EP0913575B1 - Method of operating a self-ignition air compression engine - Google Patents
Method of operating a self-ignition air compression engine Download PDFInfo
- Publication number
- EP0913575B1 EP0913575B1 EP98111326A EP98111326A EP0913575B1 EP 0913575 B1 EP0913575 B1 EP 0913575B1 EP 98111326 A EP98111326 A EP 98111326A EP 98111326 A EP98111326 A EP 98111326A EP 0913575 B1 EP0913575 B1 EP 0913575B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- fuel
- pressure
- internal combustion
- combustion engine
- pressure 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.)
- Expired - Lifetime
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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
-
- 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
- F02D41/12—Introducing corrections for particular operating conditions for deceleration
- F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
-
- 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
Definitions
- the invention is based on a method according to the preamble of claim 1. Such a method is used in the subject matter of DE-A1-195 34 050. There the fact is taken into account that high-pressure accumulator can be leaking and the leaking fuel at the leak can cause high damage. In order to limit the damage in the event of leakage, corresponding protective measures are proposed there.
- Fuel injection systems of this known type are advantageously used for fuel injection under high pressure, wherein the fuel to be injected can be very precisely dimensioned and the injection can be made very flexible due to the electrically controlled fuel injection valves used.
- the significant advantage is achieved that in operating areas of the internal combustion engine, in which this only a small Performance is demanded, such as when overrun operation of a motor vehicle powered by this engine, the storage pressure in the high-pressure fuel storage can be increased without significant loss of drive power and resuming operation with higher power requirement of the engine this pressure can be reduced to a lower limit without while a Nachbine of high pressure fuel is required in the fuel in the high-pressure fuel storage by the high-pressure fuel pump.
- the Wiederlastability in the internal combustion engine eliminates the drive power of the high-pressure fuel pump, so that the internal combustion engine for driving a downstream motor vehicle is compared to the other normal operation increased power to accelerate available. This power increase, which is available for a short time until the fuel pressure in the high-pressure fuel accumulator is reduced, improves the driving performance of the engine and motor vehicle unit.
- a fuel tank 1 is provided, from which via a suction line 2, a high-pressure fuel pump 3 sucks fuel and promotes via a pressure line 4 under high pressure in a high-pressure fuel storage 6.
- the fuel pressure in this high-pressure fuel accumulator is monitored by a pressure sensor 7 and the value emitted by it in a control device 9 compared with a desired value.
- a pressure control device 10 is activated, e.g. in such a way that excess fuel is returned to the tank via an adjustable valve which is arranged in a relief line 11 of the high-pressure fuel accumulator 6.
- it can also be intervened in the delivery of the high pressure pump 3 by the effective delivery stroke of this piston pump is adjusted in an embodiment as a piston pump or by the fuel supply to this high pressure pump is controlled by the control device 9.
- control solenoid valves or piezo valves are provided, which are controlled according to the requirements, such as speed and load.
- the control device detects operating parameters of the internal combustion engine and the requirements of this internal combustion engine with respect to the torque to be delivered. These are, for example, the parameters speed, an angle position sensor, which actuates the torque request or load demand Control member detected, the intake manifold pressure or supercharging pressure or the measurement result of an air flow meter, which detects the combustion chambers supplied amount of air.
- other parameters such as cooling water temperature and air temperature can be detected and additionally input signals in accordance with the phase position of the crankshaft or the camshaft can be entered to exactly control the start of injection and the injection quantity.
- the high-pressure fuel accumulator in this fuel injection system is maintained in normal operation at pressure levels> 500 bar. For safety reasons, however, the maximum allowable pressure in the high-pressure fuel storage is much higher, for example at 1600 bar. If the internal combustion engine, for example, drives a motor vehicle, operated in thrust, the fuel high pressure accumulator no or only a very small amount of fuel removed more for injection, if this coasting operation is defined so that due to externally acting on the engine torque in the sense of Speed increase the speed related to the injection quantity is exceeded. The special case is given if, for example, a torque request entered via an accelerator pedal is reduced to the default value of the idling and the internal combustion engine continues to remain at speeds above the idling speed due to the forces acting from outside.
