EP1789675A1 - Method and device for characterising a return stroke of injectors - Google Patents

Method and device for characterising a return stroke of injectors

Info

Publication number
EP1789675A1
EP1789675A1 EP05777858A EP05777858A EP1789675A1 EP 1789675 A1 EP1789675 A1 EP 1789675A1 EP 05777858 A EP05777858 A EP 05777858A EP 05777858 A EP05777858 A EP 05777858A EP 1789675 A1 EP1789675 A1 EP 1789675A1
Authority
EP
European Patent Office
Prior art keywords
rail pressure
energy
actuator
injectors
rail
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
Application number
EP05777858A
Other languages
German (de)
French (fr)
Other versions
EP1789675B1 (en
Inventor
Uwe Jung
Janos Radeczky
Michael Wirkowski
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Continental Automotive GmbH
Original Assignee
Siemens AG
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Siemens AG filed Critical Siemens AG
Publication of EP1789675A1 publication Critical patent/EP1789675A1/en
Application granted granted Critical
Publication of EP1789675B1 publication Critical patent/EP1789675B1/en
Expired - Fee Related legal-status Critical Current
Anticipated expiration legal-status Critical

Links

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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/042—Introducing corrections for particular operating conditions for stopping the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2438—Active learning methods
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • F02D41/2464—Characteristics of actuators
    • F02D41/2467—Characteristics of actuators for injectors
    • F02D41/247—Behaviour for small quantities
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0602—Fuel pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M65/00—Testing fuel-injection apparatus, e.g. testing injection timing ; Cleaning of fuel-injection apparatus
    • F02M65/005—Measuring or detecting injection-valve lift, e.g. to determine injection timing

Definitions

  • the invention relates to a method for the idle detection of injectors according to independent claim 1 and relates to a device for checking the idleness of injectors according to independent claim 9.
  • the activation condition of the method depends on the driving behavior of the driver. In order to determine the idle stroke with such a method, it is necessary for the operating condition of the internal combustion engine to remain unchanged for a certain period of time. If this corresponding period is interrupted by the driving behavior of the driver, then the empty-stroke determination can not be completed completely.
  • the invention has for its object vorzu ⁇ a method and apparatus for Leerhuberkennung of injectors vorzu ⁇ , which are independent of the driving behavior of the driver.
  • the object of the invention is solved by the features of the inde- pendent ⁇ claim 1 and by the features of independent claim 9.
  • the invention is characterized by a method or Vorrich ⁇ device for Leerhuberkennung of injectors.
  • a constant pressure, a steady pressure drop or build-up is set.
  • the current rail pressure is measured.
  • An actuator of the injector is driven by an actuator energy.
  • the set actuator energy is then changed. This is repeated until a discontinuity has occurred in the course of the rail pressure.
  • the actuator energy is continuously or stepwise he höht ⁇ .
  • the change in the actuator energy is limited by the possibility of the power level. For cost reasons, a gradual change is preferable.
  • the rail pressure reduction when switching off the internal combustion engine can be ⁇ provides. After switching off the engine, no fuel is fed into the fuel storage more. Due to leaks, the pressure in the fuel tank automatically drops. Eventually, additional leakage through one of the injectors is desired.
  • Another embodiment of the invention is to advocate a steti- gen pressure build-up when starting the internal combustion engine ⁇ ask.
  • start the internal combustion engine promotes the För ⁇ derpumpe fuel in the fuel storage (rail) and thus builds slowly and steadily the pressure in it.
  • This can also be used to determine the value pairs pressure and associated injector energy (actuator energy).
  • actuator energy preferably those pairs of values, for example, stored in a memory.
  • a further embodiment of the invention after determining a discontinuity in the time course of the
  • Figure 1 shows a time course of a rail pressure and a time course of an actuator energy.
  • a fuel storage device is present, to which an injector, in particular a piezo injector, is connected.
  • the actuator of the injector here piezoactuator, receives a drive signal with the energy shown in FIG.
  • the pressure in the common rail system builds up linearly and steadily until time ti.
  • the pressure reduction in the fuel ⁇ memory of the common rail system is due to leakage currents.
  • a drive signal with the energy E x is now according to the invention at the time t 2 is applied to the piezoelectric actuator of the Injek ⁇ tors.
  • the energy E x is too low to push the servo valve of the injector out of its seat.
  • the actuator energy is raised to E 2 .
  • the drive signal is applied to the piezoelectric actuator.
  • this energy E 2 is too low.
  • This process is repeated until the actuator energy the mi ⁇ nimale energy E min (pi) has been reached.
  • M with this energy E; Ln (pi) at the time tl a drive signal to the Pie ⁇ zoaktor applied. This time, the energy is sufficient to push the servo valve out of its seat, causing the rail pressure to suddenly drop. This can be seen in Figure 1 as edge 2.
  • This edge 2 or discontinuity in the time course of the rail pressure can be used to assign the minimum actuator energy to the corresponding rail pressure p x . If sufficient pressure is still present in the rail, the method according to the invention can be repeated again.
  • the actuator energy is set to the initial value E 3 .
  • a drive signal with the Ener ⁇ energy E 3 is applied to the piezoelectric actuator. Since the energy E 3 to ge ⁇ ring to push the servo valve from the seat, the energy is raised again and delivered according to a drive ⁇ signal to the actuator. This is repeated until sufficient energy is available to force the servo valve out of the seat.
  • the feed pump can therefore nachlie ⁇ fern in the rail ⁇ remotely, in order to increase the pressure there accordingly to the desired A-daptionswert.
  • the feed pump can therefore nachlie ⁇ fern in the rail ⁇ remotely, in order to increase the pressure there accordingly to the desired A-daptionswert.
  • Known systems that evaluate the combustion signal can supplement the method and device according to the invention and can separately record the ratio between idle stroke and injector seat wear with respect to quantity correction of the individual injectors.
  • the method according to the invention makes it possible to expand the very narrow injector production tolerances and reduces the scrap fraction of the injectors produced.
  • piezoelectric actuators need not be preconditioned, since the method according to the invention compensates the idle stroke directly over the service life by means of energy adaptation .

