EP3397848A1 - Verfahren und vorrichtung zur ansteuerung eines magnetventils - Google Patents
Verfahren und vorrichtung zur ansteuerung eines magnetventilsInfo
- Publication number
- EP3397848A1 EP3397848A1 EP16819945.3A EP16819945A EP3397848A1 EP 3397848 A1 EP3397848 A1 EP 3397848A1 EP 16819945 A EP16819945 A EP 16819945A EP 3397848 A1 EP3397848 A1 EP 3397848A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- solenoid valve
- current setpoint
- predetermined
- current
- switching
- 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.)
- Pending
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
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/36—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition including a pilot valve responding to an electromagnetic force
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/36—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition including a pilot valve responding to an electromagnetic force
- B60T8/3615—Electromagnetic valves specially adapted for anti-lock brake and traction control systems
- B60T8/363—Electromagnetic valves specially adapted for anti-lock brake and traction control systems in hydraulic systems
-
- 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
-
- 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
- F02D2041/2024—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit the control switching a load after time-on and time-off pulses
- F02D2041/2027—Control of the current by pulse width modulation or duty cycle control
-
- 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
-
- 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
- F02D2041/2048—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit said control involving a limitation, e.g. applying current or voltage limits
Definitions
- the present invention is based on a method and a device for controlling a solenoid valve according to the preamble of the independently formulated claims.
- EP 2 379 868 B1 An activation of a solenoid valve which can be actuated electromagnetically and has two stages and is normally open by means of a coil is described here.
- the coil of the solenoid valve is energized to close the valve according to a desired value, wherein the target value is lowered from a predetermined first current setpoint to a predetermined second current setpoint that a radiation audible sound, which arises when switching the solenoid valve, at least partially reduced.
- the closing of the solenoid valve is detected by detecting a pressure controlled by the solenoid valve. After it is detected that the solenoid valve has closed, the detected closing state is maintained by a small increase in the current.
- the present invention is based on a method and a device for controlling a magnetically actuatable by a coil and two-stage adjustable solenoid valve.
- the coil of the solenoid valve is energized in accordance with a desired value.
- the desired value is lowered by a predetermined first current setpoint to a predetermined second current setpoint such that an emission of audible sound produced when switching the solenoid valve is at least partially reduced.
- the essence of the invention is that after lowering to the second
- the advantage of the invention is that on the one hand a quiet switching of the valve and on the other hand but also a safe switching of the valve is guaranteed. If the noise-optimized control of the valve should not have led to the switching of the valve, a safe, although associated with an increased noise switching (safety circuit) is ensured by the increase in the current value according to the invention.
- the solenoid valve can take two switching stages by adjusting.
- the first current setpoint is advantageously selected such that a change in the switching state of the solenoid valve is initiated.
- the third current setpoint is selected such that a change in the switching state of the solenoid valve is achieved. This ensures that, if the noise-optimized control of the valve should not have led to the switching of the valve, by increasing the current value to the value of the third current setpoint safe, albeit connected with an increased noise switching is ensured (safety circuit ).
- the increase to the predetermined third current setpoint continuously, in particular ramp-shaped happens.
- the drive is as silent as possible.
- Time period happens.
- This embodiment has the advantage that the safety circuit is done as possible without delay to the noise-optimized planned control.
- the duration should be longer than the maximum switching time of the solenoid valve.
- the current flow with the first current setpoint occurs during a predetermined first time period, wherein the first time duration is predetermined depending on the resistance of the coil.
- the coil resistance is measured cyclically and the value for II is determined as a function of the coil resistance via a characteristic curve (II via R).
- the dependence of the first period of time on the resistance of the coil can be fixed.
- the setting of the current setpoint values is effected by a pulse-width-modulated control.
- the pulse-width-modulated actuation with a fixed frequency and / or the pulse width ratio can be effected as a function of the detected supply voltage and / or of the detected resistance of the coil.
- the control according to the invention can be provided for switching the solenoid valve on and / or off.
- 1 is a highly schematic representation of a brake system for a motor vehicle, 2 a designed as a solenoid valve brake valve,
- Fig. 4 shows a time course according to an embodiment of the invention
- Fig. 5 is a current / resistance characteristic
- Fig. 6 shows a time course according to another embodiment of the invention
- FIG. 1 shows a brake circuit in a hydraulic or electrohydraulic brake system of a motor vehicle, with wheel brake units on the left (L) or right (R) wheel of the vehicle.
- the brake system are also assigned various brake components such as a master cylinder 4, which is operated by the driver, and a master cylinder 4 downstream, electrically actuated switching valve 5.
- the coming from the switching valve 5 hydraulic line branches into two individual lines to the Radbremsakuen, wherein in each of these lines each one acting as an inlet valve brake valve 6 and 7 is arranged.
