WO2011036035A1 - Verfahren und vorrichtung zum ermitteln eines an einem direkteinspritzventil anliegenden kraftstoffdruckes - Google Patents
Verfahren und vorrichtung zum ermitteln eines an einem direkteinspritzventil anliegenden kraftstoffdruckes Download PDFInfo
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- WO2011036035A1 WO2011036035A1 PCT/EP2010/062687 EP2010062687W WO2011036035A1 WO 2011036035 A1 WO2011036035 A1 WO 2011036035A1 EP 2010062687 W EP2010062687 W EP 2010062687W WO 2011036035 A1 WO2011036035 A1 WO 2011036035A1
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- fuel pressure
- injection valve
- voltage
- direct injection
- fuel
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Classifications
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- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/22—Safety or indicating devices for abnormal conditions
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01L—MEASURING FORCE, STRESS, TORQUE, WORK, MECHANICAL POWER, MECHANICAL EFFICIENCY, OR FLUID PRESSURE
- G01L9/00—Measuring steady of quasi-steady pressure of fluid or fluent solid material by electric or magnetic pressure-sensitive elements; Transmitting or indicating the displacement of mechanical pressure-sensitive elements, used to measure the steady or quasi-steady pressure of a fluid or fluent solid material, by electric or magnetic means
- G01L9/10—Measuring steady of quasi-steady pressure of fluid or fluent solid material by electric or magnetic pressure-sensitive elements; Transmitting or indicating the displacement of mechanical pressure-sensitive elements, used to measure the steady or quasi-steady pressure of a fluid or fluent solid material, by electric or magnetic means by making use of variations in inductance, i.e. electric circuits therefor
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- 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
- F02D2041/2003—Output circuits, e.g. for controlling currents in command coils using means for creating a boost voltage, i.e. generation or use of a voltage higher than the battery voltage, e.g. to speed up injector opening
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- 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
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- 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
- F02D2041/2055—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit with means for determining actual opening or closing time
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/22—Safety or indicating devices for abnormal conditions
- F02D41/222—Safety or indicating devices for abnormal conditions relating to the failure of sensors or parameter detection devices
- F02D2041/223—Diagnosis of fuel pressure sensors
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/22—Safety or indicating devices for abnormal conditions
- F02D2041/224—Diagnosis of the fuel system
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/22—Safety or indicating devices for abnormal conditions
- F02D2041/228—Warning displays
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- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/06—Fuel or fuel supply system parameters
- F02D2200/0602—Fuel pressure
- F02D2200/0604—Estimation of fuel pressure
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2400/00—Control systems adapted for specific engine types; Special features of engine control systems not otherwise provided for; Power supply, connectors or cabling for engine control systems
- F02D2400/08—Redundant elements, e.g. two sensors for measuring the same parameter
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- 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
- F02D41/2409—Addressing techniques specially adapted therefor
- F02D41/2416—Interpolation techniques
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- 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
- F02D41/2432—Methods of calibration
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- 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
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Definitions
- the invention relates to the technical field of determining a fuel pressure which is applied to a direct injection valve having a coil drive.
- the present invention relates in particular to determining the fuel pressure for a common rail system in a motor vehicle.
- the invention further relates to a corresponding device and a computer program for determining the fuel pressure which is connected to a direct injection valve with coil drive ⁇ .
- Cylinder filling model determines the per working cycle of the trapped air mass in a Zylin ⁇ .
- injection valve which is referred to in this document as an injector or direct injection valve, injected.
- DA with the fuel injection quantity can be so dimensioned ⁇ to that present in the catalyst for the exhaust gas aftertreatment optimum value for lambda.
- Jet preparation of the fuel to be injected also a Timely exact metering of the pilot injection quantity.
- MFF_max per working cycle has to be metered, for example, the charged on ⁇ operation at the motor full load, whereas a minimum quantity of fuel ⁇ MFF_min must be metered in the near-idle operation.
- the two parameters MFF_max u. MFF_min define the limits of the linear working range of the injection valve.
- the Men ⁇ gensp Dahl which is defined at constant fuel pressure than the quotient between the maximum fuel amount MFF_max and the minimum fuel amount MFF_min, about 15.
- the engine capacity is reduced and maintained or even increased the rated power of the engine via appropriate Motorauflademecha ⁇ mechanisms.
