EP1381764A1 - Method and device for controlling a piezo-actuator - Google Patents
Method and device for controlling a piezo-actuatorInfo
- Publication number
- EP1381764A1 EP1381764A1 EP02721984A EP02721984A EP1381764A1 EP 1381764 A1 EP1381764 A1 EP 1381764A1 EP 02721984 A EP02721984 A EP 02721984A EP 02721984 A EP02721984 A EP 02721984A EP 1381764 A1 EP1381764 A1 EP 1381764A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- internal combustion
- combustion engine
- piezo actuator
- fuel
- operating situation
- 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.)
- Granted
Links
- 238000000034 method Methods 0.000 title claims abstract description 24
- 238000002485 combustion reaction Methods 0.000 claims abstract description 34
- 238000002347 injection Methods 0.000 claims abstract description 30
- 239000007924 injection Substances 0.000 claims abstract description 30
- 239000000446 fuel Substances 0.000 claims abstract description 25
- 238000007599 discharging Methods 0.000 claims description 27
- 230000008859 change Effects 0.000 claims description 5
- 238000009795 derivation Methods 0.000 claims description 3
- 230000002123 temporal effect Effects 0.000 claims 2
- 238000001514 detection method Methods 0.000 claims 1
- 238000010586 diagram Methods 0.000 description 5
- 230000008569 process Effects 0.000 description 5
- 230000008901 benefit Effects 0.000 description 3
- 230000001276 controlling effect Effects 0.000 description 3
- 230000006870 function Effects 0.000 description 3
- 230000004913 activation Effects 0.000 description 2
- 230000001419 dependent effect Effects 0.000 description 2
- 238000011161 development Methods 0.000 description 2
- 230000018109 developmental process Effects 0.000 description 2
- 230000007704 transition Effects 0.000 description 2
- 230000006399 behavior Effects 0.000 description 1
- 238000004364 calculation method Methods 0.000 description 1
- 239000002283 diesel fuel Substances 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000005284 excitation Effects 0.000 description 1
- 230000036961 partial effect Effects 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
- 230000003068 static effect Effects 0.000 description 1
- 230000036962 time dependent Effects 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/20—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
- F02D41/20—Output circuits, e.g. for controlling currents in command coils
- F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
- F02D2041/2034—Control of the current gradient
Definitions
- the invention is based on a method or a control unit or a fuel injection system, in which a piezo actuator is electrically charged to change its length by applying an electric current.
- a method is already known from DE 199 21 456, in which the time derivation of the am
- Piezo actuator applied electrical voltage is changed.
- the method according to the invention and the devices according to the invention with the characterizing features of the independent claims have the advantage of reducing the noise emissions of the injection system precisely in the operating situations in which they are significantly influenced by the control of the piezo actuators used.
- the main advantage is that, in particular in the case of common rail injection systems, especially at high rail pressures, the system behavior, ie the accuracy of the timing and the metering of the injection quantities, remain unaffected, ie that the tolerances to be met with regard to timing and metering quantity accuracy are easily met, especially at high speeds or high load of the internal combustion engine.
- FIG. 3 shows a block diagram and FIG. 4 shows a further block diagram.
- Fig. La shows a voltage-time diagram. It shows the voltage curve over time on a piezo actuator, which controls the injection of fuel into the combustion chamber of an internal combustion engine via a valve.
- Two basic control curves are shown; with the first activation, the voltage U is linearly increased from zero to a value ⁇ Ul within the charging time 1, which is maintained for a while (eg ⁇ Ul «200 V). In the subsequent discharge time 2, the voltage applied to the piezo actuator is again linearly reduced to zero.
- the second control has an intermediate level .DELTA.U2 (for example .DELTA.U2 ⁇ 100 V), to which the voltage is initially within the range Charging time 3 is increased.
- Fig. Lb shows similar voltage profiles with the same voltage levels ⁇ Ul and ⁇ U2. However, the loading and unloading times 7, 8, 9, 11, 12 and 13 are greater than the loading and unloading times 1 to 6 from FIG.
- a control valve which controls the movement of the nozzle needle is generally not controlled directly, but rather via a hydraulic coupler, as described, for example, in German patent application DE 197 32 802.
- This coupler essentially has two functions: on the one hand it increases the stroke of the piezo actuator and on the other hand it decouples the control valve from the static temperature expansion of the actuator.
- the control voltage that is required to correctly position the control valve and thus to achieve a desired injection is generally heavily dependent on the fuel pressure, in a common rail system on the rail pressure of the fuel. This is explained by the fact that the control valve works against or with the rail pressure, depending on the switching direction of the valve.
