EP1268999B1 - Method for determining the rail pressure of an injection valve having an piezoelectric actuator - Google Patents

Method for determining the rail pressure of an injection valve having an piezoelectric actuator Download PDF

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Publication number
EP1268999B1
EP1268999B1 EP01909484A EP01909484A EP1268999B1 EP 1268999 B1 EP1268999 B1 EP 1268999B1 EP 01909484 A EP01909484 A EP 01909484A EP 01909484 A EP01909484 A EP 01909484A EP 1268999 B1 EP1268999 B1 EP 1268999B1
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EP
European Patent Office
Prior art keywords
pressure
rail pressure
voltage
rail
piezoelectric actuator
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Expired - Lifetime
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EP01909484A
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German (de)
French (fr)
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EP1268999A1 (en
Inventor
Johannes-Joerg Rueger
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Robert Bosch GmbH
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Robert Bosch GmbH
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    • 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
    • F02M63/0031—Valves characterized by the type of valves, e.g. special valve member details, valve seat details, valve housing details
    • F02M63/0033—Lift valves, i.e. having a valve member that moves perpendicularly to the plane of the valve seat
    • F02M63/0036—Lift valves, i.e. having a valve member that moves perpendicularly to the plane of the valve seat with spherical or partly spherical shaped valve member ends
    • 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
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • F02D41/3836—Controlling the fuel pressure
    • 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
    • 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
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D41/222—Safety or indicating devices for abnormal conditions relating to the failure of sensors or parameter detection devices
    • F02D2041/223—Diagnosis of fuel pressure sensors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0602—Fuel pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • 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
    • F02D2200/0604—Estimation of 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
    • F02M2200/24—Fuel-injection apparatus with sensors
    • 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 invention is based on a method for the determination the rail pressure of an injection valve with a voltage controlled piezoelectric actuator according to the Genus of the main claim. It is already known at one Injection valve with a piezoelectric actuator the Movement of the nozzle needle not directly, but over one to control hydraulic coupler. A task of the coupler is to amplify the stroke of a control valve. For one however, the hydraulic coupler must function properly be completely filled, especially with each control of the piezoelectric actuator through a portion of the liquid Leak gaps pushed out of the hydraulic coupler becomes. The refilling takes place during the break between two injections. To in the high-pressure channel a it is to release predetermined amount of liquid required that the pressure in the high-pressure channel is known.
  • This pressure is usually associated with a corresponding Sensor measured in the high-pressure line system (common-rail system) is attached at a suitable location. It can the problem occur that in case of failure of the pressure sensor a faulty rail pressure measurement takes place. Due to the wrong rail pressure measurement is then no longer guaranteed, that the predetermined injection quantity is actually released becomes. This can especially with a motor vehicle be critical to an internal combustion engine, if the intended Fuel quantity is not injected. This can cause it abrupt dysfunctions and, where appropriate, for Standstill of the internal combustion engine come. on the other hand Unwanted large injection quantities can also occur.
  • the method according to the invention for determining the rail pressure an injection valve with a voltage-controlled piezoelectric actuator has with the characteristic Features of the main claim in contrast the advantage that the pressure in the high-pressure channel of the injection valve through the Measurement of the induced piezo voltage additionally measured become. This is a redundant pressure measurement, with the measured value of the pressure sensor can be monitored.
  • the pressure sensor can easily do the proper Functioning of the pressure sensor to be monitored. Does that fall Pressure sensor, for example, by a line break or Error, then the redundant measured value for a Emergency operation to maintain the function of the Internal combustion engine are used.
  • FIG. 1 shows a schematic representation of an injection valve 1 with a central bore.
  • a piezoelectric actuator 2 is introduced, at the lower end of a control piston 3 is fixed.
  • the actuating piston 3 closes at the top from a hydraulic coupler 4, which has an opening with a connection channel to a first seat down and in which a control valve 5 is arranged with a closing member 12.
  • the closure member 12 is designed so that it closes the first seat 6 when the actuator 2 is in the resting phase, ie when no drive voltage U a was applied to it.
