EP1561937A1 - Method for controlling a fuel injector of an internal combustion engine - Google Patents
Method for controlling a fuel injector of an internal combustion engine Download PDFInfo
- Publication number
- EP1561937A1 EP1561937A1 EP05100174A EP05100174A EP1561937A1 EP 1561937 A1 EP1561937 A1 EP 1561937A1 EP 05100174 A EP05100174 A EP 05100174A EP 05100174 A EP05100174 A EP 05100174A EP 1561937 A1 EP1561937 A1 EP 1561937A1
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- actuator
- time
- internal combustion
- drive signal
- maximum
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- 238000000034 method Methods 0.000 title claims abstract description 23
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 15
- 239000000446 fuel Substances 0.000 title claims abstract description 6
- 238000002347 injection Methods 0.000 claims abstract description 46
- 239000007924 injection Substances 0.000 claims abstract description 46
- 239000007858 starting material Substances 0.000 claims description 8
- 230000007423 decrease Effects 0.000 claims description 2
- FGUUSXIOTUKUDN-IBGZPJMESA-N C1(=CC=CC=C1)N1C2=C(NC([C@H](C1)NC=1OC(=NN=1)C1=CC=CC=C1)=O)C=CC=C2 Chemical compound C1(=CC=CC=C1)N1C2=C(NC([C@H](C1)NC=1OC(=NN=1)C1=CC=CC=C1)=O)C=CC=C2 FGUUSXIOTUKUDN-IBGZPJMESA-N 0.000 claims 3
- GNFTZDOKVXKIBK-UHFFFAOYSA-N 3-(2-methoxyethoxy)benzohydrazide Chemical compound COCCOC1=CC=CC(C(=O)NN)=C1 GNFTZDOKVXKIBK-UHFFFAOYSA-N 0.000 claims 2
- 238000011156 evaluation Methods 0.000 claims 1
- 230000004913 activation Effects 0.000 description 4
- 238000004519 manufacturing process Methods 0.000 description 2
- 230000001960 triggered effect Effects 0.000 description 2
- 230000006978 adaptation Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000018109 developmental process Effects 0.000 description 1
- 239000007787 solid Substances 0.000 description 1
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/08—Circuits or control means specially adapted for starting of engines
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
- F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
-
- 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
- F02D2041/2051—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit using voltage control
-
- 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
- F02D2200/063—Lift of the valve needle
-
- 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
Definitions
- the invention relates to a method for controlling an injection valve an internal combustion engine, in particular a Piezoinjektors, during the starting phase of the internal combustion engine, in particular a common rail engine with direct injection.
- injectors by means of the needle stop detection, must be stationary operating points a defined activation duration as a function of the injection pressure for several seconds. After that, the determined actuator energy of the individual injectors the injection parameter set be assigned and stored. Around For example, evaluate the needle stop signal safely can, the injector must be with a minimum drive time and a minimum injection pressure can be controlled. This means that already injected several milligrams of fuel or that the engine is already in the middle Part load operation is located. This puts both in the idle point and in the lower part load range as well as during initial commissioning of the system is a problem.
- the invention is based on the object, a method to imagine that an equalization of the injectors already during the starting phase of the internal combustion engine (BKM) allows.
- BKM internal combustion engine
- the inventive method may, for example, the needle stop an engine actuator already during the Detect start phase of the internal combustion engine.
- the actuator is triggered by a drive signal acted upon so that when reaching the maximum needle stroke of the actuator, the drive signal is changed. This is recognizable by the voltage applied to the actuator (injector) reduced by one to several volts. This change of the drive signal is then evaluated.
- An advantageous embodiment of the invention is the rotational speed to keep the starter constant.
- the driving time during the Anticiansvons to keep constant. This is particularly advantageous because a compensation of the injection quantity differences between the individual injectors under defined stationary operating points takes place, which are rarely reached while driving, especially before the first commissioning of the system.