- the time derivative of the control voltage U should be chosen such that the charging or discharging time corresponds precisely to the time constant of the mechanical system. In this case, the system's vibration excitation is minimized. From different For reasons, however, it is desirable to keep the charging or discharging time as short as possible, in particular in order to achieve the shortest possible activation times in order to provide the smallest injection quantities, which is particularly important at high rail pressures.
- the noise emission increases significantly with the gradient or the time derivative of the voltage curve, since the control valve is also moved at the appropriate speed due to the high speed of the actuator movement. This effect is the case in certain operating situations
- the term “operating situation” is not to be understood as meaning a specific time period within a control of the piezo actuator, but rather the operating state that generally exists over several injection cycles, such as idling, which is characterized by low load and low speed FIG. 1 a is to be used, for example, in normal driving under load, while in the “idle” operating situation a control according to FIG. 1 b with flatter ones
- Control gradients is preferable, in order to achieve a reduction in noise emissions, particularly where the noise caused by the control of the injection system is noticeable relative to other vehicle noises.
- FIG. 2 illustrates the process sequence for controlling a piezo actuator, which controls the injection of diesel fuel into the combustion chamber of the diesel engine, for example in a common rail injector.
- a piezo actuator which controls the injection of diesel fuel into the combustion chamber of the diesel engine, for example in a common rail injector.
- After switching on the engine 10 or the injection system it is first waited in query 20 whether a charging / discharging process is requested. If this is the case, the operating state of the engine is detected (method step 30).
- the operating state of the engine is characterized by the speed and / or the load on the internal combustion engine and / or by the fuel pressure in the injection system. Further characteristic variables can be the temperature of the piezo actuator, the temperature of the fuel or further characteristic data.
- the target value of the time gradient which is in the loading
- the gradient setpoint is set so that the while maintaining the functionality of the injection system
- the speed of the load torque and / or the rail pressure (e.g. speed ⁇ 2000 revolutions / min., The load is less than 10% of the maximum load and the rail pressure is below 500 bar) becomes a smooth transition of the gradient setpoint compared to “normal operation”, so that below the threshold values mentioned the time gradient of the voltage to be applied continuously changes to smaller values.
- the charging or discharging time typically moves (for example at 50% of the maximum load) in one area from 80 ⁇ s to 100 ⁇ s, while it takes on values from 100 ⁇ s to 150 ⁇ s below the threshold values. In the following query 50 it is checked whether this is the first request of the injection system after switching on.
- the driver which controls the loading / unloading means, is activated until the final value to be achieved electrical voltage at the piezo actuator is reached.
- the actual value of the time that was required to charge or discharge the piezo actuator to the voltage to be achieved is determined. The query 20 is then returned to.
- the control deviation ie the deviation of the last actual value of the time required for the reloading from the calculated target value is determined in a method step 60 and in the subsequent method step 70 when calculating the driver signal considered for the next reloading of the piezo actuator.
- the control device has a control unit 150, to which operating state variables 210 of the internal combustion engine are supplied. These operating state variables are the speed, the load torque, the rail pressure and / or the piezo actuator temperature and / or the fuel temperature and / or further parameters.
- the control unit 150 determines the target value for the charging / discharging times or the charging / discharging gradients and transmits them to the logic circuit 130.
- the logic circuit 130 is connected to an actual value determination unit 140 which, as shown in FIG. 3, can be integrated into the control unit or can be arranged separately, for example in the immediate vicinity of the charging / discharging means 110.
- the actual value determination unit 140 is connected to the charging / discharging means 110.
- the logic circuit 130 can receive a request signal from higher-level engine control units (not shown in detail) via the line 220.
- Logic circuit 130 is connected to a driver 120, which in turn is connected to the charging / discharging means 110, which are used for the time-dependent application of an electrical voltage to the piezo actuator 100.
- the setpoint for the charging / discharging time is determined taking into account the variables of speed, load and rail pressure in the control unit 150, which forwards the determined value to the logic circuit 130.
- This logic circuit 130 computes when requested via the signal line 220, taking into account the actual value of the charging / discharging time or the charging / discharging gradient measured by the actual value determination unit 140, a driver signal.
- the logic circuit 130 forwards the driver signal to the driver 120, which controls the charging / discharging means 110 accordingly in order to implement the voltage gradients to be achieved on the piezo actuator 100.
- variables other than speed load and / or rail pressure can be used to determine the operating state of the
- Internal combustion engine and / or the injection system can be used to regulate the control gradients in the reloading phases.
- FIG. 4 shows a component 131 of the logic circuit 130 shown in the form of a block diagram.
- the actual value determined by the actual value determination unit 140 or the setpoint value calculated by the control unit 150 are fed to a summation node 255 via the lines 250 and 260, respectively ,
- the summation node calculates the summation node
- Control deviation ie the difference between the setpoint and the actual value and feeds this difference to the PI controller 270, that is to say a proportional amplifier which is connected in parallel with an integrator.
