certain delay until it has received feedback from the increasing fuel demand via the aforementioned measured variables and has corrected the additional demand.
  • the control device is preferably set up to increase the speed of the fuel pump beyond the normal level for a short time in the case of a greater fuel requirement. With the regulation of this type, this can be provided in a simple manner in a simple manner for a short time, required larger quantity of fuel with the aforementioned pilot control.
  • the fuel pump may be adapted to provide a higher rate per unit time or higher delivery pressure at the same speed.
  • the anticipatory control is preferably provided with a pilot control having a fuel demand determination.
  • the fuel is preferably provided with a pilot control having a fuel demand determination.
  • Demand determination is calculated primarily by the speed of the internal combustion engine, the load situation of the internal combustion engine (idling / part load or full load), and speed of the internal combustion engine and a desired change in the speed of the internal combustion engine.
  • the desired change in the speed is communicated by the accelerator pedal / accelerator pedal of the engine control.
  • the anticipatory control is preferably provided with an inverse pump model of the fuel pump and with the demand determination-consumption engine is preferably a target delivery amount of fuel can be determined, which is provided to the inverse pump model. With the inverse pump model, the change specification for the rotational speed of the fuel pump is then determined within the control device.
  • the such anticipatory control with the pilot control is preferably also in a withdrawal of the accelerator pedal or accelerator pedal, ie a control in the reverse direction, used.
  • a pressure limiting device for discharging fuel from the pressure chamber, if there are certain pressure conditions, is provided and the control device configured to recognize from the at least one measured variable an operating point of the fuel pump, on which the pressure limiting device has a known pressure value.
  • the delivery pressure to injection valves of an internal combustion engine is provided by means of an electric motor driven high-pressure pump to which a defined admission pressure is supplied from a low-pressure system.
  • the drive motor of the high pressure pump is preferably controlled by means of an output stage of a control device or a control device in the form of a microcomputer.
  • the control and the pressure setting achieved in the high-pressure region is preferably carried out using a pressure model, which evaluates the existing system sizes, without using a pressure sensor.
  • the pressure in the high-pressure region can be effected in particular solely by controlling the rotational speed of the drive motor of the high-pressure pump.
  • Disturbing influences such as tolerable dimensional deviations of the components, drifts and aging effects are compensated by means of an adaptation of the pressure model in particular via the current lambda value of the exhaust gas or an evaluation of the pressure limiting behavior.
  • Such a procedure leads to a considerable cost savings and simplification of the system as well as to a reduction in the installation space and the weight of the system.
  • the component pressure sensor in the high pressure range which was previously required for the detection of the Kraftstoffh och pressure
  • the component pressure control valve which was previously required for the pressure setting, the component check valve between the high pressure pump and high pressure area, since the pressure in the high pressure area even when the high pressure pump held over the electric motor drive or can be quickly rebuilt
  • the component pressure sensor low pressure which was previously required for the detection of the fuel low pressure
  • the component control unit for both the electric fuel pump and the high pressure pump as the entire control function for the drive motor and also the final stage of the high pressure pump according to the invention is advantageously integrated in the engine control.
  • the drive motor for the high pressure pump is preferably designed as a brushed DC motor or as an electrically commutated motor. Furthermore, components can be downsized, in particular due to the better arrangement and more favorable design of the electric fuel pump and the high-pressure pump. In addition, there is a higher degree of freedom in the obstruction of the high-pressure pump, not least because of the elimination of a mechanical coupling to a camshaft.
  • the voltage and the current of the electric fuel pump is used to pressure the fuel and to model the fuel quantity.
  • the pressure model the current fuel consumption and the values of the high-pressure pump are processed and it is thus indirectly on the current fuel pressure.
  • the fuel pressure is e.g. in a first approximation, the drive torque of the high-pressure pump and thus the absorbed current of the drive motor proportional.
  • a motor model and a pump model is preferred due to the respective proportional relationship between pressure, drive torque and current as well as between delivery quantity of
  • the model is preferably monitored or corrected by determining that operating point at which a pressure-limiting valve or a pressure regulator begins to depressurize the pressure.