- a further advantageous embodiment of the invention is the specific actuator energy and the associated injection parameters store, and then the injection pressure to change a certain amount, d. H. for example increase the injection pressure by 100 bar.
- d. H. for example increase the injection pressure by 100 bar.
- each actuator Impact energy to reach the maximum needle stroke certainly.
- These steps are repeated until the Injection pressure has reached an extreme value. In this case For example, this could be a maximum pressure of 1500 bar. This is particularly advantageous since a calibration of the Injection achieved on the associated injection parameters can be.
- the figure shows the time course of three drive signals.
- a first injector (actuator).
- the curve 1 of a triangular signal whose maximum value is designated as U 1 , causes a pilot injection.
- the main injection starts at time t 1 , which lasts until time t 4 .
- This main injection curve 2 has a duration of approximately 600 ⁇ sec. This is the difference between time t 4 and time t 1 .
- the voltage is applied at the time t 1 , at the time t 5 the maximum voltage U 1 (eg 100 V) is applied.
- the needle is raised until it has reached its maximum stroke at time t 2 .
- the voltage decreases by a few volts, which can be seen in the change 10 of the curve 2.
- the drive signal of the first actuator is taken as a reference for the signals of the other actuators.
- the time t 2 is considered ideal.
- the drive signal of a second actuator (injector) is considered, which is operated with the same maximum voltage U 1 , it may happen that due to manufacturing tolerances, the maximum stop takes place, for example, not ideal time t 3 , ie later than the first actuator.
- the control curve of the second actuator is marked with 3 and shown in dotted. As already mentioned, the voltage dip takes place at the time t 3 and is identified by the reference numeral 11. Since the engine control of the BKM is triggered by the stop signal, the second actuator is first stopped at time t 6 . This has the consequence that the injection quantity delivered by this second actuator is higher.
- the maximum voltage applied to the second injector is changed with the method according to the invention such that the voltage drop arrives at the ideal time.
- This is shown by the dashed curve 4 shown.
- the second actuator needs a maximum voltage U 2 (for example, 135 V) to achieve a voltage dip at the same ideal time t 2 , ie, that the needle reaches its maximum lift.
- U 2 for example, 135 V
- the curve 3 changes in curve 4, wherein the kink 11 comes earlier and the amplitude is increased accordingly. This has the consequence that the associated pilot injection 7 shown in dashed lines, also has a higher amplitude of the voltage.
- step S1 an initialization occurs at engine start, that is, the crankshaft of the engine is driven by the electric starter.
- step S2 is waited until predetermined activation conditions are met. These activation conditions include constant injection pressure, fixed start of injection, constant speed. As soon as such a defined stationary operating point is present, the injection parameters for a specific injection pressure p i are loaded in step S4. The initial pressure is for example 400 bar. The high pressure pump takes about 1 second to build up this pressure.
- the actuator energy is adjusted in a cylinder-selective manner in step S5. Thus, a voltage of, for example, 130 V is applied and looked at when the voltage dip 10 or 11 arrives.
- step S7 There the associated injection parameters i are stored. As mentioned above, the initial pressure p 1 is 400 bar. In step S8, the injection pressure p.sub.i is checked. If it is below a maximum pressure of 1500 bar, for example, it goes to step S9. There, the applied pressure is increased by, for example, 100 bar. In step S10, only the index is increased by 1, in which case the associated parameters p 2 are loaded in step S4. Now there is an injection pressure of 500 bar. Accordingly, the steps S5 to S8 are then performed.
- the actuator energy of the individual injectors were adjusted for the different injection pressures.
- the starting of the engine can be started. Once the injected into the combustion chamber of the engine fuel itself has ignited, the activation of the electric starter can be stopped.
- Another advantage of The method according to the invention is the injection parameters and to optimize the actuator energy for cold starts. Especially at outside temperatures of up to -30 ° C, the inventive Process very beneficial, since the viscosity of the fuel thereby increases and that for the driving The energy required by the injector is also different at a normal temperature of about 25 ° C.