  • a nozzle needle 11 is disposed in a corresponding channel, which closes or opens the outlet for a high pressure passage 13, for example, a common rail system, depending on which drive voltage U a and which pressure P 1 is applied in the high pressure region.
  • the high pressure is supplied through the medium to be injected, for example fuel for an internal combustion engine, via an inlet 9. Via an inlet throttle 8 and an outlet throttle 10, the inflow amount of the medium in the direction of the nozzle needle 11 and the hydraulic coupler 4 is controlled.
  • the hydraulic coupler 4 has the task on the one hand to increase the stroke of the piston 5 and on the other hand to decouple the control valve 5 from the static temperature expansion of the actuator 2.
  • the dimensioning of the hydraulic coupler 4 is so designed that this with a from the rail pressure derived pressure is refilled, and then, if the closure member 12 is located on the first seat 6.
  • The can, for example, as a constant gear ratio be realized. Is this ratio for example, 1:10, then the pressure in the hydraulic Coupler 4 only 1/10 of the rail pressure.
  • Each activation of the actuator 2 is the Control piston 3 in the direction of the hydraulic coupler. 4 emotional.
  • the control valve 5 moves with the Closing member 12 toward the second seat 7 to.
  • the inlet channel 9 which is for example between 200 and 1600 bar in the common rail system.
  • This pressure acts against the nozzle needle 11 and keeps it closed against the pressure of a spring, not shown, so that no fuel can escape. If, as a result of the drive voltage U a, the actuator 2 is actuated, and thus the closure member 12 is moved in the direction of the second seat, then the pressure in the high-pressure region is reduced and the nozzle needle 11 releases the injection channel. After the return of the drive voltage U a , the hydraulic coupler 4 is refilled.
  • the amount of fuel to be injected must be determined depending on the engine conditions and driving conditions of the vehicle.
  • the determination of the injection quantity must be as accurate as possible with each actuation of the nozzle needle 11 in order to achieve optimum combustion in the cylinder of the internal combustion engine with regard to exhaust gas requirements, consumption values and power spectrum. Therefore, the current pressure is usually measured with a pressure sensor, which is arranged at a suitable point in the high-pressure system of the common rail lines, and made available to a corresponding control unit as a measured value. Since this pressure sensor must work very reliably, a further pressure measurement is performed according to the invention, which is redundant to the measurement of the pressure sensor.
  • This second pressure measurement takes place via the piezoelectric actuator 2 induced piezoelectric voltage, which is caused by the pressure in the hydraulic coupler 4 and the actuator 2 is measurable. Due to the fact that the coupler pressure at full charge is a function of the rail pressure, it can be concluded from the induced voltage on the current rail pressure.
  • This induced voltage U i serves as a further (redundant) measuring signal for the pressure prevailing in the high-pressure passage 13.
  • the control unit now receives two measured values, by means of which, on the one hand, the measuring signal of the pressure sensor can be monitored. On the other hand, in case of failure of the pressure sensor, the induced voltage U i can be used to ensure emergency operation of the internal combustion engine.
  • FIG. 2 shows an assignment diagram in which the voltage U i induced in the actuator 2 is plotted on the Y axis and the pressure P 1 measured by the pressure sensor D for the high-pressure line system is plotted on the X axis.
  • This curve can be used as an algorithm as an alternative to a table, which was preferably determined empirically.
  • FIG. 3 shows a detail of a typical voltage diagram, in which the voltage U i applied to the actuator terminals + is plotted as a function of time.
  • the coupler 4 is filled up to the time t1 and the measured voltage corresponds to the voltage Ui induced by the coupler pressure.
  • the high pressure it is advantageous to measure the induced voltage U i at time t 1 . From this measured value then results in accordance with the aforementioned algorithm, the corresponding high pressure P 1 , which is compared with the measured value of the pressure sensor D. If there is a deviation between the measured high pressure P 1 and the comparison value U i over a predetermined threshold value, it is checked whether there is an error in the high pressure system itself or an error of the pressure sensor D. In the case of an error of the pressure sensor D is provided to use the pressure value from the induced voltage U i for the formation of the drive voltage U a . With this redundant measurement, it is thus possible to maintain a limp home mode for fuel injection in an internal combustion engine.
  • Figure 4 shows a block diagram for forming the pressure value from the piezoelectric voltage U i , measured at time t1.
  • the output signal for the pressure P 1 then serves as a plausibility check of the measured rail pressure or as a substitute value for the rail pressure in the event of a fault.

