WO2019044395A1 - Procédé et appareil d'actionnement d'électrovanne d'injecteur de combustible - Google Patents

Procédé et appareil d'actionnement d'électrovanne d'injecteur de combustible Download PDF

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Publication number
WO2019044395A1
WO2019044395A1 PCT/JP2018/029409 JP2018029409W WO2019044395A1 WO 2019044395 A1 WO2019044395 A1 WO 2019044395A1 JP 2018029409 W JP2018029409 W JP 2018029409W WO 2019044395 A1 WO2019044395 A1 WO 2019044395A1
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Prior art keywords
period
valve element
phase
voltage
voltage value
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PCT/JP2018/029409
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English (en)
Japanese (ja)
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フランク ドラウツ
賢吾 熊野
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日立オートモティブシステムズ株式会社
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Publication of WO2019044395A1 publication Critical patent/WO2019044395A1/fr

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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
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
    • F02D2041/2051—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit using voltage control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F02D2041/2068—Output circuits, e.g. for controlling currents in command coils characterised by the circuit design or special circuit elements
    • F02D2041/2072—Bridge circuits, i.e. the load being placed in the diagonal of a bridge to be controlled in both directions
    • 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
    • F02M51/00—Fuel-injection apparatus characterised by being operated electrically

Definitions

  • the present disclosure relates to a method of operating a solenoid operated valve (fuel injection device) of a fuel injector, and a device (controller / controller) operating a solenoid operated valve of a fuel injector. Furthermore, the present disclosure relates to a computer program product for operating a controller or processor for operating a solenoid operated valve fuel injector (fuel injector).
  • an electromagnetic actuator eg, an electromagnetic actuator of a fuel injector
  • the current valve of the drive current supplied to the solenoid or other type of electromagnetic actuator is typically controlled based on the desired current profile (also referred to as target current profile, current waveform).
  • Such commonly known current profiles or current waveforms typically apply a high voltage (generally referred to as “high voltage” or “boosted voltage”) based on a predetermined target peak current value.
  • a high voltage generally referred to as “high voltage” or “boosted voltage”
  • boost phase a first phase that causes the drive current to increase rapidly. That is, a high voltage (boosted voltage) is applied and applied to rapidly excite the electromagnetic actuator and rapidly increase the drive current passing through the solenoid (electromagnetic actuator) until the drive current reaches the desired target peak current value. The applied voltage is then shut off and the drive current is reduced again to avoid forced opening of the fuel injector valve to avoid too high noise and vibration.
  • Such commonly known current profiles or current waveforms typically further include one or more current holding phases (or current adjustment phases), where one or more respective predetermined ones Based on the target holding current value, the drive current is adjusted by using, for example, a current regulator. That is, in each of the one or more current holding phases, the drive current through the solenoid (electromagnetic actuator) is controlled to be maintained at the respective predetermined target holding current value (or, for example, closed loop) Controlled based on current control). For example, if the fuel injector valve body is located in an open fully open position (eg, in contact with a stopper that defines a fully open position), typically to maintain the valve body in a fully open position We need a small force.
  • Such current control or adjustment during one or more current holding phases is typically performed using PWM control ("pulse width modulation" control), where the actual measured A low voltage level (also referred to as a battery voltage) is repeatedly switched on and off based on a comparison of the current value and the respective predetermined target holding current value to drive the solenoid drive current to the respective predetermined target. Keep almost constant at the level of holding current value.
  • PWM control pulse width modulation
  • the desired target current profile used as a control basis in the method of operation may also be referred to, for example, as a current waveform in some of the cited documents.
  • the switches of the provided drive circuit are typical, possibly with further consideration of tolerances or hysteresis limits which are further tolerable. (Eg, switched on and off based on PWM control).
  • the holding state eg, This can result in performing a rapid change or switching between applying the battery voltage
  • a normally falling state applying a voltage that is zero or at least less than the battery voltage
  • the goal of this type of operation is to realize a predefined current waveform, ie to realize a control concept based on a desired target current profile (current waveform), and in the following Sometimes called.
  • the concept of current control described above is for injection pulses with higher injection quantity and longer injection pulse width, especially injection quantity of about 10 mg fuel per injection and pulse width longer than 0.5 ms.
  • injection quantity functions well.
  • the desired fuel injection amount (desired injection fuel amount) is small and it is necessary to control so that the valve does not open completely, that is, the valve body reaches the fully open position during the injection pulse.
  • the so-called half lift operation in which the closing movement takes place before the valve body has reached the fully open position, certain cases occur in the prior art. Such a case may occur when the total amount of fuel injection required per injection pulse is small.
  • the generally known concept of current control described above can lead to an injection quantity deviation between undesirably high pulses.
  • Another problem that arises in connection with the prior art is the low repetition of the injection pulses, as described above, and the correct repetition of small quantities of fuel less than 10 mg per injection pulse, in particular with less than 1% inter-pulse deviation. It is not easy to carry out a possible injection.
  • the object of the present invention is to avoid the above mentioned problems of the prior art and to provide an improved control concept for operating an electromagnetically controlled valve of a fuel injector.
  • a specific object of the present invention is to provide a control concept that enables efficient and reliable control of a fuel injector by means of a simple control structure, which preferably has high accuracy and high in terms of injection pulse characteristics. It enables to have flexibility and enables more efficient, reliable, accurate, smooth and / or stable fuel injection pulse control, in particular a low fuel injection quantity and / or short injection pulses are required In the operating region, deviations in the fuel injection quantity and / or the short injection pulse width are avoided, preferably simultaneously for several injection cycles.
  • a method of operating a solenoid operated valve of a fuel injector valve according to any of the independent claims is proposed. Furthermore, a corresponding control device for performing such a control method and a computer program for performing a control method as described in the independent claims is proposed.
  • Certain exemplary embodiments may relate to concepts that affect the dynamics of the force of a solenoid valve of a fuel injector.
  • the dependent claims relate to preferred exemplary embodiments.
  • a method of operating a solenoid operated valve of a fuel injector the solenoid valve moving a valve element movable between a closed position and an open position; Applying a first voltage value during a first time period, in particular by means of active voltage control, and turning off the first voltage value after the first time period, the method comprising an electromagnetic actuator configured to operate. And / or applying a second voltage value that is less than or equal to the first voltage value during the second period, and turning off the second voltage value after the second period, the duration of the first period and the second period The duration of time is determined according to the desired injected fuel quantity.
  • the duration of the first period and the duration of the second period affect the dynamics of the electromagnetic force induced in the electromagnetic actuator in a transient state depending on the amount of fuel injected. Determined to exert, in particular if the desired injection quantity is 7 mg or less of injected fuel per injection pulse, and / or if the injection pulse determined on the basis of the desired injection quantity has a pulse width of 0.5 ms or less It is.
  • the first voltage value is always applied during the first period and / or the second voltage value is always applied during the second period.
  • the first voltage value is always applied during the first period such that the current in the electromagnetic actuator increases, in particular monotonically, during the first period, and / or During the two periods, a second voltage value is always applied during the second period so that the current in the electromagnetic actuator increases, in particular monotonically.
  • the method determines a phase profile based on the desired injected fuel quantity, the phase profile being for opening and closing a plurality of subsequent control phases, in particular a solenoid operated valve.
  • the method further includes indicating a voltage control phase that controls a voltage applied to the electromagnetic actuator.
  • the phase profile includes a target voltage profile
  • the target voltage profile includes a plurality of actively voltage controlled periods, each actively voltage controlled period being a respective active voltage controlled period.
  • the respective target voltage values correspond to the respective phases which are always applied to the electromagnetic actuator during the voltage controlled period.
  • the target voltage profile further includes one or more passively voltage controlled periods, each passively voltage controlled period corresponding to a respective phase of the phase profile.
  • each passively voltage controlled period corresponding to a respective phase of the phase profile.
  • the magnetic field of the electromagnetic actuator collapses and the induced voltage of the electromagnetic actuator can be reduced, in particular exponentially decreasing during each passively voltage-controlled period.
  • the phase profile further includes a target current profile, the target current profile includes one or more current control periods, and each current control period includes a target current value by pulse width modulation control.
  • each current control period includes a target current value by pulse width modulation control.
  • the phase profile comprises a first phase in which a first voltage value is always applied to the electromagnetic actuator during a first period, and a second voltage value in the electromagnetic actuator during a second period. And at least a second phase that is always applied.
  • the phase profile includes a boosting phase corresponding to a first period of applying a first voltage value and a first voltage holding phase corresponding to a second period of applying a second voltage value.
  • the second period is after the first period, in particular, the first and second voltage values have the same sign, and the absolute value of the first voltage value is greater than or equal to the absolute value of the second voltage value. It is.
  • determining the phase profile comprises determining the duration of the first period and / or determining the duration of the second period.
  • the first and / or second period of the phase profile is such that the end time of the second period corresponds to the target trajectory of the valve element between the opening and closing movement of the valve element. Determined as determined based on the desired vertex position and / or based on the desired timing of the valve element to reach the vertex position of the target trajectory of the valve element between the opening and closing movement of the valve element Be done.
  • the first and / or second period of the phase profile is such that the end time of the second period is a desired period of the target trajectory of the valve element while the valve element is open movement. And / or the end time of the second period is during the opening movement of the valve element, and / or between the opening movement and the closing movement of the valve element, as it is when it has a lower position than the apex position. It is determined to be before, in particular immediately before the desired timing of the valve element to reach the top position of the target trajectory.
  • the phase profile comprises a first fast falling phase after the second period and during the third period, while comparing with the signs of the first and second voltage values.
  • the induced voltage of the opposite sign is reduced, and in particular exponentially by decaying the magnetic field of the electromagnetic actuator.
  • determining the phase profile comprises, among other things, determining the duration of the third period according to the desired injected fuel quantity.
  • the first, second and / or third period of the phase profile comprises the opening time of the third period and / or the ending time of the second period and the opening movement of the valve element Based on the desired apex position of the target trajectory of the valve element during the closing movement and / or the desired position of the valve element reaching the apex position of the target trajectory of the valve element between the opening movement and closing movement of the valve element And / or the first, second and / or third periods of the phase profile may be determined based on the timing of , And / or the start time of the third period and / or the end time of the second period, as it is when the valve element has a lower position than the desired apex position of the target trajectory of the valve element during the open movement of the valve element Is in the open movement of the valve element And prior to the desired timing of the valve element to reach the top position of the target trajectory of the valve element between the open transfer and closing movement of the valve element, as particularly just before, it is determined.
  • the phase profile comprises a second voltage holding phase which always applies a fourth voltage value during a fourth period after the third period, the fourth voltage value being the second voltage Equal to the value, the second and fourth voltage values have the same sign, and / or the first and fourth voltage values have the same sign, and the absolute value of the first voltage value is the absolute value of the fourth voltage value taller than.
  • determining the phase profile comprises, among other things, determining the duration of the fourth period according to the desired injected fuel quantity.
  • the first, second, third and / or fourth period of the phase profile is the start time of the fourth period and / or the end time of the third period of the valve element Based on the desired apex position of the target trajectory of the valve element between the opening movement and the closing movement, the desired position of the valve element for reaching the apex position of the target trajectory of the valve element between the opening movement and closing movement of the valve element Determined based on the timing of and / or based on the desired closing slope of the target trajectory of the valve element in the closing movement of the valve element, the first, second, third and third phase profiles And / or the fourth period, when the start time of the fourth period and / or the end time of the third period has a position lower than the desired apex position of the target trajectory of the valve element during the closing movement of the valve element And / or at the start of the fourth period And / or so that the end time of the third period is, in particular, immediately after the desired timing of the valve element to reach the top position
  • the first, second, third and / or fourth period of the phase profile is such that the end time of the fourth period corresponds to the target trajectory of the valve element in the closing movement of the valve element. Determined and / or determined as determined based on the desired closing slope and / or based on the desired or actual timing of the valve element reaching the closed position at the end of the target trajectory of the valve element.
  • the first, second, third and / or fourth period of the phase profile substantially corresponds to the desired or actual state of the valve element reaching the closed position at the end of the target trajectory of the valve element at the end of the fourth period. It is determined to be the timing of
  • the phase profile comprises, after the fourth period, a second fast falling phase, during which induction of opposite sign compared to the signs of the first and second voltage values
  • the voltage decreases and in particular exponentially decreases by collapsing the magnetic field of the electromagnetic actuator.
  • the phase profile includes a normal falling phase which always holds the fifth voltage value during the fifth period between the first period and the second period, and the first voltage value Is smaller than the first and second voltage values, in particular, the fifth voltage value is less than or equal to zero.
  • determining the phase profile according to a particularly desired amount of injected fuel includes determining the length of the fifth period, wherein the length of the fifth period is greater than or equal to zero .
  • determining the phase profile includes, for one injection cycle, one or more target trajectories of the valve element between the opening and closing movement of the valve element, respectively. Determining and determining one or more actual trajectories of the valve element between the opening movement and the closing movement of the valve element, respectively, during the current and / or one or more previous injection cycles And modifying the phase profile based on a comparison of the determined one or more target trajectories of the valve element and the determined one or more actual trajectories of the valve element.
  • the one or more target trajectories of the valve element are based on characteristics indicative of the desired shape of the one or more target trajectories of the valve element and / or per injection cycle It is determined based on the desired injected fuel amount of any of the desired injection amount of H or the desired injection amount per track.
  • the actual trajectory of the valve element or elements is a current signal indicative of the current in the electromagnetic actuator as a function of time
  • the fuel pressure upstream of the fuel injector as a function of time Are determined based on processing of at least one of a pressure signal indicative of and a position signal indicative of the position of the valve element as a function of time.
  • processing the current signal indicative of the current in the electromagnetic actuator comprises processing the current signal to obtain a first order time derivative of the current in the electromagnetic actuator as a function of time. And at least one of processing the current signal to obtain a second-order time derivative of the current in the electromagnetic actuator as a function of time.
  • the one or more actual trajectories of the valve element are based on the obtained first and / or second order time derivative of the current in the electromagnetic actuator to open the valve element. Opening timing of start of movement, opening slope of opening movement of valve element, timing of reaching apex position between opening movement and closing movement of valve element, closing slope of closing movement of valve element, valve element
  • the closing timing is determined by determining at least one of the closing timings of the closing timings.
  • a target trajectory in which a desired injected fuel amount falls below a predetermined threshold and a desired injected fuel amount falls below a predetermined threshold is determined based on the desired injected fuel amount.