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- 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
Die Erfindung betrifft ein Verfahren zur Steuerung eines Einspritzventils einer Brennkraftmaschine, insbesondere eines Piezoinjektors, während der Startphase der Brennkraftmaschine, insbesondere eines Common-Rail Motors mit Direkteinspritzung.The invention relates to a method for controlling an injection valve an internal combustion engine, in particular a Piezoinjektors, during the starting phase of the internal combustion engine, in particular a common rail engine with direct injection.
Aufgrund von Fertigungstoleranzen sind die Einspritzmengen von Injektoren bei gleich angelegter Energie verschieden. Erst bei maximalem Nadelhub fördern die Injektoren die gleiche Einspritzmenge in den Brennraum (Raildruck ist konstant, Einspritzdauer ist konstant). Dabei erzeugt ein Injektor bei maximalem Nadelhub ein Anschlagssignal. Dieses Signal lässt sich dazu nutzen, um die für den jeweiligen Injektor notwendige Energie zur Erreichung des maximalen Nadelhubs zu bestimmen. Damit ist es möglich, die Injektoren einander anzugleichen, so dass bei gegebener Ansteuerdauer und gegebenen Einspritzdruck jeder Injektor einer Brennkraftmaschine die gleiche Einspritzmenge liefert.Due to manufacturing tolerances are the injection quantities different from injectors with equal applied energy. Only at maximum needle stroke, the injectors promote the same Injection quantity into the combustion chamber (rail pressure is constant, Injection duration is constant). An injector generates this maximum needle stroke a stop signal. This signal lets to use the necessary for the respective injector Energy to reach the maximum needle stroke too determine. This makes it possible to match the injectors, so that given drive time and given Injection pressure of each injector of an internal combustion engine same injection quantity delivers.
Gerade bei der Gleichstellung von Injektoren mittels der Nadelanschlagserkennung, müssen stationäre Betriebspunkte bei einer definierten Ansteuerdauer in Abhängigkeit vom Einspritzdruck mehrere Sekunden lang vorliegen. Danach kann die ermittelte Aktorenergie der einzelnen Injektoren dem Einspritzparametersatz zugeordnet und abgespeichert werden. Um beispielsweise das Nadelanschlagssignal sicher auswerten zu können, muss der Injektor mit einer minimalen Ansteuerzeit und einem minimalen Einspritzdruck angesteuert werden. Dies bedeutet, dass bereits einige Milligramm Kraftstoff eingespritzt werden oder dass sich der Motor bereits im mittleren Teillastbetrieb befindet. Dies stellt sowohl im Leerlaufpunkt und im unteren Teillastbereich als auch bei der Erstinbetriebnahme des Systems ein Problem dar.Especially with the equality of injectors by means of the needle stop detection, must be stationary operating points a defined activation duration as a function of the injection pressure for several seconds. After that, the determined actuator energy of the individual injectors the injection parameter set be assigned and stored. Around For example, evaluate the needle stop signal safely can, the injector must be with a minimum drive time and a minimum injection pressure can be controlled. This means that already injected several milligrams of fuel or that the engine is already in the middle Part load operation is located. This puts both in the idle point and in the lower part load range as well as during initial commissioning of the system is a problem.
Somit liegt der Erfindung die Aufgabe zugrunde, ein Verfahren
vorzustellen, dass ein Angleichen der Injektoren schon während
der Startphase der Brennkraftmaschine (BKM) ermöglicht.
Diese Aufgabe wird durch die Merkmale des Anspruchs 1 gelöst.
Gegenstand der Ansprüche 2 bis 10 betreffen vorteilhafte Ausgestaltungen
des erfindungsgemäßen Verfahrens.Thus, the invention is based on the object, a method
to imagine that an equalization of the injectors already during
the starting phase of the internal combustion engine (BKM) allows.
