EP1138919B1 - Brennstoffeinspritzanlage - Google Patents

Brennstoffeinspritzanlage Download PDF

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Publication number
EP1138919B1
EP1138919B1 EP20000106967 EP00106967A EP1138919B1 EP 1138919 B1 EP1138919 B1 EP 1138919B1 EP 20000106967 EP20000106967 EP 20000106967 EP 00106967 A EP00106967 A EP 00106967A EP 1138919 B1 EP1138919 B1 EP 1138919B1
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EP
European Patent Office
Prior art keywords
rail
supply line
fuel supply
pressure
pressurized 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
Application number
EP20000106967
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English (en)
French (fr)
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EP1138919A1 (de
Inventor
Johannes-Joerg Rueger
Wolfgang Stoecklein
Udo Schulz
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Robert Bosch GmbH
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Robert Bosch GmbH
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Priority to DE2000619262 priority Critical patent/DE60019262T2/de
Priority to EP20000106967 priority patent/EP1138919B1/de
Publication of EP1138919A1 publication Critical patent/EP1138919A1/de
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Publication of EP1138919B1 publication Critical patent/EP1138919B1/de
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • 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
    • F02M63/0012—Valves
    • F02M63/0014—Valves characterised by the valve actuating means
    • F02M63/0015—Valves characterised by the valve actuating means electrical, e.g. using solenoid
    • F02M63/0026—Valves characterised by the valve actuating means electrical, e.g. using solenoid using piezoelectric or magnetostrictive actuators
    • 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
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F02D41/2096—Output circuits, e.g. for controlling currents in command coils for controlling piezoelectric injectors
    • 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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2438—Active learning methods
    • 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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • F02D41/2464—Characteristics of actuators
    • F02D41/2467—Characteristics of actuators for injectors
    • F02D41/247—Behaviour for small quantities
    • 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
    • F02D41/3827—Common rail control systems for diesel engines
    • 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
    • F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
    • F02M47/02—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure of accumulator-injector type, i.e. having fuel pressure of accumulator tending to open, and fuel pressure in other chamber tending to close, injection valves and having means for periodically releasing that closing pressure
    • F02M47/027—Electrically actuated valves draining the chamber to release the closing pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0602—Fuel pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/70—Linkage between actuator and actuated element, e.g. between piezoelectric actuator and needle valve or pump plunger
    • F02M2200/703—Linkage between actuator and actuated element, e.g. between piezoelectric actuator and needle valve or pump plunger hydraulic

Definitions

  • the present invention concerns a fuel injection system and a method for operating a fuel injection system, in which a piezoelectric element drives a valve for closing a pressurized fuel supply line by applying a voltage to said piezoelectric element.
  • Fuel injection systems are essential components of internal combustion engines. They may be implemented either with individual or with shared fuel supply lines for each fuel injection nozzle. The second alternative is also referred to as common rail systems (shortly: CR systems). In each case, fuel injections are controlled by means of opening and closing fuel injection nozzles in a predefined way.
  • piezoelectric elements may be used as piezoelectric elements for nozzles (in particular for common rail injectors) of an internal combustion engine. In this example, fuel injection is controlled by means of applying voltage to piezoelectric elements which expand or contract themselves as a function of the voltage applied.
  • the minimal closing voltage which is necessary to close the pressurized fuel supply line, indicates the actual lift the piezoelectric element can perform. That means if the minimal voltage to close the valve is higher than a typical value (taking into account actual environmental data such as rail pressure) the piezoelectric element performs a lower lift than typically.
  • the invention allows to use this minimal closing voltage to compensate for example aging effects of piezoelectric elements or sample to sample deviations of the piezoelectric element or the injector itself.
  • said minimal closing voltage necessary to close the pressurized fuel supply line is determined during or after an (normal operation)within the life circle of the fuel injection system in particular to the afterrun of a combustion engine with comprises the fuel injection system. Furthermore, it can be used to indicate whether an piezoelectric element and/or injector has to be exchanged.
  • the minimal closing voltage necessary to close the pressurized fuel supply line is determined based upon the pressure in the fuel supply line.
  • the minimal closing voltage necessary to close the pressurized fuel supply line is determined based upon- the gradient or the derivative over time of the pressure in the fuel supply line.
  • An object of the present invention is preferably achieved by a method according to claim 3 and a fuel injection system according to claim 13, i.e., for operating the fuel injection system, in which a piezoelectric element drives a valve for closing a pressurized fuel supply line, a voltage is applied to said piezoelectric element, wherein the minimal closing voltage necessary to close the pressurized fuel supply line is determined based upon the pressure in the fuel supply line.
