Single-pump common-rail rapid pressure building method and device and motor vehicle

Abstract

The present application relates to a kind of monomer pump common rail quick pressure building method, device and motor vehicle, before obtaining tooth signal, the first tooth signal obtained is virtual 0 number tooth, second tooth signal is virtual 1 number tooth, in turn analogies;When virtual N0 number tooth is obtained, according to the drive duration of pre-marking, drive monomer pump to run;During monomer pump continues to run to virtual 2N0 number tooth, if still not obtain tooth signal, and the pressure in common rail pipe rises, then with odd multiple N0 as the driving time of monomer pump, and the driving duration is N0 tooth signal;If the pressure in common rail pipe does not rise, then with even multiple N0 as the driving time of monomer pump, and the driving duration is N0 tooth signal, to common rail pipe pressure rise.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle control, in particular to a single-pump common rail rapid pressure building method, device and motor vehicle. BACKGROUND

[0002] The statement in this part only provides background technical information related to the present application, and does not necessarily constitute prior art.

[0003] The fuel system of diesel engine gradually adopts the form of high-pressure common rail and electronically controlled fuel injector to obtain high-pressure fuel in the high-pressure common rail. Currently, there are two forms to provide high-pressure fuel for the common rail: one is to pump fuel through a high-pressure fuel pump, and to control the fuel quantity entering the high-pressure common rail through a fuel quantity metering unit to control the pressure in the rail; the other is to provide fuel for the common rail through a plurality of electronically controlled single pumps combined, and to control the fuel supply quantity by controlling the opening time and opening time of the single pump to control the pressure in the rail.

[0004] The required pressure in the common rail is the basis for the fuel injection of the electronically controlled fuel injector. During the process from stopping to starting of the engine, the fuel in the common rail gradually increases, and the pressure increases from normal pressure to the required pressure, which is called pressure building process. When multiple electronically controlled single pumps are used for pressure building, the fuel injection delay caused by the synchronization delay of the single pumps makes the pressure building process slow, resulting in a long engine starting time. SUMMARY

[0005] In order to solve the technical problems existing in the background art, the present application provides a single-pump common rail rapid pressure building method, device and motor vehicle. Before the phase synchronization of the single pump group, the in-rail fuel supply and pressure building are as far as possible advanced, the fuel injection delay caused by the synchronization delay of the single pumps is shortened, the pressure building and fuel injection are advanced, and the engine starting time is shortened.

[0006] In order to achieve the above-mentioned purpose, the present application adopts the following technical solutions:

[0007] The first aspect of the present application provides a single-pump common rail rapid pressure building method, comprising the following steps:

[0008] The tooth signals of the single pump signal disc are obtained, if the missing tooth signal is obtained, the single pump is synchronized by using the missing tooth signal, and the driving time and driving duration of the single pump are determined according to the current rail pressure requirement to increase the pressure in the common rail;

[0009] Before the missing tooth signal is obtained, the first obtained tooth signal is taken as virtual 0th tooth, the second obtained tooth signal is taken as virtual 1st tooth, and so on; when the virtual N0th tooth is obtained, the single pump is driven to operate according to the pre-marked driving duration;

[0010] If the pressure in the common rail pipe does not rise, the driving time of the single pump is even multiple of N0, the closing time of the single pump is odd multiple of N0, and the driving duration is N0 tooth signals.

[0011] If the pressure in the common rail pipe does not rise, the driving time of the single pump is even multiple of N0, the closing time of the single pump is odd multiple of N0, and the driving duration is N0 tooth signals.

[0012] Further, during the continuous operation of the single pump to virtual 2N0 tooth, if the missing tooth signal is acquired, the single pump is synchronized by the missing tooth signal, and the driving time and driving duration of the single pump are determined according to the current rail pressure demand, so as to pressurize the common rail pipe.

[0013] Further, after the single pump is driven at least once by odd multiple N0 and / or even multiple N0, the tooth signals are continuously acquired, if the missing tooth signal is acquired, the single pump is synchronized by the missing tooth signal, and the driving time and driving duration of the single pump are determined according to the current rail pressure demand, so as to pressurize the common rail pipe.