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

The invention relates to a method and device for characterising the return stroke of injectors, in particular piezo-injectors of an internal combustion engine provided with a common rail system. When the internal combustion engine is switched off, a constant pressure is dropped in the rail, thereby making it possible to measure the rail pressure and to adjust the injectors by corresponding power. The actuating power is increased until a discontinuity in a temporal progression of rail pressure occurs. The actuating energy applied for said state and a pressure available in the make it possible to measure the return stroke of corresponding injector.

Description

Beschreibungdescription
Verfahren und Vorrichtung zur Leerhuberkennung von InjektorenMethod and device for idle detection of injectors
Die Erfindung betrifft ein Verfahren zur Leerhuberkennung von Injektoren gemäß dem unabhängigen Anspruch 1 und betrifft ei¬ ne Vorrichtung zur Leerhuberkennung von Injektoren gemäß dem unabhängigen Anspruch 9.The invention relates to a method for the idle detection of injectors according to independent claim 1 and relates to a device for checking the idleness of injectors according to independent claim 9.
Solche Verfahren sind von entscheidender Bedeutung, um dieSuch procedures are of vital importance to the
Genauigkeit der Dosierung bei kleinen Einspritzmengen zu ge¬ währleisten. Sind die kleinen Einspritzmengen ungenau, so können die strengen Abgasnormen bei Diesel Pkw-Motoren nicht eingehalten werden. Es gibt zwei grundlegende Entwicklungen, um die Injektor zur Injektorstreuung zu minimieren. Dies kann einerseits durch eine hochpräzise und sehr teure Injektorfer¬ tigung bewerkstelligt werden. Dabei werden alle Injektoren in der Fertigungsstraße vermessen und die außerhalb der engen Toleranz liegenden Injektoren aussortiert. Andererseits sind Verfahren bekannt, die während des Motorbetriebes die Injek¬ tor zur Injektorstreuung ausgleichen. Beispielsweise kann über einen Klopfsensor der Brennkraftmaschine festgestellt werden, welche Ansteuerparameter notwendig sind, um den ein¬ zelnen Injektor anzusteuern, so dass gerade Kraftstoff einge- spritzt wird (Schaltleckage) . Dabei ist es nachteilig, dass die Aktivierungsbedingung des Verfahrens vom Fahrverhalten des Fahrers abhängt. Zur Feststellung des Leerhubes mit einem solchen Verfahren, ist es notwendig, dass die Betriebsbedin¬ gung der Brennkraftmaschine für einen gewissen Zeitraum un- verändert bleibt. Wird dieser entsprechende Zeitraum durch das Fahrverhalten des Fahrers unterbrochen, so kann die Leer¬ hubbestimmung nicht vollständig abgeschlossen werden.Accuracy of the dosage with small injection quantities to ge guarantee. If the small injection quantities are inaccurate, then the strict emission standards for diesel passenger car engines can not be met. There are two basic developments to minimize the injector for injector scattering. This can be accomplished on the one hand confirmation by a highly precise and very expensive Injektorfer ¬. All injectors in the production line are measured and the out-of-tolerance injectors sorted out. On the other hand, methods are known which compensate the Injek ¬ gate for injector scattering during engine operation. For example, it can be determined via a knock sensor of the internal combustion engine which control parameters are necessary in order to control the individual injector, so that fuel is injected in the process (switching leakage). It is disadvantageous that the activation condition of the method depends on the driving behavior of the driver. In order to determine the idle stroke with such a method, it is necessary for the operating condition of the internal combustion engine to remain unchanged for a certain period of time. If this corresponding period is interrupted by the driving behavior of the driver, then the empty-stroke determination can not be completed completely.