  • the invention allows to compensate for example the temperature dependency of fuel being injected and to compensate e.g. aging of the piezoelectric element and/or the injector.
  • An object of the present invention is advantageously achieved by a method according to claim 4 and a fuel injection system according to claim 14, i.e., for operating the fuel injection system, in which a piezoelectric element drives a valve for closing a pressurized fuel supply line, a voltage is applied to said piezoelectric element, wherein the minimal closing voltage necessary to close the pressurized fuel supply line is determined based upon the gradient or the derivative over time of the pressure in the fuel supply line.
  • the invention allows to compensate for example aging of the piezoelectric element and/or the injector.
  • An object of the present invention is alternatively achieved by a method according to claim 5 and a fuel injection system according to claim 15, i.e., for operating a fuel injection system, in which a piezoelectric element drives a valve for closing a pressurized fuel supply line a voltage is applied to said piezoelectric element, wherein the fuel injection system comprises a high pressure pump for controlling the pressure in the pressurized fuel supply line based upon a measurement of the pressure in the pressurized fuel supply line and wherein the minimal closing voltage necessary to close the pressurized fuel supply line is determined based upon the power consumption of the high pressure pump, the output of a controller controlling the high pressure pump and/or the difference between the measurement of the pressure in the pressurized fuel supply line and the desired value of the pressure in the pressurized fuel supply line.
  • the invention allows to compensate for example aging of the piezoelectric element and/or the injector.
  • the pressurized fuel supply line is closed by applying a predetermined voltage on said piezoelectric element.
  • said predetermined voltage is reduced, wherein said pressure in the pressurized fuel supply line or said gradient or said derivative over time of the pressure in the pressurized fuel supply line is monitored.
  • said gradient or said derivative over time of the pressure in the pressurized fuel supply line is calculated based upon said pressure in the pressurized fuel supply line.
  • said minimal closing voltage necessary to close the pressurized fuel supply line is assigned the actual value of the voltage applied on said piezoelectric element if the absolute value of said gradient or said derivative over time exceeds a predetermined limit.
  • said valve is a double acting valve.
  • the above-described method can be applied during different operation situations.
  • the above-described method is applied during the after run of a combustion engine which comprises the fuel injection system.
  • the method can also be applied during the starting phase of a combustion engine.
  • the disadvantage of applying this method in the starting phase of the internal combustion engine is, that it would start with time delay. For this reason the application of this method during the after run of the combustion engine system is preferred.
  • applying the above-described method during the after run bears the advantage that the pressure in the pressurized fuel supply line can be built to a certain predefined value and be held at this value with minimum interference of disturbing factors which otherwise might lead to different measuring results.
  • the minimal closing voltage that needs to be applied is used to determine the change of lift of the piezoelectric element.
  • the aging process of piezoelectric elements is monitored this way, i.e., the minimal closing voltage is utilized to determine the aging of the piezoelectric element.
  • the application of the method is repeated periodically.
  • the advantage of the periodic repetition of the method is to be found in the possibility to receive data over a longer time frame. These data are preferably utilized to determine the changes of the lift of the piezoelectric elements in said time frame.
  • the intervals in which the method is applied can, e.g., be determined by the number of runs that are undertaken with the combustion engine and the number of piezoelectric elements that need to be tested. It is sufficient to apply the inventive method in each after run of the combustion engine with a different piezoelectric element.
  • the method would be applied once with each piezoelectric element and once without activating a piezoelectric element.
  • the repetition cycle would begin with the testing of the first piezoelectric element and again after seven applications of the inventive method.
  • Fig. 1 and Fig. 2 show a fuel injection system as an exemplary embodiment of the invention.
  • Reference number 51 refers to an injector with a double acting control valve 20.
  • Reference number 40 refers to a first closed position and reference number 30 to a second closed position.
  • the fuel injection system as depicted in Fig. 1 comprises a hollow bore 21 in which a double acting control valve 20 can be moved up and down between the first closed position 40 and the second closed position 30.
  • the control valve 20 is moved by applying a voltage U to a piezoelectric element 10 controlled by a control unit 50.
  • the piezoelectric element 10 is driving the double acting control valve 20 by means of the transfer system.
  • the transfer system comprises a piston 110 and a hydraulic coupler 120.