  • the apex position of the trajectory is reached at a position lower than the fully open position of the valve element at the desired apex position timing, and the valve element half is closed at the desired closing timing.
  • the phase profile is controlled for controlling the opening movement of the valve element, and the first voltage holding phase for holding the first voltage value at all times during the first period for applying the boosted voltage.
  • the induced voltage of the opposite sign decreases as compared with the first voltage holding phase which always holds the second voltage value and the signs of the first and second voltage values
  • the magnetic field of the electromagnetic actuator The first fast fall for activating the change of direction of movement of the valve element from the open movement direction to the closed movement direction by breaking, in particular during the third period after the second period which decreases exponentially A phase, a second voltage holding phase which always holds the fourth voltage value during a fourth period after the third period for controlling the closing movement of the valve element, and signs of the first and second voltage values
  • the induced voltage of the opposite sign is reduced by comparison and determined to include the second fast fall phase after the fourth period, which decreases exponentially, especially by collapsing the magnetic field of the electromagnetic actuator,
  • the desired opening timing of the half lift trajectory is in the first period, and the start time of the third period, in particular the start time of applying the third voltage value, is in particular immediately before the valve element reaches the apex position of the target trajectory. And / or the desired ver
  • a target trajectory in which a desired injected fuel amount exceeds a predetermined threshold, and a desired injected fuel amount above the predetermined threshold is determined based on the desired injected fuel amount.
  • the phase profile controls the first voltage holding phase which always holds the first voltage value and the opening movement of the valve element toward the fully open position during the first period for applying the boosted voltage, and First voltage holding phase which always holds the second voltage value during a second period after the first period for holding the valve element in the fully open position during the fully open period, and the symbols of the first and second voltage values Induced voltage of opposite sign compared to
  • a second voltage holding phase that always holds a fourth voltage value during a first high speed falling phase and a fourth period after the third period for controlling the closing movement of the valve element;
  • the valve element opens along its respective desired opening timing, based on the desired injected fuel amount or the plurality of desired injected fuel amounts per injection cycle, and Multiple target trajectories of the valve element that reach the apex position of each target trajectory at a position lower than the fully open position of the valve element at the desired apex position timing and close at each desired closing timing are included in a single injection cycle
  • the phase profile comprises a boost phase which always holds a first voltage value during a first period to apply a boost voltage, and a first of a plurality of target trajectories
  • the first voltage holding phase which always holds the second voltage value, and the first and second voltage values for the second period after the first period for controlling the opening movement of the valve element, for the trajectory.
  • the phase profile is determined to include an exponentially decreasing final fast fall phase, in particular by decaying the magnetic field of the electromagnetic actuator, after the desired closing time of the final trajectory of the plurality of target trajectories, To control the closing movement of the valve element of each of the plurality of target trajectories between the first high-speed falling phase and the final high-speed falling phase, and the next trajectory of each of the plurality of target trajectories
  • the method further comprises a plurality of voltage holding phases which always hold the second voltage value during each holding period to control the open movement, the phase profile being: for each n th track whose profile
  • the solenoid operated valve comprises an anchor element movable between a stop position lower than the open position of the valve element and an open position of the valve element, the electromagnetic actuator comprising
  • the anchor element is configured to move the valve element, and the phase profile is moved to the open position until the anchor element contacts the valve element at the first time from the parked position,
  • the anchor element and the valve element are configured to initiate an open movement from the closed position towards the open position at or after the second time
  • / or the phase profile is The valve element and the valve element move from the open position to the closed position until the closed position is reached at the third time, in particular according to the desired period between the third time and the fourth time which is greater than the third time, and And / or the anchor element remains in contact with the valve element in the closed position after the third time according to the
  • the electromagnetic actuator is driven by a drive circuit having a plurality of switches, and the drive circuit is configured to have a plurality of driver states controlled based on different switching configurations of the plurality of switches.
  • the first driver state of the plurality of driver states is activated during the first period, and the second driver state of the plurality of driver states is activated during the second period.
  • a method of operating a solenoid valve of a fuel injector the solenoid valve being in a closed position and an open position And a method of applying a first voltage value during a first time period by active voltage control, the method comprising: A second voltage value equal to or less than the first voltage value is applied during the second period by turning off the first voltage value after one period and / or by active voltage control, and the second voltage value after the second period And the duration of the first period and the duration of the second period are determined according to the desired amount of injected fuel.
  • a method of operating a solenoid valve of a fuel injector the solenoid valve being in a closed position and an open position And a method of applying a first voltage value during a first time period by active voltage control, the method comprising: A second voltage value equal to or less than the first voltage value is applied during the second period by turning off the first voltage value after one period and active voltage control, and turning off the second voltage value after the second period And / or allowing the induced voltage in the electromagnetic actuator to be reduced by the passive voltage control during the third period, wherein the duration of the first period, the duration of the second period And / or the third period The duration is determined according to the desired fuel injection amount.
  • a control device for operating a solenoid operated valve of a device, in particular a fuel injector, wherein the solenoid valve is movable between a closed position and an open position; And an electromagnetic actuator configured to actuate movement of the element, wherein the apparatus is configured to control the execution of the method of any of the above aspects.
  • a computer program product comprising a computer program comprising computer program instructions adapted to cause a controller or processor to carry out the steps of the method of any of the above aspects.
  • FIG. 3 is an exemplary schematic view of a fuel supply system in which a fuel injection device (fuel injector), a pressure sensor, a drive device, and an ECU (engine control device) are exemplarily mounted on a direct injection engine.
  • FIG. 2 is an exemplary longitudinal cross-sectional view of a fuel injection device (fuel injector), showing an arrangement of a drive circuit and an engine control unit (ECU) connected to the fuel injection device.
  • FIG. 3 is an exemplary view showing an enlarged cross-sectional view of a drive unit structure of the fuel injection device of FIG. 2; Control concept called "current control", general injection pulse for driving the fuel injection device, each timing of drive voltage and drive current supplied to the fuel injection device, displacement amount of valve body and time Are corresponding to each other.
  • FIG. 2 is an exemplary longitudinal cross-sectional view of a fuel injection device (fuel injector), showing an arrangement of a drive circuit and an engine control unit (ECU) connected to the fuel injection device.
  • FIG. 3 is an exemplary view showing an enlarged cross
  • FIG. 5 is an exemplary schematic diagram of a fuel injector drive circuit according to an exemplary embodiment.
  • “Current control for full lift operation including the driver state of the drive circuit switch as a function of time, the control voltage as a function of time, the drive current as a function of time, and the corresponding fuel injection flow rate as a function of time
  • “Current for half-lift operation including the driver state of the drive circuit switch as a function of time, the control voltage as a function of time, the drive current as a function of time, and the corresponding fuel injection flow rate as a function of time
  • FIG. 6 is another exemplary diagram showing a control concept called “control”.
  • the first for half lift operation including the driver state of the drive circuit switch as a function of time, the control voltage as a function of time, the drive current as a function of time, and the corresponding diagram of the fuel injection flow as a function of time.
  • FIG. 7 is an exemplary diagram showing control concepts of a fuel injector operating mode for the exemplary embodiment including the exemplary embodiment of FIG.
  • the second for half lift operation including the driver state of the drive circuit switch as a function of time, the control voltage as a function of time, the drive current as a function of time, and the corresponding diagram of the fuel injection flow as a function of time.
  • FIG. 7 is an exemplary diagram showing control concepts of a fuel injector operating mode for the exemplary embodiment including the exemplary embodiment of FIG.
  • FIG. 7 is an exemplary diagram showing control concepts of a fuel injector operating mode for the exemplary embodiment including the exemplary embodiment of FIG.
  • the fourth for half lift operation including the driver state of the drive circuit switch as a function of time, the control voltage as a function of time, the drive current as a function of time, and the corresponding diagram of the fuel injection flow rate as a function of time.
  • FIG. 7 is an exemplary diagram showing control concepts of a fuel injector operating mode for the exemplary embodiment including the exemplary embodiment of FIG.
  • FIG. 10 is an exemplary diagram showing a control concept of a fuel injector operating mode according to an exemplary embodiment including a fifth exemplary embodiment of a lift operation injection pulse.
  • FIG. 7 is an exemplary diagram showing control concepts of a fuel injector operating mode for the exemplary embodiment including the exemplary embodiment of FIG.
  • FIG. 7 is an exemplary diagram showing control concepts of a fuel injector operating mode for the exemplary embodiment including the exemplary embodiment of FIG.
  • FIG. 16 is an exemplary diagram showing a control concept of a fuel injector operation mode according to an exemplary embodiment including the exemplary embodiment.
  • FIG. 7 is an exemplary schematic diagram of another drive circuit of a fuel injector according to another exemplary embodiment.
  • the ninth for half lift operation including the driver state of the drive circuit switch as a function of time, the control voltage as a function of time, the drive current as a function of time, and the corresponding diagram of the fuel injection flow as a function of time.
  • FIG. 7 is an exemplary diagram showing control concepts of a fuel injector operating mode for the exemplary embodiment including the exemplary embodiment of FIG. 7 shows a comparison of the control concept of the fuel injector operation mode according to the current control (solid line) as in FIG. 7 and the control concept of the fuel injector operation mode of FIG. 9 based on two different parameter sets (respectively broken line and dotted line) FIG.
  • FIG. 6 is an exemplary diagram, including corresponding diagrams of control voltage as a function of time, drive current as a function of time, and fuel injection flow rate as a function of time.
  • FIG. 6 is an exemplary diagram showing a flowchart of a method of controlling a fuel injector according to an exemplary embodiment. Based on the target phase profile during the injection cycle in the control method of FIG. 19A (or in any of the control methods of FIGS. 20 and 21 in a further exemplary embodiment) according to an embodiment of the first exemplary fuel injector control method
  • FIG. 6 is an exemplary diagram showing an exemplary flowchart of a method of driver state control. Based on the target phase profile during the injection cycle in the control method of FIG. 19A (or in any of the control methods of FIG. 20 and FIG.
  • FIG. 6 is an exemplary diagram showing an exemplary flowchart of a method of driver state control.
  • FIG. 6 is an exemplary diagram showing a flowchart of a method of controlling a fuel injector according to an embodiment of the third exemplary fuel injector control method.
  • FIG. 7 is an exemplary diagram showing a flowchart of a control method of a fuel injector according to an embodiment of a fourth exemplary fuel injector control method.
  • FIG. 6 is an exemplary diagram showing an exemplary flowchart of a method of driver state control.
  • 3 illustrates an exemplary electrical representation of an electromagnetic actuation system of an electromagnetic actuator of a fuel injector.
  • FIGS. 1 to 4 corresponding to FIGS. 1 to 4 of European Patent Application Publication No. 3 150 831
  • a fuel injection system configured as an example from the drive unit.
  • a fuel injection system is, for example, described in the following European patent application EP 2 514 956, German patent based on the so-called “current control” concept for operating a fuel injector (fuel injector) No. 10 2007 024 397, European Patent Application Publication No. 3 150 831 and US Patent Application Publication No. 2016/177855 can be provided for the operating methods discussed in the patent literature.
  • FIG. 1 is an exemplary schematic view of a fuel supply system in which a fuel injection device (fuel injector), a pressure sensor, a drive device and an ECU (engine control device) are exemplarily mounted on a direct injection engine.
  • a fuel injection device fuel injector
  • a pressure sensor pressure sensor
  • a drive device and an ECU (engine control device) are exemplarily mounted on a direct injection engine.
  • ECU engine control device
  • a plurality of fuel injection devices 101A to 101D are exemplarily installed in each cylinder, and each fuel injection device (fuel injector) is configured to directly inject fuel or fuel spray into each combustion chamber 107, respectively.
  • the fuel is boosted by a fuel pump 106 (for example, a high pressure fuel pump), sent to a fuel supply pipe 105 (fuel rail), and supplied to fuel injectors 101A to 101D (fuel injectors).
  • the fuel pressure changes depending on the balance between the flow rate of fuel injected by the fuel pump 106 and the injection amount (injection fuel amount) of the fuel injected into each combustion chamber 107 by the fuel injection device provided in each cylinder. However, based on the information from the pressure sensor 102, a predetermined pressure can be used as a target value to control the injection amount from the fuel pump 106.
  • Fuel injection using the fuel injection devices 101A to 101D can be controlled according to the injection pulse width sent from the engine control unit (ECU) 104, and this injection pulse is controlled by the drive circuit 103 (fuel injector).
  • the drive circuit 103 determines the drive current waveform (current profile) based on the command from the ECU 104, and injects the drive current corresponding to the drive current waveform (current profile) to the fuel injection devices 101A to 101D. It is exemplarily configured to supply only the time based on the pulse.
  • the drive circuit 103 can be attached as a component or a board integrated with the ECU 104.
  • a device in which the drive circuit 103 and the ECU 104 are integrated is referred to as a control device 150.
  • the ECU and the injector drive circuit may be provided separately.
  • one or more drive circuits may be provided per fuel injector, for example, in that each fuel injector may have its associated drive circuit, while others.
  • one or more drive circuits may be provided for a plurality of fuel injectors, in that a single drive circuit may be provided, for example, for some or all of the fuel injectors. Good.
  • FIG. 2 is an exemplary longitudinal sectional view of a fuel injection device (fuel injector), and is an exemplary view showing a configuration of a drive circuit and an engine control unit (ECU) connected to the fuel injection device;
  • FIG. 3 is an exemplary view showing an enlarged cross-sectional view of a drive unit structure of the fuel injection device of FIG. 2;
  • FIG. 2 is an exemplary longitudinal cross-sectional view of the fuel injection device 101 (fuel injector), and is a view showing a configuration example of the ECU 104 for driving the fuel injection device 101 and the drive circuit 103.
  • the same parts as those in FIG. 1 are indicated by the same reference numerals.
  • the ECU 104 receives signals indicating the engine state from various sensors, calculates the injection pulse width, and controls the injection amount (fuel injection amount) and injection timing injected from the fuel injection device according to the operating state of the internal combustion engine Configured to Additionally, the ECU 104 can be provided with A / D converters and I / O ports configured to receive signals from various sensors.
  • the injection pulse output from the ECU 104 is input to the drive circuit 103 of the fuel injection device 101 via the signal line 110.
  • the drive circuit 103 controls a voltage applied to a solenoid 205 (electromagnetic actuator) of the fuel injection device 101, and supplies a drive current according to a desired current waveform (current profile).
  • the ECU 104 communicates with the drive circuit 103 via the communication line 111, switches the drive current generated by the drive circuit 103 according to the pressure of the fuel supplied to the fuel injection device and the operating conditions, and sets the current setting value and You can change the time.