- the requirement for the maximum amount of fuel MFF_max min least ⁇ meets the requirements of a naturally aspirated engine with a larger displacement.
- the minimum amount of fuel MFF_min is determined via the idling-close operation and the minimum air mass in the overrun mode of the reduced-displacement engine and thus reduced.
- direct injection permits a distribution of the total fuel mass over a plurality of pulses, which makes it possible, for example in a catalyst heating mode by means of so-called mixture stratification and a later ignition time, to comply with more stringent emission limit values.
- MFF min minimum fuel quantity MFF min.
- injection in the region of minimum fuel quantity results in a significant deviation of the injection quantity from the nominal injection quantity. This systematically occurring deviation is mainly due to manufacturing tolerances on the injector, as well as to tolerances of the injector driving the final stage in the engine control. Further additional influential factors are the fuel pressure, the cylinder internal pressure during the injection process, as well as possible variations of the supply voltage.
- the electrical control of a direct injection valve he ⁇ usually follows via current-controlled full-bridge output stages of the engine control.
- a full-bridge output stage makes it possible to supply the injection valve with an onboard supply voltage of the motor vehicle and, alternatively, with an amplification voltage.
- the amplification voltage is often referred to as boost voltage (U_boost) and may be, for example, about 60V.
- FIG. 5 shows a typical current control profile I (thick solid line) for a direct injection valve with a coil drive.
- Figure 5 also shows the corresponding clamping ⁇ voltage U (thin solid line) which is applied to the injection valve ⁇ the Dir.
- the control is divided into fol ⁇ constricting phases:
- A) Pre-charge phase During this phase of the duration t_pch, the battery voltage U_bat, which corresponds to the vehicle electrical system voltage of the motor vehicle, is applied to the coil drive of the injection valve by the bridge circuit of the output stage. When a current setpoint I_pch is reached, the battery voltage U_bat is switched off by a two-position controller. tet, after falling below a further current threshold U_bat is turned on again.
- Boost phase The pre-charge phase is followed by the Boost phase.
- the gain ⁇ voltage U_boost is applied to the coil drive by the final stage until a maximum current I_peak is reached. Due to the rapid power build-up, the injection valve opens accelerated. After He ⁇ range of I_peak closes until the expiration of t_l a freewheeling phase, while this in turn the battery voltage U_bat is applied to the coil drive.
- the period of time Ti of the electrical control is measured from the beginning of the boost phase. This means that the transition to the free-running phase ⁇ by reaching the predetermined maximum current I_peak is triggered.
- the duration t_l of the boost phase is fixed as a function of the fuel pressure.
- the recuperation voltage creates a current flow through the coil, which reduces the magnetic field.
- the Abkommutie ⁇ tion phase is time-controlled and depends on the Batteriespan ⁇ voltage U_bat and the duration t 1 of the boost phase from.
- the commutation phase ends after a further time span ⁇ T 2.
- Holding phase The so-called holding phase is followed by the commutation phase. Here again is controlled via a two-point controller ⁇ the setpoint for the holding current target I_hold on the battery voltage U_bat.
- the invention has for its object to provide an easy-to rea ⁇ l examples method and a corresponding device for determining the fuel quantity. This object is achieved by the subjects of inde ⁇ Gigen claims. Advantageous embodiments of the present invention are described in the dependent claims.
- a method for determining the fuel pressure on a direct injection valve having a coil drive comprises (a) detecting a voltage induced in the coil drive within a time period comprising a closing instant of the direct injection valve, and (b) determining the fuel pressure based on the detected induced voltage.
- the method described for determining the fuel pressure based on the recognition that a problem caused by the movement of the Mangenetankers by inductionponssig ⁇ nal in the coil can be used to characterize the BEWE ⁇ supply end of the armature. It has been found that the movement of the magnet armature in turn depends on the fuel pressure acting on the direct injection valve . More specifically, the resultant force applied to the armature causing the closing movement of the injector depends on the fuel pressure, the spring force, and the dynamics of the injector
- Magnetic field degradation which in particular is determined by the eddy currents induced by the field ⁇ change, from.
- the voltage curve of the induced voltage in the currentless coil is thus partially caused by the movement of the magnetic ⁇ anchor and thus indirectly partially by the fuel pressure.