  • the double acting control valve 20 can be positioned in a first closed position 40 and in a second closed position 30. In the shown example the double acting control valve 20 is in the second closed position 30.
  • valve 20 opens the fuel supply line 31 a drop of the pressure p rail or in the fuel supply line 31 occurs. This drop of the pressure p rail in the pressured fuel supply line 31 opens the fuel injection nozzle and fuel is injected.
  • Fig. 2 shows a fuel injection system with four injectors 51, 52, 53, 54 connected via a common rail 62 containing fuel having a rail pressure p rail .
  • This rail pressure p rail can be, for example, up to 500 bar.
  • the common rail 62 is connected to a high pressure pump 60 via a supply line 63.
  • the high pressure pump 60 pumps fuel into the common rail 62.
  • the high pressure pump 60 is ( further connected .via a connector 64) to a low pressure reservoir 80 containing fuel at a pressure which is lower than p rail .
  • the injectors 51, 52, 53, 54 are connected to the common rail 62 via fuel supply lines 31, 66, 67 and 68 respectively. With their so-called low pressure side, the injectors 51, 52, 53, 54 are connected to the low pressure reservoir 80 via low pressure lines 81, 82, 83, 84 respectively.
  • the control unit 50 is connected to the injectors 51, 52, 53, 54 via cables 85, 86, 87, 88 for applying a voltage to the piezoelectric elements of the injectors 51, 52, 53, 54.
  • the control unit 50 is further connected to a pressure sensor 70 via a cable 89.
  • the pressure sensor 70 measures the pressure p rail in the common rail 62. Arrangements are also possible, wherein pressure sensors to measure the fuel pressure are located at the fuel supply lines 31, 66, 67, 68 or even within the injectors 51, 52, 53, 54. However, the example illustrated in Fig. 2, where one pressure sensor 70 is used to measure the pressure p rail in the common rail 62, is a preferred embodiment.
  • the pressurized fuel supply line referred to in the claims include not only the fuel supply lines 31, 66, 67, 68 but also the common rail 62, the connector 63 or even fuel supply lines within the injectors 51, 52, 53, 54.
  • the control unit 50 controls, in a preferred embodiment, the high pressure pump 60.
  • the control unit 50 acts as a controller controlling the high pressure pump 60 based upon measured values of the rail pressure p rail and the common rail 62 obtained by the pressure sensor 70.
  • Power supply lines for supplying the high pressure pump 60 with electric power are not shown in Fig. 2.
  • Fig. 3 shows a flow chart which is implemented on the control unit 50.
  • a maximum voltage U max is assigned to be the voltage U being applied to the piezoelectric element 10.
  • Step 90 is followed by step 91.
  • step 91 the pressure p rail of the common rail system is measured.
  • the rail pressure might for example be build up to about 500 bar. If utilized in a common rail system, it is advantageous to shut off the rail pressure control after the predefined pressure is reached in order to secure that a high pressure pump used for building up the rail pressure has no influence on the application of the method.
  • Step 93 is followed by a step 94 in which the pressure p rail in the fuel supply line 31 is measured again.
  • ⁇ p rail p rail_old - p rail
  • Step 95 is followed by a decision block 96 checking whether the absolute value of ⁇ p rail is greater than a predetermined limit T.
  • step 92 This loop is indicated by the stepwise reduction of voltage U in Fig. 4
  • decision block 96 is followed by a step 97 in which the minimal closing voltage U min which is necessary to close the fuel supply line 31 is assigned the actual value of the voltage U applied to the piezoelectric element 10.
  • Step 97 is followed by a step 98 in which the voltage U applied to the piezoelectric element 10 is reduced to 0 V as indicated also in Fig. 4. Reducing the value of the voltage U to 0 V moves the double acting control valve 20 into the first closing position 40 and also closes the fuel supply line 31. If this is done quick enough, it can be guaranteed that no fuel has entered into the cylinder while applying the inventive method. The pressure drop is only due to the leakage at the control valve when this is no longer closed the second closed position.
  • Fig. 4 and Fig. 5 illustrate the voltage U applied to the piezoelectric element 10 and the pressure p rail in the common rail.
  • the voltage U applied to the piezoelectric element 10 has reached a value U min .
  • U min the voltage applied to the piezoelectric element 10 is no longer capable of moving the double acting control valve 20 into the second closed position 30, i.e., the fuel supply line 31 is no longer closed.
  • This pressure drop shown in Fig. 5, is sensed via the decision block 96 after the time interval At has expired, i.e., the drop of the pressure p rail in the fuel supply line 31 is sensed at the time t open + ⁇ t.