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

Description

Stand der TechnikState of the art

Die Erfindung geht aus von einem Verfahren zur Bestimmung des Raildrucks eines Einspritzventils mit einem spannungsgesteuerten piezoelektrischen Aktor nach der Gattung des Hauptanspruchs. Es ist schon bekannt, bei einem Einspritzventil mit einem piezoelektrischen Aktor die Bewegung der Düsennadel nicht direkt, sondern über einen hydraulischen Koppler anzusteuern. Eine Aufgabe des Kopplers ist, den Hub eines Steuerventils zu verstärken. Für eine korrekte Funktion muß der hydraulische Koppler jedoch vollständig gefüllt sein, zumal bei jeder Ansteuerung des piezoelektrischen Aktors ein Teil der Flüssigkeit durch Leckspalte aus dem hydraulischen Koppler herausgedrückt wird. Die Wiederbefüllung erfolgt dabei in der Pause zwischen zwei Einspritzungen. Um im Hochdruckkanal eine vorbestimmte Flüssigkeitsmenge freizugeben, ist es erforderlich, daß der Druck im Hochdruckkanal bekannt ist. Dieser Druck wird in der Regel mit einem entsprechenden Sensor gemessen, der im Hochdruck-Leitungssystem (Common-Rail-System) an geeigneter Stelle angebracht ist. Dabei kann das Problem auftreten, daß bei Versagen des Drucksensors eine fehlerhafte Raildruckmessung erfolgt. Aufgrund der falschen Raildruckmessung ist dann nicht mehr gewährleistet, daß die vorgegebene Einspritzmenge tatsächlich freigegeben wird. Dies kann insbesondere bei einem Kraftfahrzeug mit einem Verbrennungsmotor kritisch sein, wenn die vorgesehene Kraftstoffmenge nicht eingespritzt wird. Dadurch kann es zu abrupten Funktionsstörungen und gegebenenfalls zum Stillstand des Verbrennungsmotors kommen. Andererseits können auch unerwünschte große Einspritzmengen auftreten.The invention is based on a method for the determination the rail pressure of an injection valve with a voltage controlled piezoelectric actuator according to the Genus of the main claim. It is already known at one Injection valve with a piezoelectric actuator the Movement of the nozzle needle not directly, but over one to control hydraulic coupler. A task of the coupler is to amplify the stroke of a control valve. For one however, the hydraulic coupler must function properly be completely filled, especially with each control of the piezoelectric actuator through a portion of the liquid Leak gaps pushed out of the hydraulic coupler becomes. The refilling takes place during the break between two injections. To in the high-pressure channel a it is to release predetermined amount of liquid required that the pressure in the high-pressure channel is known. This pressure is usually associated with a corresponding Sensor measured in the high-pressure line system (common-rail system) is attached at a suitable location. It can the problem occur that in case of failure of the pressure sensor a faulty rail pressure measurement takes place. Due to the wrong rail pressure measurement is then no longer guaranteed, that the predetermined injection quantity is actually released becomes. This can especially with a motor vehicle be critical to an internal combustion engine, if the intended Fuel quantity is not injected. This can cause it abrupt dysfunctions and, where appropriate, for Standstill of the internal combustion engine come. on the other hand Unwanted large injection quantities can also occur.

Vorteile der ErfindungAdvantages of the invention

Das erfindungsgemäße Verfahren zur Bestimmung des Raildrucks eines Einspritzventils mit einem spannungsgesteuerten piezoelektrischen Aktor hat mit den kennzeichnenden Merkmalen des Hauptanspruchs demgegenüber den Vorteil, daß der Druck im Hochdruckkanal des Einspritzventils durch die Messung der induzierten Piezospannung zusätzlich gemessen werden. Dadurch liegt eine redundante Druckmessung vor, mit der der Meßwert des Drucksensors überwacht werden kann.The method according to the invention for determining the rail pressure an injection valve with a voltage-controlled piezoelectric actuator has with the characteristic Features of the main claim in contrast the advantage that the pressure in the high-pressure channel of the injection valve through the Measurement of the induced piezo voltage additionally measured become. This is a redundant pressure measurement, with the measured value of the pressure sensor can be monitored.