- the proportion of the movement-induced stress can, at least to a good approximation, be determined. tion based on the relative movement between armature and coil.
- the described method has the advantage that it can be carried out online in an engine control unit.
- Oscillations of the fuel pressure in a rail cause each injector to individually set a different fuel pressure.
- the fuel pressure in a rail cause each injector to individually set a different fuel pressure.
- Position of the injection valve in a common rail system via described oscillation have an effect on the fuel pressure. These dependencies can be recorded for each injection valve and compensated for by a modified control. With a fuel pressure sensor that is set up centrally for all injectors, however, this is not possible because it is located in the "rail" of the common rail system. According to one exemplary embodiment of the invention, a maximum of the induced voltage detected in the coil drive is used to determine the fuel pressure.
- This embodiment is based on the finding that the maximum for the induced voltage, which can be detected in a simple manner, depends on the value of the applied fuel pressure.
- the maximum of the induced voltage occurs at the closing time, when armature and valve needle due to the impact in the valve seat their large te speed change experienced, ie the mechanical closing time.
- a relationship between the maximum of the induced voltage and the value of the fuel pressure can also be established here. This has the advantage that only a single value for the induced voltage must be detected and from this the value for the fuel pressure can be determined. It has been found that there is essentially a linear relationship between the maximum of the induced voltage and the value of the fuel pressure.
- a value for the determined fuel pressure which is present at the direct injection valve is used as a fictitious value for a further fuel pressure is applied which on at least ei ⁇ nem further direct injection valve.
- a method which further comprises (a) detecting a further induced voltage which is in a further spool drive of a further direct injection valve in ⁇ cuted, within a period of time that a
- This embodiment may be advantageous in order to realize a kom ⁇ complexes motor control which allows valves, the individual adjustment of control of a plurality of direct injection, whereby the individual control is based on from ⁇ say strong values of the fuel pressure for each of the plurality of injectors.
- the injection quantities for each of the direct injection valves can be adapted. The control based on individual data adaptation of a plurality of direct injection valves can then lead to a reduction of the fuel requirement, to an improved combustion of the fuel and / or to a reduction of the pollutant emission.
- a method which further comprises (a) detecting the fuel pressure by means of a pressure sensor, (b) comparing the fuel pressure determined based on the detected induced voltage with the fuel pressure detected by the pressure sensor, and c) if the ermit ⁇ Telte fuel pressure deviates from the measured fuel pressure by more than a predetermined threshold value, a Substituted ⁇ ben an error message.
- the additional information about the fuel pressure of a single or a plurality of direct injection valves can be used to monitor the fuel pressure sensor. If the determined fuel pressure deviates so much from the fuel pressure measured by the fuel pressure sensor that a threshold value is exceeded, an error message which follows can lead to different measures. Thus, for example, a recalibration of the fuel pressure sensor can be carried out automatically in the event of a discrepancy between the pressure value of the fuel pressure sensor and a pressure value determined by the described method. Furthermore, if, for example, a particular injection valve generates the error message, it can result that the fuel supply for this injection valve is automatically redesigned. In addition, the request for maintenance of the vehicle can also be issued via a terminal in a passenger compartment.
- the fuel pressure is determined from a known characteristic field of maxima of induced voltages and associated fuel pressures.
- the previously known characteristic map can preferably be a one-dimensional characteristic map in which a value for the fuel pressure is assigned to a detected induced voltage value.
- This map can already be specified by a manufacturer of injectors or injection systems, the injection systems can have both the injectors and the control of the injectors.
- the map can, as will be described below, also be determined experimentally by comparison with measured values of a conventional fuel pressure sensor.
- Calibration method has been determined, which comprises (a) operating the direct injection valve for different fuel ⁇ pressure, wherein for each fuel pressure, an induced voltage is measured, and (b) storing a plurality of pairs of values, each of which has a pressure value and a corresponding voltage value to ⁇ .
- the map it may be advantageous to determine a plurality of value pairs consisting of a voltage value and a value for the fuel pressure.
- the determination should preferably have values for the fuel pressure , which are given for different fuel pressures .
- the underlying fuel pressures may include all or at least a wide range of operating fuel pressures for operation of a direct injection engine internal combustion engine.