[0014] Further, after the single pump is driven at least once by odd multiple N0 and / or even multiple N0, the tooth signals are continuously acquired, until the time of closing the single pump is reached, if the engine is completely stopped, the pressurizing process is ended.

[0015] Further, the tooth signals of the single pump signal disc are acquired, specifically: the initial state of the engine is a stop state, the ECU is powered on and initialized; the engine is started, the engine crankshaft drives the single pump signal disc to run through the camshaft, when the first tooth signal of the single pump signal disc is acquired, the tooth signal detection state is cut in, and the tooth signals of the single pump signal disc are continuously acquired.

[0016] Further, during the operation of the engine crankshaft driving the single pump signal disc through the camshaft, if the tooth signals of the signal disc are not acquired, the waiting detection state is cut in, until the first tooth signal is acquired, the tooth signal detection state is cut in.

[0017] Further, N0=N3 / N1 / N2 / 2, N1 is the number of single pumps controlled by the signal disc, N2 is the number of cam peaches in the single pump, and N3 is the total number of teeth of the signal disc.

[0018] Further, the single pump is synchronized by the missing tooth signal, specifically: when the signal disc rotates to the missing tooth position, a widened pulse signal corresponding to the missing tooth position is sent to the ECU, the ECU determines the relative position between the missing tooth position of the signal disc and the top dead center of the single pump cam, i.e. the number of teeth, obtains the position of the top dead center of the single pump cam, and performs oil injection when the single pump runs to the top dead center of the cam, so as to pressurize the common rail pipe.

[0019] The second aspect of the present application provides a single-pump common rail rapid pressure building device, comprising:

[0020] A signal acquisition module is configured to acquire tooth signals of a single-pump signal disc and send the tooth signals to a controller.

[0021] The controller is configured to synchronize the single pump by using the missing tooth signal, determine a driving time and a driving duration of the single pump according to a current rail pressure requirement, and build up pressure in the common rail pipe if the missing tooth signal is acquired.

[0022] The controller is further configured to take the first acquired tooth signal as a virtual 0th tooth and the second acquired tooth signal as a virtual 1st tooth before the missing tooth signal is acquired, and take the virtual N0th tooth as the driving time of the single pump according to a pre-labeled driving duration when the virtual N0th tooth is acquired.

[0023] The controller is further configured to take the odd multiple of N0 as the driving time of the single pump and the even multiple of N0 as the closing time of the single pump if the missing tooth signal is still not acquired and the pressure in the common rail pipe rises during the continuous operation of the single pump to the virtual 2N0th tooth.

[0024] The controller is further configured to take the even multiple of N0 as the driving time of the single pump and the odd multiple of N0 as the closing time of the single pump if the pressure in the common rail pipe does not rise, and the driving duration is N0 tooth signals.

[0025] The third aspect of the present application provides a motor vehicle having a common rail pipe and at least one group of single pumps for building up pressure in the common rail pipe, and a controller of the single pump performs the single-pump common rail rapid pressure building method.

[0026] Compared with the prior art, the above one or more technical solutions have the following beneficial effects:

[0027] Under normal circumstances, the single pump is synchronized by using the missing tooth signal before building up pressure in the common rail pipe, and there is a waiting period before the single pump group is synchronized, i.e. before the missing tooth signal is acquired. In order to shorten the waiting period, the present application tries to advance the in-rail oil supply and pressure building as much as possible, shorten the injection delay caused by the single synchronization delay, mark when the tooth signal is acquired, start the single pump to build up pressure in the common rail pipe after reaching a certain tooth signal, and thus realize early injection and shorten the engine start-up time. BRIEF DESCRIPTION OF DRAWINGS

[0028] The drawings constituting a part of the present application are used to provide a further understanding of the present application, and the schematic embodiments of the present application and the description thereof are used to explain the present application and do not constitute an improper limitation on the present application.

[0029] Figure 1 is a schematic diagram of an engine signal plate and a single pump combined signal plate provided by one or more embodiments of the present application;

[0030] Figure 2 is a schematic diagram of a single pump combined cam profile provided by one or more embodiments of the present application;

[0031] Figure 3 is a schematic diagram of single pump phase information provided by one or more embodiments of the present application;

[0032] Figure 4 is a schematic diagram of a flow during a single pump common rail fast pressure build-up in a synchronization state StSyn=1 provided by one or more embodiments of the present application;

[0033] Figure 5 is a schematic diagram of a flow during a single pump common rail fast pressure build-up in a synchronization state StSyn=0 provided by one or more embodiments of the present application. DETAILED DESCRIPTION

[0034] The present application will be further described with reference to the drawings and embodiments.