- the supply of fuel to the internal combustion engine can be completely interrupted. Basically, however, remains within this operating range of the pressure in the high-pressure fuel storage at a high level, without the need for nachge felicitt fuel.
- the pressure in the high-pressure fuel storage can be increased up to a upper push operation setpoint, which is above the normal operating setpoint for the pressure and can be eg 1200 bar, compared to other 700 bar.
- the increase in pressure together with the compressibility of the fuel in the high-pressure fuel accumulator increases the available fuel volume, which initially represents an additional fuel supply for a reintroduced normal operation outside the coasting phase.
- This stock can be consumed by injection in the subsequent load-receiving phase, without it being necessary to nachzu specialn high-pressure fuel. It is therefore advantageous to switch off the drive of the high-pressure fuel pump in the period in which fuel is pre-stored for the supply of the internal combustion engine and to switch it on again only when a lower limit of the pressure in the high-pressure fuel accumulator has been reached.
- This provides the internal combustion engine at the moment of load absorption increased performance compared to the normal operation, which increases the acceleration capability of the internal combustion engine. After the reduction of the stored under increased accumulator pressure fuel is then often the most energy-consuming first phase of Wiederlasta completed.
- drive e.g. serve the crankshaft of the internal combustion engine or powered by the electrical system of the internal combustion engine engine 26 which is coupled via an electrically shiftable clutch 27 with the high-pressure fuel pump.
Landscapes
- 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)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
Description
Die Erfindung geht von einem Verfahren nach der Gattung des Patentanspruchs 1 aus. Ein solches Verfahren wird beim Gegenstand der DE-A1-195 34 050 angewendet. Dort wird der Tatsache Rechnung getragen, daß Hochdruckspeicher undicht werden können und der austretende Kraftstoff an der undichten Stelle einen hohen Schaden verursachen kann. Um die Schäden bei Auftreten der Undichtheit zu begrenzen, sind dort entsprechende Schutzmaßnahmen vorgeschlagen.The invention is based on a method according to the preamble of claim 1. Such a method is used in the subject matter of DE-A1-195 34 050. There the fact is taken into account that high-pressure accumulator can be leaking and the leaking fuel at the leak can cause high damage. In order to limit the damage in the event of leakage, corresponding protective measures are proposed there.
Kraftstoffeinspritzsysteme dieser bekannten Art dienen vorteilhaft der Kraftstoffeinspritzung unter hohem Druck, wobei sich der einzuspritzende Kraftstoff sehr exakt bemessen läßt und die Einspritzung aufgrund der verwendeten elektrisch gesteuerten Kraftstoffeinspritzventile sehr flexibel gestaltet werden kann.Fuel injection systems of this known type are advantageously used for fuel injection under high pressure, wherein the fuel to be injected can be very precisely dimensioned and the injection can be made very flexible due to the electrically controlled fuel injection valves used.
Durch die Merkmale des Patentanspruchs 1 wird der wesentliche Vorteil erreicht, daß in Betriebsbereichen der Brennkraftmaschine, in denen dieser nur eine geringe Leistung abverlangt wird, derart, wie z.B. beim Schubbetrieb eines von dieser Brennkraftmaschine angetriebenen Kraftfahrzeugs, der Speicherdruck im Kraftstoffhochdruckspeicher erhöht werden kann ohne wesentlichen Antriebsleistungsverlust und beim Wiedereinsetzen eines Betriebs mit höherer Leistungsanforderung an die Brennkraftmaschine dieser Druck bis auf einen unteren Grenzwert abgebaut werden kann ohne daß dabei eine Nachförderung von Hochdruckkraftstoff in den Kraftstoff in den Kraftstoffhochdruckspeicher seitens der Kraftstoffhochdruckpumpe erforderlich ist. Somit entfällt bei der Wiederlastaufnahme bei der Brennkraftmaschine die Antriebsleistung der Kraftstoffhochdruckpumpe, so daß der Brennkraftmaschine zum Antrieb eines nachgeschalteten Kraftfahrzeugs eine gegenüber dem übrigen Normalbetrieb erhöhte Leistung zum Beschleunigen zur Verfügung steht. Diese kurzzeitig bis zum Abbau des Kraftstoffdrucks im Kraftstoffhochdruckspeicher zu Verfügung stehende Leistungserhöhung verbessert die Fahrleistung der Einheit Brennkraftmaschine und Kraftfahrzeug.Due to the features of claim 1, the significant advantage is achieved that in operating areas of the internal combustion engine, in which this only a small Performance is demanded, such as when overrun operation of a motor vehicle powered by this engine, the storage pressure in the high-pressure fuel storage can be increased without significant loss of drive power and resuming operation with higher power requirement of the engine this pressure can be reduced to a lower limit without while a Nachförderung of high pressure fuel is required in the fuel in the high-pressure fuel storage by the high-pressure fuel pump. Thus, in the Wiederlastaufnahme in the internal combustion engine eliminates the drive power of the high-pressure fuel pump, so that the internal combustion engine for driving a downstream motor vehicle is compared to the other normal operation increased power to accelerate available. This power increase, which is available for a short time until the fuel pressure in the high-pressure fuel accumulator is reduced, improves the driving performance of the engine and motor vehicle unit.