Der Erfindung liegt die Aufgabe zugrunde, ein Verfahren und eine Vorrichtung zur Leerhuberkennung von Injektoren vorzu¬ stellen, die unabhängig vom Fahrverhalten des Fahrers sind. Die Aufgabe der Erfindung wird durch die Merkmale des unab¬ hängigen Anspruchs 1 und durch die Merkmale des unabhängigen Anspruchs 9 gelöst.The invention has for its object vorzu¬ a method and apparatus for Leerhuberkennung of injectors vorzu¬, which are independent of the driving behavior of the driver. The object of the invention is solved by the features of the inde- pendent ¬ claim 1 and by the features of independent claim 9.
Die Erfindung zeichnet sich durch ein Verfahren bzw. Vorrich¬ tung zur Leerhuberkennung von Injektoren aus. Dabei wird ein konstanter Druck, ein stetiger Druckabfall oder -aufbau ein¬ gestellt. Der aktuelle Raildruck wird gemessen. Ein Aktuator des Injektors wird mit einer Aktuatorenergie angesteuert. Die eingestellte Aktuatorenergie wird anschließend verändert. Dies wird wiederholt, bis im zeitlichen Verlauf des Raildrucks eine Unstetigkeit aufgetreten ist. Vorzugsweise wird die Aktuatorenergie kontinuierlich oder schrittweise er¬ höht. Die Änderung der Aktuatorenergie ist durch die Möglich- keit der Leistungsstufe begrenzt. Aus Kostengründen ist eine schrittweise Änderung vorzuziehen. Vorzugsweise kann der Raildruckabbau beim Abstellen der Brennkraftmaschine einge¬ stellt werden. Nach Abstellen der Brennkraftmaschine wird kein Kraftstoff in den KraftstoffSpeicher mehr gefördert. Aufgrund von Leckagen fällt der im KraftstoffSpeicher vorhan¬ dene Druck automatisch ab. Eventuelle ist eine zusätzliche Leckage durch eines der Injektoren erwünscht.The invention is characterized by a method or Vorrich¬ device for Leerhuberkennung of injectors. In the process, a constant pressure, a steady pressure drop or build-up is set. The current rail pressure is measured. An actuator of the injector is driven by an actuator energy. The set actuator energy is then changed. This is repeated until a discontinuity has occurred in the course of the rail pressure. Preferably, the actuator energy is continuously or stepwise he höht ¬. The change in the actuator energy is limited by the possibility of the power level. For cost reasons, a gradual change is preferable. Preferably, the rail pressure reduction when switching off the internal combustion engine can be ¬ provides. After switching off the engine, no fuel is fed into the fuel storage more. Due to leaks, the pressure in the fuel tank automatically drops. Eventually, additional leakage through one of the injectors is desired.
Eine weitere Ausgestaltung der Erfindung ist es, einen steti- gen Druckaufbau beim Starten der Brennkraftmaschine einzu¬ stellen. Beim Starten der Brennkraftmaschine fördert die För¬ derpumpe Kraftstoff in den KraftstoffSpeicher (Rail) und baut somit langsam und stetig den Druck darin auf. Dies kann eben¬ falls dazu verwendet werden, um die Wertepaare Druck und da- zugehörige Injektorenergie (Aktorenergie) zu ermitteln. Vor¬ zugsweise werden solche Wertepaare beispielsweise in einem Speicher abgelegt.Another embodiment of the invention is to advocate a steti- gen pressure build-up when starting the internal combustion engine ¬ ask. When starting the internal combustion engine promotes the För ¬ derpumpe fuel in the fuel storage (rail) and thus builds slowly and steadily the pressure in it. This can also be used to determine the value pairs pressure and associated injector energy (actuator energy). Before ¬ preferably those pairs of values, for example, stored in a memory.
Eine weitere Ausgestaltung der Erfindung, ist es, nach Er- mittlung einer Unstetigkeit im zeitlichen Verlauf desA further embodiment of the invention, after determining a discontinuity in the time course of the