Durch die in den abhängigen Ansprüchen aufgeführten Maßnahmen sind vorteilhafte Weiterbildungen und Verbesserungen des im Hauptanspruch angegebenen Verfahrens möglich. Besonders vorteilhaft ist, daß mittels eines einfachen Algorithmus, beispielsweise in Form einer Geradengleichung oder einer Tabelle aus der gemessenen Piezospannung auf den vorherrschenden Raildruck geschlossen werden kann. Man erhält so eine dem Raildruck zugeordnete elektrische Kenngröße, die von der Elektronik leicht weiterverarbeitet werden kann.By the listed in the dependent claims Measures are advantageous developments and Improvements of the method specified in the main claim possible. It is particularly advantageous that by means of a simple algorithm, for example in the form of a Straight line equation or a table from the measured Piezo voltage closed to the prevailing rail pressure can be. One thus receives a rail pressure associated electrical characteristic of the electronics easily can be further processed.

Durch Vergleich des berechneten Raildrucks mit dem Meßwert des Drucksensors kann auf einfache Weise das ordnungsgemäße Funktionieren des Drucksensors überwacht werden. Fällt der Drucksensor beispielsweise durch einen Leitungsbruch oder Fehler aus, dann kann der redundante Meßwert für einen Notbetrieb zur Aufrechterhaltung der Funktion des Verbrennungsmotors herangezogen werden.By comparing the calculated rail pressure with the measured value The pressure sensor can easily do the proper Functioning of the pressure sensor to be monitored. Does that fall Pressure sensor, for example, by a line break or Error, then the redundant measured value for a Emergency operation to maintain the function of the Internal combustion engine are used.

Im Fehlerfall ist es vorteilhaft, die gemessenen Spannungswerte oder den Druckwert zu speichern, so daß zu einem späteren Zeitpunkt der Vorgang rekonstruiert werden kann. Dies ist insbesondere für einen Verbrennungsmotor mit einem Common-Rail-Einspritzsystem wichtig, um die Betriebszuverlässigkeit zu gewährleisten.In case of error, it is advantageous to measure To store voltage values or the pressure value, so that too at a later time the process will be reconstructed can. This is especially true for an internal combustion engine a common-rail injection system important to the To ensure operational reliability.

Zeichnungdrawing

Ein Ausführungsbeispiel der Erfindung ist in der Zeichnung dargestellt und in der nachfolgenden Beschreibung näher erläutert.

  • Figur 1 zeigt eine schematische Darstellung eines Einspritzventils mit einem piezoelektrischen Aktor,
  • Figur 2 zeigt ein Zuordnungsdiagramm,
  • Figur 3 zeigt ein Spannungsdiagramm und
  • Figur 4 zeigt ein Blockschaltbild.
    • An embodiment of the invention is illustrated in the drawing and explained in more detail in the following description.
  • 1 shows a schematic representation of an injection valve with a piezoelectric actuator,
  • FIG. 2 shows an assignment diagram,
  • FIG. 3 shows a voltage diagram and
  • FIG. 4 shows a block diagram.