  • the rail pressure runs against a maximum value, as does the current of the lektromotors, wherein at the same time the speed of the electric motor increases - the funded fuel flows through the pressure relief valve or the pressure regulator again.
  • the resulting increased delivery rate of the fuel pump can be detected. It can be closed from the well-known pressure values of the pressure relief valve or the pressure regulator to the current pressure and the model can be monitored or corrected.
  • the control device is advantageously set up to recognize a plurality of operating points with known pressure values from the at least one measured variable. In this way, the print model can be versatilely checked and adjusted in different operating states.
  • control device is preferably configured to detect the operating point of the fuel pump, at which the pressure limiting device starts to remove fuel from the pressure chamber. Said operating point is formed in a particularly good to be determined change in the characteristics of the monitored at the high pressure pump parameters.
  • control device is particularly advantageously designed to evaluate the torque and / or the current intensity of an engine driving the fuel pump as the measured variable.
  • fuel temperature and / or other engine state variables can be used.
  • the pressure limiting device is preferably designed with a pressure relief valve. Such a valve has individual operating points, which are clearly evident in measured variables to be monitored on the high-pressure pump.
  • the operating point of the fuel pump is preferably the operating point at which the pressure limiting device starts fuel from
  • Dissipate pressure chamber So can test as a one-off or if necessary, the fuel pressure can be increased so far until the pressure relief device responds and drains excess pressure. Discharge is associated with a significant increase in pump speed and power consumption, which is reflected in the measurements on the pump. Thus, the operating point of the
  • the adjustment or detection of the operating point of the fuel pump is advantageously carried out in a coasting phase of the associated internal combustion engine, ie with the injection switched off. Alternatively, at a speed increase or
  • Speed decrease which corresponds to an increase or decrease in the frequency of the injections and thus also the average fuel demand
  • a comparison of the model can be made.
  • a lambda kept constant via the lambda control
  • a simultaneous change of the load can be taken into account in the pressure model.
  • the fuel temperature and other engine state variables can be used.
  • the torque and / or the current intensity of a motor driving the fuel pump are evaluated as the measured variable.
  • FIG. 1 is a schematic view of an embodiment of a fuel injection system according to the invention
  • FIG. 2 shows a schematic view of a method for operating a fuel injection system according to FIG. 1, FIG.
  • FIG. 3 shows a schematic view of a first aspect of the method for operating a fuel injection system according to FIG. 1,
  • FIG. 4 shows the course of the pressure over time in a method according to FIG. 3, FIG.
  • FIG. 5 shows the course of the delivery rate over time in a method according to FIG. 3, FIG.
  • FIG. 6 shows the course of the current over time in a method according to FIG. 3
  • FIG. 7 shows the course of the rotational speed over time in a method according to FIG.
  • FIG. 8 is a schematic view of a second aspect of the method for operating a fuel injection system according to FIG. 1 and FIG
  • FIG. 9 shows a schematic view of a third aspect of the method for operating a fuel injection system according to FIG. 1.
  • a fuel injection system 10 of a further not illustrated internal combustion engine is shown in which liquid fuel, in this case gasoline, is conveyed from a tank 12 by means of an electric fuel pump 14 through a filter 16 in a conduit 18.
  • liquid fuel in this case gasoline
  • a filter 16 in a conduit 18.
  • an unillustrated low-pressure accumulator or damper is optionally connected.
  • the line 18 is located on the suction side of a designed as a high-pressure pump fuel pump 20 with an electric drive motor 22. From the fuel pump 20 performs a line 24 in a high-pressure region forming pressure chamber 26, which is also referred to as a rail.
  • Four electromagnetic high-pressure injection valves 28 are arranged at the pressure space 26 as an electronically or electronically controlled injection device, by means of which the so-called High pressure provided fuel can be injected at the internal combustion engine.
  • the fuel pump 20 is provided with a mechanical overpressure protection which is formed by means of a parallel line 30 leading from the high-pressure region or the line 24 to the low-pressure region or the line 18 and a non-return valve 32 arranged therein.
  • the drive motor 22 is addressed by a control device 34, which is integrated in a further not illustrated control of the associated internal combustion engine.
  • FIGS. 2 to 9 illustrate how, in this control device 34, the process of fuel injection with such a fuel injection system 10 is controlled.
  • the control device 34 comprises a function for controlling the drive motor 22 by means of an indirect pressure control via a model-based simulation of the pressure generation.
  • a modeling of the relevant relationships of the high pressure generation by means of the fuel pump 20 and the drive motor 22 for pressure calculation, the drive torque of the fuel pump 20 and the current to be measured, the voltage and optionally the speed of the drive motor 22 is used.