Das Verfahren wird bei einem Kraftstoffeinspritzsystem, wie es in der Figur dargestellt ist ausgeführt. Dabei ist ein Kraftstoffvorratsbehälter 1 vorgesehen, aus dem über eine Saugleitung 2 eine Kraftstoffhochdruckpumpe 3 Kraftstoff ansaugt und über eine Druckleitung 4 unter Hochdruck in einen Kraftstoffhochdruckspeicher 6 fördert. Der Kraftstoffdruck in diesem Kraftstoffhochdruckspeicher wird durch einen Drucksensor 7 überwacht und der von ihm abgegebene Wert in einer Steuereinrichtung 9 mit einem Sollwert verglichen. Bei Abweichung wird eine Drucksteuereinrichtung 10 angesteuert, z.B. derart, daß über ein verstellbares Ventil, das in einer Entlastungsleitung 11 des Kraftstoffhochdruckspeichers 6 angeordnet ist überschüssiger Kraftstoff wieder in den Tank zurückgefördert wird. Es kann andererseits aber auch in die Förderleistung der Hochdruckpumpe 3 eingegriffen werden, indem bei einer Ausführung als Kolbenpumpe der effektive Förderhub dieser Kolbenpumpe verstellt wird oder indem die Kraftstoffzufuhr zu dieser Hochdruckpumpe von der Steuereinrichtung 9 gesteuert wird.The method is carried out in a fuel injection system as shown in the figure. In this case, a fuel tank 1 is provided, from which via a suction line 2, a high-
Bestimmungsgemäß werden vom Kraftstoffhochdruckspeicher mehrere Kraftstoffeinspritzventile 12 über Druckleitungen 14 mit Kraftstoff versorgt. Der Einspritzzeitpunkt von Kraftstoff und die Einspritzdauer bei diesen Kraftstoffeinspritzventilen wird dabei von der Steuereinrichtung 9 elektrisch gesteuert. Dazu sind z.B. Steuermagnetventile oder Piezoventile vorgesehen, die entsprechend den Anforderungen, beispielsweise aus Drehzahl und Last angesteuert werden. Die Steuereinrichtung erfaßt dabei Betriebsparameter der Brennkraftmaschine und die Anforderungen an diese Brennkraftmaschine im Bezug auf das abzugebende Drehmoment. Dies sind beispielsweise die Parameter Drehzahl, ein Winkelstellungsgeber, der den Drehmomentwunsch oder Lastbedarf eines betätigten Steuerorgans erfaßt, der Saugrohrdruck oder Aufladedruck bzw. das Meßergebnis eines Luftmengenmessers, der die den Brennräumen zugeführte Luftmenge erfaßt. Zusätzlich können noch andere Parameter wie Kühlwassertemperatur und Lufttemperatur erfaßt werden und zusätzlich Eingangssignale gemäß der Phasenstellung der Kurbelwellen bzw. der Nockenwelle eingegeben werden, um exakt den Einspritzbeginn und die Einspritzmenge zu steuern.As intended, several
Der Kraftstoffhochdruckspeicher bei diesem Kraftstoffeinspritzsystem wird im Normalbetrieb auf Druckhöhen > 500 bar gehalten. Aus Sicherheitsgründen liegt jedoch der maximal zulässige Druck im Kraftstoffhochdruckspeicher wesentlich höher, beispielsweise bei 1600 bar. Wird die Brennkraftmaschine, die z.B. ein Kraftfahrzeug antreibt, im Schub betrieben, so wird dem Kraftstoffhochdruckspeicher keine oder nur eine sehr geringe Kraftstoffmenge mehr zur Einspritzung entnommen, sofern dieser Schubbetrieb so definiert ist, daß aufgrund von von außen auf die Brennkraftmaschine einwirkenden Drehmomenten im Sinne einer Drehzahlerhöhung die auf die Einspritzmenge bezogene Drehzahl überschritten wird. Der spezielle Fall ist gegeben, wenn z.B. ein über ein Gaspedal eingegebener Drehmomentenwunsch auf den Vorgabewert des Leerlaufes zurückgenommen wird und die Brennkraftmaschine aufgrund der von außen einwirkenden Kräften weiterhin auf oberhalb der Leerlaufdrehzahl liegenden Drehzahlen verbleibt. In diesen Bereichen kann die Zufuhr von Kraftstoff zu der Brennkraftmaschine ganz unterbrochen werden. Grundsätzlich aber bleibt innerhalb dieses Betriebsbereiches der Druck im Kraftstoffhochdruckspeicher auf hohem Niveau, ohne daß Kraftstoff nachgefördert werden müßte. In diesen Bereichen, in denen der Brennkraftmaschine keine wesentliche Antriebsleistung abverlangt wird, kann jedoch der Druck im Kraftstoffhochdruckspeicher