    • Beschreibungdescription

    Figur 1 zeigt in schematischer Darstellung ein Einspritzventil 1 mit einer zentralen Bohrung. Im oberen Teil der Bohrung ist ein piezoelektrischer Aktor 2 eingebracht, an dessen unteres Ende ein Stellkolben 3 befestigt ist. Der Stellkolben 3 schließt nach oben hin einen hydraulischen Koppler 4 ab, der nach unten eine Öffnung mit einem Verbindungskanal zu einem ersten Sitz aufweist und in dem ein Steuerventil 5 mit einem Verschließglied 12 angeordnet ist. Das Verschließglied 12 ist dabei so ausgebildet, daß es den ersten Sitz 6 verschließt, wenn der Aktor 2 in Ruhephase ist, d. h. wenn an ihm keine Ansteuerspannung Ua angelegt wurde. Bei Betätigung des Aktors 2 durch Anlegen der Ansteuerspannung Ua an den Klemmen +, - betätigt der Aktor 2 den Stellkolben 3 und drückt über den hydraulischen Koppler 4 das Steuerventil 5 mit dem Verschließglied 12 in Richtung auf einen zweiten Sitz 7. Unterhalb des zweiten Sitzes 7 ist in einem entsprechenden Kanal eine Düsennadel 11 angeordnet, die den Auslauf für einen Hochdruckkanal 13, beispielsweise eines Common-Rail-Systems schließt oder öffnet, je nach dem, welche Ansteuerspannung Ua und welcher Druck P1 im Hochdruckbereich anliegt. Der Hochdruck wird durch das einzuspritzende Medium, beispielsweise Kraftstoff für einen Verbrennungsmotor, über einen Zulauf 9 zugeführt. Über eine Zulaufdrossel 8 und eine Ablaufdrossel 10 wird die Zuflußmenge des Mediums in Richtung auf die Düsennadel 11 und den hydraulischen Koppler 4 gesteuert. Der hydraulische Koppler 4 hat dabei die Aufgabe, einerseits den Hub des Kolbens 5 zu verstärken und andererseits das Steuerventil 5 von der statischen Temperaturdehnung des Aktors 2 zu entkoppeln.1 shows a schematic representation of an injection valve 1 with a central bore. In the upper part of the bore, a piezoelectric actuator 2 is introduced, at the lower end of a control piston 3 is fixed. The actuating piston 3 closes at the top from a hydraulic coupler 4, which has an opening with a connection channel to a first seat down and in which a control valve 5 is arranged with a closing member 12. The closure member 12 is designed so that it closes the first seat 6 when the actuator 2 is in the resting phase, ie when no drive voltage U a was applied to it. Upon actuation of the actuator 2 by applying the control voltage U a to the terminals +, - actuates the actuator 2, the actuating piston 3 and pushes the hydraulic valve 4, the control valve 5 with the closing member 12 toward a second seat 7. Below the second seat 7, a nozzle needle 11 is disposed in a corresponding channel, which closes or opens the outlet for a high pressure passage 13, for example, a common rail system, depending on which drive voltage U a and which pressure P 1 is applied in the high pressure region. The high pressure is supplied through the medium to be injected, for example fuel for an internal combustion engine, via an inlet 9. Via an inlet throttle 8 and an outlet throttle 10, the inflow amount of the medium in the direction of the nozzle needle 11 and the hydraulic coupler 4 is controlled. The hydraulic coupler 4 has the task on the one hand to increase the stroke of the piston 5 and on the other hand to decouple the control valve 5 from the static temperature expansion of the actuator 2.

    Die Dimensionierung des hydraulischen Kopplers 4 ist so ausgebildet, daß dieser mit einem aus dem Raildruck abgeleiteten Druck wiederbefüllt wird und zwar dann, wenn sich das Verschließglied 12 am ersten Sitz 6 befindet. Das kann beispielsweise als konstantes Übersetzungsverhältnis realisiert sein. Beträgt dieses Übersetzungsverhältnis beispielsweise 1:10, dann beträgt der Druck im hydraulischen Koppler 4 nur 1/10 des Raildrucks.The dimensioning of the hydraulic coupler 4 is so designed that this with a from the rail pressure derived pressure is refilled, and then, if the closure member 12 is located on the first seat 6. The can, for example, as a constant gear ratio be realized. Is this ratio for example, 1:10, then the pressure in the hydraulic Coupler 4 only 1/10 of the rail pressure.

    Im folgenden wird die Funktionsweise des Einspritzventils 1 näher erläutert. Bei jeder Ansteuerung des Aktors 2 wird der Stellkolben 3 in Richtung des hydraulischen Kopplers 4 bewegt. Dabei bewegt sich auch das Steuerventil 5 mit dem Verschließglied 12 in Richtung auf den zweiten Sitz 7 zu. In the following, the operation of the injection valve 1 explained in more detail. Each activation of the actuator 2 is the Control piston 3 in the direction of the hydraulic coupler. 4 emotional. In this case, the control valve 5 moves with the Closing member 12 toward the second seat 7 to.

    Über eine Leckspalte wird dabei ein Teil des im hydraulischen Koppler 4 befindlichen Mediums, beispielsweise der Kraftstoff herausgedrückt. Zwischen zwei Einspritzungen muß daher der hydraulische Koppler 4 wieder befüllt werden, um seine Funktionssicherheit zu erhalten. Ein nur teilweise befüllter oder leerer Koppler 4 bewirkt, daß die Düsennadel 11 den Hochdruckkanal 13 zur Einspritzung der vorgegebenen Flüssigkeitsmenge nicht freigeben kann, so daß Einspritzaussetzer entstehen können.About a leak column is doing a part of the hydraulic coupler 4 located medium, for example the fuel pushed out. Between two injections Therefore, the hydraulic coupler 4 must be refilled, to maintain its functional safety. One only partially filled or empty coupler 4 causes the nozzle needle 11, the high-pressure passage 13 for injection of the predetermined Can not release liquid amount, so that Injection misfire can arise.