- the map can be obtained by way of direct injection valve in a measurement ⁇ stand, that is, a for an image obtained as a referencehren- of the injection valve characteristic field can be used for all Direct ⁇ injectors are used of the same type. Furthermore, the characteristic field can be determined separately for each direct injection valve . After determining the map he ⁇ follows the storage of the values of the engine control are available.
- the direct injection valve is operated for different fuel pressures under predetermined constant operating conditions.
- the constant operating conditions are defined by maintaining (a) a stoichiometric air ratio, (b) a predetermined cooling water temperature, (c) a predetermined oil temperature, and / or (d) a predetermined temperature a control unit of a direct injection valve having combus ⁇ tion motor.
- each of the values from the group of the stoichiometric air ratio, the cooling water temperature, the oil temperature and the temperature of the control unit may be assigned a specific bandwidth for the respective value.
- Water temperature, the cooling may be particularly defined as the Tem ⁇ temperature of cooling water for the internal combustion engine or the temperature of the cooling water with the engine block of the
- the method further comprises an adjustment of the value pairs stored in the characteristic field by a regression curve.
- n value pairs which are entered as points in a Wegdimensiona ⁇ len coordinate system to determine which touches all points.
- the regression curve may also be a
- Act regression line A regression curve whose parameters have been defined in this way offers the advantage that intermediate values for the fuel pressure can also be determined for intermediate values of the induced voltage. Another advantage may be that only a few parameters are non-volatile to store in order to obtain intermediate values of the fuel pressure for intermediate values of the detected induced voltage.
- a device for determining a fuel pressure which is applied to a direct injection valve having a coil drive comprises (a) a Erfas ⁇ sungsech for detecting an indu ⁇ ed in the coil drive voltage within a time period, which comprises a closing timing of the direct injection valve, and (b) an evaluation unit for determining the fuel pressure ba- sierend on the detected voltage.
- the described device for determining the fuel pressure is based on the recognition that a voltage signal caused by the movement of the Mangenetankers by induction in the coil can be used to characterize the course of movement of the magnet armature.
- the evaluation unit can determine the fuel pressure from the voltage caused by the movement of the magnet armature in the coil.
- the described common rail system comprises (a) at least one direct injection valve for injecting fuel into a combustion chamber of the
- Direct injection valves with a reel drive are insbeson ⁇ particular for common rail system in motor vehicles in use, so that the determination of the fuel pressure which is present at a direct injection valve, in particular for common rail systems is applicable.
- a computer program for determining a fuel pressure of a coil drive having a valve, in particular a Di ⁇ direct injection valve for an engine of a motor vehicle is described.
- the computer program when executed by a processor, is arranged to control the above-described method of determining the fuel pressure of a spool drive valve.
- the computer program may be implemented as a computer-readable instruction code in any suitable programming language such as JAVA, C ++, etc.
- the computer program can be stored on a computer-readable storage medium (CD-ROM, DVD, Blu-ray Disc, removable drive, volatile or non-volatile memory, built-in memory / processor, etc.).
- the instruction code to program a computer or other programmable devices such as in particular a control device for egg ⁇ NEN engine of a motor vehicle such that the desired functions are executed.
- the Computer program are provided in a network such as the Internet, from which it can be downloaded as needed by a user.
- the invention can be realized both by means of a computer program, ie a software, and by means of one or more special electrical circuits, ie in hardware or in any hybrid form, ie by means of software components and hardware components.
- an aspect of the invention in which recognizes ⁇ nis can be seen that after switching off of the drive, the closing movement of the armature and the associated valve needle results in a speed-dependent influencing of the injector voltage.
- the mechanical closing time of the valve needle ⁇ be true can be an off ⁇ evaluation of the injector voltage after switching off the drive current.
- An effect which occurs in this case there is ⁇ in that it comes in a coil-driven injector after switching off the Injektorstromes deplete the magnetic force ⁇ .
- a resultant force resulting from the Fe ⁇ the bias and the applied fuel pressure accelerates the magnet armature and the valve needle towards a valve seat.
- the armature and the valve needle reach before impacting the valve seat their maxima ⁇ le speed.
- the voltage level of the maximum induction voltage can be used in order to determine the fuel pressure, because the maximum speed of the valve needle causes the maximum of the induced voltage and the maximum speed is dependent on the fuel pressure applied to the Mothereinspriztventil ⁇ .