This object is solved by the features of
Das erfindungsgemäße Verfahren kann beispielsweise den Nadelanschlag eines Brennkraftmaschinenaktors schon während der Startphase der Brennkraftmaschine erkennen. Dabei wird die Kurbelwelle der Brennkraftmaschine durch den Starter (Elektrostarter) gedreht. Der Aktor wird mit einem Ansteuersignal derart beaufschlagt, dass beim Erreichen des maximalen Nadelhubs des Aktors das Ansteuersignal verändert wird. Dieses ist erkennbar, indem sich die am Aktor (Injektor) angelegte Spannung um ein bis einige Volt reduziert. Diese Änderung des Ansteuersignals wird anschließend ausgewertet.The inventive method may, for example, the needle stop an engine actuator already during the Detect start phase of the internal combustion engine. Here is the Crankshaft of the engine by the starter (electric starter) turned. The actuator is triggered by a drive signal acted upon so that when reaching the maximum needle stroke of the actuator, the drive signal is changed. This is recognizable by the voltage applied to the actuator (injector) reduced by one to several volts. This change of the drive signal is then evaluated.
Eine vorteilhafte Ausgestaltung der Erfindung ist es, die Umdrehungsgeschwindigkeit des Starters konstant zu halten. Des Weiteren ist es vorteilhaft, den Einspritzbeginn der Aktoren derart einzustellen, dass die Brennkraftmaschine nicht anspringt. Dies kann beispielsweise dadurch erreicht werden, indem der Einspritzbeginn spät einsetzt. Weiterhin ist es vorteilhaft, die Ansteuerdauer während des Angleichsverfahrens konstant zu halten. Dies ist insbesondere vorteilhaft, da ein Ausgleich der Einspritzmengenunterschiede zwischen den einzelnen Injektoren unter definierten stationären Betriebspunkten erfolgt, die im Fahrbetrieb selten erreicht werden, insbesondere vor der Erstinbetriebnahme des Systems.An advantageous embodiment of the invention is the rotational speed to keep the starter constant. Of Furthermore, it is advantageous to start the injection of the actuators adjust so that the internal combustion engine does not start. This can be achieved, for example, by by starting the injection late. It continues advantageous, the driving time during the Angleichsverfahrens to keep constant. This is particularly advantageous because a compensation of the injection quantity differences between the individual injectors under defined stationary operating points takes place, which are rarely reached while driving, especially before the first commissioning of the system.
Eine weitere vorteilhafte Ausgestaltung der Erfindung ist es, die bestimmte Aktorenergie samt den dazugehörigen Einspritzparametern abzuspeichern, und anschließend den Einspritzdruck um einen bestimmten Betrag zu verändern, d. h. beispielsweise den Einspritzdruck um 100 bar zu erhöhen. Für diesen neuen Einspritzdruck wird erfindungsgemäß die für jeden Aktor nötige Anschlagsenergie zur Erreichung des maximalen Nadelhubs bestimmt. Diese Schritte werden solange wiederholt, bis der Einspritzdruck einen Extremwert erreicht hat. In diesem Fall könnte dies beispielweise ein Maximaldruck von 1500 bar sein. Dies ist insbesondere vorteilhaft, da eine Kalibration der Einspritzmenge auf die zugehörigen Einspritzparameter erzielt werden kann.A further advantageous embodiment of the invention is the specific actuator energy and the associated injection parameters store, and then the injection pressure to change a certain amount, d. H. for example increase the injection pressure by 100 bar. For this new one Injection pressure is required according to the invention for each actuator Impact energy to reach the maximum needle stroke certainly. These steps are repeated until the Injection pressure has reached an extreme value. In this case For example, this could be a maximum pressure of 1500 bar. This is particularly advantageous since a calibration of the Injection achieved on the associated injection parameters can be.
Weitere vorteilhafte Weiterbildungen der Erfindung sind Gegenstand der übrigen Unteransprüche.Further advantageous developments of the invention are the subject the remaining dependent claims.