- the brake valves 6 and 7 are designed as electrically actuated solenoid valves, which are in the open state in the de-energized state.
- a pressure sensor 8 for determining the hydraulic wheel pressure can be arranged at this point.
- Hydraulic fluid is conveyed from a hydraulic reservoir into the brake system via a likewise electrically actuatable main switching valve 9 and a feed pump 10 assigned to the main switching valve.
- valve 6 7 executed solenoid valve is shown.
- the valve comprises an axially adjustable armature 11 with valve tappet 14 arranged thereon, wherein the armature 11 is surrounded by a capsule 12 and is enclosed by a stator 13, which can be energized.
- the armature 11, including the valve tappet 14 is displaced translationally in the direction of a valve seat 16, via which the hydraulic brake fluid flows in the direction of the arrow 17 when the valve is open.
- the valve stem 14 is subjected to a force of force by a spring element 15 in the direction of the opening position of the brake valve, thus in the de-energized state the brake valve is in its opening position. development. With the energization of the coil 13, the valve stem 14 is pressed against the force of the spring element 15 on the valve seat 16 and thus assumes the closed position in which the flow through the brake valve is interrupted with brake fluid in the direction of arrow 17.
- FIG. 3 shows such a control of a switching valve with current ramp.
- the chronological progression marked 32 shows the setpoint value for the current
- the time characteristic marked 33 indicates the actual value of the current.
- the time course marked 31 quantitatively represents the current required for the equilibrium of forces between spring force and magnetic force.
- the operating current (line 31 at the beginning of the time profile shown in FIG. 3) is significantly greater than the holding current (line 31 at the end of the time profile shown in FIG. 3).
- the current through the coil 13 is reduced by the induction voltage (line 33), although the set point (line 32) remains unchanged.
- the remaining difference between the real flowing current (line 33) and the current required for an equilibrium of forces in the valve (line 31) results in an acceleration 34 of the valve.
- the surface between the curve 33 and the curve 31 corresponds to the acceleration energy (block acceleration 34) and thus defines the stop velocity (block stop 35), which in turn defines the height of the switching noise.
- the present invention enables the noiseless or noise-reduced switching of solenoid valves.
- a boundary condition for the control of most brake systems is that there is no direct feedback regarding the switching operations of the valve and thus no permanent adaptation is possible. Nevertheless, the control should be such that the valve armature speed is minimized, even taking into account disturbing influences such as manufacturing tolerances, aging effects and temperature fluctuations. In a safety-critical system, it is not permissible that the valve does not switch under unfavorable conditions. Ensuring this is essential to the present invention.
- the chronological progression marked 32 shows the setpoint value for the current
- the time characteristic marked 33 indicates the actual value of the current.
- the time course marked 31 quantitatively represents the current required for the equilibrium of forces between spring force and magnetic force.
- the acceleration 35 (range between the curve 33 and 31, curve 33 is above the curve 31) can be reduced and even a delay 36 (range between the curve 31 and 33, curve 33 is reached below the curve 31) of the armature in motion, thereby drastically reducing the impact velocity on the stop 35, resulting in a significant reduction in noise up to silent switching.
- the current values II, 12 and 13 are only theoretical values for the internal calculation. In fact, a fixed P WM ratio (ratio between current pulse duration and pulse pause) is output for the time T 1 and then changed to a second (12) and third PWM ratio (13). The PWM ratio is calculated in each case from the measured coil resistance R and the likewise measured vehicle electrical system voltage.
- time T1 in which the current II is set, is defined once for each valve type and not changed.
- a learning routine is carried out only once at the end of the tape production of the valve or the brake system or parts of the brake system and the values thus determined (II and 12) are generally valid for the entire vehicle life or until the replacement of the components.
- FIG. 5 shows the characteristic curve for II as a function of the coil resistance R.
- noise-optimized driving can be applied to a change in the coil resistance, e.g. due to temperature.
- a single initial e.g. At the end of the tape learning routine covering the entire vehicle life.
- the learned current value for 12 is assigned a safety offset and then remains constant over temperature and vehicle life.
- the valve is controlled by a pulse-width modulated PWM output stage (without current control and without current measurement), the PWM frequency is fixed to 4 kHz. So that a reproducible control with defined current is nevertheless possible, the necessary PWM ratio (ratio of pulse duration to pulse pause duration) is calculated on the basis of the measured vehicle electrical system voltage and the measured coil resistance (taking into account the internal interconnection).
- the current 13 is set. This is optionally ramped (not shown in FIG. 4). This enforces a safe switching of the valve (in this case associated with increased noise), if the noise-optimized control has not led to the switching of the valve.
- the time interval to change to 13 must be selected longer than the maximum switching time of the valve. He has no influence on the noise-optimized closing of the valve.