    Wie schon erwähnt, herrscht im Zulaufkanal 9 ein hoher Druck, der beim Common-Rail-System beispielsweise zwischen 200 und 1600 bar beträgt. Dieser Druck wirkt gegen die Düsennadel 11 und hält sie gegen den Druck einer nicht dargestellten Feder geschlossen, so daß kein Kraftstoff austreten kann. Wird nun infolge der Ansteuerspannung Ua der Aktor 2 betätigt und damit das Verschlußglied 12 in Richtung des zweiten Sitzes bewegt, dann baut sich der Druck im Hochdruckbereich ab und die Düsennadel 11 gibt den Einspritzkanal frei. Nach dem Zurücknehmen der Ansteuerspannung Ua wird der hydraulische Koppler 4 wieder befüllt.As already mentioned, there is a high pressure in the inlet channel 9, which is for example between 200 and 1600 bar in the common rail system. This pressure acts against the nozzle needle 11 and keeps it closed against the pressure of a spring, not shown, so that no fuel can escape. If, as a result of the drive voltage U a, the actuator 2 is actuated, and thus the closure member 12 is moved in the direction of the second seat, then the pressure in the high-pressure region is reduced and the nozzle needle 11 releases the injection channel. After the return of the drive voltage U a , the hydraulic coupler 4 is refilled.

    Für die Kraftstoffeinspritzung in einen Verbrennungsmotor, insbesondere bei der Direkteinspritzung muß die einzuspritzende Kraftstoffmenge in Abhängigkeit von den Motorbedingungen und Fahrbedingungen des Fahrzeugs festgelegt werden. Die Festlegung der Einspritzmenge muß bei jeder Betätigung der Düsennadel 11 möglichst genau erfolgen, um im Hinblick auf Abgasanforderungen, Verbrauchswerte und Leistungsspektrum eine optimale Verbrennung im Zylinder des Verbrennungsmotors zu erreichen. Daher wird üblicherweise mit einem Drucksensor, der an geeigneter Stelle im Hochdrucksystem der Common-Rail-Leitungen angeordnet ist, der aktuelle Druck gemessen und einer entsprechenden Steuereinheit als Meßwert zur Verfügung gestellt. Da dieser Drucksensor sehr zuverlässig arbeiten muß, wird erfindungsgemäß eine weitere Druckmessung durchgeführt, die zu der Messung des Drucksensors redundant ist. Diese zweite Druckmessung erfolgt über die im piezoelektrischen Aktor 2 induzierte Piezospannung, die durch den Druck im hydraulischen Koppler 4 entsteht und am Aktor 2 meßbar ist. Wegen der Tatsache, dass der Kopplerdruck bei vollständiger Befüllung eine Funktion des Raildrucks ist, läßt sich aus der induzierten Spannung auf den momentanen Raildruck schließen. Diese induzierte Spannung Ui dient dabei als weiteres (redundantes) Meßsignal für den im Hochdruckkanal 13 herrschenden Druck. Für die Druckmessung erhält das Steuergerät nun zwei Meßwerte, durch die einerseits das Meßsignal des Drucksensors überwacht werden kann. Andererseits kann bei Ausfall des Drucksensors die induzierte Spannung Ui verwendet werden, um einen Notlaufbetrieb des Verbrennungsmotors sicherzustellen.For fuel injection into an internal combustion engine, particularly in direct injection, the amount of fuel to be injected must be determined depending on the engine conditions and driving conditions of the vehicle. The determination of the injection quantity must be as accurate as possible with each actuation of the nozzle needle 11 in order to achieve optimum combustion in the cylinder of the internal combustion engine with regard to exhaust gas requirements, consumption values and power spectrum. Therefore, the current pressure is usually measured with a pressure sensor, which is arranged at a suitable point in the high-pressure system of the common rail lines, and made available to a corresponding control unit as a measured value. Since this pressure sensor must work very reliably, a further pressure measurement is performed according to the invention, which is redundant to the measurement of the pressure sensor. This second pressure measurement takes place via the piezoelectric actuator 2 induced piezoelectric voltage, which is caused by the pressure in the hydraulic coupler 4 and the actuator 2 is measurable. Due to the fact that the coupler pressure at full charge is a function of the rail pressure, it can be concluded from the induced voltage on the current rail pressure. This induced voltage U i serves as a further (redundant) measuring signal for the pressure prevailing in the high-pressure passage 13. For the pressure measurement, the control unit now receives two measured values, by means of which, on the one hand, the measuring signal of the pressure sensor can be monitored. On the other hand, in case of failure of the pressure sensor, the induced voltage U i can be used to ensure emergency operation of the internal combustion engine.