Die Erfindung wird nachfolgend unter Bezugnahme auf die schematische Zeichnung in einem Ausführungsbeispiel näher erläutert. In der Zeichnung zeigen:
Figur 1- den zeitlichen Verlauf der an zwei Injektoren angelegte Ansteuersignale;
Figur 2- ein Ablaufdiagramm zur Bestimmung der Aktorenergie für verschiedene Einspritzparameter.
- FIG. 1
- the time course of the applied to two injectors drive signals;
- FIG. 2
- a flowchart for determining the actuator energy for different injection parameters.
Im folgenden wird die Figur 1 näher erläutert. Die Figur
zeigt den zeitlichen Verlauf von drei Ansteuersignalen. Vorerst
werden nur die durchgezogene Kurve 1 und 2 von einem
ersten Injektor (Aktor) betrachtet. Die Kurve 1 eines Dreieckssignals,
dessen Maximalwert als U1 bezeichnet ist, bewirkt
eine Voreinspritzung. Nach einer gewissen Zeit beginnt
die Haupteinspritzung zum Zeitpunkt t1, die bis zum Zeitpunkt
t4 andauert. Diese Haupteinspritzungskurve 2 hat eine Dauer
von ca. 600 µsec. Das ist die Differenz zwischen Zeitpunkt t4
und Zeitpunkt t1. Wie bereits oben erwähnt, wird die Spannung
zum Zeitpunkt t1 angelegt, zum Zeitpunkt t5 liegt die maximale
Spannung U1 (z.B. 100 V) an. Während diesem Zeitraum wird
die Nadel angehoben bis diese ihren maximalen Hub zum Zeitpunkt
t2 erreicht hat. Als Folge dessen sinkt die Spannung um
einige Volt ab, was in der Änderung 10 der Kurve 2 zu sehen
ist. Das Ansteuerungssignal des ersten Aktors wird als Bezug
für die Signale der anderen Aktoren genommen. So wird der
Zeitpunkt t2 als ideal angesehen.In the following the figure 1 is explained in more detail. The figure shows the time course of three drive signals. For now, only the
Wird das Ansteuersignal eines zweiten Aktors (Injektors) betrachtet,
der mit derselben maximalen Spannung U1 betrieben
wird, so kann es passieren, dass aufgrund von Fertigungstoleranzen,
der maximale Anschlag beispielsweise zum nicht idealen
Zeitpunkt t3 stattfindet, d. h. also später als bei dem
ersten Aktor. Die Ansteuerungskurve des zweiten Aktors ist
mit 3 gekennzeichnet und punktiert dargestellt. Wie bereits
erwähnt, findet der Spannungseinbruch zum Zeitpunkt t3 statt
und ist mit dem Bezugszeichen 11 gekennzeichnet. Da die Motorsteuerung
der BKM auf das Anschlagssignal getriggert ist,
wird der zweite Aktor im Zeitpunkt t6 erst abgeregelt. Dies
hat zur Folge, dass die von diesem zweiten Aktor abgegebene
Einspritzmenge höher ist.If the drive signal of a second actuator (injector) is considered, which is operated with the same maximum voltage U 1 , it may happen that due to manufacturing tolerances, the maximum stop takes place, for example, not ideal time t 3 , ie later than the first actuator. The control curve of the second actuator is marked with 3 and shown in dotted. As already mentioned, the voltage dip takes place at the time t 3 and is identified by the