[0035] It should be noted that the following detailed description is merely exemplary and is intended to provide further description of the application. Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs.

[0036] It is to be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of exemplary embodiments according to the present application. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises" and / or "comprising," when used in this specification, specify the presence of stated features, steps, operations, elements, components, and / or groups thereof, but do not preclude the presence or addition of one or more other features, steps, operations, elements, components, and / or groups thereof.

[0037] Terminology:

[0038] Common rail pipe, in an electronically controlled common rail diesel engine, the common rail pipe is a steel pipe that stores high pressure fuel, which is responsible for storing high pressure fuel, and connecting the electronically controlled fuel injectors of each cylinder through high pressure oil pipes to ensure the uniformity of fuel injection pressure and flow of each cylinder.

[0039] The high-pressure common rail system of a diesel engine utilizes a large-volume common rail chamber to accumulate high-pressure fuel output from the fuel pump and eliminate pressure fluctuations in the fuel. Based on the engine's operating conditions, the electronic control unit (ECU) determines the appropriate injection timing and duration, controlling the solenoid valves on the injectors to initiate and terminate injection. The pressure in the common rail is adjusted by the ECU based on the fuel rail pressure measured by the fuel rail pressure sensor and other necessary adjustments.

[0040] Therefore, the following embodiments provide a method, device and vehicle for rapid pressure building of unit pumps in common rail. Before the phase synchronization of the unit pump group, the in-rail oil supply and pressure building are carried out as early as possible, which shortens the injection delay caused by the unit synchronization delay, builds pressure and injects early, and shortens the engine start time.

[0041] Example 1:

[0042] When the engine is started, pressure needs to be established in the common rail, which is achieved by pumping oil into the common rail through a high-pressure oil pump or a combination of individual pumps.

[0043] For example, when two unit pumps are used together for fuel supply, the engine crankshaft drives the unit pumps via a camshaft, such as... Figure 1 The signal discs shown are for the engine crankshaft and unit pump combination. The larger signal disc on the right is the engine crankshaft signal disc, and the smaller signal disc on the left is the unit pump combination signal disc. Since the speed ratio of the two signal discs is not 1:1, the position of the unit pump relative to the crankshaft during operation cannot be determined based on the crankshaft signal disc.

[0044] Therefore, existing technologies generally use a 60-2 type toothed disk as the signal disk, that is, the toothed disk has 60 teeth in one revolution, of which 2 are missing teeth. This causes the toothed disk to emit a pulse wave corresponding to the missing tooth position every time it rotates, forming a missing tooth signal. The missing tooth signal is used as a marker for position identification.

[0045] In addition, each unit pump has a cam, the shape of which is as follows: Figure 3 As shown, it includes three protrusions. Each unit pump can pump oil three times in each cycle. The position of each pump corresponds to the position of each protrusion, which is called the top dead center.

[0046] The cam and signal disk on the unit pump move synchronously. By determining the relative position (number of teeth) between the top dead center of the cam and the missing tooth of the signal disk, the position information of the unit pump is determined, thereby helping the controller to control the unit pump to achieve drive control and indirectly achieve pumping control of the unit pump.

[0047] Taking a combination of two individual pumps as an example, the cam profile of the individual pump combination is as follows: Figure 2 As shown, the unfolded information of the signal disc (60-2 toothed disc) for each unit pump is as follows: Figure 3As shown, since the cam and the signal disc are synchronous, the top dead center position is fixed relative to the missing tooth position, so the position of the top dead center can be determined by the missing tooth position. When the engine starts for the first time, the missing tooth position needs to be detected, and the position of the unit pump (the cam position) cannot be determined before the missing tooth position is determined, so the unit pump cannot be controlled. With the rotation of the engine, the controller detects the missing tooth position and synchronizes, and the position information of the unit pump can be determined by the number of teeth, so as to realize the driving control of the unit pump.