Raildrucks die Aktuatorenergie auf einen Anfangswert zu set¬ zen, wobei anschließend der aktuelle Raildruck gemessen wird, der Aktuator des Injektors angesteuert wird mit einer Aktua- torenergie und die Aktuatorenergie solange verändert wird, bis erneut im zeitlichen Verlauf des Raildrucks eine Unste¬ tigkeit auftritt. Bei hochdichten Common-Rail-Systemen, bei denen der Druckabfall von Haus aus sehr gering ist, ist es möglich, bei einem einzigen Abstellvorgang der Brennkraftma¬ schine die Energie der Schaltleckagen bei unterschiedlichen Raildrücken zu erfassen. Die Energie für die Schaltleckage ist vom Raildruck abhängig. Bei hohen Raildrücken ist eine höhere Energie als bei niedrigen Raildrücken nötig. Damit sind weniger Abschaltvorgänge nötig, um die Wertepaare Aktua¬ torenergie und Raildrücke zu aktualisieren.Rail pressure, the actuator energy to an initial value to set ¬ zen, wherein subsequently the current rail pressure is measured, the actuator of the injector is driven is changed with an actuator energy and the actuator energy until the rail pressure again over time a Unste ¬ occurs ACTION. In high-density common rail systems, where the pressure drop is very low, it is possible to detect the energy of the switching leaks at different rail pressures in a single shutdown of the internal combustion engine. The energy for the switching leakage depends on the rail pressure. At high rail pressures, a higher energy is required than at low rail pressures. Thus fewer shutdowns are necessary to the value pairs Aktua ¬ torenergie and update rail pressures.
Weitere vorteilhafte Ausgestaltungen der Erfindung sind in den abhängigen Ansprüchen wiedergegeben.Further advantageous embodiments of the invention are given in the dependent claims.
Die Erfindung wird nachfolgend unter Bezugnahme auf die sche¬ matische Zeichnung beispielhaft erläutert. Dabei zeigt:The invention will be explained by way of example with reference to the sche ¬ matic drawing. Showing:
Figur 1 einen zeitlichen Verlauf eines Raildrucks und einen zeitlichen Verlauf einer Aktorenergie.Figure 1 shows a time course of a rail pressure and a time course of an actuator energy.
Beispielhaft wird das erfindungsgemäße Verfahren anhand des Abschaltvorgangs der Brennkraftmaschine näher erläutert.By way of example, the method according to the invention will be explained in more detail with reference to the shutdown process of the internal combustion engine.
Die Figur 1 zeigt im oberen Abschnitt des Diagramms den zeit¬ lichen Verlauf mit 1 gekennzeichnetem Raildrucks. Im unteren Bereich des Diagramms ist der zeitliche Verlauf mit 2 gekenn¬ zeichneten Aktuatorenergie abgebildet.1 shows in the upper portion of the diagram the time course ¬ union with 1 gekennzeichnetem rail pressure. In the lower part of the diagram of the temporal course is marked with 2 ¬ ready recorded actuator energy.
In einem Common-Rail-System ist ein KraftstoffSpeicher vor¬ handen, an dem ein Injektor, insbesondere ein Piezoinjektor, angeschlossen ist. Der Aktuator des Injektors, hier Piezoak- tuator erhält ein Ansteuersignal mit der in der Figur 1 dar- gestellten Energie. Beim Abschalten einer Brennkraftmaschine mit einem Common- Rail-System baut sich der Druck im Common-Rail-System bis zum Zeitpunkt ti linear und stetig ab. Der Druckabbau im Kraft¬ stoffSpeicher des Common-Rail-Systems ist durch Leckageströme bedingt. Erfindungsgemäß wird nun ein Ansteuerungssignal mit der Energie Ex zum Zeitpunkt t2 an den Piezoaktor des Injek¬ tors angelegt. Die Energie Ex ist zu gering um den Servoven- til des Injektors aus dessen Sitz zu drücken. Zum Zeitpunkt t3 wird die Aktorenergie auf E2 angehoben. Mit einer kurzen Verzögerung zum Zeitpunkt t4 wird das Ansteuerungssignal an den Piezoaktor angelegt. Wie im oben abgebildeten Druckver¬ lauf 1 zu erkennen ist, ist auch diese Energie E2 zu gering. Dieser Vorgang wird wiederholt, bis die Aktorenergie die mi¬ nimale Energie Emin(pi) erreicht hat. Mit dieser Energie Em;Ln(pi) wird zum Zeitpunkt tl ein Ansteuersignal an den Pie¬ zoaktor angelegt. Dieses Mal ist die Energie ausreichend, um das Servoventil aus seinem Sitz zu drücken, was zur Folge hat, dass der Raildruck schlagartig sinkt. Dies ist in Figur 1 als Flanke 2 zu erkennen. Diese Flanke 2 bzw. Unstetigkeit im zeitlichen Verlauf des Raildrucks kann genutzt werden, um die minimale Aktuatorenergie dem entsprechenden Raildruck px zuzuordnen. Ist im Rail noch ausreichend Druck vorhanden, so kann das erfindungsgemäße Verfahren erneut wiederholt werden. Dabei