Um dies zu verhindern, wird mit dem erfindungsgemäßen Verfahren
die maximale am zweiten Injektor anliegende Spannung derart
verändert, dass der Spannungseinbruch zum idealen Zeitpunkt
eintrifft. Dies wird mit der gestrichelt dargestellten
Kurve 4 gezeigt. Der zweite Aktor braucht eine maximale Spannung
U2 (beispielsweise 135 V) um zum selben idealen Zeitpunkt
t2 einen Spannungseinbruch zu erzielen, d. h. dass die
Nadel ihren maximalen Hub erreicht. Wie in Figur 1 zu sehen
ist, verändert sich durch Erhöhung der maximalen Spannung auf
U2 die Kurve 3 in Kurve 4, wobei der Knick 11 früher kommt
und die Amplitude entsprechend erhöht ist. Dies hat zur Folge,
dass die dazugehörige Voreinspritzung 7 gestrichelt dargestellt,
ebenfalls eine höhere Amplitude der Spannung aufweist.To prevent this, the maximum voltage applied to the second injector is changed with the method according to the invention such that the voltage drop arrives at the ideal time. This is shown by the
Ein Ausführungsbeispiel des erfindungsgemäßen Verfahrens ist
in Figur 2 abgebildet. In Schritt S1 erfolgt eine Initialisierung
beim Motorstart, das heißt, dass die Kurbelwelle des
Motors durch den Elektrostarter angetrieben wird. In Schritt
S2 wird solange gewartet, bis vorgegebene Aktivierungsbedingungen
erfüllt sind. Zu diesen Aktivierungsbedingungen gehören
konstanter Einspritzdruck, festgelegter Einspritzbeginn,
konstante Drehzahl. Sobald ein solch definierter stationärer
Betriebspunkt vorliegt, werden in Schritt S4 die Einspritzparameter
für einen bestimmten Einspritzdruck pi geladen. Der
Anfangsdruck liegt bei beispielsweise 400 bar. Die Hochdruckpumpe
benötigt ca. 1 Sekunde um diesen Druck aufzubauen. Als
nächstes wird in Schritt S5 zylinderselektiv die Aktorenergie
angepasst. So wird eine Spannung von beispielsweise 130 V angelegt
und geschaut, wann der Spannungseinbruch 10 bzw. 11
eintrifft. Liegt der Spannungseinbruch vor bzw. nach t2, muss
entsprechend die Aktorenergie angepasst werden. Findet der
Spannungseinbruch zum richtigen idealen Zeitpunkt t2 statt,
so geht es zu Schritt S7 weiter. Dort werden die zugehörigen
Einspritzparameter i abgespeichert. Wie oben erwähnt, liegt
der Anfangsdruck p1 bei 400 bar. In Schritt S8 wird der Einspritzdruck
pi überprüft. Liegt er unterhalb von einem maximalen
Druck von beispielsweise 1500 bar, geht es zu Schritt
S9 über. Dort wird der anliegende Druck um beispielsweise 100
bar erhöht. In Schritt S10 wird lediglich der Index um 1 erhöht,
wobei dann in Schritt S4 die dazugehörigen Parameter p2
geladen werden. Nun liegt ein Einspritzdruck von 500 bar an.
Entsprechend werden dann die Schritte S5 bis S8 durchgeführt.