  • the ECU 104 may be configured with one or more control programs.
  • the control program may be configured to cause the ECU 104 to calculate control signals based on received signals from other control devices and / or sensors and / or based on pre-stored data.
  • the ECU 104 calculates and outputs control signals to be output to one or more drive circuits 103 to control one or more fuel injection devices 101 by one or more dedicated control programs. Can be configured.
  • the fuel injection device 101 exemplarily shown in FIGS. 2 and 3 is a normally closed solenoid valve (electromagnetic fuel injection device), and the valve body 214 is a spring when the solenoid 205 (electromagnetic actuator) of the injection device 101 is not energized.
  • 210 first spring
  • the valve body 214 closely contacts the valve seat 218 to form a valve closed state .
  • a force in the valve opening direction generated by the return spring 212 acts on the movable anchor element 202.
  • the force generated by the spring 210 and acting on the valve body 214 is larger than the force generated by the return spring 212, so the end surface 302 of the movable anchor element 202 contacts the valve body 214 and the movable anchor element 202 is stopped.
  • valve body 214 and the movable anchor element 202 are exemplarily configured so as to be relatively displaceable, and are exemplarily housed in the nozzle holder 201.
  • the nozzle holder 201 illustratively has an end face 303 that functions as a spring seat of the return spring 212.
  • the force generated by the spring 210 can be exemplarily adjusted at assembly time by the amount of depression of the spring clamp 224 which is exemplarily fixed to the inner diameter of the stationary core 207.
  • the magnetic circuit is exemplarily configured from the fixed core 207, the movable anchor element 202, the nozzle holder 201 and the housing 203 in the fuel injection device 101, and the air gap is illustrated between the movable anchor element 202 and the fixed core 207.
  • the fixed core 207 the fixed core 207
  • the movable anchor element 202 the nozzle holder 201 and the housing 203 in the fuel injection device 101
  • the air gap is illustrated between the movable anchor element 202 and the fixed core 207.
  • a magnetic throttling 211 is exemplarily formed in a part of the nozzle holder 201, which exemplarily corresponds to the air gap between the movable anchor element 202 and the fixed core 207.
  • the solenoid 205 is exemplarily mounted on the outer peripheral side of the nozzle holder 201 in a state of being wound around the bobbin 204.
  • a rod guide 215 is exemplarily provided near the tip of the valve body 214 on the valve seat 218 side and fixed to the nozzle holder 201.
  • valve body 214 The movement of the valve body 214 in the valve axial direction is guided by the two sliding portions of the spring seat portion of the valve body 214 and the rod guide 215.
  • an orificed cup 216 having a valve seat 218 and a fuel injection hole 219 formed is exemplarily fixed, and provided between the movable anchor element 202 and the valve body 214.
  • the internal space (fuel passage) is sealed from the outside.
  • the fuel supplied to the fuel injection device 101 is supplied from the fuel supply pipe 105 (see FIG. 1) provided upstream of the fuel injection device 101, passes through the first fuel passage hole 231, and the tip of the valve body 214 The fuel is sealed by the valve seat 218 and the seat formed at the end of the valve body 214 on the valve seat 218 side.
  • the fuel pressure between the upper side and the lower side of the valve body 214 When the valve is closed, the fuel pressure between the upper side and the lower side of the valve body 214 generates a differential pressure, and the differential pressure is calculated by multiplying the fuel pressure by the pressure receiving area of the seat inner diameter at the valve seat position. And the load of the spring 210 presses the valve body 214 in the valve closing direction.
  • the movable anchor element 202 moves to the position of the fixed core 207 and a certain displacement Afterward, the movable anchor element 202 collides with the fixed core 207 (or another stopper element). After the collision between the movable anchor element 202 and the fixed core 207, the movable anchor element 202 may recoil in response to a reaction force from the fixed core 207, but the movable anchor element 202 acts as a magnet on the movable anchor element 202. It is sucked by the fixed core 207 by the suction force, and its movement is finally stopped to stop in contact with the fixed core 207 (or other stopper element).
  • the force of the return spring 212 acts on the movable anchor element 202 in the direction of the fixed core 207, whereby the time required for the reaction to converge can be shortened.
  • the small recoil action reduces time and allows stable operation for small injection pulse widths.
  • the movable anchor element 202 and the valve body 214 which complete
  • the open state there is a gap between the valve body 214 and the valve seat 218, and fuel is injected from the injection hole 219.
  • the fuel flows downstream through a central hole provided in fixed core 207 and a lower fuel passage hole 305 provided in movable anchor element 202.
  • valve body 214 when the valve body 214 is closed from the open state, the valve body 214 is brought into contact with the valve seat 218, and then the movable anchor element 202 is separated from the valve body 214 and moves in the valve closing direction.
  • the return spring 212 returns to the initial position in the valve closed state.
  • the movable anchor element 202 separates from the valve body 214 at the moment when the valve body 214 is closed, whereby the mass of the movable member at the moment when the valve body 214 collides with the valve seat 218 corresponds to the mass of the movable anchor element 202 As a result, it is possible to reduce the collision energy when colliding with the valve seat 218 and to prevent the springback of the valve body 214 which occurs when the valve body 214 collides with the valve seat 218.
  • valve body 214 and the movable anchor element 202 are closed at the moment when the movable anchor element 202 collides with the fixed core 207 during valve opening, and the valve element 214 is a valve seat 218 during valve closing. Achieve an effect of suppressing the bounce of the movable anchor element 202 against the fixed core 207 and the bounce of the valve body 214 against the valve seat 218 by generating relative displacement in a very short time at the moment of collision against the be able to.
  • FIG. 2 shows an electromagnetically actuated fuel injector comprising a substantially cylindrical tubular body terminating in a tip having an outlet orifice controlled by a valve element 214 (valve body) operated by an electromagnetic actuator 205 101 is shown as an example.
  • the electromagnetic actuator 205 may be a solenoid or a coil having n windings.
  • the valve element 214 comprises a rod guided axially in the injector body and can act as a plunger. At one end, the valve element 214 may be physically contacted by the anchor element 202, which causes the displacement of the valve element 214 by the action of the electromagnetic actuator 205. This displacement is between the closed position and the open position away from the valve seat 218.
  • Anchor element 202 is illustratively movable between a stop position and an open position that is lower than the stop position of valve element 214.
  • the electromagnetic actuator 205 may then energize the magnetic core 207, and the anchor element 202 may move in terms of the electromagnetic force that the magnetic core 207 exerts on the anchor element 202.
  • Anchor element 202 can then move valve element 214 by physical contact (ie, by physically contacting a portion of valve element 214).
  • the valve element 214 has two limitations: a closed position where the tip of the valve element 214 rests on the valve seat 218 and a fully open position where the tip of the valve element 214 reaches the maximum possible distance from the valve seat 218 Between the positions, it can be moved by means of electromagnetic force via the anchoring element 202.
  • the maximum possible distance is such that the valve element 214 and / or the anchor element 202 contact the axially arranged core or respective stops defined by the rod-like body, the valve element and / or the anchor element being predetermined It may correspond to a position which prevents exceeding the full open position.
  • the fuel injector (fuel injection device) shown in FIG. 2 is embodied as an inward open type injector, that is, when the electromagnetic actuator 205 is energized, the valve element moves in the opening direction, that is, inward.
  • the valve element 214 can be pulled away from the seated position and a fuel injection operation can be performed.
  • FIG. 2 exemplarily shows the possible types of electromagnetically actuated fuel injectors, and it should be understood that various other configurations are possible and indeed possible.
  • the electromagnetic actuator generally does not reach the position where the valve element tip contacts the valve element stopper (full open position), but rather reaches a position included between the closed position and the full open position (i.e., an intermediate position) It can also be operated on.
  • the control operation is generally referred to as a half lift operation.
  • Half lift motion control is particularly useful in some applications because the minimum injection amount can be further reduced without affecting the maximum injection amount. However, with such half-lift operation of the injection pulses, a stable and accurate injection cycle with less variation between pulses is still desirable.
  • FIG. 4 shows a control concept called “current control”, general injection pulses for driving the fuel injection device 101, respective timings of drive voltage and drive current supplied to the fuel injection device 101, and a valve body.
  • FIG. 8 is an exemplary diagram showing the corresponding relationship between displacement amount of time and time.
  • the drive circuit 103 boosts the voltage to a voltage higher than the battery voltage, and the solenoid 205 is also referred to as a high voltage VH 401 (in some cases, "boosted voltage"). ) To start supply of drive current to the solenoid 205.
  • a phase to which a high voltage 401 (“boosted voltage”) is applied may be referred to as a boosted phase.
  • the drive current as described above Control is referred to as part of current control.
  • Such a boost phase in the current control scheme typically causes the drive current to increase to the same predetermined peak current value I peak in each injection cycle, followed by the high voltage 401 ("boosted voltage").
  • the supply is interrupted as soon as the drive current reaches a predetermined peak current value I peak.
  • the voltage value to be applied is set to 0 V or less as an example to decrease the current value.
  • the drive circuit 103 sets between the battery voltage VB and 0 V (or less) by the PWM control switching of each driver switch of the drive circuit 103.
  • a PWM control voltage that switches on and off is applied to perform control, and as a result, a predetermined current 403 (target holding current value) is held.
  • the fuel injection device 101 is exemplarily driven (by current control) according to the above-mentioned current profile, which reaches a predetermined peak current value Ipeak (during boost phase) And the holding current value 403 (target holding current value) of the supplied drive current.
  • the movable anchor element 202 and the valve body 214 start displacement at timing t41 between the application of the high voltage 401 (VH) and the arrival of the peak current value Ipeak, after which the movable anchor element 202 and the valve body 214 are in the maximum open state Reaching
  • the moveable anchor element 202 may collide with the fixed core 207 at timing t42 at which the moveable anchor element 202 reaches the maximum open position, and the moveable anchor element 202 may perform a bounce operation on the core 207 (FIG. 4). Time t42 to t43).
  • valve body 214 can be illustratively configured to be displaceable relative to the movable anchor element 202, the valve body 214 is exemplarily separated from the movable anchor element 202 (FIG. 4). The displacement of the valve body 214 may overshoot over the maximum open position of the anchor element 202 (see time t42 to t43). In addition, the valve body 214 may strike a stopper additionally provided at the maximum open position (full open position). Thereafter, the movable anchor element 202 is stopped at a predetermined maximum opening position by the magnetic attraction force generated by the holding current 403 and the force in the valve opening direction of the return spring 212, and the valve body 214 is seated on the movable anchor element 202. At time t44, the valve is stopped at the position of the maximum opening (fully open position) and the valve is opened.
  • a predetermined holding current is generated to achieve a constant electromagnetic holding force. And holds the injector valve body 214 in the open position.
  • the current holding phase can be used to keep the valve fully open for a desired period of time.
  • the force generated by the holding current 403 causes the valve body 214 and the movable anchor element 202 to be in the open state with the maximum opening (full open position) before the drive current returns to zero and decreases after the fast fall phase.
  • rapid dissipation of the drive current is typically achieved with a fast fall or "back boost" phase.
  • FIG. 4 shows that the drive operation is held by the target current profile or current waveform targeted (the peak current value I peak of the boost phase, for example, based on PWM switching operation, by closed loop current control or Is an example of controlling the injection cycle of a fuel injector according to a so-called full lift operation using the concept of current control based on a plurality of holding current target values).
  • FIG. 5 is an exemplary schematic diagram of a fuel injector drive circuit 103 according to an exemplary embodiment.
  • Such drive circuit 103 may be used to control / operate the fuel injector in accordance with the above described current control. However, such drive circuit 103 may be used further illustratively for the method of operation of the exemplary embodiments discussed below.
  • the driving circuit 103 may supply a high voltage V_Boost (eg, as described above, as a boosted voltage that can be supplied at least in a short time during the boosting phase) and a low voltage V_Bat (eg, one or more) And a high voltage circuit side connected to a low voltage source that supplies the battery voltage (provided as a battery voltage).
  • V_Boost high voltage
  • V_Bat low voltage
  • the drive circuit 103 further illustratively includes a low voltage circuit side, and an electromagnetic actuator (for example, a solenoid 205) of the fuel injector is connected between the high voltage circuit side and the low voltage circuit side.
  • the high voltage source providing high voltage V_Boost is connected to the high voltage side of the fuel injector's electromagnetic actuator (eg, solenoid 205) via switch SW_1 (which may be referred to as a "boost switch”);
  • the low pressure side of the fuel injector's electromagnetic actuator eg, solenoid 205) is illustratively connected to ground potential via switch SW_2 (also referred to as the "low side switch”).
  • the low voltage source that supplies the low voltage V_Bat is connected to the high voltage side of the fuel injector's electromagnetic actuator (eg, solenoid 205) via switch SW_3 (which may be referred to as a "battery switch").
  • the switches SW_1 to SW_3 may be realized as MOSFET semiconductor switches driven by the switch drive logic 124 of the drive circuit 103 connected to the gate terminals of the switches SW_1 to SW_3 by signal lines (broken lines).
  • the present invention is not limited to MOSFET semiconductor switches, and any type of controllable electrical switch can be used in the drive circuit of the other exemplary embodiments.
  • the low voltage side of the fuel injector's electromagnetic actuator (eg solenoid 205) is further illustratively connected to a high voltage source providing high voltage V_Boost via diode D1 having its forward direction towards the high voltage source, Thereby, the current flowing from the high voltage source toward the low voltage side of the fuel injector electromagnetic actuator (e.g. solenoid 205) is shut off.
  • the high voltage side of the fuel injector's electromagnetic actuator (e.g. solenoid 205) is further illustratively connected to ground potential via diode D2 with its forward direction towards the high voltage circuit side, thereby going to ground potential Cut off the current from the high voltage circuit side.
  • Exemplary Driver States Basically, the switching configuration of the switches SW_1, SW_2, and SW_3 can be provided according to at least the following driver states using the drive circuit 103 of FIG. 5 described above and the like.
  • the switch drive logic 124 of the drive circuit 103 may supply an activation signal to the gates of the switches SW_1 and SW_2, and both the switches SW_1 and SW_2 are in the on state
  • the switch SW_3 remains inactive in each off state (electrically open state, ie non-conductive state).