    Figur 2 zeigt ein Zuordnungsdiagramm, bei dem auf der Y-Achse die im Aktor 2 induzierte Spannung Ui und auf der X-Achse der vom Drucksensor D gemessene Druck P1 für das Hochdruck-Leitungssystem aufgetragen ist. Die Kurve Ui = f(P1) zeigt den Zusammenhang zwischen den beiden genannten Größen. Dargestellt ist eine Geradengleichung P1 = a * Ui + b , wobei a die Steigung als Proportionalitätsfaktor und b ein Offse-Wert ist. Diese Kurve kann als Algorithmus alternativ zu einer Tabelle, die vorzugsweise empirisch ermittelt wurde, verwendet werden.FIG. 2 shows an assignment diagram in which the voltage U i induced in the actuator 2 is plotted on the Y axis and the pressure P 1 measured by the pressure sensor D for the high-pressure line system is plotted on the X axis. The curve U i = f (P 1 ) shows the relationship between the two variables mentioned. Shown is a straight line equation P 1 = a * U i + b, where a is the slope as a proportionality factor and b is an offset value. This curve can be used as an algorithm as an alternative to a table, which was preferably determined empirically.

    Figur 3 zeigt einen Ausschnitt aus einem typischen Spannungsdiagramm, bei dem die an den Aktorklemmen +, anliegende Spannung Ui in Abhängigkeit von der Zeit aufgetragen ist. Zunächst ist der Koppler 4 bis zum Zeitpunkt t1 befüllt und die gemessene Spannung entspricht der durch den Kopplerdruck induzierten Spannung Ui.FIG. 3 shows a detail of a typical voltage diagram, in which the voltage U i applied to the actuator terminals + is plotted as a function of time. First, the coupler 4 is filled up to the time t1 and the measured voltage corresponds to the voltage Ui induced by the coupler pressure.

    Nach dem Zeitpunkt t1 erfolgt eine Ansteuerung, bei der Aktor zunächst geladen und zu einem späteren Zeitpunkt wieder vollständig entladen wird. Dabei entleert sich auch der Koppler 4 entsprechend. Auf Grund des Kopplerdrucks wird nun jedoch eine Spannung Ui indiziert. Diese steigt mit einem gewissen Gradienten an, da in diesem Zeitraum der Koppler 4 wiederbefüllt wird, bis er seine Sollbefüllung erreicht hat, d. h. bis der statische Kopplerdruck aufgebaut ist.After the time t1, a control takes place in which Actuator first loaded and at a later date is completely discharged again. It also empties the coupler 4 accordingly. Due to the coupler pressure is now, however, indicated a voltage Ui. This increases with a certain gradient, because during this period the Coupler 4 is refilled until it is its nominal filling has reached, d. H. until the static coupler pressure builds up is.

    Zur Bestimmung des Hochdrucks erscheint es vorteilhaft, die induzierte Spannung Ui zum Zeitpunkt t1 zu messen. Aus diesem Meßwert ergibt sich dann gemäß des vorgenannten Algorithmus der entsprechende Hochdruck P1, der mit dem Meßwert des Drucksensors D verglichen wird. Bei Abweichung zwischen dem gemessenen Hochdruck P1 und dem Vergleichswert Ui über einen vorgegebenen Schwellwert wird geprüft, ob ein Fehler im Hochdrucksystem selbst oder ein Fehler des Drucksensors D vorliegt. Im Falle eines Fehlers des Drucksensors D ist vorgesehen, den Druckwert aus der induzierten Spannung Ui für die Bildung der Ansteuerspannung Ua zu verwenden. Mit dieser redundanten Messung ist es somit möglich, einen Notlaufbetrieb für die Kraftstoffeinspritzung in einem Verbrennungsmotor aufrechtzuerhalten.To determine the high pressure, it is advantageous to measure the induced voltage U i at time t 1 . From this measured value then results in accordance with the aforementioned algorithm, the corresponding high pressure P 1 , which is compared with the measured value of the pressure sensor D. If there is a deviation between the measured high pressure P 1 and the comparison value U i over a predetermined threshold value, it is checked whether there is an error in the high pressure system itself or an error of the pressure sensor D. In the case of an error of the pressure sensor D is provided to use the pressure value from the induced voltage U i for the formation of the drive voltage U a . With this redundant measurement, it is thus possible to maintain a limp home mode for fuel injection in an internal combustion engine.