  • the decrease of the pressure p rail shown in Fig. 5 before t open and after t open + ⁇ t is shown schematically only. It is much less than indicated in Fig. 5.
  • This decrease of the pressure p rail is due to leakage and forms preferably the basis for calculating the limit T.
  • the limit T is preferably slightly higher than the absolute value of the slope of the decrease of the pressure p rail before t open .
  • Fig. 6 shows an alternative flow chart which can be implemented on the control unit 50.
  • a maximum voltage U max is assigned to be the voltage U being applied to the piezoelectric element 10.
  • step 130 is followed by step 131 assigning the value of a voltage U old to be U max .
  • step 131 is followed by step 132.
  • step 132 the pressure p rail of the common rail 62 (or in the fuel supply line 31) is measured. If utilized in a common rail system, it is advantageous to shut off the high pressure pump after a predefined pressure is reached in order to secure that the rail pressure is not biased.
  • Step 134 is followed by a step 135 in which the rail pressure p rail in the common rail is measured again.
  • ⁇ p rail p rail_old - p rail
  • Step 136 is followed by a decision block 137 checking whether the absolute value of ⁇ p rail is greater than a predetermined limit T x .
  • >T x a predetermined limit
  • Step 139 is followed by step 133.
  • Step 140 is followed by a step 141 in which the voltage U applied to the piezoelectric element 10 is reduced to 0 V. Reducing the value of the voltage U to 0V moves the double acting control valve 20 into the first closing position 40 and also closes the fuel supply line 31. If this is done quick enough, it can be guaranteed that no fuel has entered into the cylinder while applying the inventive method. The pressure drop is only due to the leakage at the control valve when this is no longer closed the second closed position.
  • Fig. 7 shows an alternative flow chart which can be implemented on the control unit 50.
  • a maximum voltage U max is assigned to be the voltage U being applied to the piezoelectric element 10.
  • Step 153 is followed by a step 154 in which the power consumption P HPP of the high pressure pump is determined again.
  • Step 155 is followed by a decision block 156 checking whether the absolute value of ⁇ P HPP is greater than a predetermined limit T HPP .
  • ⁇ P HPP
  • step 152 If the condition
  • decision block 156 is followed by a step 157 in which the minimal closing voltage U min which is necessary to close the fuel supply line 31 is assigned the actual value of the voltage U applied to the piezoelectric element 10.
  • Step 157 is followed by a step 158 in which the voltage U applied to the piezoelectric element 10 is reduced to 0V. Reducing the value of the voltage U to 0V moves the double acting control valve 20 into the first closing position 40 and also closes the fuel supply line 31.
  • the example in Fig. 7 can be also carried out using the output of a controller controlling the high pressure pump 60 or the difference between the measurement of the pressure in the pressurized fuel supply line (e. g. the common rail) and the desired value of the pressure in the pressurized fuel supply line (e. g. the common rail) instead of using the power consumption of the high pressure pump.
  • a controller controlling the high pressure pump 60 or the difference between the measurement of the pressure in the pressurized fuel supply line (e. g. the common rail) and the desired value of the pressure in the pressurized fuel supply line (e. g. the common rail) instead of using the power consumption of the high pressure pump.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Claims (16)

  1. Verfahren zum Betreiben eines Kraftstoffeinspritzsystems, bei dem ein piezoelektrisches Element (10) ein Ventil (20) ansteuert, um eine unter Druck stehende Kraftstoffzufuhrleitung (31, 62, 63, 66, 67, 68) zu schließen, indem an das piezoelektrische Element (10) eine Spannung (U) angelegt wird, dadurch gekennzeichnet, daß eine > zum Schließen der unter Druck stehenden Kraftstoffzufuhrleitung (31, 62, 63, 66, 67, 68) erforderliche Mindestschließspannung (Umin) bestimmt wird.
  2. Verfahren nach Anspruch 1, dadurch gekennzeichnet, daß die Mindestschließspannung (Umin) während oder nach einer Betätigung des Kraftstoffeinspritzsystems bestimmt wird.
  3. Verfahren nach Anspruch 1 oder 2, dadurch gekennzeichnet, daß die Mindestschließspannung (Umin) auf der Basis des Drucks (Prail) in der unter Druck stehenden Kraftstoffzufuhrleitung (31, 62, 63, 66, 67, 68) bestimmt wird.