  • the high voltage source supplying the high voltage V_Boost is conductively connected to the high voltage side of the fuel injector electromagnetic actuator (eg solenoid 205) via the electrically closed switch SW_1, and the fuel injector
  • the low voltage side of the electromagnetic actuator e.g., the solenoid 205) is exemplarily conductively connected to the ground potential via the electrically closed switch SW_2.
  • the drive current through the fuel injector's electromagnetic actuator is from the high voltage source supplying the high voltage V_Boost through the electrically closed switch SW_1 to the electromagnetic actuator.
  • the current can flow from the electromagnetic actuator to the ground potential side through the electromagnetic actuator and thereafter through the electrically closed switch SW_2.
  • the "boost driver state” may be referred to as an active driver state or a driver state in which the electromagnetic actuator is actively controlled.
  • the switch drive logic 124 of the drive circuit 103 may supply an activation signal to the gate of the switch SW_2, and the switch SW_2 is in the on state ( The switch SW_1 and the switch SW_3 remain inactive in their respective off states (electrically open or nonconductive state).
  • the "normal falling driver state" may be referred to as an indirect driver state or a driver state that indirectly controls the electromagnetic actuator.
  • the switch driving logic 124 of the driving circuit 103 may supply an activation signal to the gates of the switches SW_3 and SW_2, the switch SW_3 And SW_2 are both in the on state (electrically closed or conductive), and the switch SW_1 remains inactive in the respective off state (electrically open or nonconductive).
  • the low voltage source for supplying the low voltage V_Bat is conductively connected to the high voltage side of the fuel injector electromagnetic actuator (eg solenoid 205) via the electrically closed switch SW_3.
  • the low voltage side of the electromagnetic actuator e.g., the solenoid 205) is exemplarily conductively connected to the ground potential via the electrically closed switch SW_2.
  • the drive current through the fuel injector's electromagnetic actuator is from the low voltage source supplying the low voltage V_Bat to the electromagnetic actuator through the electrically closed switch SW_3.
  • the current can flow from the electromagnetic actuator to the ground potential side through the electromagnetic actuator and thereafter through the electrically closed switch SW_2.
  • the "held driver state” may be referred to as an active driver state or a driver state that actively controls the electromagnetic actuator.
  • the switch drive logic 124 of the drive circuit 103 includes all switches SW_1, SW_2 and SW_3. It is not necessary to supply an activation signal to the gate of all the switches SW_1, SW_2 and SW_3 are inactive in their respective off states (electrically open or non-conductive).
  • the drive current passes through the electromagnetic actuator and the magnetic field builds up in the electromagnetic actuator Switches all three switches electrically and cuts off the current in the blocking direction of the diodes D1 and D2 to switch to the “fast fall driver state” that cuts off the drive current rapidly, resulting in the electromagnetic actuator Magnetic fields can collapse or decay.
  • the "fast falling driver state” may be referred to as an indirect driver state or a driver state that indirectly controls the electromagnetic actuator.
  • drive circuits may be provided, such as drive circuits that allow more states than the driver states described above.
  • the boost driver state is selected.
  • the drive circuit is exemplarily switched to the fast falling driver state, as can be seen from the negative drive voltage of about -VH.
  • the drive circuit is rapidly and repeatedly switched between the holding driver state and the normal falling driver state according to PWM-based switching.
  • the drive circuit is exemplarily switched to the fast falling driver state as seen by the value of the negative drive voltage of about -VH, and the absolute value of the voltage induced on the electromagnetic actuator Decrease exponentially.
  • the present invention and the exemplary embodiment propose a method according to the novel concept of controlling fuel injection and fuel injection cycle, and complete Directly control the driver state including the sequence and / or its period based on the target voltage profile and / or target phase profile, not based on the target current profile or the target current waveform based on the current control, and continue the same driver circuit It can be used. Therefore, although the aspect of the present invention can also utilize a novel drive circuit configuration, the present invention can utilize a generally known drive circuit such as the drive circuit of FIG. 5 or its modification. It is important to note.
  • full lift refers to the movement of the valve (valve element and / or movable anchor element) of the fuel injector which is opened to the maximum open position (full open position) during the injection cycle; Depending on the desired fuel injection quantity (desired fuel injection quantity / desired injection quantity), the maximum open position may be maintained during the holding time.
  • FIG. 6 is a full lift operation, including the driver state of the drive circuit switch as a function of time, the control voltage as a function of time, the drive current as a function of time, and the corresponding fuel injection flow rate as a function of time are exemplary diagrams showing a control concept called "current control”.
  • the driver state of the drive circuit is switched to the boost driver state I, and the voltage signal applied to the fuel injector's electromagnetic actuator is switched to the higher boosted voltage V_Boost.
  • V_Boost the voltage signal applied to the fuel injector's electromagnetic actuator
  • the driver state of the drive circuit normally falls to driver state II.
  • the current flowing through the electromagnetic actuator decreases again after time t2 and decreases at time t3 until the current reaches a low first threshold called Ihold_1.
  • Ihold_1 when the current flowing through the electromagnetic actuator reaches a first threshold called Ihold_1 at time t3, current control based closed loop PWM switching rapidly between the holding driver state III and the normal falling driver state II.
  • the control is illustratively started between times t3 and t4 and maintains the current value through the electromagnetic actuator at a first threshold value called Ihold_1 (first current holding value), during this time the valve of the fuel injector Is illustratively open at time “to” (open time) and can be seen from the start of the rise in flow rate at time "to".
  • Ihold_2 second current holding value
  • the driver state of the drive circuit is a high-speed falling driver state toward the end of time t6 at time t5 of the current fuel injection cycle.
  • An exemplary switch is made to IV (back boost driver state), and the voltage of the electromagnetic actuator becomes a negative voltage (having a negative value of the boost voltage level at first) and rapidly becomes exponentially zero.
  • the current flowing through the electromagnetic actuator rapidly decreases as the magnetic field induced in the electromagnetic actuator dissipates (collapses). This results in a rapid closing movement of the valve until it reaches quickly from the fully open position to the fully closed position at time tc (closing time).
  • the above example illustrates the concept of current control (so-called full lift operation) different from the present invention, wherein the control parameter is, for example, a boost phase when the current reaches a predetermined peak value Ipeak threshold.
  • the control parameter is, for example, a boost phase when the current reaches a predetermined peak value Ipeak threshold.
  • the control parameter is, for example, a boost phase when the current reaches a predetermined peak value Ipeak threshold.
  • the duration of the PWM control phase may be used as another predetermined parameter, such current control is controlled duration (duration) duration of the fixed driver state (duration) maintained. It is distinguished from the control concept of the present invention in that it does not control In this sense, the invention proposes a completely new control concept which controls a fuel injection cycle which is very different from the general current control described above.
  • half lift refers to the movement of the valve (the valve element and / or the movable anchor element) of the fuel injector opened during the injection cycle, the valve element moving to the fully open position (fully open position) Close again before.
  • the valve element does not actually reach the maximum open position, but returns from the open movement to the closed movement before reaching the maximum open position.
  • Such a half lift operation is important in a region where the fuel injection amount per injection cycle is very small, but it is very difficult to control according to the current control, and in general, it is generally between pulses of the injected fuel amount The variation is very large in known control concepts.
  • FIG. 7 is a half lift comprising corresponding views of the driver state of the drive circuit switch as a function of time, the control voltage as a function of time, the drive current as a function of time, and the fuel injection flow as a function of time
  • FIG. 6 is another exemplary diagram showing a control concept called “current control” for operation.
  • the driver state of the drive circuit is switched to the step-up driver state I between time t1 and time t2 and a voltage signal applied to the electromagnetic actuator of the fuel injector Becomes a higher boosted voltage V_Boost, so that at time t2, the current flowing through the electromagnetic actuator rapidly rises until the current value reaches a predetermined peak current value Ipeak.
  • the driver state of the drive circuit normally falls to driver state II.
  • the current flowing through the electromagnetic actuator decreases again after time t2 and decreases at time t3 until the current flowing through the electromagnetic actuator reaches a low threshold called Ihold.
  • the control based closed loop PWM control is illustratively started between times t3 and t4 and maintains the current value through the electromagnetic actuator at a threshold value called Ihold (current holding value), during this time period of the fuel injector
  • Ihold current holding value
  • the driver state of the drive circuit is exemplarily set to the fast falling driver state IV (back boost driver state) toward the end of time t5 at time t4 of the current fuel injection cycle.
  • the driver state of the drive circuit is exemplarily set to the fast falling driver state IV (back boost driver state) toward the end of time t5 at time t4 of the current fuel injection cycle.
  • Switch to complete the fuel injection cycle before the valve actually reaches the full open position (half lift) and the voltage of the electromagnetic actuator becomes negative (initially has negative value of the boosted voltage level), and the index quickly Functionally zero.
  • the current flowing through the electromagnetic actuator rapidly decreases as the magnetic field induced in the electromagnetic actuator dissipates (collapses).
  • the above example shows the concept of current control (so-called half lift operation) different from the present invention, where the control parameter is, for example, a voltage boost when the current reaches a predetermined peak value Ipeak threshold Based on closed-loop control based on detection of current through the electromagnetic actuator by terminating the phase and also by providing closed-loop control by PWM switching based on comparison of the current with the hold value Ihold.
  • the duration of the PWM control phase may be used as another predetermined parameter, such current control is controlled duration (duration) duration of the fixed driver state (duration) maintained. It is distinguished from the control concept of the present invention in that it does not control In this sense, the invention proposes a completely new control concept which controls a fuel injection cycle which is very different from the general current control described above.
  • the control of the half lift operation is generally imprecise when controlled by current control as described above, and in particular, the inter-pulse variation of the fuel injection amount in different injection cycles is the desired fuel injection amount It decreases sharply and increases rapidly, especially for injections less than 7 mg / pulse, the inter-pulse variation typically rises rapidly by more than 1 to 2%, for injections less than about 4 mg / pulse May typically not be maintained below 2%.
  • FIG. 8 shows driver status of the drive circuit switch as a function of time, control voltage as a function of time, time Fig. 6 illustrates a control concept of a fuel injector operating mode for an exemplary embodiment including a first exemplary embodiment for half lift operation, including a corresponding diagram of drive current as a function of time and fuel injection flow rate as a function of time FIG.
  • the driver state of the phase profile for injection cycle control according to FIG. 8 is illustratively provided in the sequence of the first phase (boost phase) of period T_I between times t1 and t2
  • the drive circuit is switched to the boost driver state I and is maintained in the boost driver state I for a period T_I between time t1 and time t2.
  • Ru In an exemplary second phase (usually falling phase) of period T_II between times t2 and t3
  • the drive circuit is normally switched to falling driver state II and in period T_II between times t2 and t3. , Is maintained in the normal falling driver state II.
  • the drive circuit In an exemplary third phase (retention phase or active phase) of period T_III between times t3 and t4, the drive circuit is switched to holding driver state III and during period T_III between times t3 and t4 The holding driver state III is maintained. Finally, for example, in a period T_IV between times t4 and t5, in the fourth exemplary phase (fast falling phase), the drive circuit is switched to fast falling driver state IV, and In order to end the control of the injection cycle, the high speed falling driver state IV is maintained in a period T_IV between time t4 and time t5.
  • phase profile associated with the fuel injector mode of operation (control mode) of FIG. 8 may illustratively show a sequence of predetermined phases, the first phase being associated with the boost driver state I, and the second The phase is usually associated with falling driver state II, the third phase is associated with holding driver state III, and the fourth phase is associated with fast falling driver state IV.
  • phase profile associated with the fuel injector operation mode (control mode) of FIG. 8 exemplarily shows the period T_I, T_II, T_III and T_IV indicating the duration of each phase (fixed driver state phase) of the phase profile.
  • one or more switching condition criteria may be provided and may be displayed for one or more or all phases of the phase profile, eg, one or more switching criteria may be:
  • the switching conditions to be checked against the determined fuel injection cycle characteristics may be indicated (for example, the fuel injection amount per injection cycle and / or the fuel injection amount per injection pulse, and / or the characteristics of the fuel injection flow rate and / or Or the valve trajectory of the fuel injector valve element in one or more fuel injection cycles, if it is determined that one or more fuel injection cycle characteristics are satisfied, the drive circuit is in the next phase of driver state It may be switched.
  • fuel injection characteristics and / or injection cycle characteristics of a plurality of previous injection cycles are displayed based on sensor information that indicates, among other things, fuel injection characteristics and / or injection cycle characteristics of previous injection cycles.
  • Control a fuel injection cycle or one or more injection pulses thereof based on averaged sensor information and / or based on real time sensor information indicative of fuel injection characteristics and / or injection cycle characteristics of the current injection cycle.
  • feed forward control or even closed loop control one or more parameters of the phase profile can be adjusted based on sensor information, and the phase profile can be adjusted of the phase profile Parameters can be shown.
  • one or more or all of the periods T_I, T_II, T_III and T_IV may be indicated as adjustable parameters, so that of the periods T_I, T_II, T_III and T_IV One or more or all may be adjusted based on sensor information.
  • the boost driver state I ie the active voltage control phase
  • V_Boost is electromagnetic during the period T_I. Constantly applied to the actuator, during this boost phase, the current flowing through the electromagnetic actuator rises rapidly until the driver state normally falls at time t2 and switches to the driver state II.
  • the boost phase of FIG. 8 is always maintained by the boost driver state I throughout the period T_I. After the end of the time period T_I, the process ends in an example.
  • the battery voltage value V_Bat is electromagnetic during the period T_III. Constantly applied to the actuator and during this holding phase (active phase), the current flowing through the electromagnetic actuator rises until the driver state switches to the fast falling driver state IV at time t4.
  • the active (holding) phase of FIG. 8 exemplarily always shows battery voltage value V_Bat. Apply and end after the end of the period T_III, in which the active driver state III has always been maintained throughout the period T_III.
  • the boosting phase, each duration T_I, T_II and T_III, and / or the switching time t1, t2 and t3 of each duration T_I, T_II and T_III of the boosting phase, the normal falling phase and the active (holding) phase Exemplarily determined (eg, predetermined) to open at time), which is illustratively just prior to time t 4, and duration T_III and its associated time t 4 are timed by the valve at time t c (closed time) It is determined (eg, predetermined) to be closed.
  • the injection pulse is started at time t_o, and the flow rate starts to increase from the open time t_o, but the switching from active driver state III to fast falling driver state IV at time t4 is the injector valve before the valve fully opens
  • the negative voltage value generated during the open movement of the valve and induced during the fast falling phase leads to the deceleration of the open movement of the valve, the valve element starts the closing movement and then closes again at time tc (close time).