[0048] As shown in Figures 4-5 A single pump common rail fast pressure building method, comprising the following steps:

[0049] The initial state of the engine is the stop state, the ECU is powered on and initialized, and whether the unit pump tooth disc rotation speed signal is detected is waited. When each tooth of the tooth disc rotates through the rotation speed sensor, the rotation speed sensor will identify a tooth signal.

[0050] As shown in Figure 4 Wait for detection StTooth=0, when the first unit pump signal disc tooth signal is detected, cut in StTooth=1 state (detection tooth signal state), if not detected, continue to wait for detection StTooth=0.

[0051] The tooth disc is in the form of 60-2 tooth disc, that is, the tooth disc is divided into 60 parts on average, two of which are missing tooth positions, which are used as markers.

[0052] When the ECU detects the missing tooth signal, that is, identifies the accurate position of the tooth disc, it enters the synchronization state StSyn=1. At this time, the unit pump oil supply can be accurately controlled. The rail pressure adopts PID closed loop to calculate the opening angle (relative to the cam top dead center) and opening duration of the unit pump, and controls the opening and closing according to the phase of the unit pump.

[0053] Specifically, by detecting the tooth signal, each tooth is marked (0, 1, 2, 3...), the unit pump driving time and driving time are calculated according to the rail pressure demand, if the current driving time (tooth position) has not been reached, the tooth signal is continuously detected, if the driving time (tooth position) has been reached, the signal of starting the unit pump is sent, and the unit pump is opened to spray oil into the common rail pipe; continue to detect the tooth signal, if the current closing driving time (tooth position) has not been reached, continue to detect the tooth signal, if the current closing driving time (tooth position) has been reached, and the engine is completely stopped (EngN=0), then end, if the engine is not completely stopped, continue to detect the tooth signal.

[0054] As shown in Figure 5As shown, before the ECU detects the missing tooth signal, the synchronization state StSyn=0, at this time the accurate position of the unit pump cannot be determined, in order to quickly supply oil to the rail to establish rail pressure, through the way of trying to supply oil to quickly supply oil to establish part of the pressure.

[0055] Specifically, the tooth signal is detected, and each tooth is marked (0, 1, 2, 3...), that is, the first tooth recognized is marked as virtual tooth No. 0, the second tooth is virtual tooth No. 1, and so on. When the missing tooth signal is detected during the period, the synchronization state StSyn=1 is cut in, and the unit pump is controlled;

[0056] If the missing tooth signal is not detected during this period, and the tooth disc rotates to the N0th tooth, the pre-marked driving time T is obtained; if the N0th tooth is not reached, the tooth signal continues to be detected;

[0057] When the N0th tooth is reached, a signal to start driving the unit pump is sent, and the unit pump is started according to the pre-marked driving time T; during this period, the tooth signal is continuously detected, and when the missing tooth signal is detected, the synchronization state StSyn=1 is cut in, and the unit pump is controlled;

[0058] Within the time period from the N0th tooth sending the signal to start driving the unit pump to the 2N0th tooth, the pressure change process in the common rail pipe is observed, the duration is ≤N0, which can be calibrated; if the missing tooth signal is not detected during this period, and the 2N0th tooth is reached, it is observed whether the pressure in the common rail pipe rises; if the 2N0th tooth is not reached, the pre-marked driving time T is obtained until the 2N0th tooth is reached;

[0059] If the pressure in the common rail pipe rises, the unit pump is driven by odd multiples of N0, and the driving time lasts for N0 teeth, and the corresponding even multiples of N0 are closed; specifically, (2×N-1)×N0 is set as the driving time of the unit pump, and the driving time lasts for N0 teeth, where N is a natural number greater than 0;

[0060] If the pressure in the common rail pipe does not rise, the unit pump is driven by even multiples of N0, and the driving time lasts for N0 teeth, and the corresponding odd multiples of N0 are closed; specifically, (2×N)×N0 is set as the driving time of the unit pump, and the driving time lasts for N0 teeth, where N is a natural number greater than 0;

[0061] Where N0 teeth = 60 / number of unit pumps / number of convex peaches / 2, number of unit pumps N1, and number of convex peaches of a single pump N2. In this embodiment, two unit pumps share a signal disc, and the relative missing tooth positions are different, and the 6 convex peach positions in the 60 teeth are evenly distributed.