  • the delivery rate Q is substantially proportional to the rotational speed n.
  • an evaluation of a pressure reference and a pilot control of the amount of fuel as will be explained in detail below.
  • a desired pressure p_setpoint is preset to a pressure regulator 36 within the control device 34.
  • the pressure regulator 36 determines therefrom a desired rotational speed n_setpoint, which is preset to an output stage 38 within the control device 34.
  • the output stage 38 sets this specification in a motor voltage U_mot for the drive mode tor 22, so that the fuel pump 20 with an optionally to be measured actual torque M_ist and an actual speed n_ist the fuel pump 20 drives. This conveys an actual delivery quantity Q_act and an actual pressure p_act into the pressure space 26. From the pressure space 26, the fuel conveyed with high pressure in this way is injected at the high-pressure injection valves 28.
  • a motor model 40 is stored in the control device 34, to which the actual torque M_act is optionally available as input variables and, furthermore, the motor current I_mot are available as measured variables with measured values recorded over the course of time. From these values, the engine model 40 determines a modeled one
  • the control device 34 is configured to recognize an operating point of the fuel pump 20 from which the check valve 32 in its function as pressure limiting device for the pressure chamber 26 starts fuel from the pressure chamber 26 to dissipate the line 18 to the low pressure side.
  • This operating point is indicated in FIGS. 4 to 7 by the reference numeral 44.
  • the discharge of fuel by the check valve 32 at a predefined pressure value opens in the pressure chamber 26 and fuel is discharged into the conduit 18.
  • the delivery quantity Q of the fuel pump 20 increases very promptly and in the short term, which is illustrated in FIG. 5.
  • the current i at the drive motor 22 no longer increases due to the no longer increasing delivery resistance (see FIG. 6).
  • one or more points of the pressure characteristic of the check valve 32 can be approached.
  • the current profile can be evaluated.
  • the engine model 40 and the pump model 42 can be corrected or calibrated to these operating points.
  • the adaptation can also take place in a coasting phase of the associated internal combustion engine, in which no fuel is needed at the high-pressure injection valves 28.
  • a pressure regulating valve which offers a higher accuracy of the opening characteristic, can also be used.
  • FIG. 8 illustrates another aspect of the pressure control by means of the control device 34.
  • a so-called feedforward control 52 is provided, by means of which the control device 34 is adapted to detect from the signal of a signal generator, in the present case of a driver operated accelerator pedal, a change towards a larger or smaller fuel demand of the high-pressure injectors 28 and to control the fuel pump 20 accordingly anticipatory.
  • the pilot control 52 is based on the consideration that the control device 34 basically knows the future or soon to be injected fuel quantity. This is namely from the current operating point, i. primarily on the rotational load and load of the internal combustion engine, depending. From this fuel demand, the amount of fuel to be delivered by the fuel pump 20 in the future can be derived by taking into account the driver's request.
  • Driver is known to the system by this the accelerator or accelerator pedal served. For example, if the driver steps on the accelerator pedal, which corresponds to the desire for a higher engine output, this requires a larger amount of fuel to be injected. This larger amount of fuel can therefore be provided by the above-mentioned pilot control 52 in a forward-looking manner by the speed of the fuel pump 20 is increased by the controller 34 for a short time.
  • the controller formed with the control device 34 otherwise naturally has a certain delay until it receives feedback from the increasing fuel throughput via the measured variables l_mot and n_act and has corrected the additional demand again.
  • the precontrol 52 has a fuel demand determination 54, which specifies a rotational speed of the internal combustion engine n_VM as well as information about the load state of the internal combustion engine L_VM and the driver's request FW, that is, information about the position or the change of the accelerator pedal / accelerator pedal , From these input variables, the demand determination-consumption engine 50 determines the target delivery quantity Q_soll, which is made available to an inverse pump model 56. With this inverse pump model 56, the speed change del_n provided to the output stage 38 is then determined within the control device 34.
  • Such functionality can be used with the feedforward control 52 even with a withdrawal of the accelerator pedal or accelerator pedal, so a control in the reverse direction.
  • FIG. 9 A further aspect of the control device 34 is illustrated in FIG. 9, according to which the lambda value of a lambda probe (not further illustrated) of the internal combustion engine is provided to a lambda correction 58, which thus carries out a correction of the pump model 42. If the expected lambda value is not reached when using a meaningful control, the pump model 42 assumes that the modeled actual pressure p_act_mod is incorrect, for example too small. The pump model 42 is then adapted accordingly and the associated pump characteristic field is corrected accordingly.