Dies wird solange wiederholt, bis der Einspritzdruck auf den
maximalen Druck von beispielsweise 1500 bar erhöht wurde. Damit
wurden für die verschiedenen Einspritzdrücke die Aktorenergie
der einzelnen Injektoren angepasst. Nach erfolgter Kalibration,
die ungefähr 3 bis 4 Sekunden andauert, kann das
Anlassen des Motors begonnen werden. Sobald der in den Brennraum
des Motors eingespritzte Brennkraftstoff selbst gezündet
hat, kann die Aktivierung des Elektrostarters beendet werden.An embodiment of the method according to the invention is shown in FIG. In step S1, an initialization occurs at engine start, that is, the crankshaft of the engine is driven by the electric starter. In step S2 is waited until predetermined activation conditions are met. These activation conditions include constant injection pressure, fixed start of injection, constant speed. As soon as such a defined stationary operating point is present, the injection parameters for a specific injection pressure p i are loaded in step S4. The initial pressure is for example 400 bar. The high pressure pump takes about 1 second to build up this pressure. Next, the actuator energy is adjusted in a cylinder-selective manner in step S5. Thus, a voltage of, for example, 130 V is applied and looked at when the
Besonders vorteilhaft ist es, dass eine Adaption der Einspritzmenge, insbesondere bei der Erstinbetriebnahme des Betriebssystems durchgeführt werden kann, ohne dass dabei zusätzliche Sensorik benötigt wird. Ein weiterer Vorteil des erfindungsgemäßen Verfahrens ist es, die Einspritzparameter und die Aktorenergie für Kaltstarts zu optimieren. Insbesondere bei Außentemperaturen von bis zu -30°C, ist das erfindungsgemäße Verfahren sehr vorteilhaft, da sich die Viskosität des Brennstoffs dabei erhöht und die für das Ansteuern des Injektors nötige Energie ebenfalls eine andere ist, als bei einer Normaltemperatur von ca. 25°C.It is particularly advantageous that an adaptation of the injection quantity, especially during initial startup of the operating system can be performed without additional Sensor technology is needed. Another advantage of The method according to the invention is the injection parameters and to optimize the actuator energy for cold starts. Especially at outside temperatures of up to -30 ° C, the inventive Process very beneficial, since the viscosity of the fuel thereby increases and that for the driving The energy required by the injector is also different at a normal temperature of about 25 ° C.
Claims (12)
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102004006297 | 2004-02-09 | ||
DE102004006297A DE102004006297B4 (en) | 2004-02-09 | 2004-02-09 | Method for controlling an injection valve of an internal combustion engine |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1561937A1 true EP1561937A1 (en) | 2005-08-10 |
EP1561937B1 EP1561937B1 (en) | 2010-01-06 |
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Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP05100174A Expired - Fee Related EP1561937B1 (en) | 2004-02-09 | 2005-01-13 | Method for controlling a fuel injector of an internal combustion engine |
Country Status (3)
Country | Link |
---|---|
US (1) | US7131429B2 (en) |
EP (1) | EP1561937B1 (en) |
DE (2) | DE102004006297B4 (en) |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP2048343A1 (en) * | 2007-10-11 | 2009-04-15 | Delphi Technologies, Inc. | Detection of faults in an injector arrangement |
WO2010023041A1 (en) * | 2008-08-25 | 2010-03-04 | Robert Bosch Gmbh | Method for operating a fuel injection device of an internal combustion engine |
CN112727622A (en) * | 2020-12-31 | 2021-04-30 | 清华大学 | Oil quantity control method of pressure accumulation pump type fuel injection system, electric control equipment and engine |
Families Citing this family (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102004058971B4 (en) * | 2004-12-08 | 2006-12-28 | Volkswagen Mechatronic Gmbh & Co. Kg | Method for controlling a piezoelectric actuator and control unit for controlling a piezoelectric actuator |
DE102007054374A1 (en) * | 2007-11-14 | 2009-05-20 | Continental Automotive Gmbh | Method and device for calibrating a operated in a motor vehicle for driving a switching valve piezo actuator |
DE102011087961A1 (en) * | 2011-12-08 | 2013-06-13 | Robert Bosch Gmbh | Method for learning a minimum activation duration of injection valves of an internal combustion engine |