wird die Aktuatorenergie auf den Anfangswert E3 ge- setzt. Zum Zeitpunkt t5 wird ein Ansteuersignal mit der Ener¬ gie E3 an den Piezoaktor angelegt. Da die Energie E3 zu ge¬ ring ist, um das Servoventil aus dem Sitz zu drücken, wird die Energie erneut angehoben und entsprechend ein Ansteuer¬ signal auf den Aktor abgegeben. Dies wird solange wiederholt, bis ausreichend Energie vorhanden ist, um das Servoventil aus dem Sitz zu drücken. Dies erfolgt dieses Mal bei einer Ener¬ gie Emin<2) • Mit dieser Energie wird der Piezoaktor mit einem Ansteuerungssignal zum Zeitpunkt t6 beaufschlagt. Dies be¬ wirkt erneut einen drastischen Druckabfall im Rail. Der Raildruck fällt von p2 auf p3. Damit ist ein weiteres Werte¬ paar (Energie, Druck) ermittelt worden. Mit der Zeit werden alle Wertepaare aktualisiert. Alternativ dazu ist es denkbar, während einer Schubphase ei¬ ner Brennkraftmaschine dieses erfindungsgemäße Verfahren durchzuführen. Dies eröffnet die Möglichkeit den Raildruck auf einen gewünschten Adaptionswert zu bringen, beispielswei- se durch Öffnen eines Volumenstromregelventils (VCV) . Da die Brennkraftmaschine im Schubbetrieb noch am Laufen ist, kann die Förderpumpe demzufolge Kraftstoff in den Rail nachlie¬ fern, um den Druck dort entsprechend auf den gewünschten A- daptionswert zu erhöhen. Nach erfolgter Adaption eines Injek- tors - nach Eintreten eines unstetigen Druckabfalls - kann der nächste Injektor adaptiert werden, wobei der gleiche Aus¬ gangsdruck wie am ersten Injektor eingestellt wird. Dies wird wiederholt bis alle Injektoren der Brennkraftmaschine adap¬ tiert wurden. Damit können gezielt alle Injektoren für be- stimmte Druckwerte adaptiert werden.In a common rail system, a fuel storage device is present, to which an injector, in particular a piezo injector, is connected. The actuator of the injector, here piezoactuator, receives a drive signal with the energy shown in FIG. When switching off an internal combustion engine with a common rail system, the pressure in the common rail system builds up linearly and steadily until time ti. The pressure reduction in the fuel ¬ memory of the common rail system is due to leakage currents. A drive signal with the energy E x is now according to the invention at the time t 2 is applied to the piezoelectric actuator of the Injek ¬ tors. The energy E x is too low to push the servo valve of the injector out of its seat. At time t 3 , the actuator energy is raised to E 2 . With a short delay at time t 4 , the drive signal is applied to the piezoelectric actuator. As can be seen in the above-described Druckver¬ run 1, this energy E 2 is too low. This process is repeated until the actuator energy the mi ¬ nimale energy E min (pi) has been reached. M with this energy E; Ln (pi) at the time tl a drive signal to the Pie ¬ zoaktor applied. This time, the energy is sufficient to push the servo valve out of its seat, causing the rail pressure to suddenly drop. This can be seen in Figure 1 as edge 2. This edge 2 or discontinuity in the time course of the rail pressure can be used to assign the minimum actuator energy to the corresponding rail pressure p x . If sufficient pressure is still present in the rail, the method according to the invention can be repeated again. The actuator energy is set to the initial value E 3 . At time t 5, a drive signal with the Ener ¬ energy E 3 is applied to the piezoelectric actuator. Since the energy E 3 to ge ¬ ring to push the servo valve from the seat, the energy is raised again and delivered according to a drive ¬ signal to the actuator. This is repeated until sufficient energy is available to force the servo valve out of the seat. This is done this time at a Ener gy ¬ E min <2) • This energy of the piezo actuator is supplied with a control signal at time t 6 applied. This again affects a drastic pressure drop in the rail. The rail pressure drops from p 2 to p 3 . Thus, another value ¬ pair (energy, pressure) has been determined. Over time, all value pairs will be updated. Alternatively, it is conceivable to perform during an overrun phase ei ¬ ner internal