[0062] In this embodiment, N0=5 is taken as an example to introduce the above control process.

[0063] If the pressure in the common rail pipe rises, drive by odd multiple N0, drive time lasts N0 teeth, corresponding even multiple N0 is closed; Specifically: unit pump starts driving at 15 / 25 / 35 / 45 / 55 teeth, running duration is 5 teeth signals, and is closed at 20 / 30 / 40 / 50 / 60 teeth.

[0064] If the pressure in the common rail pipe does not rise, drive the unit pump by even multiple N0, drive time lasts N0 teeth, and the corresponding odd multiple N0 closes the unit pump; Specifically: the unit pump starts driving at 10 / 20 / 30 / 40 / 50 teeth, and the running duration is 5 teeth signals, and is closed at 15 / 25 / 35 / 45 / 55 teeth.

[0065] After the unit pump is controlled to drive at least once by odd multiple N0 and / or even multiple N0, the tooth signals are continuously detected and marked until the moment of closing the unit pump is determined according to the tooth signals, and if the engine completely stops, the pressure building process is ended, and if the missing tooth signal is detected during the process, the synchronous state StSyn=1 is entered, and the unit pump is controlled.

[0066] Through the above pressure building process, before the phase synchronization of the unit pump group, the in-rail oil supply and pressure building are as early as possible, the injection delay caused by unit synchronization delay is shortened, the pressure is built and the injection is injected in advance, and the engine starting time is shortened.

[0067] Embodiment two:

[0068] A unit pump common rail rapid pressure building device, comprising:

[0069] A signal acquisition module for acquiring tooth signals of a unit pump signal disc and sending the tooth signals to a controller;

[0070] The controller is configured to: if a missing tooth signal is acquired, synchronize the unit pump by using the missing tooth signal, and determine the driving time and driving duration of the unit pump according to the current rail pressure demand, and build pressure in the common rail pipe;

[0071] The controller is further configured to: before the missing tooth signal is acquired, the first acquired tooth signal is taken as a virtual 0th tooth, the second acquired tooth signal is taken as a virtual 1st tooth, and the like; when the virtual N0th tooth is acquired, drive the unit pump to run according to the pre-marked driving duration;

[0072] The controller is further configured to: during the continuous running of the unit pump to the virtual 2N0th tooth, if the missing tooth signal is still not acquired and the pressure in the common rail pipe rises, take even multiple N0 as the driving time of the unit pump, and the driving duration is N0 tooth signals.

[0073] The controller is further configured to: if the pressure in the common rail pipe does not rise, drive the single body pump at odd times of N0 as the driving time and even times of N0 as the closing time, and the driving duration is N0 tooth signals, to raise the pressure in the common rail pipe.

[0074] Embodiment three:

[0075] The single body pump controller performs the single body pump common rail fast pressure building method in embodiment one to raise the pressure in the common rail pipe.

[0076] The above only describes the preferred embodiments of the present application and is not intended to limit the present application. Various modifications and changes can be made by those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A method for rapid pressure build-up of a single-unit pump on a common rail, characterized in that, Includes the following steps: The tooth signal of the unit pump signal disk is obtained. If a missing tooth signal is obtained, the missing tooth signal is used to synchronize the unit pump. Based on the current rail pressure requirement, the driving time and driving duration of the unit pump are determined to increase the pressure of the common rail pipe. Before acquiring the missing tooth signal, the first tooth signal is designated as virtual tooth 0, the second tooth signal as virtual tooth 1, and so on. When virtual tooth N0 is acquired, the unit pump is driven to run according to the pre-calibrated drive duration. If no missing tooth signal is obtained during the continuous operation of the unit pump up to virtual tooth 2N0, and the pressure in the common rail increases, then an odd multiple of N0 is used as the driving time of the unit pump, and the driving duration is N0 tooth signals. An even multiple of N0 is used as the shut-off time of the unit pump. If the pressure inside the common rail does not rise, then an even multiple of N0 is used as the start time of the individual pump, and an odd multiple of N0 is used as the stop time of the individual pump. The drive duration is N0 tooth signals, which increases the pressure in the common rail.