- a time interval I which contains a expect ⁇ th closing timing, so the maximum of the clamping ⁇ voltage difference AU_INJ max can be determined, which is obtained as the maximum of a voltage for a reference model minus the induced voltage.
- AU_INJ max max ⁇ Ui N j_M DL (t) - Ui NJ _ M Es (t)
- a corresponding the fuel pressure FUP can be specified or determined.
- FUP n f (AU_INJ max _ n) (5) may serve as a condition for the general function (4).
- an off-line calibration provides to a reference model.
- the value pairs can be used in advance for all direct injection engines produced.
- an individual online calibration can be done.
- the value pair can be determined from a predefined fuel pressure, which is measured with the fuel pressure sensor, FUP and detected maxima AU_INJ max ⁇ in order to obtain the relation (5).
- Requirement for both calibration measurements may be that at least one of the following different conditions is met: (a) The fuel pressure sensor used func ⁇ defined as intended, (b) The combustion in the combustion engine takes place in the homogeneous operating with stoichiometric
- FUP n fuel pressure
- the maximum value FUP n max for the fuel pressure may be defined as the value at which the direct injection valve can still be operated without problems.
- At every constant fuel pressure FUP n may a plurality of measurements ⁇ SUC gene can be averaged over so that mean values of n mean FBD and AU_INJ ma xn mean calculated for the pairs of values and can be stored.
- the value pairs may look like
- FUP n mean and AU_INJ ma xn mean serve as characteristic support points on their respective axes. For each reference point or each value pair, a standard deviation can be determined.
- the values for the map may be stored non-volatile and used to determine the fuel pressure FUP.
- a polynomial sentence may be applied, such as a 1st order polynomial set.
- a regression line can be determined for which:
- the model parameters xO and xl can be stored non-volatile from ⁇ .
- All calibration measurements can be ⁇ he averages individually for each one zelne direct injection valve in a common rail system.
- the calibration measurement can thus be used to serve as a basis for the determination of the fuel pressure, which is applied to any direct-injection valve with coil drive. Therefore, the determination of the force ⁇ fuel pressure can replace from the coil drive of Spareinspritzven ⁇ tils induced voltage to the fuel pressure sensor.
- the determination of the fuel pressure FUP may serve to provide a diagnosis of the state of the common rail system and / or the fuel pressure sensor. In this case, an error message is output when the magnitude of the measured by the fuel pressure sensor fuel pressure sensor FBD mi ⁇ nus pressure the fuel determined from the induced voltage exceeds a threshold value FBD.
- FUP ⁇ mean denotes the mean value for a specific injection valve i over a plurality of injection cycles. The further averaging with which the value mean (FUPi mean ) is calculated takes place via different injection valves i.
- the threshold value may be dependent on a fuel pressure set point. value, of an engine speed and a sucked air ⁇ mass of a load condition of the internal combustion engine.
- Figure 1 shows different waveforms of signals applied at the end of the holding phase and in the shutdown phase to an injection ⁇ valve.
- FIG. 2 shows a detection of the closing timing under Ver ⁇ use of a reference voltage waveform, which ons bin the induc- in the coil due to the decay of eddy currents in the magnetic armature ⁇ characterized.
- FIG. 3 shows a diagram from which a correlation of measured fuel pressures FUP and measured maximum voltage differences AU_INJ max can be seen.
- Figure 4 shows a schematic diagram of a motor driving ⁇ tool having a a common rail system internal combustion engine.
- FIG. 5 shows a typical current control profile and the corresponding voltage curve for a direct injection valve with a coil drive.
- the reactor voltage no longer exceeds the Rekuperati ⁇ insulation voltage, no current flows more through the coil.
- the coil is electrically in so-called "open coil” operation. Due to the ohmic resistance of the magnetic material of the armature when the field decay of the coil indu ⁇ ed eddy currents decay exponentially. In turn, the decrease in the eddy currents ⁇ leads to a change in the field coil, to the induction of a voltage. This induction fect causes the voltage value at the coil out ⁇ to zero volts increases starting from the level of the recuperation after the course of an exponential function. The temporal position of this effect is marked in FIG. 5 with "III".
- Figure 1 shows different waveforms of signals applied at the end of the holding phase and in the shutdown phase to an injection ⁇ valve.
- the transition between the hold phase and the turn-off phase occurs at the turn-off time, represented by a vertical dashed line.