combustion engine of this process of the invention. This opens up the possibility of bringing the rail pressure to a desired adaptation value, for example by opening a volume flow control valve (VCV). Since the internal combustion engine is still running in overrun mode, the feed pump can therefore nachlie ¬ fern in the rail ¬ remotely, in order to increase the pressure there accordingly to the desired A-daptionswert. After the adaptation of a gate injections - after the occurrence of an unsteady pressure drop - can be adapted to the next injector, wherein the same off ¬ inlet pressure is adjusted as the first injector. This is repeated until all the injectors of the engine adap ¬ were advantage. This means that all injectors can be specifically adapted for specific pressure values.
Mit diesem erfindungsgemäßen Verfahren ist sichergestellt, dass eine Leerhubkorrektur der Injektoren unabhängig vom Fahrprofil eines Fahrers erfolgt, da bei jedem Motorabstellen das erfindungsgemäße Verfahren durchgeführt werden kann. Das erfindungsgemäße Verfahren ermöglicht eine genaue Energievor¬ steuerung zu erlernen, selbst bei bekannten Systemen zum Aus¬ regeln von Leerhubunterschieden zwischen den einzelnen Injek¬ toren durch Energieanpassung. Solche Systeme benötigen eine minimale Ansteuerzeit und das Erreichen einer bestimmten Ak¬ tivierungsbedingung zum Ausführen des bekannten Systems.With this method according to the invention, it is ensured that an idle stroke correction of the injectors takes place independently of the driving profile of a driver, since the method according to the invention can be carried out with each engine shutdown. The inventive method allows for precise control Energievor ¬ to learn, even with known systems for Aus¬ rules of Leerhubunterschieden between the individual Injek¬ motors by energy adjustment. Such systems require a minimum driving time and reaching a particular Ak ¬ tivierungsbedingung for carrying out the known system.
Bekannte Systeme, die das Verbrennungssignal auswerten, wie Klopfsensor oder Drehzahlsensor, können das erfindungsgemäße Verfahren bzw. Vorrichtung ergänzen und können das Verhältnis zwischen Leerhub und Injektorsitzverschleiß bezüglich Mengen¬ korrektur der einzelnen Injektoren separat erfassen. Durch Kombination des erfindungsgemäßen Verfahrens und von bekann¬ ten Systemen werden größere Datenmengen erfasst und erlauben dadurch eine genauere Berechnung der Ansteuerzeitkorrektur. Grundsätzlich ermöglicht das erfindungsgemäße Verfahren das Aufweiten der sehr engen Injektorfertigungstoleranzen und re¬ duziert den Ausschussanteil der hergestellten Injektoren. Darüber hinaus müssen Piezoaktoren nicht vorkonditionierter werden, da das erfindungsgemäße Verfahren durch Energieanpas¬ sung den Leerhub direkt über die Lebensdauer kompensiert. Au¬ ßerdem zeichnet sich das erfindungsgemäße Verfahren bzw. Vor¬ richtung gegenüber den anderen bekannten Verfahren durch ihre Robustheit aus und da das erfindungsgemäße Verfahren ohne zu- sätzliche Bauteile realisierbar ist. Known systems that evaluate the combustion signal, such as knock sensor or speed sensor, can supplement the method and device according to the invention and can separately record the ratio between idle stroke and injector seat wear with respect to quantity correction of the individual injectors. By combining the method according to the invention and known systems, larger amounts of data are acquired, thereby allowing a more accurate calculation of the activation time correction. In principle, the method according to the invention makes it possible to expand the very narrow injector production tolerances and reduces the scrap fraction of the injectors produced. In addition, piezoelectric actuators need not be preconditioned, since the method according to the invention compensates the idle stroke directly over the service life by means of energy adaptation . Au ¬ ßerdem distinguished method of the invention or pre ¬ direction over the other known methods by their robustness and since the inventive method without additional components can be realized.