  4. Verfahren nach den Ansprüchen 1, 2 oder 3, dadurch gekennzeichnet, daß die Mindestschließspannung (Umin) auf der Basis des Gradienten oder der zeitlichen Ableitung (ΔPrail) des Drucks (Prail) in der unter Druck stehenden Kraftstoffzufuhrleitung (31, 62, 63, 66, 67, 68) bestimmt wird.
  5. Verfahren nach einem der vorhergehenden Ansprüche, wobei das Kraftstoffeinspritzsystem eine Hochdruckpumpe zum Steuern des Drucks (Prail) in der unter Druck stehenden Kraftstoffzufuhrleitung (31, 62, 63, 66, 67, 68) auf der Basis einer Messung des Drucks (Prail) in der unter Druck stehenden Kraftstoffzufuhrleitung (31, 62, 63, 66, 67, 68) umfaßt, dadurch gekennzeichnet, daß die Mindestschließspannung (Umin) auf der Basis des Stromverbrauchs der Hochdruckpumpe, der Ausgabe eines die Hochdruckpumpe steuernden Controllers und/oder die Differenz zwischen der Messung des Drucks (Prail) in der unter Druck stehenden Kraftstoffzufuhrleitung (31, 62, 63, 66, 67, 68) und dem Sollwert des Drucks (Prail) in der unter Druck stehenden Kraftstoffzufuhrleitung (31, 62, 63, 66, 67, 68) bestimmt wird.
  6. Verfahren nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, daß die unter Druck stehende Kraftstoffzufuhrleitung (31, 62, 63, 66, 67, 68) durch Anlegen einer vorbestimmten Spannung (Umax) an das piezoelektrische Element (10) geschlossen wird.
  7. Verfahren nach Anspruch 6, dadurch gekennzeichnet, daß die an das piezoelektrische Element (10) angelegte vorbestimmte Spannung (Umax) reduziert wird, wobei der Druck (Prail) in der unter Druck stehenden Kraftstoffzufuhrleitung (31, 62, 63, 66, 67, 68) oder der Gradient oder die zeitliche Ableitung (ΔPrail) des Drucks (Prail) in der unter Druck stehenden Kraftstoffzufuhrleitung (31, 62, 63, 66, 67, 68) überwacht wird.
  8. Verfahren nach Anspruch 7, dadurch gekennzeichnet, daß der Gradient oder die zeitliche Ableitung (ΔPrail) des Drucks (Praii) in der unter Druck stehenden Kraftstoffzufuhrleitung (31, 62, 63, 66, 67, 68) auf der Basis des Drucks (Prail) in der unter Druck stehenden Kraftstoffzufuhrleitung (31, 62, 63, 66, 67, 68) berechnet wird.
  9. Verfahren nach Anspruch 7 oder 8, dadurch gekennzeichnet, daß der Mindestschließspannung (Umin) der Istwert der an das piezoelektrische Element (10) angelegten Spannung (U) zugeordnet wird, wenn der Absolutwert des Gradienten oder der zeitlichen Ableitung (ΔPrail) eine vorbestimmte Grenze übersteigt.
  10. Verfahren nach Anspruch 5, dadurch gekennzeichnet, daß die folgenden aufeinanderfolgenden Schritte ausgeführt werden:
    Schließen der unter Druck stehenden Kraftstoffzufuhrleitung (31, 62, 63, 66, 67, 68) durch Anlegen einer vorbestimmten Spannung (Umax) an das piezoelektrische Element (10),
    Reduzieren der an das piezoelektrische Element (10) angelegten vorbestimmten Spannung (Umax), wobei der Stromverbrauch der Hochdruckpumpe, die Ausgabe eines die Hochdruckpumpe steuernden Controllers und/oder die Differenz zwischen dem Meßwert des Drucks (Prail) in der unter Druck stehenden Kraftstoffzufuhrleitung (31, 62, 63, 66, 67, 68) und der Sollwert des Drucks (Prail) in der unter Druck stehenden Kraftstoffzufuhrleitung (31, 62, 63, 66, 67, 68) überwacht werden.
  11. Kraftstoffeinspritzsystem, bei dem ein Ventil (20) zum Schließen einer unter Druck stehenden Kraftstoffzufuhrleitung (31, 62, 63, 66, 67, 68) durch ein piezoelektrisches Element (10) angesteuert werden kann, indem an das piezoelektrische Element (10) eine Spannung (U) angelegt wird, wobei insbesondere ein Verfahren nach einem der vorhergehenden Ansprüche verwendet wird, dadurch gekennzeichnet, daß das Kraftstoffeinspritzsystem eine Steuereinheit (50) zum Bestimmen der Mindestschließspannung (Umin) umfaßt, die erforderlich ist, um die unter Druck stehende Kraftstoffzufuhrleitung (31, 62, 63, 66, 67, 68) zu schließen.