  • the flow rate stops increasing and decreasing again immediately after switching from the active driver state III to the fast falling driver state IV at time t4.
  • the boosting phase, the respective durations T_I, T_II and T_III of the normal falling phase and the active (holding) phase, and / or the switching times t1, t2, t3 and t4 are desired target conditions, for example the desired (For example, determined in advance) on the basis of the fuel injection amount of H (which is basically given by the region under the flow rate function between the times t_o and tc).
  • the phase profile indicating the boost phase, the respective durations T_I, T_II and T_III of the normal falling phase and the active (holding) phase, and / or the switching times t1, t2, t3 and t4 (to fast falling driver states) may be predetermined to obtain a desired fuel injection amount.
  • a phase profile may for example be pre-stored in the memory of the electronic control unit (e.g. an ECU) for a certain desired fuel injection quantity per injection cycle.
  • feedback and / or feedforward control may be implemented based on various desired fuel injection amounts.
  • the fuel injection quantity may be controlled based on the adjustment of one or more parameters of the phase profile, such as, for example, durations T_I, T_II and T_III, and / or switching times t1, t2, t3 and t4. .
  • the switching time t4 may be adjusted in particular, and if a higher injection quantity is required, the switching time t4 may be selected to match the late timing of the injection cycle, or if a lower injection quantity is required. The switching time t4 may be selected to be adjusted to the early timing of the injection cycle.
  • FIG. 9 shows the driver state of the drive circuit switch as a function of time, the control voltage as a function of time, the drive current as a function of time, and the time of FIG. 7 is an exemplary diagram showing a control concept of a fuel injector operating mode for an exemplary embodiment including a second exemplary embodiment for half lift operation, including a corresponding diagram of fuel injection flow rate as a function.
  • the control of FIG. 9 is exemplarily different from the control of FIG. 8 in that the phase profile is added after the first fast fall phase with another (second) active phase having the maintained active driver state III, A second fast falling phase is provided after the other (second) active phase.
  • the driver state of the phase profile for injection cycle control according to FIG. 9 is exemplarily provided in the sequence of the first phase (boost phase) of period T_I between times t1 and t2.
  • the drive circuit is switched to the boost driver state I and is maintained in the boost driver state I for a period T_I between time t1 and time t2. Ru.
  • an exemplary second phase (usually falling phase) of period T_II between times t2 and t3
  • the drive circuit is normally switched to falling driver state II and in period T_II between times t2 and t3. , Is maintained in the normal falling driver state II.
  • the holding driver state III is maintained for the period T_III, 1 between them.
  • the drive circuit is switched to fast fall driver state IV, During the period T_IV, 1 between time t4 and time t5, the fast falling driver state IV is maintained and the opening movement of the valve acts to be decelerated, closing again before the valve element reaches the fully closed position Act to start moving (half lift operation).
  • the drive circuit switches to fast fall driver state IV Time to complete control of the current injection cycle, in particular to keep the valve closed after the valve reaches the fully closed position (eg, switching time t6 is substantially equal to the closing time tc),
  • the fast falling driver state IV is maintained for a period T_IV, 2 between t6 and time t7.
  • phase profile associated with the fuel injector operating mode (control mode) of FIG. 9 may illustratively show a sequence of predetermined phases, the first phase being associated with the boost driver state I, and the second The phase is usually associated with falling driver state II, the third phase is associated with holding driver state III, the fourth phase is associated with fast falling driver state IV, and another fifth phase is associated with holding driver state III again. As related, the sixth phase is again related to the fast falling driver state IV.
  • phase profile associated with the fuel injector operation mode (control mode) of FIG. 9 exemplarily shows periods T_I, T_II, T_III, 1 and T_IV indicating the duration of each phase (fixed driver state phase) of the phase profile. , And one or more or all of additional T_III, 2 and T_IV, 2.
  • the phase profile of FIG. 9 and the associated control of fuel injection during the injection cycle is illustratively similar to that of FIG.
  • the drive circuit is exemplarily switched to the active driver state III, maintained for the period TIII, 2, and the magnetic field in the fuel injector's electromagnetic actuator starts to accumulate again, the valve element and / or The retarding force acting on the anchor element acts to slow the closing speed of the valve, advantageously reducing noise and vibration when the valve hits the valve seat at time tc (closing time).
  • the drive circuit is switched to the fast falling driver state IV at time t6 (exemplarily substantially equal to the closing time tc in FIG. 9).
  • the durations of the boost phase, the normal fall phase, the first active (hold) phase, the first fast fall phase and the second active (hold) phase T_I, T_II, T_III, 1, T_IV, 1 and TIII, 2 and / or the switching times t1, t2, t3, t4, t5 and t6 are the desired target conditions, for example the desired fuel injection amount (basically Can be determined (e.g., predetermined) based on the region under the flow function between times t o and t c).
  • a phase profile indicating 2 and / or switching times t1, t2, t3, t4, t5 and t6 may be predetermined to obtain a desired fuel injection amount.
  • such a phase profile may be pre-stored, for example, in the memory of the electronic control unit (e.g. an ECU) for a certain desired fuel injection amount per injection cycle.
  • feedback and / or feedforward control may be implemented based on various desired fuel injection amounts.
  • the fuel injection quantity may also be controlled based on the adjustment of one or more parameters of the phase profile, for example its respective duration and / or switching times t1, t2, t3, t4, t5 and t6. Good.
  • switching times t4, t5 and / or t6 may be adjusted in particular, and switching times t4, t5 and / or t6 may be chosen to be late for the injection cycle, if higher injection quantities are required.
  • switching times t4, t5 and / or t6 may be selected to be adjusted early in the injection cycle if a lower injection quantity is required.
  • Third exemplary fuel injector mode of operation Figure 10 shows the driver state of the drive circuit switch as a function of time, the control voltage as a function of time, the drive current as a function of time, and the time of FIG. 7 is an exemplary diagram showing a control concept of a fuel injector operation mode for an exemplary embodiment including a third exemplary embodiment for half lift operation, including a corresponding diagram of fuel injection flow rate as a function.
  • the control of FIG. 10 is different from the control of FIG. 9 exemplarily, in the period during which the closing speed of the valve element is decelerated between the time t5 and the time t6, the drive circuit finally falls at the time t6. It is exemplarily controlled based on PWM control which normally switches between the normal falling driver state II and the active (holding) driver state III in the period T_PWM between time t5 and t6 until it is switched to IV.
  • the phase profiles differ in that they are adapted.
  • the invention improves the accuracy of the injection quantity during the injection cycle, preferably by reducing noise and vibrations, by providing control based on a phase profile with multiple phases (periods) of the fixed driver state maintained. Simultaneously to simplify the fuel injection control, and in addition to the phases (periods) of the fixed driver state maintained, the invention preferably also applies one or more phases of PWM control, if desired. Can be provided based on the desired valve trajectory or the like.
  • FIG. 11 shows the driver state of the drive circuit switch as a function of time, the control voltage as a function of time, the drive current as a function of time, and the time of FIG. 10 is an exemplary diagram showing a control concept of a fuel injector operation mode for an exemplary embodiment including a fourth exemplary embodiment for half lift operation, including a corresponding diagram of fuel injection flow rate as a function.
  • the control of FIG. 11 is exemplarily different from the control of FIG. 9, and the entire period for reducing the closing speed of the valve element between time t5 and exemplarily here t7 is similar to FIG.
  • An initial fixed active phase in which the active driver state III is maintained until time t6, between T_III, 2 and time t6 and t7 until the drive circuit is finally switched to fast fall driver state IV at time t7
  • the normal falling driver state II and the active (holding) driver state III which are provided by way of example in the period T_PWM, based on the additional PWM phase of the PWM control repeatedly switched between At the point the phase profiles differ in that they are adapted.
  • the present invention provides injection volume accuracy during the injection cycle by providing control based on a phase profile having multiple phases (periods) of maintained fixed driver states.
  • the present invention provides PWM control in addition to the multiple phases (periods) of the fixed driver state maintained. It is possible to provide one or more phases, if desired based on the desired valve trajectory or the like.
  • FIG. 12 shows the driver state of the drive circuit switch as a function of time, the control voltage as a function of time, the drive current as a function of time, and the time of
  • the exemplary control modes of FIGS. 8, 9, 10, and 11 described above are injection control in which the fuel injector valve half lift operation injects a very low fuel injection amount with a single injection pulse per injection cycle.
  • the present inventors have found that exemplary embodiments of the present invention based on the exemplary phase profile have a very low injection amount per injection pulse, eg less than 7 mg per single pulse. It has been found that the injection pulses per cycle can advantageously be controlled very accurately, and the variation between pulses can be reduced to less than 1% not only between pulses of the same injection cycle but also between pulses of different injection cycles it can.
  • FIG. 12 illustrates control of an injection cycle, illustratively including three injection pulses per injection cycle, having a phase profile responsive to the driver conditions at the top of FIG.
  • the driver state of the phase profile for injection cycle control according to FIG. 12 is exemplarily provided in the sequence of the first phase (boost phase) of period T_I between times t1 and t2.
  • the drive circuit is switched to the boost driver state I and is maintained in the boost driver state I for a period T_I between time t1 and time t2. Ru.
  • an exemplary second phase (usually falling phase) of period T_II between times t2 and t3
  • the drive circuit is normally switched to falling driver state II and in period T_II between times t2 and t3. , Is maintained in the normal falling driver state II.
  • the holding driver state III is maintained for the period T_III, 1 between them.
  • the drive circuit is switched to fast fall driver state IV, High-speed falling driver during period T_IV, 1 between time t4 and time t5 to slow down the open movement to the injector valve and return to the closed movement and end control of the first injection pulse of the current injection cycle Maintained in state IV.
  • the control is similar to the control of FIGS. 8-11 described above.
  • the drive circuit is held in holding driver state III (time t5) Switch back to active driver state III).
  • the holding driver state III active driver state III
  • the drive circuit in an exemplary fifth phase (second holding phase or second active phase) of period T_III, 2 between times t5 and t6, the drive circuit is switched back to holding driver state III , Hold driver state III for a period T_III, 2 between times t5 and t6.
  • the drive circuit in an exemplary sixth phase (second fast fall phase), the drive circuit is switched back to fast fall driver state IV.
  • the injector valve decelerates the opening movement, returns it to the closing movement, and in order to terminate the control of the second injection pulse of the current injection cycle, the high-speed fall in period T_IV, 2 between time t6 and time t7 Driver state IV is maintained.
  • the drive circuit is switched back to holding driver state III , Hold driver state III for a period T_III, 3 between times t7 and t8.
  • the drive circuit is switched back to fast fall driver state IV.
  • the injector valve decelerates the opening movement, returns it to the closing movement, and in order to terminate the control of the third injection pulse of the current injection cycle, the high speed falling in period T_IV, 3 between time t8 and time t9 Driver state IV is maintained.
  • the fast falling driver state IV can be maintained (e.g. similar to the phase of period T_IV in FIG. 8), but, illustratively, arbitrary to slow down the final closing movement of the valve in the injection cycle Additional active phases are provided (eg, similar to the phase of period T_III, 2 of FIG. 9). That is, in an exemplary ninth phase (fourth holding phase or fourth active phase) of period T_III, 4 between times t9 and t10 in FIG. 12, the drive circuit is switched to holding driver state III, and the time During the period T_III, 4 between t9 and t10, the holding driver state III is maintained and the decelerated closing speed reduces noise and vibration when the valve element reaches the fully closed position.
  • the phase profile associated with the fuel injector operating mode (control mode) of FIG. 12 may illustratively show a sequence of predetermined phases, the first phase being associated with the boost driver state I, and the second The phase is normally associated with the falling driver state II, the third phase is associated with the holding driver state III, the fourth phase is associated with the fast falling driver state IV, and the fifth phase is again associated with the holding driver state III
  • the sixth phase again relates to the fast falling driver state IV
  • the seventh phase relates again to the holding driver state III
  • the eighth phase relates again to the fast falling driver state IV
  • the ninth phase holds again
  • the tenth phase is associated with the fast falling driver state IV, which is associated with the driver state III.
  • phase profile 12 and its associated phase profile exemplarily provide control of three injection pulses of the same injection cycle, but exemplarily, such phase profile may be only two injection pulses per injection cycle.
  • the fast falling driver state IV is activated when the valve closes after the second injection cycle during the period T_III, 3).
  • the phase profile may be adapted to control four or more injection pulses per injection cycle.
  • phase profile associated with the fuel injector operating mode (control mode) of FIG. 12 exemplarily is the continuation of each phase (fixed driver state phase) of the phase profile.
  • a time indicating period eg one or more of T_1, T_II, T_III, 1, T_IV, 1, T_III, 2, T_IV, 2, T_III, 3, T_IV, 4, T_III, 4 and / or T_IV, 4 Or all can be shown.
  • T_1, T_II, T_III, 1, T_IV, 1, T_III, 2, T_IV, 2, T_III, 3, T_IV, 4, T_III, 4 and / or T_IV, 4 of each phase are shown directly in the phase profile
  • one or more switching condition criteria may be provided and may be displayed for one or more or all phases of the phase profile, eg, one or more switching criteria may be:
  • the switching conditions to be checked against the determined fuel injection cycle characteristics may be indicated (for example, the fuel injection amount per injection cycle and / or the fuel injection amount per injection pulse, and / or the characteristics of the fuel injection flow rate and / or Or the valve trajectory of the fuel injector valve element in one or more fuel injection cycles, if it is determined that one or more fuel injection cycle characteristics are satisfied, the drive circuit is in the next phase of driver state It may be switched.
  • fuel injection characteristics and / or injection cycle characteristics of a plurality of previous injection cycles are displayed based on sensor information that indicates, among other things, fuel injection characteristics and / or injection cycle characteristics of previous injection cycles.
  • Control a fuel injection cycle or one or more injection pulses thereof based on averaged sensor information and / or based on real time sensor information indicative of fuel injection characteristics and / or injection cycle characteristics of the current injection cycle.
  • feed forward control or even closed loop control one or more parameters of the phase profile can be adjusted based on sensor information, and the phase profile can be adjusted of the phase profile Parameters can be shown.
  • one of the periods T_1, T_II, T_III, 1, T_IV, 1, T_III, 2, T_IV, 2, T_III, 3, T_IV, 4, T_III, 4 and / or T_IV, 4 may be indicated as adjustable parameters, such that the periods T_1, T_II, T_III, 1, T_IV, 1, T_III, 2, T_IV, 2, T_III, 3, T_IV, 4, T_III, One or more or all of 4 and / or T_IV, 4 may be adjusted based on sensor information.