    Figur 4 zeigt ein Blockschaltbild zur Bildung des Druckwertes aus der Piezospannung Ui, gemessen zum Zeitpunkt t1. In einer Umwandlung 40 ist der Algorithmus zur Umrechnung gespeichert. Dieser Algorithmus kann die Funktion P1 = f(Ui(t1)) gemäß Figur 2 oder eine geeignete Tabelle enthalten. Das Ausgangssignal für den Druck P1 dient dann zur Plausibilitätsprüfung des gemessenen Raildrucks bzw. als Ersatzwert für den Raildruck im Fehlerfall.Figure 4 shows a block diagram for forming the pressure value from the piezoelectric voltage U i , measured at time t1. In a conversion 40, the algorithm for conversion is stored. This algorithm can contain the function P1 = f (Ui (t1)) according to FIG. 2 or a suitable table. The output signal for the pressure P 1 then serves as a plausibility check of the measured rail pressure or as a substitute value for the rail pressure in the event of a fault.

    Claims (9)

    1. Method for determining the rail pressure (P1) of an injection valve (1), having a voltage-controlled piezoelectric actuator (2), the piezoelectric actuator (2) actuating a nozzle needle (11) by means of a hydraulic coupler (4), in order to release a liquid quantity subjected to the rail pressure (P1) in a high-pressure duct (13), characterized in that the rail pressure (P1) acts on the piezoelectric actuator (2) via the hydraulic coupler (4), and a piezoelectric voltage (Ui) is generated in the actuator (2), and in that the rail pressure (P1) is calculated from the piezoelectric voltage (Ui) by means of a predetermined algorithm.
    2. Method according to Claim 1, characterized in that the calculated rail pressure is determined essentially according to the linear equation P1 = a * Ui + b, a being a proportionality factor and b an offset value.
    3. Method according to Claim 1 or 2, characterized in that comparative values are filed in a table.
    4. Method according to one of the preceding claims, characterized in that the piezoelectric voltage (Ui) is measured directly in time before the subsequent operation of charging the coupler (4).
    5. Method according to one of the preceding claims, characterized in that a pressure sensor (D) is provided, which is arranged at a suitable point in the high-pressure system, and in that the measured rail pressure is compared with the calculated rail pressure.
    6. Method according to Claim 5, characterized in that a fault warning is issued if a predetermined threshold value for the difference in the pressure values is overshot or undershot.
    7. Method according to Claim 5 or 6, characterized in that the fault warning is stored.
    8. Method according to one of the preceding claims, characterized in that the injection valve is used for the injection of fuel into a common-rail system of an internal combustion engine.
    9. Method according to one of Claims 5 to 8, characterized in that an emergency running function is recognized when the predetermined threshold value is overshot.
    EP01909484A 2000-03-24 2001-01-17 Method for determining the rail pressure of an injection valve having an piezoelectric actuator Expired - Lifetime EP1268999B1 (en)

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    DE10014737A DE10014737A1 (en) 2000-03-24 2000-03-24 Method for determining the rail pressure of an injection valve with a piezoelectric actuator
    DE10014737 2000-03-24
    PCT/DE2001/000175 WO2001073282A1 (en) 2000-03-24 2001-01-17 Method for determining the rail pressure of an injection valve having an piezoelectric actuator

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    EP1268999B1 true EP1268999B1 (en) 2005-11-02

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    EP (1) EP1268999B1 (en)
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    US20030154806A1 (en) 2003-08-21
    DE10014737A1 (en) 2001-10-11
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    US6712047B2 (en) 2004-03-30
    JP2003529017A (en) 2003-09-30
    WO2001073282A1 (en) 2001-10-04
    CN1227455C (en) 2005-11-16
    EP1268999A1 (en) 2003-01-02

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