  12. Kraftstoffeinspritzsystem nach Anspruch 11, dadurch gekennzeichnet, daß die Mittel zum Bestimmen der Mindestschließspannung (Umin) während oder nach einer Betätigung des Kraftstoffeinspritzsystems bereitgestellt sind.
  13. Kraftstoffeinspritzsystem nach einem der Ansprüche 11 bis 12, dadurch gekennzeichnet, daß Mittel zum Bestimmen der Mindestschließspannung (Umin) auf der Basis des Drucks (Prail) in der unter Druck stehenden Kraftstoffzufuhrleitung (31, 62, 63, 66, 67, 68) bereitgestellt sind.
  14. Kraftstoffeinspritzsystem nach einem der Ansprüche 11 bis 13, dadurch gekennzeichnet, daß Mittel zum Bestimmen der Mindestschließspannung (Umin) auf der Basis des Gradienten oder der zeitlichen Ableitung (ΔPrail) des Drucks (Prail) in der unter Druck stehenden Kraftstoffzufuhrleitung (31, 62, 63, 66, 67, 68) bereitgestellt sind.
  15. Kraftstoffeinspritzsystem nach einem der Ansprüche 11 bis 14, wobei das Kraftstoffeinspritzsystem eine Hochdruckpumpe zum Steuern des Drucks (Prail) in der unter Druck stehenden Kraftstoffzufuhrleitung (31, 62, 63, 66, 67, 68) auf der Basis einer Messung des Drucks (Prail) Drucks (Prail) in der unter Druck stehenden Kraftstoffzufuhrleitung (31, 62, 63, 66, 67, 68) umfaßt, dadurch gekennzeichnet, daß Mittel bereitgestellt sind zum Bestimmen der Mindestschließspannung (Umin) durch die Steuereinheit (50) auf der Basis des Stromverbrauchs der Hochdruckpumpe, der Ausgabe eines die Hochdruckpumpe steuernden Controllers und/oder der Differenz zwischen dem Meßwert des Drucks (Prail) in der unter Druck stehenden Kraftstoffzufuhrleitung (31, 62, 63, 66, 67, 68) und dem Sollwert des Drucks (Prail) in der unter Druck stehenden Kraftstoffzufuhrleitung (31, 62, 63, 66, 67, 68).
  16. Kraftstoffeinspritzsystem nach einem der Ansprüche 11 bis 15, dadurch gekennzeichnet, daß das Ventil (20) ein doppeltwirkendes Ventil ist.
EP20000106967 2000-04-01 2000-04-01 Brennstoffeinspritzanlage Expired - Lifetime EP1138919B1 (de)

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Publication number Priority date Publication date Assignee Title
DE10254844A1 (de) 2002-11-25 2004-06-03 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betrieb eines Einspritzsystems einer Brennkraftmaschine
DE102006027823B4 (de) * 2006-06-16 2008-10-09 Continental Automotive Gmbh Verfahren und Vorrichtung zum Anpassen der Ventilcharakteristik eines Kraftstoff-Einspritzventils
DE102007034188A1 (de) * 2007-07-23 2009-01-29 Robert Bosch Gmbh Verfahren zum Betreiben eines Einspritzventils
DE102014209823B4 (de) * 2014-05-23 2016-03-31 Continental Automotive Gmbh Verfahren zur Bestimmung der Schließcharakteristik des Steuerventils eines Piezo-Servoinjektors

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JP2508630B2 (ja) * 1986-02-28 1996-06-19 日本電装株式会社 燃料噴射率制御装置
DE4312587C2 (de) * 1993-04-17 2002-08-01 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung eines Kraftstoffeinspritzsystems
US5535621A (en) * 1994-03-02 1996-07-16 Ford Motor Company On-board detection of fuel injector malfunction
DE19729844A1 (de) * 1997-07-11 1999-01-14 Bosch Gmbh Robert Kraftstoffeinspritzvorrichtung
JP3855447B2 (ja) * 1998-03-31 2006-12-13 いすゞ自動車株式会社 エンジンの燃料噴射制御装置
GB9810726D0 (en) * 1998-05-20 1998-07-15 Lucas France Control system

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