  • the time may for example be the desired fuel injection amount per injection cycle (basically given by the area under the flow function for all injection pulses of the same injection cycle), the desired number of injection pulses per injection cycle and / or Alternatively, it can be determined based on desired target conditions including the desired fuel injection amount per injection pulse (basically given by the region under the flow function of each injection pulse).
  • a phase profile indicating the duration T_1, T_II, T_III, 1, T_IV, 1, T_III, 2, T_IV, 2, T_III, 3, T_IV, 4, T_III, 4 and / or T_IV, 4 of each phase, and And / or its switching time can be predetermined such that the desired fuel injection quantity per injection cycle and / or injection pulse is obtained and / or the desired number of injection pulses per injection cycle is obtained .
  • Such a phase profile may for example be pre-stored in the memory of the electronic control unit (e.g. an ECU) for a certain desired fuel injection quantity per injection cycle.
  • feedback and / or feedforward control may be implemented based on various desired fuel injection amounts.
  • the fuel injection amount may be, for example, its duration T_1, T_II, T_III, 1, T_IV, 1, T_III, 2, T_IV, 2, T_III, 3, T_IV, 4, T_III, 4 and / or T_IV, 4, and And / or may be controlled based on the adjustment of one or more parameters of the phase profile, such as its switching time.
  • FIG. 13 shows the driver state of the drive circuit switch as a function of time, the control voltage as a function of time, the drive current as a function of time, and the time of FIG. 10 is an exemplary diagram showing a control concept of a fuel injector operation mode for an exemplary embodiment including a sixth exemplary embodiment for half lift operation, including a corresponding diagram of fuel injection flow rate as a function.
  • FIG. 13 exemplarily shows control by the phase profile, and shows a boost phase during period T_1, a normally falling phase during period T_2, and a (first) active (period) during period T_III, 1.
  • the valve opening is controlled based on the phase sequence of holding) phase (similar to FIGS. 8 and 9 above), and another (arbitrary) second active (holding) phase is exemplarily shown in FIG. , Provided between two.
  • the boosting phase is extended by a longer period T_I and the normal falling phase is extended by a longer time T_2.
  • the dynamics of the electromagnetic force before valve opening can be affected to control the displacement of the anchor element more slowly before contacting the valve body, and the anchor element contacts the valve element smoothly. Remains in contact with the valve element for a short time before the electromagnetic force of the electromagnetic actuator rises to a sufficient level during the active phase of period T_III, 1 and the anchor element slowly smooths the valve element at the open timing t o It can be pushed open and there is no noise and vibration.
  • the displacement of the anchor element is indicated by a dashed line in the lower displacement diagram of FIG. 13 and the movement of the valve element is indicated by a solid line in the lower displacement diagram of FIG.
  • FIG. 14 shows the driver state of the drive circuit switch as a function of time, the control voltage as a function of time, the drive current as a function of time, and the time of FIG. 17 is an illustrative diagram showing a control concept of a fuel injector operation mode for an illustrative embodiment including a seventh illustrative embodiment for half lift operation, including a corresponding diagram of fuel injection flow rate as a function.
  • the phase profile optionally includes switching times t1, t2, t3, t4 and t5 similar to FIG. 13, and by precisely controlling the displacement of the anchor element before the opening timing t_o, Further optionally control the smooth opening of the injector valve.
  • the second holding phase between times t5 and t8 is the additional (second) normal falling phase (in addition to the first normal falling phase of period T_II, 1 between times t6 and t7 ) Is exemplarily divided into two holding phases, and activated at time t6 immediately before the valve element comes into contact with the valve seat at the closing timing tc that is exemplarily substantially equal to the switching timing t7.
  • the normal falling driver state II is again exemplarily switched back, and the current in the electromagnetic actuator can decrease, and at time t7, the valve element substantially When closing at the closing timing tc, the drive circuit switches again to the active (holding) driver state III during the period T_III, 3, then switches to the high speed falling driver state IV at time t8 and finally ends the injection cycle Do.
  • the displacement of the anchor element is indicated by a dashed line in the lower displacement diagram of FIG. 14 and the movement of the valve element is indicated by a solid line in the lower displacement diagram of FIG.
  • the phases of the periods T_II, 2 and T_III, 3 result in a smooth closing of the valve element, the anchor element remains in contact with the valve element in the fully closed position, and then After switching to the high speed falling driver state IV at time t8, the driver quickly shifts to the stop position.
  • FIG. 15 shows the driver state of the drive circuit switch as a function of time, the control voltage as a function of time, the drive current as a function of time, and the time of FIG. 18 is an exemplary diagram showing a control concept of a fuel injector operation mode for an exemplary embodiment including the eighth exemplary embodiment for full lift operation including a corresponding diagram of fuel injection flow rate as a function.
  • FIGS. 8-14 above were illustratively related to control of the half lift operation, an exemplary embodiment is an exemplary implementation of the present invention, such as a phase profile according to FIG. It should be noted that the control of the full lift operation based on the phase profile of the form may further be concerned.
  • the driver state of the phase profile for injection cycle control according to FIG. 15 is exemplarily provided in the sequence of the first phase (boost phase) of period T_I between times t1 and t2.
  • the drive circuit is switched to the boost driver state I and is maintained in the boost driver state I for a period T_I between time t1 and time t2. Ru.
  • an exemplary second phase (first normal falling phase) of period T_II, 1 between times t2 and t3 the drive circuit is normally switched to falling driver state II and between times t2 and t3.
  • the normal falling driver state II is maintained during the period T_II, 1.
  • the drive circuit In an exemplary third phase (first holding phase or first active phase) of period T_III, 1 between times t3 and t4, the drive circuit is switched to holding driver state III, and for times t3 and t4.
  • the holding driver state III is maintained for the period T_III, 1 between them.
  • the drive circuit in a period T_II, 2 between times t4 and t5, in the fourth exemplary phase (second normal falling phase), the drive circuit is normally switched back to falling state driver state II.
  • T_II, 2 between time t4 and time t5 which is normally maintained in the falling driver state II, acting to decelerate the opening movement of the valve just before the valve element reaches the fully closed position ( Full lift operation).
  • the drive circuit is driven in an exemplary fifth phase (second holding phase or second active phase) of period T_III, 2 between times t5 and t6.
  • the drive circuit is switched to fast fall driver state IV, During the period T_IV, 1 between t6 and time t7, the fast falling driver state IV is maintained and acts to start the closing movement again.
  • the electric field of the electromagnetic actuator is rebuilt, the closing speed of the valve element is reduced, and the reduced closing speed causes noise and vibration when the valve element reaches the fully closed position (that is, contacts the valve seat).
  • the drive circuit returns to fast fall driver state IV again.
  • the period T_IV, 2 between time t8 and time t9 Falling driver state IV is maintained.
  • phase profile associated with the fuel injector operating mode (control mode) of FIG. 15 may illustratively show a sequence of predetermined phases, the first phase being associated with the boost driver state I, and the second The phase is normally associated with the falling driver state II, the third phase is associated with the holding driver state III, the fourth phase is again associated with the normal falling driver state II, and the fifth phase is again associated with the holding driver state III.
  • the sixth phase is associated with the fast falling driver state IV, the seventh phase is again associated with the holding driver state III, and the eighth phase is again associated with the fast falling driver state IV.
  • phase profile associated with the fuel injector operation mode (control mode) of FIG. 15 exemplarily shows a period T_I, T_II, 1, T_III, 1 indicating the duration of each phase (fixed driver state phase) of the phase profile.
  • T_II, 2, T_III, 2, T_IV, 1, T_III, 3 and T_IV, 2 can be shown.
  • the duration of each phase T_I, T_II, 1, T_III, 1, T_II, 2, T_III, 2, T_IV, 1, T_III, 3 and T_IV, 2, and / Or the switching times t1, t2, t3, t4, t5, t6, t7, t8 and / or t9 are the desired target conditions, for example the desired fuel injection quantity (basically the flow function between times t_o and tc) It can be determined (eg, determined in advance) based on the area below.
  • a phase profile indicating the duration T_I, T_II, 1, T_III, 1, T_II, 2, T_III, 2, T_IV, 1, T_III, 3 and T_IV, 2 of each phase and / or the switching time t1, t2, t3 , T4, t5, t6, t7, t8 and / or t9 may be predetermined so as to obtain a desired fuel injection amount.
  • a phase profile may be pre-stored, for example, in the memory of the electronic control unit (e.g. an ECU) for a certain desired fuel injection amount per injection cycle.
  • feedback and / or feedforward control may be implemented based on various desired fuel injection amounts.
  • the fuel injection amount may be controlled based on the adjustment of one or more parameters of the phase profile, such as, for example, its respective duration and / or switching time.
  • switching times t6, t7 and / or t8 may be adjusted in particular, and switching times t6, t7 and / or t8 may be chosen to be late for the injection cycle, if higher injection quantities are required.
  • switching times t6, t7 and / or t8 may be selected to be adjusted early in the injection cycle if a lower injection quantity is required.
  • the invention is not limited to the use of a drive circuit to provide two different voltage levels for the active voltage control phase, in other embodiments, the drive has a further single voltage source or voltage level. Circuits or drive circuits with three or more different voltage levels for the active voltage control phase are possible.
  • FIG. 16 is an exemplary schematic diagram of another drive circuit of a fuel injector according to another exemplary embodiment, which illustratively provides a single voltage source or voltage level V_Drive for the active voltage control phase.
  • Such another exemplary drive circuit 103 may be used to control / actuate a fuel injector according to current control, but such drive circuit 103 may, for example, operate the method of the exemplary embodiment discussed below. It may further be used illustratively to operate.
  • V_Drive circuit 103 of FIG. 16 illustratively includes a single voltage source providing voltage level V_Drive (eg, supplied as battery voltage from one or more batteries).
  • voltage level V_Drive may be equal to or greater than the above-described typical battery voltage level V_Bat, and exemplarily is equal to or greater than the above-described typical boosted voltage level V_Boost It may be low.
  • Drive circuit 103 further illustratively includes a drive voltage circuit side and a ground potential circuit side, and an electromagnetic actuator (for example, solenoid 205) of the fuel injector is exemplarily connected between the drive voltage and the ground potential circuit side. ing.
  • an electromagnetic actuator for example, solenoid 205
  • the drive voltage source for supplying the drive voltage V_Drive is a drive of an electromagnetic actuator (for example, solenoid 205) of the fuel injector via the switch SW_1 (which may be called “battery switch” or “drive switch”).
  • the ground potential side of the fuel injector's electromagnetic actuator eg solenoid 205 is illustratively connected to the ground potential via switch SW_2 (referred to as "low side switch” or “ground switch”) ing.
  • the switches SW_1 and SW_2 may be implemented as MOSFET semiconductor switches driven by the switch drive logic 124 of the drive circuit 103 connected by signal lines (dotted lines) to the gate terminals of the switches SW_1 and SW_2.
  • the present invention is not limited to MOSFET semiconductor switches, and any type of controllable electrical switch can be used in the drive circuit of the other exemplary embodiments.
  • the ground potential side of the fuel injector electromagnetic actuator (e.g. solenoid 205) is further illustratively connected to a drive voltage source supplying drive voltage V_Drive via diode D1 having its forward direction towards the drive voltage source, As a result, the current flowing from the drive voltage source to the ground potential side of the fuel injector electromagnetic actuator (eg, solenoid 205) is shut off.
  • the drive voltage side of the fuel injector's electromagnetic actuator (eg solenoid 205) is further illustratively connected to the ground potential via a diode D2 having a forward direction toward the drive voltage circuit side, whereby from the drive voltage circuit side Cut off the current to ground potential.
  • the drive voltage source supplying the drive voltage V_Drive is conductively connected to the drive voltage side of the fuel injector electromagnetic actuator (eg solenoid 205) via the electrically closed switch SW_1,
  • the ground potential side of the electromagnetic actuator e.g., solenoid 205 is exemplarily conductively connected to the ground potential via the electrically closed switch SW_2.
  • the drive current through the fuel injector's electromagnetic actuator is from the drive voltage source supplying the drive voltage V_Drive through the electrically closed switch SW_1 to the electromagnetic actuator.
  • the current can flow from the electromagnetic actuator to the ground potential side through the electromagnetic actuator and thereafter through the electrically closed switch SW_2.
  • the "active driver state” in the "active driver state", the drive voltage level of the drive voltage V_Drive is actively applied during the “active driver state", and the drive current in the electromagnetic actuator rapidly increases, based on the rapidly increasing drive current. Thus, the electric field in the electromagnetic actuator is rapidly built up.
  • the "active driver state” may be referred to as an active driver state or a driver state that actively controls the electromagnetic actuator.
  • the switch drive logic 124 of the drive circuit 103 may supply an activation signal to the gate of the switch SW_2, and the switch SW_2 is in the on state (
  • the switch SW_1 is in the electrically closed state, ie, the conductive state, and remains inactive in the respective off state (the electrically open state, ie, the nonconductive state).
  • the "normal falling driver state" may be referred to as an indirect driver state or a driver state that indirectly controls the electromagnetic actuator.
  • the switch drive logic 124 of the drive circuit 103 is the gate of all switches SW_1 and SW_2. There is no need to supply an activation signal, and all the switches SW_1 and SW_2 are inactive in their respective off states (electrically open or non-conducting).
  • the drive current passes through the electromagnetic actuator and a magnetic field is built up in the electromagnetic actuator, three switches Switch to "Fast fall driver state" which cuts off the drive current sharply by opening all electrically and interrupting the current in the direction of blocking of the diodes D1 and D2, so that the magnetic field in the electromagnetic actuator collapses Or can collapse.
  • the "fast falling driver state” may be referred to as an indirect driver state or a driver state that indirectly controls the electromagnetic actuator.
  • FIG. 17 shows the driver state of the drive circuit switch as a function of time, the control voltage as a function of time, the drive current as a function of time, and the time of FIG. 17 is an illustrative diagram showing a control concept of a fuel injector operation mode for an illustrative embodiment including a ninth illustrative embodiment for half lift operation, including a corresponding diagram of fuel injection flow rate as a function.
  • the control of FIG. 17 is similar to the control of FIG. 9, and the boost phase and the hold phase are controlled based on the same driver state, ie, the active driver state I *.
  • the driver state of the phase profile for injection cycle control according to FIG. 17 is illustrated in the sequence of the first phase (active phase) of period T_I *, 1 between times t1 and t2.