- the current through the coil is represented by the curve provided with the reference numeral 100 in the unit ampere.
- an induced voltage signal 110 In the Ab ⁇ switching phase resulting from a superposition of the induc- ons bines due Magnetanker- and Ventilnadel- speed and the induction effect due to the Abklin ⁇ gens of the eddy currents an induced voltage signal 110.
- the voltage signal 110 is in the unit 10 volts Darge ⁇ provides.
- the metered ⁇ ne fuel flow through the injector shortly after the detected closing time drops from above very quickly.
- the time offset between - the evaluation of the driving voltage on the basis of - detected is the closing time and the time at which the measured fuel flow rate for the first time reached the value zero, resul ⁇ advantage of the limited dynamic range in the determination of the fuel flow. From a time of about 3.1 ms, the corresponding measurement signal 150 settles to zero.
- the determination of the derivative 120 is also only within a limited time interval Runaway ⁇ leads may be, which holds the expected closing time corresponds.
- Figure 2 shows a detection of the closing timing under Ver ⁇ use of a reference voltage waveform, which flow through the Indukti ⁇ ons bin in the coil due to the decay of eddy in the armature characterized.
- FIG. 2 as in FIG. 1, the end of the hold phase and the turn-off phase are shown.
- the measured voltage waveform 110 which due to the air gap and the identical Ventilnadel- speed and the induction effect due to the Abklin ⁇ gens of the eddy currents resulting from a superposition of the induction effect is the same as in Figure 1.
- the coil current 100 is compared to Figure 1 unchanged.
- the peak 231 of thepulsdiffe ⁇ rence AU_INJ max characterizes the maximum Magnetanker- or valve needle speed, which is achieved on the valve seat immediately before the take on ⁇ the needle.
- the maximum 231 of the voltage difference AU_INJ max can be used to determine the actual closing time t c i 0 se .
- the maximum 231 of the voltage difference AU_INJ max at the actual closing time t c i 0 se can be used to determine the fuel pressure.
- the fuel pressure FUP can be determined which is present at the direct injection valve.
- FIG. 3 shows a correlation for measured fuel pressures FUP and maxima of the voltage differences AU_INJ max .
- the regression line 350 can thus be used to for any values of maxima of the clamping ⁇ translation differences AU_INJ max to indicate the fuel pressure FUP in a wide range.
- FIG. 4 shows a schematic representation of a motor vehicle 463 with an internal combustion engine 461 having a common rail system 460.
- the motor vehicle 463 also has a fuel supply system and a control unit 466, which serves to control the supply of fuel 476.
- the arrows in the figure 4 serve to illustrate the direction of flow of the fuel 476.
- fuel 476 is passed to a low pressure fuel pump 472 and from an output of Nie ⁇ derdruckkraftstoffpumpe 472 in a loop via a Nie ⁇ derdruckregler 470 back into the Fuel tank 474.
- the fuel 476 is directed to a volume flow control valve ⁇ a high-pressure fuel pump 468.
- the provided by the low-pressure fuel pump 472 force ⁇ material pressure is typically the volume flow control valve of the high pressure fuel pump 468 3-5 bar.
- the high-pressure fuel pump 468 is the
- the high-pressure fuel pump 468 supplies the common-rail system 460, which in this illustration has six direct injection valves 462, with fuel 476. Further, the common-rail system 460, which is part of the
- Internal combustion engine 461 can be considered, a pressure ⁇ sensor 464, which senses the pressure in the common rail system 460.
- the pressure sensor 464 is connected to a control unit 466.
- the control unit 466 has a detection unit 465 for detecting signals and an evaluation unit 467 for the output of control signals.
- each of the direct injectors as shown in Figure 4, 462 is connected to the located in the control unit 466 detecting unit 465, will wear so that electrical signals from the coil drives of direct injection valves 462 to the control unit 466 via ⁇ able to be evaluated by the evaluation unit 467 to become. In this way, appropriate Steuersig ⁇ nal can be passed on to the high-pressure fuel pump 468 ⁇ to.
- Both the pressure of the fuel 476 sensed by the pressure sensor 464 and the induced voltages detected at the coil drives of the direct injection valves 462 can be evaluated by the control unit 466.