- the output of the PI controller 270 is connected to a second summation node 275, which adds the output value of the PI controller and the setpoint from the control unit 150.
- the electrical voltage levels before and after the recharging process to be calculated are fed to a third summation node 285, which calculates their difference and feeds them to a multiplier 295, which in turn consists of the difference and the value supplied via line 300 the capacity of the piezo actuator calculates the amount of charge required for the transfer process.
- the divider 305 divides the electrical value obtained from the multiplier 295 Charging with the value of the charging or discharging time obtained from the summing node 275, so that the information about the current value required for the recharging process at the piezo actuator can be tapped at the output 310 of the divider 305.
- the output 310 of the divider 305 is connected to the driver 120 and is available to the driver for controlling the charging / discharging means 110 (cf. FIG. 3).
- the lines 280, 290 and 300 are either connected to a memory element or memory elements in which the voltage or capacitance values to be retrieved are stored, or they are connected to separate circuit units (not shown in more detail) which, depending on the control requirement or circuit state, thechros sec. Redetermine or redefine capacity values.
- the component 131 implements the method steps 60 and 70 shown in FIG. 2.
- the charging or discharging time is regulated by a PI controller, the difference between the voltage levels to be bridged and the actuator capacity of the associated charging or discharging current being determined.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Fuel-Injection Apparatus (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
Description
Claims
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE10113670 | 2001-03-21 | ||
DE10113670A DE10113670A1 (en) | 2001-03-21 | 2001-03-21 | Driving piezoelectric actuator for fuel injection system in IC engine, involves selecting voltage that can be tapped at piezoelectric actuator during charge/discharge time depending on engine operating situation |
PCT/DE2002/000698 WO2002077432A1 (en) | 2001-03-21 | 2002-02-26 | Method and device for controlling a piezo-actuator |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1381764A1 true EP1381764A1 (en) | 2004-01-21 |
EP1381764B1 EP1381764B1 (en) | 2006-05-24 |
Family
ID=7678337
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP02721984A Expired - Lifetime EP1381764B1 (en) | 2001-03-21 | 2002-02-26 | Method and device for controlling a piezo-actuator |
Country Status (5)
Country | Link |
---|---|
US (1) | US6863055B2 (en) |
EP (1) | EP1381764B1 (en) |
JP (1) | JP2004518884A (en) |
DE (2) | DE10113670A1 (en) |
WO (1) | WO2002077432A1 (en) |
Families Citing this family (27)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE10234091A1 (en) * | 2002-07-26 | 2004-02-05 | Robert Bosch Gmbh | Solenoid valve supply current monitoring method for a combustion engine, especially a motor vehicle engine, involves comparing the total valve supply current with a total theoretical value |
DE10237408A1 (en) * | 2002-08-16 | 2004-02-19 | Robert Bosch Gmbh | Operating internal combustion engine, involves drive signal with steeper edge gradient for injection valve needle transition from closed to intermediate position than from intermediate to open position |
JP4161635B2 (en) | 2002-08-19 | 2008-10-08 | 株式会社デンソー | Fuel injection control device |
US6997159B2 (en) * | 2003-02-21 | 2006-02-14 | Caterpillar Inc. | Electrically controlled fluid system with ability to operate at low energy conditions |
DE10329280B4 (en) * | 2003-06-30 | 2016-05-19 | Daimler Ag | Method for operating a spark-ignited internal combustion engine |
DE10331495B4 (en) * | 2003-07-11 | 2015-08-06 | Robert Bosch Gmbh | Method for operating an internal combustion engine |
DE102004062073B4 (en) * | 2004-12-23 | 2015-08-13 | Continental Automotive Gmbh | Method and device for compensation of bounce effects in a piezo-controlled injection system of an internal combustion engine |
EP1772952B1 (en) * | 2005-10-06 | 2009-01-07 | Delphi Technologies, Inc. | Injector control method |
EP1860309B1 (en) * | 2006-05-23 | 2008-08-27 | Delphi Technologies, Inc. | Improvements relating to fuel injector control |
GB0616713D0 (en) * | 2006-08-23 | 2006-10-04 | Delphi Tech Inc | Piezoelectric fuel injectors |