2. The method for rapid pressure build-up of a single-unit pump via common rail as described in claim 1, characterized in that, If a missing tooth signal is detected during the continuous operation of the unit pump up to virtual tooth 2N0, the unit pump is synchronized using the missing tooth signal. Based on the current rail pressure requirement, the driving time and duration of the unit pump are determined to increase the pressure in the common rail pipe.

3. The method for rapid pressure build-up of a single-unit pump via common rail as described in claim 1, characterized in that, After the unit pump is started at least once by driving it at odd multiples of N0 and / or even multiples of N0, the tooth signal is continuously acquired. If a missing tooth signal is acquired, the missing tooth signal is used to synchronize the unit pump. Based on the current rail pressure requirement, the driving time and driving duration of the unit pump are determined to increase the pressure of the common rail pipe.

4. The method for rapid pressure build-up of a single-unit pump via common rail as described in claim 1, characterized in that, After the unit pump is started at least once by driving it at odd multiples of N0 and / or even multiples of N0, the gear signal is continuously acquired until the moment when the unit pump is shut down is reached. If the engine stops completely, the pressure build-up process ends.

5. The method for rapid pressure build-up of a single-unit pump via common rail as described in claim 1, characterized in that, The process of acquiring the tooth signal of the unit pump signal disk is as follows: the engine is initially in a stopped state, the ECU is powered on and initialized; when the engine starts, the engine crankshaft drives the unit pump signal disk through the camshaft. When the first tooth signal of the unit pump signal disk is acquired, the tooth signal detection state is entered, and the tooth signal of the unit pump signal disk is continuously acquired.

6. The method for rapid pressure build-up of a single-unit pump via common rail as described in claim 5, characterized in that, When the engine crankshaft drives the unit pump signal disc through the camshaft, if no tooth signal is obtained from the signal disc, it enters the waiting detection state until the first tooth signal is obtained, and then enters the tooth signal detection state.

7. The method for rapid pressure build-up of a single-unit pump via common rail as described in claim 1, characterized in that, N0 = N3 / N1 / N2 / 2, where N1 is the number of individual pumps controlled by the signal disk, N2 is the number of cam protrusions in the individual pump, and N3 is the total number of teeth on the signal disk.

8. The method for rapid pressure build-up of a single-unit pump via common rail as described in claim 1, characterized in that, The unit pump is synchronized using the missing tooth signal. Specifically, when the signal disc rotates to the missing tooth position, it sends a widened pulse signal corresponding to the missing tooth position to the ECU. The ECU determines the relative position between the missing tooth position of the signal disc and the top dead center of the unit pump cam, i.e. the number of teeth, based on the widened pulse signal, and obtains the position of the top dead center of the unit pump cam. When the unit pump runs to the top dead center of the cam, it performs fuel injection to boost the pressure of the common rail.

9. A common rail rapid pressure build-up device for a single-unit pump, characterized in that, include: The signal acquisition module is used to acquire the tooth signals of the unit pump signal disc and send them to the controller; The controller is configured to: if a tooth-missing signal is received, synchronize the individual pumps using the tooth-missing signal, and determine the driving time and driving duration of the individual pumps according to the current rail pressure requirement, and increase the pressure of the common rail pipe. The controller is also configured to: before acquiring a missing tooth signal, designate the first acquired tooth signal as virtual tooth 0, the second tooth signal as virtual tooth 1, and so on; when virtual tooth N0 is acquired, drive the unit pump to run according to the pre-calibrated drive duration. The controller is also configured to: if no missing tooth signal is obtained during the continuous operation of the unit pump up to virtual tooth 2N0, and the pressure in the common rail rises, then an odd multiple of N0 is used as the driving time of the unit pump, the driving duration is N0 tooth signals, and an even multiple of N0 is used as the shut-off time of the unit pump. The controller is also configured to: if the pressure in the common rail does not rise, use an even multiple of N0 as the driving moment of the individual pump and an odd multiple of N0 as the shut-off moment of the individual pump, with a driving duration of N0 tooth signals, to boost the pressure in the common rail.

10. A motor vehicle, characterized in that, The system includes a common rail and at least one set of individual pumps for pressurizing the common rail, wherein the controller of the individual pumps performs the individual pump common rail rapid pressurization method as described in any one of claims 1-8.

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