- FIG. 6 shows the temporal current profile when the solenoid valve is switched on and off. It is shown by the reference numeral 61 of the already described comfort pulse for switching on the valve. In the subsequent switch identifier 62 (detection of the switch-on of the valve) then follows the comfort pulse for switching off the valve (block 63). In block 64 then again the switch identifier of the turn-off happens. In combination with the "switch point detection" available in control units, it is possible to check the result and optimize the current values at each switch-on / switch-off, so that the characteristic curve (II above R) can be continuously optimized to further reduce the switching noise. Furthermore, the initial learning routine can be omitted.
Landscapes
- Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Mechanical Engineering (AREA)
- Electromagnetism (AREA)
- Fluid Mechanics (AREA)
- Transportation (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- General Engineering & Computer Science (AREA)
- Magnetically Actuated Valves (AREA)
- Regulating Braking Force (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102015226737 | 2015-12-28 | ||
PCT/EP2016/082784 WO2017114868A1 (de) | 2015-12-28 | 2016-12-28 | Verfahren und vorrichtung zur ansteuerung eines magnetventils |
Publications (1)
Publication Number | Publication Date |
---|---|
EP3397848A1 true EP3397848A1 (de) | 2018-11-07 |
Family
ID=57681602
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP16819945.3A Pending EP3397848A1 (de) | 2015-12-28 | 2016-12-28 | Verfahren und vorrichtung zur ansteuerung eines magnetventils |
Country Status (5)
Country | Link |
---|---|
EP (1) | EP3397848A1 (de) |
CN (1) | CN108474310A (de) |
BR (1) | BR112018013053B1 (de) |
DE (1) | DE102016226272A1 (de) |
WO (1) | WO2017114868A1 (de) |
Families Citing this family (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102017011372A1 (de) | 2017-12-11 | 2019-06-13 | Truma Gerätetechnik GmbH & Co. KG | Ventil |
DE102018211686A1 (de) | 2018-07-13 | 2020-01-16 | Robert Bosch Gmbh | Steuervorrichtung und Verfahren zum elektrischen Schalten eines zweistufigen Magnetventils |
SE544931C2 (en) * | 2021-05-20 | 2023-01-10 | Scania Cv Ab | Method and circuitry for controlling discharge of a solenoid valve |
DE102022213928A1 (de) | 2022-12-19 | 2024-06-20 | Robert Bosch Gesellschaft mit beschränkter Haftung | Verfahren zum Betrieb einer Stelleinrichtung |
Family Cites Families (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE4429373A1 (de) * | 1994-08-22 | 1996-02-29 | Bosch Gmbh Robert | Einrichtung zur Ansteuerung eines Verbrauchers |
US20040183366A1 (en) * | 2003-03-19 | 2004-09-23 | Masahiko Kamiya | Vehicle brake system for reducing brake noise |
DE102004016554B4 (de) * | 2004-04-03 | 2008-09-25 | Robert Bosch Gmbh | Verfahren und Vorrichtung zur Ansteuerung eines Magnetventils |
JP5053868B2 (ja) * | 2008-01-07 | 2012-10-24 | 日立オートモティブシステムズ株式会社 | 燃料噴射制御装置 |
DE102008054702A1 (de) * | 2008-12-16 | 2010-06-17 | Robert Bosch Gmbh | Verfahren zur Regelung eines Magnetventils einer Mengensteuerung in einer Brennkraftmaschine |
EP2402584A1 (de) * | 2010-06-30 | 2012-01-04 | Hitachi Ltd. | Verfahren und Vorrichtung zur Steuerung einer Hochdruckbrennstoffförderpumpe |
JP5698938B2 (ja) * | 2010-08-31 | 2015-04-08 | 日立オートモティブシステムズ株式会社 | 燃料噴射装置の駆動装置及び燃料噴射システム |
JP5639970B2 (ja) * | 2011-08-03 | 2014-12-10 | 日立オートモティブシステムズ株式会社 | 電磁弁の制御方法、高圧燃料供給ポンプの電磁吸入弁の制御方法および電磁吸入弁の電磁駆動機構の制御装置 |
-
2016
- 2016-12-28 CN CN201680076631.9A patent/CN108474310A/zh active Pending
- 2016-12-28 WO PCT/EP2016/082784 patent/WO2017114868A1/de unknown
- 2016-12-28 BR BR112018013053-2A patent/BR112018013053B1/pt active IP Right Grant
- 2016-12-28 EP EP16819945.3A patent/EP3397848A1/de active Pending
- 2016-12-28 DE DE102016226272.6A patent/DE102016226272A1/de active Pending
Also Published As
Publication number | Publication date |
---|---|
WO2017114868A1 (de) | 2017-07-06 |
DE102016226272A1 (de) | 2017-06-29 |
CN108474310A (zh) | 2018-08-31 |
BR112018013053A2 (pt) | 2018-12-04 |
BR112018013053B1 (pt) | 2022-12-06 |
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