JP4853201B2 (en) * | 2006-09-27 | 2012-01-11 | 株式会社デンソー | INJECTOR DRIVE DEVICE AND INJECTOR DRIVE SYSTEM |
DE102006046470B4 (en) * | 2006-09-29 | 2017-10-12 | Robert Bosch Gmbh | Method for operating an injection valve |
DE102006060311A1 (en) * | 2006-12-20 | 2008-06-26 | Robert Bosch Gmbh | Method for operating an injection valve |
DE102007033469B4 (en) * | 2007-07-18 | 2017-06-14 | Continental Automotive Gmbh | Method and device for shaping an electrical control signal for an injection pulse |
DE102008001971A1 (en) * | 2008-05-26 | 2009-12-03 | Robert Bosch Gmbh | Method for diagnosing a load drop |
DE102008044047B4 (en) * | 2008-11-25 | 2013-07-04 | Robert Bosch Gmbh | Method and device for controlling an internal combustion engine |
US8330324B2 (en) * | 2009-06-09 | 2012-12-11 | Analog Devices, Inc. | Integrated PWM slope control driving mechanism for gradually delivering energy to a capacitive load |
DE102009045867A1 (en) | 2009-10-20 | 2011-04-21 | Robert Bosch Gmbh | Method for determining injection duration of piezoelectric actuator of piezo injector, involves changing parameter if predetermined duration lies outside desired window duration such that new duration lies within desired window duration |
US8304960B2 (en) * | 2009-10-29 | 2012-11-06 | New Scale Technologies | Methods for reducing power consumption of at least partially resonant actuator systems and systems thereof |
DE102011004613A1 (en) * | 2011-02-23 | 2012-08-23 | Continental Automotive Gmbh | Method for monitoring the state of a piezo injector of a fuel injection system |
FR3002592B1 (en) * | 2013-02-26 | 2016-09-16 | Continental Automotive France | METHOD FOR CONTROLLING A PIEZOELECTRIC FUEL INJECTOR OF A VEHICLE INTERNAL COMBUSTION ENGINE COMPRISING A POLARIZATION STEP OF THE PIEZOELECTRIC ACTUATOR |
DE102013214912A1 (en) * | 2013-07-30 | 2015-02-05 | Continental Automotive Gmbh | Method for operating an injection system |
DE102013220336B4 (en) * | 2013-10-09 | 2019-02-07 | Continental Automotive Gmbh | Method for mitigating the effects of excessive pressure in a common rail injection system |
DE102014204093A1 (en) | 2014-03-06 | 2015-09-10 | Robert Bosch Gmbh | Method for operating a piezoelectric actuator and means for implementing it |
DE102016205108A1 (en) * | 2016-03-29 | 2017-10-05 | Robert Bosch Gmbh | Method for repeated actuation of an actuator |
DE102016206476B3 (en) * | 2016-04-18 | 2017-06-14 | Continental Automotive Gmbh | A method of operating a diesel common rail piezobetriebenen Servoinjektors and motor vehicle |
FR3112572B1 (en) * | 2020-07-20 | 2022-06-17 | Vitesco Technologies | Static flow drift of a piezoelectric injector |
Family Cites Families (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS62107265A (en) * | 1985-11-02 | 1987-05-18 | Nippon Soken Inc | Electrostriction type oil pressure control valve |
DE19652807C2 (en) | 1996-12-18 | 2002-08-29 | Siemens Ag | Method and device for controlling a capacitive actuator |
JPH10213041A (en) * | 1997-01-31 | 1998-08-11 | Yamaha Motor Co Ltd | Liquid injector for internal combustion engine |
DE19732802A1 (en) | 1997-07-30 | 1999-02-04 | Bosch Gmbh Robert | Fuel injection device for internal combustion engines |
DE19733560B4 (en) | 1997-08-02 | 2007-04-05 | Robert Bosch Gmbh | Method and device for charging and discharging a piezoelectric element |
DE19921456A1 (en) | 1999-05-08 | 2000-11-16 | Bosch Gmbh Robert | Method and device for controlling a piezoelectric actuator |
DE19931235C2 (en) | 1999-07-07 | 2001-08-30 | Siemens Ag | Method and device for loading a capacitive actuator |
-
2001
- 2001-03-21 DE DE10113670A patent/DE10113670A1/en not_active Withdrawn
-
2002
- 2002-02-26 JP JP2002575455A patent/JP2004518884A/en active Pending
- 2002-02-26 US US10/297,348 patent/US6863055B2/en not_active Expired - Fee Related
- 2002-02-26 DE DE50206903T patent/DE50206903D1/en not_active Expired - Lifetime
- 2002-02-26 WO PCT/DE2002/000698 patent/WO2002077432A1/en active IP Right Grant
- 2002-02-26 EP EP02721984A patent/EP1381764B1/en not_active Expired - Lifetime
Non-Patent Citations (1)
Title |
---|
See references of WO02077432A1 * |
Also Published As
Publication number | Publication date |
---|---|
EP1381764B1 (en) | 2006-05-24 |
US20030150429A1 (en) | 2003-08-14 |
DE10113670A1 (en) | 2002-09-26 |
DE50206903D1 (en) | 2006-06-29 |
WO2002077432A1 (en) | 2002-10-03 |
JP2004518884A (en) | 2004-06-24 |
US6863055B2 (en) | 2005-03-08 |
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