  • the drive circuit is switched to the active driver state I * to start control of the injection pulse of the current injection cycle (similar to the boost phase described above), and also at time t1 and time t2.
  • the active driver state I * is maintained in the period T_I * between them.
  • the drive circuit is normally switched to falling driver state II and in period T_II between times t2 and t3. , Is maintained in the normal falling driver state II.
  • an exemplary third phase (second active phase) of period T_I *, 2 between times t3 and t4 the drive circuit is switched back to active driver state I * and between times t3 and t4.
  • the active driver state I * is maintained in the period T_I *, 2.
  • the drive circuit is switched to fast fall driver state IV, During the period T_IV, 1 between time t4 and time t5, the fast falling driver state IV is maintained and the opening movement of the valve acts to be decelerated, closing movement again before the valve element reaches the fully open position Act to start (half lift operation).
  • the drive circuit switches to fast fall driver state IV Time to complete control of the current injection cycle, in particular to keep the valve closed after the valve reaches the fully closed position (eg, switching time t6 is substantially equal to the closing time tc),
  • the fast falling driver state IV is maintained for a period T_IV, 2 between t6 and time t7.
  • the durations of the first active phase, the normal falling phase, the second active phase, the first high speed falling phase, and the third active phase T_I *, 1, T_II, T_I *, 2, T_IV, 1 and TI *, 3 and / or switching times t1, t2, t3, t4, t5 and t6 are the desired target conditions, for example the desired fuel injection quantity (basically between times t_o and tc) Can be determined (eg, predetermined) based on the region under the flow function of
  • phase profiles indicating durations T_I *, 1, T_II, T_I *, 2, T_IV, 1 and TI *, 3 of each phase and / or switching times t1, t2, t3, t4, t5 and t6 may be predetermined to obtain a desired fuel injection amount.
  • a phase profile may be pre-stored, for example, in the memory of the electronic control unit (e.g. an ECU) for a certain desired fuel injection amount per injection cycle.
  • feedback and / or feedforward control may be implemented based on various desired fuel injection amounts.
  • the fuel injection quantity may also be controlled based on the adjustment of one or more parameters of the phase profile, for example its respective duration and / or switching times t1, t2, t3, t4, t5 and t6. Good.
  • switching times t4, t5 and / or t6 may be adjusted in particular, and switching times t4, t5 and / or t6 may be chosen to be late for the injection cycle, if higher injection quantities are required.
  • switching times t4, t5 and / or t6 may be selected to be adjusted early in the injection cycle if a lower injection quantity is required.
  • FIG. 18 is based on two different parameter sets (dotted and dotted respectively), with current control as in FIG. 7 (solid line), and also with the control concept of the fuel injector operating mode of FIG.
  • FIG. 10 is an exemplary diagram showing a comparison of the control concept of the fuel injector operation mode according to each phase profile corresponding to the phase profile of FIG. 9, that is, control voltage as a function of time, drive current as a function of time, and FIG. 6 includes a corresponding illustration of fuel injection flow as a function of time.
  • both parameter sets (respectively dashed and dotted lines with different durations of the respective driver states) according to the respective phase profile corresponding to the phase profile of FIG. Can be significantly reduced, particularly after the closing time. Furthermore, a very smooth valve trajectory can be controlled compared to general current control, as can be seen in particular for the phase profile corresponding to the dotted line.
  • FIG. 19A is an exemplary diagram showing a flowchart of a method of controlling a fuel injector according to an exemplary embodiment.
  • the method of FIG. 19A illustratively includes (eg, based on a target operating condition) step S191 of selecting a desired fuel injector operating mode.
  • fuel injector modes of operation can include one or more of the exemplary fuel injector modes of operation described above, and the current desired fuel injector mode of operation should, for example, perform a full lift or half lift operation.
  • the selection can be made based on a target operating condition such as a target operating condition which should be optimized and executed for high injection quantity accuracy.
  • the method includes determining one or more desired fuel injection cycle characteristics (e.g., based on the target operating conditions).
  • the desired fuel injection cycle characteristics may include, for example, at least a desired fuel injection amount per injection cycle (and / or injection pulse).
  • the desired fuel injection cycle characteristics can include characteristics of a desired valve trajectory or desired valve trajectory per injection cycle or injection pulse.
  • the desired fuel injection cycle characteristics may include only the desired valve trajectory or characteristics of the desired valve trajectory per injection cycle or injection pulse, and then the desired valve trajectory or desired per injection cycle or injection pulse.
  • the characteristics of the valve track are preferably predetermined based on further target parameters including at least the desired fuel injection amount per injection cycle and / or injection cycle, so that the desired injection cycle characteristics are preferably still desired. It should be noted that it is determined based on the fuel injection amount of
  • step S193 the method determines the current fuel injector operating mode selected in step S191 and / or the desired fuel injection cycle characteristics determined in step S192 of the plurality of preset phase files.
  • the method further includes determining (selecting) a target phase profile.
  • the phase profile indicates a plurality of control phases and driver states, or its driver switch control associated with each phase of the phase profile.
  • the phase profile can indicate multiple phases of fuel injector control for each injection cycle, and the sequence can be identified.
  • the phase profile can be exemplarily viewed as indicating a sequence of control phases to be performed for each injection cycle.
  • the phase profile may further indicate, for each control phase of the associated phase sequence, one or more or the respective duration (period) of the indicated control phase .
  • phase profile may be provided for one or more fuel injector operating modes, for one or more target fuel injection cycle characteristics, and / or for one or more target fuel injection amounts.
  • step S194 for the current injection cycle, the method controls the driver state of the fuel injector drive circuit based on the current target phase profile determined / selected in step S193, during each injection cycle. Including controlling fuel injector operation.
  • the method may optionally include the step S195 of determining whether the target operating conditions have changed. If the target operating conditions have not been changed (NO in step S195), the method continues to control the next injection cycle and exemplarily repeats step S194 for the next injection cycle.
  • step S195 the method proceeds to step S191 and selects a new desired fuel injector operating mode based on the changed target operating condition. . Also, if the modified target operating conditions only affect the desired fuel injection characteristics, the method can maintain the previously selected fuel injector mode of operation and the desired fuel modified in step S192. It only determines the injection characteristics.
  • step S193 another target phase profile is selected based on the modified target operating conditions, the modified desired fuel injector operating mode and / or the modified desired fuel injection characteristics, and then Control of the fuel injector is continued based on the newly selected target phase profile or the like in step S194.
  • FIG. 19B illustrates a target phase during an injection cycle in the control method of FIG. 19A (or in any of the control methods of FIGS. 20 and 21 in a further exemplary embodiment) according to an embodiment of the first exemplary fuel injector control method
  • FIG. 6 is an exemplary diagram showing an exemplary flowchart of a method of driver state control based on a profile.
  • the method of FIG. 19B may be performed to perform step S194 of FIG. 19A described above (or step S204 of FIG. 20 or step S204 of FIG. 21). To do).
  • the method sets the preset nth driver state of the current target phase profile (e.g., the first driver state which may typically be the boost driver state initially)
  • the preset nth driver state of the current target phase profile e.g., the first driver state which may typically be the boost driver state initially
  • S1941 determines the current driver state based on (for example, as selected in step S193).
  • the selected preset phase profile not only indicates the sequence of control phases of the phase profile (or the sequence of driver states), but for example for each control phase of the phase profile It is exemplarily assumed that the associated duration or associated duration of each control phase may additionally be indicated.
  • the current target driver state determined in step S1943 is determined.
  • the drive circuit is controlled to switch (for example, in the boost driver state, the drive circuit is controlled to electrically close the boost switch and the low side switch while the battery switch is electrically open).
  • step S1943 the current target driver state is maintained for a duration corresponding to the duration (nth period) associated with the nth driver state of the phase profile (ie, the drive circuit Maintained in the driver state (eg, in the case of a boost driver state, the drive circuit is maintained in the boost driver state for the duration of the boost period).
  • the drive circuit Maintained in the driver state eg, in the case of a boost driver state, the drive circuit is maintained in the boost driver state for the duration of the boost period.
  • the method continues the next target driver state or terminates the injection cycle (to return to the next injection cycle, for example, step S 195 above). See).
  • step S1944 the method determines whether the phase or driver state of the current target phase profile is the final phase (driver state) of the current target phase profile, ie, the final phase of the current injection cycle (driver state). Determine if If step S1944 is YES, control of the current injection cycle ends (for example, following the next injection cycle, see, for example, step S195 in FIG. 19A).
  • step S1944 the method continues to the next phase of the current target phase profile (driver state), ie, the next phase of the current injection cycle (driver state). That is, the method continues the n + 1st driver state (n ⁇ n + 1 of step S1941) of the current target phase profile.
  • the method sets the preset second driver state (typically the falling driver) of the current target phase profile (eg, as previously selected in step S193).
  • the preset second driver state typically the falling driver
  • the current target phase profile e.g. the state or the holding driver state.
  • step S1941 When the current target driver state (second driver state) is determined in step S1941 and the related duration (second period) is determined in step S1942, according to the determined current target driver state in step S1943.
  • the drive circuit is controlled to switch. Furthermore, in step S1943, the current target driver state is maintained for a duration corresponding to the duration (second period) associated with the second driver state of the phase profile (ie, the drive circuit Maintained in the driver state (eg, in the case of a boost driver state, the drive circuit is maintained in the boost driver state for the duration of the boost period).
  • the method may set the preset L th of the current target phase profile (eg, as previously selected in step S193).
  • step S1941 When the current target driver state (Lth driver state) is determined in step S1941 and the related duration (Lth period) is determined in step S1942, the current target driver state determined in step S1943 is determined.
  • the drive circuit is controlled to switch, ie by opening all of the boost switch, the battery switch and the low side switch.
  • step S1943 the current target driver state is maintained for a duration corresponding to the duration (Lth period) associated with the Lth driver state of the phase profile (ie, the drive circuit
  • the driver state is maintained (e.g., in the case of a fast fall driver state, the drive circuit may continue the fast fall period duration, or the next switching may not occur before the boost phase of the next injection cycle). (Because of that, it will be kept longer in the fast falling driver state).
  • FIG. 19C is the control method of FIG. 19A according to the embodiment of the second exemplary fuel injector control method (or FIG. 20 and FIG. 21 is an exemplary diagram showing an exemplary flowchart of a method of driver state control based on a target phase profile in an injection cycle) of any of the control methods of FIG.
  • the method of FIG. 19C may be performed to perform step S194 of FIG. 19A described above (or step S204 of FIG. 20 or step S204 of FIG. 21). To do).
  • This method may include steps S1941, S1942, 1943 and S1944 similar to FIG. 19B.
  • the phase profile includes only the fixed driver state phase of the phase period during which each associated target driver state is maintained throughout the phase, specifically the phase profile does not include any phase of PWM switching Was assumed.
  • the phase profile may include one or more phases of PWM switching operation and one or more phases of associated fixed driver states during each phase. Be done.
  • the method determines that the two driver states are based on the pre-set driver states for the nth phase based on the current target phase profile. Proceeding to an optional step S1941 'of determining.
  • two driver states for PWM switching are determined in advance.
  • a PWM switching driver state is designated, such as a battery driver state (holding driver state) and a normal falling driver state. Because it may be like, it is optional.
  • step S1942 ' the method comprises determining an associated duration (n-th period) of the nth phase of PWM switching based on the current target phase profile, and in step S1943', the method comprises Determining an associated duty cycle for the nth phase of the PWM switching based on the current target phase profile.
  • step S1944 ' the method controls PWM switching between the two determined driver states (or two driver states determined in advance) with the duty cycle determined for the nth phase of the PWM switching.
  • the PWM switching of the nth phase is stopped and the method continues to the next phase, ie the (n + 1) th phase (n ⁇ n + 1). That is, the method repeats step S1940 for the (n + 1) th phase.
  • the final phase is similar to step S1944.
  • the final phase profile in which the PWM phase is the final phase and another check to be the final phase. , May be provided after step S1944 '.
  • FIG. 20 is an exemplary diagram showing a flowchart of a method of controlling a fuel injector according to an embodiment of the third exemplary fuel injector control method.
  • FIG. 19A does not have feedback control (eg, closed loop control, etc.) or feed forward control, but is based on preselected, predetermined and / or prestored phase profiles for firing pulses.
  • the phase profile controls the next injection pulse, as long as the control of the target is performed exemplarily, and the target operating conditions are changed to not select another preselected, predetermined and / or prestored phase profile. It is not illustratively adapted or adjusted.
  • the present invention also includes the options of feedback control or feed forward control which are exemplarily described with reference to FIG. 20 and the further exemplary embodiments of FIGS. 21 and 22 below.
  • the method of FIG. 20 illustratively includes (eg, based on a target operating condition) step S201 of selecting a desired fuel injector operating mode.
  • Step S201 may be similar to step S191 described above in connection with FIG. 19A.
  • the method determines one or more desired fuel injection cycle characteristics (eg, based on the target operating conditions) Including.
  • the desired fuel injection cycle characteristics may include, for example, at least a desired fuel injection amount per injection cycle (and / or injection pulse).
  • step S203 the method proceeds by selecting the fuel injector mode of operation selected in step S201 and / or steps in a plurality of preset phase files.
  • the method further includes determining (selecting) a current target phase profile, optionally based on the desired fuel injection cycle characteristics determined in S202.
  • the phase profile indicates a plurality of control phases and driver states, or its driver switch control associated with each phase of the phase profile.
  • the phase profile may include only fixed driver state phase (without PWM switching operation phase), as described exemplarily in connection with FIG. 19B, and the one described in connection with FIG. 19C. Or multiple PWM phases may be included.
  • step S204 determines the current target determined / selected in step S203. Controlling the fuel injector operation during each injection cycle by controlling the driver state of the fuel injector drive circuit based on the phase profile.
  • the method may optionally include the step S205 of determining whether the target operating conditions have changed. If the target operating conditions have not been changed (NO in step S205), the method exemplarily continues to step S206 described below. However, if there is a possibility that the target operating condition has been changed (YES in step S205), the method proceeds to step S201 and selects a new desired fuel injector operating mode based on the changed target operating condition. . Also, if the modified target operating conditions only affect the desired fuel injection characteristics, the method can maintain the previously selected fuel injector mode of operation and the desired fuel modified in step S202. It only determines the injection characteristics.
  • step S205 when the target operating condition is not changed (NO in step S205), the method exemplarily proceeds to step S206 and determines sensor information indicating the current fuel injection cycle characteristic.