- the control unit 466 may then forward appropriate control signals to the high pressure fuel pump 468 to supply the common rail system 460 with fuel 476.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Fuel-Injection Apparatus (AREA)
Abstract
Description
Claims
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
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US13/498,268 US8960158B2 (en) | 2009-09-25 | 2010-08-31 | Method and device for determining a fuel pressure present at a direct injection valve |
KR1020127010571A KR101682997B1 (ko) | 2009-09-25 | 2010-08-31 | 직접 분사식 밸브에 존재하는 연료 압력을 결정하기 위한 장치 및 방법 |
CN201080042762.8A CN102713219B (zh) | 2009-09-25 | 2010-08-31 | 用于求得直喷阀上的燃料压力的方法和装置 |
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DE102009043124.1 | 2009-09-25 | ||
DE200910043124 DE102009043124B4 (de) | 2009-09-25 | 2009-09-25 | Verfahren und Vorrichtung zum Ermitteln eines an einem Direkteinspritzventil anliegenden Kraftstoffdruckes |
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WO2011036035A1 true WO2011036035A1 (de) | 2011-03-31 |
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PCT/EP2010/062687 WO2011036035A1 (de) | 2009-09-25 | 2010-08-31 | Verfahren und vorrichtung zum ermitteln eines an einem direkteinspritzventil anliegenden kraftstoffdruckes |
Country Status (5)
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US (1) | US8960158B2 (de) |
KR (1) | KR101682997B1 (de) |
CN (1) | CN102713219B (de) |
DE (1) | DE102009043124B4 (de) |
WO (1) | WO2011036035A1 (de) |
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US8960158B2 (en) | 2009-09-25 | 2015-02-24 | Continental Automotive Gmbh | Method and device for determining a fuel pressure present at a direct injection valve |
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DE102010031220A1 (de) * | 2010-07-12 | 2012-01-12 | Robert Bosch Gmbh | Verfahren und Vorrichtung zum Betreiben eines Kraftstoffeinspritzsystems |
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GB2523170B (en) * | 2014-02-17 | 2020-04-29 | Gm Global Tech Operations Llc | Method of operating a fuel injector |
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WO2017129394A1 (en) * | 2016-01-29 | 2017-08-03 | Robert Bosch Gmbh | A device and method to determine fuel pressure at a fuel injector |
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DE102016219536B4 (de) * | 2016-10-07 | 2018-04-19 | Continental Automotive Gmbh | Verfahren und Vorrichtung zur Überwachung eines Drucksensors in einem hydraulischen System eines Kraftfahrzeugs |
DE102016219890B3 (de) | 2016-10-12 | 2017-08-03 | Continental Automotive Gmbh | Verfahren und Steuereinrichtung zum Steuern eines Schaltventils |
US20180128200A1 (en) * | 2016-11-10 | 2018-05-10 | GM Global Technology Operations LLC | Systems and methods for controlling fluid injections |
KR101994091B1 (ko) * | 2017-03-17 | 2019-06-28 | 안홍길 | 바이퓨얼 차량에서 연료가스의 공급압력 측정방법 |
DE102017209523B3 (de) | 2017-06-07 | 2018-06-14 | Continental Automotive Gmbh | Verfahren zur Ermittlung des in einem Kraftstoffeinspritzventil herrschenden Kraftstoffdruckes |
DE102017215421A1 (de) * | 2017-09-04 | 2019-03-07 | Bayerische Motoren Werke Aktiengesellschaft | Verfahren zum Betreiben eines Injektors eines Fahrzeugs, sowie Einspritzanlage für ein Fahrzeug |
US10865724B2 (en) * | 2018-01-22 | 2020-12-15 | Ford Global Technologies, Llc | Systems and methods for characterization of aged fuel for an engine cold start |
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- 2010-08-31 CN CN201080042762.8A patent/CN102713219B/zh active Active
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Also Published As
Publication number | Publication date |
---|---|
CN102713219A (zh) | 2012-10-03 |
US8960158B2 (en) | 2015-02-24 |
DE102009043124B4 (de) | 2011-06-01 |
US20120185147A1 (en) | 2012-07-19 |
DE102009043124A1 (de) | 2011-03-31 |
CN102713219B (zh) | 2016-03-02 |
KR20120091120A (ko) | 2012-08-17 |
KR101682997B1 (ko) | 2016-12-06 |
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