CH707935A1 (en) * | 2013-04-19 | 2014-10-31 | Liebherr Machines Bulle Sa | Control for a common rail injection system. |
DE102013207555B3 (en) * | 2013-04-25 | 2014-10-09 | Continental Automotive Gmbh | Method for injection quantity adaptation |
DE102016115298A1 (en) * | 2015-11-06 | 2017-05-11 | L'orange Gmbh | Method for controlling a fuel injection injector for an internal combustion engine |
US10371082B1 (en) | 2018-01-22 | 2019-08-06 | Delphi Technologies Ip Limited | Fuel injector control including state selection based on a control signal characteristic |
US10221800B1 (en) | 2018-01-22 | 2019-03-05 | Delphi Technologies Ip Limited | Fuel injector control including adaptive response |
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US5865371A (en) * | 1996-07-26 | 1999-02-02 | Siemens Automotive Corporation | Armature motion control method and apparatus for a fuel injector |
US6260521B1 (en) * | 1999-01-25 | 2001-07-17 | Daimlerchrysler Ag | Method for controlling the supply of electrical energy to an electromagnetic device and use of a sliding mode controller |
US20020152985A1 (en) * | 2001-04-20 | 2002-10-24 | Wolff Peter U. | System, apparatus including on-board diagnostics, and methods for improving operating efficiency and durability of compression ignition engines |
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JPS6056948B2 (en) * | 1977-02-08 | 1985-12-12 | 株式会社日本自動車部品総合研究所 | Solenoid valve drive device |
US5053911A (en) * | 1989-06-02 | 1991-10-01 | Motorola, Inc. | Solenoid closure detection |
JP3529577B2 (en) * | 1997-02-14 | 2004-05-24 | 本田技研工業株式会社 | Fuel injector control device |
JP2963407B2 (en) * | 1997-02-14 | 1999-10-18 | 本田技研工業株式会社 | Fuel injector control device |
DE10163894A1 (en) * | 2001-12-22 | 2003-07-03 | Daimler Chrysler Ag | Internal combustion engine with direct injection |
DE10206906C1 (en) * | 2002-02-19 | 2003-11-06 | Siemens Ag | Method for controlling an amount of fuel injected by a pieno injector |
EP1488088B1 (en) * | 2002-03-27 | 2007-05-23 | Volkswagen Mechatronic GmbH & Co. KG | Method and device for detecting the moment of impact of the valve needle of a piezo control valve |
DE10233778A1 (en) * | 2002-07-25 | 2004-02-05 | Robert Bosch Gmbh | Compensation method for moment differences of cylinders of combustion engine involves correcting hub of injection valve allocated to cylinder depending on cylinder coordination factor |
-
2004
- 2004-02-09 DE DE102004006297A patent/DE102004006297B4/en not_active Expired - Fee Related
-
2005
- 2005-01-13 EP EP05100174A patent/EP1561937B1/en not_active Expired - Fee Related
- 2005-01-13 DE DE502005008803T patent/DE502005008803D1/en active Active
- 2005-02-09 US US11/053,996 patent/US7131429B2/en not_active Expired - Fee Related
Patent Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
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US5865371A (en) * | 1996-07-26 | 1999-02-02 | Siemens Automotive Corporation | Armature motion control method and apparatus for a fuel injector |
US6260521B1 (en) * | 1999-01-25 | 2001-07-17 | Daimlerchrysler Ag | Method for controlling the supply of electrical energy to an electromagnetic device and use of a sliding mode controller |
US20020152985A1 (en) * | 2001-04-20 | 2002-10-24 | Wolff Peter U. | System, apparatus including on-board diagnostics, and methods for improving operating efficiency and durability of compression ignition engines |
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP2048343A1 (en) * | 2007-10-11 | 2009-04-15 | Delphi Technologies, Inc. | Detection of faults in an injector arrangement |
US8248074B2 (en) | 2007-10-11 | 2012-08-21 | Delphi Technologies Holding S.Arl | Detection of faults in an injector arrangement |
WO2010023041A1 (en) * | 2008-08-25 | 2010-03-04 | Robert Bosch Gmbh | Method for operating a fuel injection device of an internal combustion engine |
CN112727622A (en) * | 2020-12-31 | 2021-04-30 | 清华大学 | Oil quantity control method of pressure accumulation pump type fuel injection system, electric control equipment and engine |
Also Published As
Publication number | Publication date |
---|---|
DE502005008803D1 (en) | 2010-02-25 |
DE102004006297A1 (en) | 2005-09-08 |
EP1561937B1 (en) | 2010-01-06 |
US20050199221A1 (en) | 2005-09-15 |
US7131429B2 (en) | 2006-11-07 |
DE102004006297B4 (en) | 2007-05-16 |
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