erhöht werden bis zu einem oberen Schubbetriebs-Sollwert, der oberhalb des Normalbetriebs-Sollwert für den Druck liegt und z.B. 1200 bar betragen kann, gegenüber sonstigen 700 bar. Die Druckerhöhung zusammen mit der Kompressibilität des Kraftstoffs im Kraftstoffhochdruckspeicher erhöht das zur Verfügung stehende Kraftstoffvolumen, das für einen wiedereinsetzenden Normalbetrieb außerhalb der Schubphase zunächst einmal einen zusätzlichen Kraftstoffvorrat darstellt. Dieser Vorrat kann durch Einspritzung in der nachfolgenden Lastaufnahmephase verbraucht werden, ohne daß es erforderlich ist Hochdruckkraftstoff nachzufördern. Es ist deshalb vorteilhaft, in dem Zeitraum, in dem Kraftstoff vorgespeichert zur Versorgung der Brennkraftmaschine zur Verfügung steht, den Antrieb der Kraftstoffhochdruckpumpe auszuschalten und diesen erst dann wieder zuzuschalten, wenn ein unterer Grenzwert des Druckes im Kraftstoffhochdruckspeicher erreicht ist. Dies stellt der Brennkraftmaschine im Augenblick der Lastaufnahme eine gegenüber dem Normalbetrieb erhöhte Leistung zur Verfügung, was die Beschleunigungsfähigkeit der Brennkraftmaschine steigert. Nach dem Abbau des unter erhöhtem Speicherdruck gespeicherten Kraftstoffs ist dann oft schon die am meisten Energie zehrende erste Phase der Wiederlastaufnahme vollzogen.The high-pressure fuel accumulator in this fuel injection system is maintained in normal operation at pressure levels> 500 bar. For safety reasons, however, the maximum allowable pressure in the high-pressure fuel storage is much higher, for example at 1600 bar. If the internal combustion engine, for example, drives a motor vehicle, operated in thrust, the fuel high pressure accumulator no or only a very small amount of fuel removed more for injection, if this coasting operation is defined so that due to externally acting on the engine torque in the sense of Speed increase the speed related to the injection quantity is exceeded. The special case is given if, for example, a torque request entered via an accelerator pedal is reduced to the default value of the idling and the internal combustion engine continues to remain at speeds above the idling speed due to the forces acting from outside. In these areas, the supply of fuel to the internal combustion engine can be completely interrupted. Basically, however, remains within this operating range of the pressure in the high-pressure fuel storage at a high level, without the need for nachgefördert fuel. In these areas, in which the internal combustion engine, however, no significant drive power is required, but the pressure in the high-pressure fuel storage can be increased up to a upper push operation setpoint, which is above the normal operating setpoint for the pressure and can be eg 1200 bar, compared to other 700 bar. The increase in pressure together with the compressibility of the fuel in the high-pressure fuel accumulator increases the available fuel volume, which initially represents an additional fuel supply for a reintroduced normal operation outside the coasting phase. This stock can be consumed by injection in the subsequent load-receiving phase, without it being necessary to nachzufördern high-pressure fuel. It is therefore advantageous to switch off the drive of the high-pressure fuel pump in the period in which fuel is pre-stored for the supply of the internal combustion engine and to switch it on again only when a lower limit of the pressure in the high-pressure fuel accumulator has been reached. This provides the internal combustion engine at the moment of load absorption increased performance compared to the normal operation, which increases the acceleration capability of the internal combustion engine. After the reduction of the stored under increased accumulator pressure fuel is then often the most energy-consuming first phase of Wiederlastaufnahme completed.