Claims

Patentansprüche claims
1.)Verfahren zur Leerhuberkennung von Injektoren, insbesonde¬ re Piezo-Injektoren einer Brennkraftmaschine mit einem Com- mon-Rail-System umfasst folgende Schritte:1.) Method for idle detection of injectors, in particular piezo injectors of an internal combustion engine with a common rail system comprises the following steps:
a) Einstellen eines konstanten Raildruck, eines stetigen Raildruckabfalls oder -aufbaus, b) Messen des aktuellen Raildrucks, c) Ansteuern mindestens eines Injektor-Aktuators mit einer Aktuatorenergie, d) Verändern der Aktuatorenergie, e) Wiederholung der Schritte b) bis d) bis im zeitlichen Ver¬ lauf des Raildrucks eine Unstetigkeit auftritt.a) setting a constant rail pressure, a steady rail pressure drop or build up, b) measuring the actual rail pressure, c) driving at least one injector actuator with actuator energy, d) changing the actuator energy, e) repeating steps b) to d) to A discontinuity occurs in the time course of the rail pressure.
2. Verfahren nach Anspruch 1, dadurch gekennzeichnet, dass die Aktuatorenergie diskret auf eine andere Aktuator-Energie- Stufe verändert wird, wobei der Aktuator des Injektors mit mindestens einem Ansteuersignal je eingestellter Aktuator- Energie-Stufe angesteuert wird.2. The method according to claim 1, characterized in that the actuator energy is discretely changed to another actuator energy level, wherein the actuator of the injector is driven with at least one control signal per set actuator energy level.
3. Verfahren nach einem der vorherigen Ansprüche, dadurch ge¬ kennzeichnet, dass die angelegte Aktuatorenergie über die Zeit konstant ist und bei dessen Veränderung um einen be- stimmten Energiebetrag erhöht oder erniedrigt wird.3. The method according to any one of the preceding claims, characterized ge indicates that the applied actuator energy over time is constant and is increased or decreased by the change by a certain amount of energy.
4. Verfahren nach einem der vorherigen Ansprüche, dadurch ge¬ kennzeichnet, dass die angelegte Aktuatorenergie stetig er¬ höht oder stetig erniedrigt wird.4. The method according to any one of the preceding claims, characterized ge indicates that the applied actuator energy steadily he ¬ increases or steadily lowered.
5. Verfahren nach einem der vorherigen Ansprüche, dadurch ge¬ kennzeichnet, dass beim Abstellen der Brennkraftmaschine in Schritt a) ein stetiger Raildruckabfall eingestellt wird.5. The method according to any one of the preceding claims, characterized ge indicates that when parking the internal combustion engine in step a) a steady rail pressure drop is set.
6. Verfahren nach einem der vorherigen Ansprüche, dadurch ge¬ kennzeichnet, dass beim Starten der Brennkraftmaschine in Schritt a) ein stetiger Raildruckaufbau eingestellt wird. 6. The method according to any one of the preceding claims, characterized ge indicates that when starting the internal combustion engine in step a) a steady Raildruckaufbau is set.
7. Verfahren nach einem der vorherigen Ansprüche, dadurch ge- kennnzeichnet, dass nach Schritt e) die eingestellte Aktuato- renergie und der aktuelle Raildruck als Maß für den Leerhub des Injektors abgespeichert werden.7. Method according to one of the preceding claims, characterized in that, after step e), the adjusted actuator energy and the current rail pressure are stored as a measure of the idle stroke of the injector.