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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)

Abstract

L'invention concerne un système d'alimentation en carburant (10) pour un moteur à combustion interne, comprenant une pompe à carburant (20) à débit variable pour refouler le carburant sous pression dans une chambre de refoulement (26), un dispositif de commande (34) pour commander la pression dans la chambre de refoulement (26) d'après au moins une grandeur de mesure enregistrée au niveau de la pompe à carburant (20), au moins un dispositif d'injection (28) pour injecter du carburant à partir de la chambre de refoulement (26), ainsi qu'un émetteur de signaux pour produire un signal pour commander le dispositif d'injection (28). Selon l'invention, le dispositif de commande (34) est conçu pour identifier, à partir du signal de l'émetteur de signaux, un changement dans le sens d'un besoin accru ou réduit en carburant du ou des dispositifs d'injection (28) et pour commander la pompe à carburant (20) en conséquence de manière anticipée.
PCT/EP2011/069152 2010-12-27 2011-10-31 Système d'alimentation en carburant pour moteur à combustion interne comprenant une pompe à carburant Ceased WO2012089367A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE201010064181 DE102010064181A1 (de) 2010-12-27 2010-12-27 Kraftstoffversorgungssystem für eine Brennkraftmaschine mit einer Kraftstoff-pumpe
DE102010064181.2 2010-12-27

Publications (1)

Publication Number Publication Date
WO2012089367A1 true WO2012089367A1 (fr) 2012-07-05

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WO (1) WO2012089367A1 (fr)

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CN109944670A (zh) * 2017-12-20 2019-06-28 罗伯特·博世有限公司 用于运行液压系统的方法

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DE102014222162B3 (de) * 2014-10-30 2015-10-15 Volkswagen Aktiengesellschaft Verfahren und Vorrichtung zum Betreiben einer EC-Kraftstoffpumpe
DE102014222339B4 (de) * 2014-10-31 2020-07-09 Vitesco Technologies GmbH Vorrichtung und Verfahren zum Erfassen eines Betriebsdrucks einer Kraftstoffpumpe für ein Kraftfahrzeug
DE102015210245A1 (de) * 2015-06-03 2016-12-08 Continental Automotive Gmbh Verfahren zur Ermittlung des Drucks in einem Fluidfördersystem

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EP0725212A2 (fr) * 1995-02-06 1996-08-07 Zexel Corporation Système d'injection de combustible à haute pression
DE10111837A1 (de) * 2001-03-13 2002-09-26 Bosch Gmbh Robert Kraftstoffzumesssystem für eine Brennkraftmaschine mit einem Hochdruckpumpen (HDP)-Modul
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CN109944670B (zh) * 2017-12-20 2023-02-28 罗伯特·博世有限公司 用于运行液压系统的方法

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