Als Antrieb kann z.B. die Kurbelwelle der Brennkraftmaschine dienen oder ein vom Bordnetz der Brennkraftmaschine gespeister Motor 26 der über eine elektrisch schaltbare Kupplung 27 mit der Kraftstoffhochdruckpumpe gekoppelt ist.As drive, e.g. serve the crankshaft of the internal combustion engine or powered by the electrical system of the internal
Claims (2)
- Method for operating a compression-ignition, air-compressing internal combustion engine, in particular for the purpose of driving a motor vehicle, which is supplied with injection fuel by a fuel injection system, the fuel injection system having a high-pressure fuel store (6) which is supplied with high-pressure fuel by a high-pressure fuel pump (3), the pressure of which high-pressure fuel is measured and, by means of a control device (9), kept at a normal value, fuel injection valves (12), which extract fuel from the high-pressure fuel store (6) and inject it into the combustion chambers of the internal combustion engine, also being electrically controlled by means of the control device (9), characterized in that the operating mode of the internal combustion engine is detected with the aid of the control device (9) and, on reaching an overrun phase of the internal combustion engine, the pressure, which is regulated by the control device (9), in the high-pressure fuel store (6) is set to an upper overrun-operation nominal value which is higher than the upper normal-operation nominal value which is set by the control device (9) during driving operation of the internal combustion engine, and when driving operation of the internal combustion engine is resumed and a lower limit value for the fuel pressure in the high-pressure fuel store (6) is exceeded, the high-pressure fuel pump (3) is disconnected in terms of driving action from its drive and is only re-connected in terms of driving action to the drive when the lower limit value for the fuel pressure in the high-pressure fuel store (6) is reached.
- Method according to Claim 1, characterized in that the overrun-operation nominal value is 1200 bar and the normal-operation nominal value is 500 to 900 bar.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19748420 | 1997-11-03 | ||
| DE19748420A DE19748420A1 (en) | 1997-11-03 | 1997-11-03 | Method for operating a self-igniting, air-compressing internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| EP0913575A1 EP0913575A1 (en) | 1999-05-06 |
| EP0913575B1 true EP0913575B1 (en) | 2006-07-26 |
Family
ID=7847391
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP98111326A Expired - Lifetime EP0913575B1 (en) | 1997-11-03 | 1998-06-19 | Method of operating a self-ignition air compression engine |
Country Status (4)
| Country | Link |
|---|---|
| US (1) | US6085728A (en) |
| EP (1) | EP0913575B1 (en) |
| JP (1) | JPH11210534A (en) |
| DE (2) | DE19748420A1 (en) |
Families Citing this family (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE69916363T2 (en) * | 1998-05-29 | 2005-03-24 | Toyota Jidosha K.K., Toyota | Fuel supply for internal combustion engine |
| FI107830B (en) * | 1998-06-08 | 2001-10-15 | Waertsilae Tech Oy Ab | Control and safety valve device in a fuel supply system |
| DE19927804A1 (en) * | 1999-06-18 | 2000-12-28 | Bosch Gmbh Robert | Fuel supply system for internal combustion engine has relief device that is connected to pressure line and contains mechanically or hydraulically switchable artificial load |