8. Verfahren nach Anspruch 7, dadurch gekennzeichnet, dass nach Abspeicherung der Energie- und Raildruckwerte die Schritte b) bis e) durchgeführt werden, wobei die Aktuatore- nergie zuvor auf einen Anfangswert gesetzt wird.8. The method according to claim 7, characterized in that after storing the energy and rail pressure values, the steps b) to e) are performed, wherein the Aktuatore- nergie is previously set to an initial value.
9. Verfahren nach einem der vorherigen Ansprüche, dadurch ge¬ kennzeichnet, dass während einer Schubphase der Brennkraftma¬ schine in Schritt a) ein konstanter Raildruck oder ein steti- ger Raildruckabfall eingestellt wird.9. The method according to any one of the preceding claims, characterized ge indicates that during a coasting phase of the Brennkraftma ¬ machine in step a) a constant rail pressure or a steady raildruckabfall is set.
10. Verfahren nach Anspruch 9, dadurch gekennzeichnet, dass nach Schritt e) der Druck im Rail auf einen gewünschten Adap¬ tionswert erhöht wird.10. The method according to claim 9, characterized in that after step e) the pressure in the rail is increased tion value to a desired Adap¬.
11. Vorrichtung zur Leerhuberkennung von Injektoren einer Brennkraftmaschine mit einem Common-Rail-System umfasst einen Kraftstoffdruckspeicher, einen an den Kraftstoffdruckspeicher angeschlossenen Injektor, einen Raildrucksensor und eine An- Steuereinheit für die Aktuatoren der Injektoren, wobei die Ansteuereinheit die Aktuatorenergie solange verändert, bis der Raildrucksensor eine Unstetigkeit im zeitlichen Verlauf des Raildrucks erfasst, wobei die Vorrichtung eine Spei¬ chereinheit zum Ablegen der bei der Unstetigkeit anliegende Aktuator-Energie-Wert und der anliegende Raildruckwert auf¬ weist. 11. Device for Leerhuberkennung of injectors of an internal combustion engine with a common rail system comprises a fuel pressure accumulator, an attached to the fuel pressure accumulator injector, a rail pressure sensor and a control unit for the actuators of the injectors, wherein the drive unit changes the actuator energy until the Rail pressure sensor detected a discontinuity in the time course of the rail pressure, wherein the device has a Spei ¬ chereinheit for storing the voltage applied to the discontinuity actuator energy value and the applied rail pressure value ¬ .
EP05777858A 2004-09-14 2005-07-21 Method and device for characterising a return stroke of injectors Expired - Fee Related EP1789675B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004044450A DE102004044450B3 (en) 2004-09-14 2004-09-14 Method and device for idle detection of injectors
PCT/EP2005/053554 WO2006029931A1 (en) 2004-09-14 2005-07-21 Method and device for characterising a return stroke of injectors

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EP1789675A1 true EP1789675A1 (en) 2007-05-30
EP1789675B1 EP1789675B1 (en) 2008-06-25

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EP (1) EP1789675B1 (en)
CN (1) CN100504061C (en)
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DE502005004537D1 (en) 2008-08-07
US7406861B2 (en) 2008-08-05
EP1789675B1 (en) 2008-06-25
CN101018945A (en) 2007-08-15
CN100504061C (en) 2009-06-24
DE102004044450B3 (en) 2006-04-06
WO2006029931A1 (en) 2006-03-23
US20070204832A1 (en) 2007-09-06

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