| US7610143B1 (en) * | 2008-06-09 | 2009-10-27 | Ford Global Technologies, Llc | Engine autostop and autorestart control |
| US8281768B2 (en) * | 2009-03-04 | 2012-10-09 | GM Global Technology Operations LLC | Method and apparatus for controlling fuel rail pressure using fuel pressure sensor error |
| US8439016B2 (en) * | 2009-12-15 | 2013-05-14 | GM Global Technology Operations LLC | Liquefied petroleum gas engine assembly with flow control |
| DE102011101861A1 (en) * | 2011-05-18 | 2012-11-22 | Audi Ag | Method for supplying gas into combustion engine of motor car, involves filling accumulator fuel by high pressure pump, and supplying same amount of fuel to combustion engine during subsequent operations of combustion engine |
| US10174704B2 (en) * | 2016-10-21 | 2019-01-08 | Ford Global Technologies, Llc | Systems and methods for controlling a fuel pump in start/stop and hybrid electric vehicles |
Family Cites Families (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE4313852B4 (en) * | 1993-04-28 | 2004-11-25 | Robert Bosch Gmbh | Fuel injection device for internal combustion engines |
| DE4335171C1 (en) * | 1993-10-15 | 1995-05-04 | Daimler Benz Ag | Fuel injection system for a multi-cylinder diesel internal combustion engine |
| US5507266A (en) * | 1994-04-11 | 1996-04-16 | Siemens Automotive L.P. | Fuel pressure control using hysteresis pump drive |
| US5572974A (en) * | 1995-02-21 | 1996-11-12 | Siemens Automotive Corporation | Combined start bypass and safety pressure relief valve for a fuel system |
| JP3939779B2 (en) * | 1995-05-26 | 2007-07-04 | ローベルト ボツシユ ゲゼルシヤフト ミツト ベシユレンクテル ハフツング | Fuel supply device for fuel supply of an internal combustion engine |
| DE19520300A1 (en) * | 1995-06-02 | 1996-12-05 | Bosch Gmbh Robert | Device for detecting a leak in a fuel supply system |
| DE19534050A1 (en) * | 1995-09-14 | 1997-03-20 | Bosch Gmbh Robert | Fuel injection system for internal combustion engines |
| JPH0988755A (en) * | 1995-09-27 | 1997-03-31 | Denso Corp | Fuel supply device of internal combustion engine |
| DE19640826B4 (en) * | 1995-10-03 | 2004-11-25 | Nippon Soken, Inc., Nishio | Storage fuel injection device and pressure control device therefor |
| DE19604552B4 (en) * | 1996-02-08 | 2007-10-31 | Robert Bosch Gmbh | Method and device for controlling an internal combustion engine |
| DE19613184C2 (en) * | 1996-04-02 | 1998-01-22 | Daimler Benz Ag | Method for detecting malfunctions in a fuel injection system |
| US5937826A (en) * | 1998-03-02 | 1999-08-17 | Cummins Engine Company, Inc. | Apparatus for controlling a fuel system of an internal combustion engine |
-
1997
- 1997-11-03 DE DE19748420A patent/DE19748420A1/en not_active Withdrawn
-
1998
- 1998-06-19 EP EP98111326A patent/EP0913575B1/en not_active Expired - Lifetime
- 1998-06-19 DE DE59813662T patent/DE59813662D1/en not_active Expired - Fee Related
- 1998-10-19 US US09/174,422 patent/US6085728A/en not_active Expired - Fee Related
- 1998-11-02 JP JP10312536A patent/JPH11210534A/en active Pending
Also Published As
| Publication number | Publication date |
|---|---|
| US6085728A (en) | 2000-07-11 |
| EP0913575A1 (en) | 1999-05-06 |
| DE59813662D1 (en) | 2006-09-07 |
| DE19748420A1 (en) | 1999-05-06 |
| JPH11210534A (en) | 1999-08-03 |
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