  • Such sensor information may be, for example, sensor information of a known sensor, such as sensor information from a pressure sensor that detects the pressure in the fuel rail and / or from a current sensor that detects the current in the fuel injector's electromagnetic actuator Can be used.
  • the opening and closing time of the valve of the fuel injector may be the sensor signal of the pressure sensor and / or its first floor and / or 2 Floor time derivatives may be determined by monitoring, processing and analyzing.
  • the sensor signal from the current sensor that senses the current in the fuel injector's electromagnetic actuator is also analyzed to reconfigure or determine the characteristics of the valve travel in the fuel injector's valve, It has been found that the properties can be reconstructed or at least analyzed. Specifically, monitoring, processing, and analyzing the first and / or second order time derivatives of the current in the fuel injector's electromagnetic actuator, during its processing, characterizes the valve travel in the valve of the fuel injector.
  • the characteristics are the open timing, the close timing, the closing speed of the movement of the valve element before the close timing (based on the characteristics of the second-order time derivative of the current signal before detecting the close timing), the fully open position
  • the timing of collision with an obstacle such as a core
  • an obstacle such as a stopper
  • the method comprises a vibration sensor for detecting vibrations in the fuel injector structure, such as vibrations of the valve element, the anchor element and / or the valve seat, and / or the valve element, the anchor element and / or the valve seat
  • Other sensor information may also be utilized, such as noise sensors that detect noise in the fuel injector structure, such as vibrations of the sensor.
  • a sensor which directly measures or detects the valve movement, which reconfigures or determines the characteristics of the valve movement in the valve of the fuel injector, based on the direct movement measurement, The characteristics of the valve track of the valve element of the injector can be reconstructed or at least analyzed.
  • a filter is used to smooth the determined first- and / or second-order time derivatives of the sensor signal, as the first and / or second-order time derivatives of the sensor signal may fluctuate at high sampling frequencies.
  • the method may further comprise analyzing first- and / or second-order time derivative or sensor information of the sensor signal of the sensor filtered as described above.
  • step S206 may include analyzing sensor information (eg, by data processing) and determining or reconstructing a current fuel injection cycle characteristic based on the analyzed or processed sensor information.
  • step S207 the current fuel injection cycle characteristic determined (or reconstructed) based on the result of step S206 is compared with the desired fuel injection cycle characteristic, and the current fuel injection cycle characteristic is compared with step S202. It is determined whether or not it corresponds to the fuel injection cycle characteristic determined in step S5. If the current fuel injection cycle characteristic corresponds to the desired fuel injection cycle characteristic (at least a predetermined sufficient level), the method continues with the next injection cycle when the step S207 returns YES, the next injection cycle Step S204 is executed again for the sake of convenience.
  • step S207 if the current fuel injection cycle characteristic does not correspond to the desired fuel injection cycle characteristic, when step S207 returns NO, the method proceeds to step S208 and the current fuel injection cycle characteristic and the desired fuel injection cycle At least one parameter of the current target phase profile is adjusted based on the comparison with the characteristics, in particular based on the determined difference between the current fuel injection cycle characteristics and the desired fuel injection cycle characteristics.
  • the one or more adjustable parameters of the target phase profile may be a period of a particular phase (duration) and / or a period of its particular driver state (duration) .
  • the duration of one or more specific phases (duration) and / or the duration of one or more specific driver states of the target phase profile (duration) can be changed independently of one another.
  • the period of a particular phase (duration) and / or the period of a particular driver state (duration) of the target phase profile can be changed together by the same factor, eg, the period (duration) and / or of the particular phase.
  • the duration of all or part of the duration (duration) of a particular driver state of the target phase profile may be changed, such as by the same proportionality factor.
  • the adjustment of the target phase profile may include the removal and / or addition of one or more phases or driver states, and also of the phases and / or driver states of the target phase profile. It can include changing the sequence.
  • step S208 In adjusting at least one parameter of the current target phase profile based on the comparison of the current fuel injection cycle characteristic and the desired fuel injection cycle characteristic in step S208, the method proceeds to the next injection cycle and is adjusted Based on the target phase profile etc., step S204 is again performed for the next injection cycle.
  • FIG. 21 is an exemplary diagram showing a flowchart of a method of controlling a fuel injector according to an embodiment of the fourth exemplary fuel injector control method.
  • steps S201 to S206 in FIG. 21 may be performed in the same manner as the corresponding steps S201 to S206 in FIG. 20 described above.
  • feedback of sensor information obtained during a particular injection cycle may be used illustratively to adapt the target phase profile to the next injection cycle (intercycle feedback control) according to the feedback control of FIG.
  • FIG. 21 uses the averaged sensor information of several M (M ⁇ 2 or more) injection cycles to follow the target phase profile by M injection cycles.
  • feed-forward control which may be adapted to
  • the method includes the step S211 (eg after step S206) of checking whether M injection cycles have been performed since the last feedforward match, and if step S211 returns NO, the method The method illustratively repeats step S204 for the next injection cycle without adapting the target phase profile.
  • step S211 returns YES (i.e., if M injection cycles have been performed since the last feedforward adaptation)
  • the method proceeds from M to the last feedforward adaptation based on the same target phase profile.
  • step S212 the process proceeds to step S212 of determining an average fuel injection cycle characteristic based on the fuel injection cycle characteristic determined for the M fuel injection cycles in the last M times in which step S206 is performed. .
  • step S213 (same as step S207 but for the average fuel injection characteristic), the average fuel injection cycle characteristic based on the result of step S212 is compared with the desired fuel injection cycle characteristic, and the average fuel injection cycle characteristic is Then, it is determined whether the fuel injection cycle characteristic determined in step S202 corresponds. If the average fuel injection cycle characteristic corresponds to the desired fuel injection cycle characteristic (at least a predetermined sufficient level), the method continues with the next injection cycle when the step S213 returns YES, the method of the next injection cycle Step S204 is performed again for this purpose.
  • step S213 determines whether the average fuel injection cycle characteristic corresponds to the desired fuel injection cycle characteristic. If step S213 returns NO, the method proceeds to step S214 (similar to step S208 above), the average fuel injection cycle At least one of the current target phase profiles based on the comparison between the characteristic and the desired fuel injection cycle characteristic, in particular on the basis of the determined difference between the average fuel injection cycle characteristic and the desired fuel injection cycle characteristic. Adjust the parameters.
  • Step S204 is again performed for the next M injection cycles based on the adjusted target phase profile or the like.
  • FIG. 22 is the control method of FIG. 19A according to an embodiment of the fifth exemplary fuel injector control method (or FIGS. 20 and 20 in a further exemplary embodiment) 21 is an exemplary diagram showing an exemplary flowchart of a method of driver state control based on a target phase profile in an injection cycle) of any of the control methods of FIG. Specifically, according to an exemplary embodiment, the method of FIG. 22 may be performed to perform step S194 of FIG. 19A described above.
  • sensor information is illustratively processed or analyzed in real time, the target phase profile or at least one or more parameters thereof during the current controlled injection cycle, It is adjusted or adapted in real time based on sensor information.
  • step S222 the method determines the relevant driver switching condition criteria for the determined nth driver state (or nth phase, optionally including the possibility of PWM phase) based on the current target phase profile To do.
  • driver switching condition criteria may be indicated in the target phase profile for the nth driver state (e.g. additionally or alternatively to the duration or the nth period of the nth driver state, or In addition to the maximum duration of the nth driver state or the maximum nth period).
  • Such switching condition criteria may be, for example, one or more thresholds in one or more sensor signals in the sensor signal or sensor signal information described above, and / or first floor or second floor of sensor signals (optional And one or more switching criteria indicating the nth driver state or phase to be switched to the next driver state or phase, such as a time derivative (filtered).
  • step S223 the drive circuit switch (the boost switch, the battery switch and / or the low side switch, etc.) of the drive circuit of each fuel injector to the determined current driver state (nth driver state) and each nth driver state Is maintained.
  • the drive circuit switch the boost switch, the battery switch and / or the low side switch, etc.
  • step S224 sensor information indicative of the current fuel injection cycle characteristics is determined (eg, monitored), preferably in real time, of the sensor signal of the determined or monitored sensor information including, for example, the sensor information described above.
  • sensor information indicative of the current fuel injection cycle characteristics is determined (eg, monitored), preferably in real time, of the sensor signal of the determined or monitored sensor information including, for example, the sensor information described above.
  • Optionally includes monitoring the first and / or second order time derivatives (which are optionally filtered).
  • step S225 it is determined whether the monitored (and / or processed) sensor information meets one or more of the switching condition criteria indicated in the current target profile of the nth driver state (preferably Check in real time (eg, if one or more of the switching condition criteria shown in the current target profile of the nth driver state have not been met yet and step S225 returns NO, proceed to step S224) and monitor If step S225 returns YES when the determined (and / or processed) sensor information meets one or more of the switching condition criteria indicated in the current target profile of the nth driver state, the method , Step S226, the nth driver state advances to control of the next injection cycle Whether there was the last driver condition (e.g., final fast falling driver condition) may also be checked arbitrarily.
  • the last driver condition e.g., final fast falling driver condition
  • one or the monitored (and / or processed) sensor information is shown in the current target profile of the nth driver state (not the last driver state of the current target phase profile) or If the multiple switching condition criteria are met, the method proceeds to the next driver state (n ⁇ n + 1) and continues to steps S221, S222 and S223 switching to the (n + 1) driver state, and so on.
  • the duration of the phase profile has been described as being determined or predetermined based on and / or based on the desired injected fuel quantity.
  • the time period may also be between the opening and closing movement of the desired trajectory (valve trajectory or needle trajectory) of the valve element, eg, the valve element. It will be readily understood that it can be conveniently determined in connection with.
  • the time period may be determined based on parameters indicative of the trajectory of the valve element.
  • the parameter may be, for example, a current flowing through the electromagnetic actuator or a function thereof, such as a first derivative with respect to time, a second derivative with respect to time, or an n-th derivative with respect to time.
  • a further suitable parameter is, for example, a pressure signal which may indicate the fuel pressure upstream of the fuel injector as a function of time. For certain applications, it may be useful to look at the time derivative of the pressure (or the n-th order time derivative).
  • the trajectory of the valve element is closely related to the amount of injected fuel.
  • the actual injected fuel quantity can be regarded as approximately proportional to the integral over time of the valve trajectory.
  • phase profile can also control, for example, the open position, the closed position and the intermediate position along the axial direction of the solenoid operated valve, ie the phase profile can be related to the desired trajectory of the valve element .
  • Control of the actual trajectory of the solenoid operated valve may be indirect control, for example, the actual trajectory may be directly controlled based on the desired injected fuel quantity, or of the actual trajectory.
  • the control may be direct control, for example, the trajectory is controlled based on the desired trajectory which may be determined or predetermined based on the desired injected fuel quantity.
  • FIG. 23 exemplarily illustrates an exemplary electrical representation of an electromagnetic actuation system of an electromagnetic actuator of a fuel injector.
  • the acting electromagnetic force F_mag acting on the air gap can be determined by Maxwell's equation of tension.
  • a fixed state is typically reached only after a duration of about 1 ms due to armature movement, induced eddy currents and saturation effects.
  • the current control concept can provide sufficiently accurate results, ie, sufficiently accurate results for longer injection operation and larger injected fuel quantities.
  • the current is not proportional to the driver voltage. That is,
  • the voltage U directly influences the change of the magnetic force acting by acting on the magnetic flux rate ⁇ .
  • the first object and the first application target of FDC actuation measures was the reduction of the acoustic noise associated with the injection event (especially in the idle state where the injection operation may be audible).
  • the first relevant quantity associated with a structural noise source is analyzed by the inventor and it is decided based on it to concentrate on the change of kinetic energy of the moving part for different impact events in one injection cycle.
  • actuation means have been developed with the goal of reducing all structural impacts as much as possible, with the constraint of reaching the desired injection quantity required for engine operation at idle.
  • actuation tool parameterization has been found, based on the insight that it is desirable to control electromagnetic dynamics in a more appropriate manner.
  • the appropriate succession of different driver states with the appropriate timing duration in the phase profile can be controlled so as not to reach the fully open position, and show a rather slow closing speed, resulting in each shock being omitted or reduced (noise And to reduce the vibration) and to provide a correction of the needle trajectory.
  • phase profiles as discussed in the exemplary embodiments can be developed.
  • phase profiles for the modes can, for example, be stored in the memory of the electronic control unit for different desired injection quantities.
  • phase profile based on feedback information indicative of the trajectory characteristics of the valve trajectory, such as trajectory characteristics such as the entire shape (e.g. based on the desired injection quantity) , I self-sensing, which can be accurately controlled based on monitoring and analyzing the first and second (potentially filtered) temporal derivatives of the detected driver current I, I found more.
  • trajectory characteristics such as the entire shape (e.g. based on the desired injection quantity)
  • I self-sensing which can be accurately controlled based on monitoring and analyzing the first and second (potentially filtered) temporal derivatives of the detected driver current I, I found more.
  • the last term of the second equation already contains the armature position x, whose first order time derivative makes it possible to derive an equation comprising the armature velocity.
  • the voltage signal is directly connected to the magnetic flux rate, and the voltage detection can detect the needle operation (valve operation).
  • a further potential advantage is that detection of the current is possible during the full actuation time during the injection cycle, in the case of FDC-based actuation means, the needle of the injection valve is not seated or the armature is It may include almost any duration while moving.
  • FDC actuation approach some essential properties of the FDC actuation approach are advantageous for motion detection as compared to standard current control actuation.
  • the possibility of sensing current during most of the time of armature and needle operation better signal levels, ie quality may be exploited with more continuous changes in the amount of magnetism required by the FDC actuation approach .
  • the approach of the exemplary embodiment shows that the accuracy of the minimum injection quantity is significantly improved by the FDC actuation approach.
  • This allows, for example, injection amount management using self-sensing for closed-loop operation, repeatability, accuracy, and, for example, rate-shaping (ie controlling a smooth valve trajectory based on, for example, a desired target trajectory) Mixture preparation, as well as the effect of spray fragmentation by controlling the valve trajectory.
  • the main advantage is the increased flexibility of fuel injector operation, especially when compared to common current control approaches, which use standard driver hardware (such as the drive circuit of FIG. 5) It can be realized with a relatively small increase in manufacturing cost.
  • injection cycle refers to the injection cycle of control of a single fuel injector.
  • An injection cycle can have one or more injection pulses during a particular injection cycle injected by the same fuel injector.
  • the fuel injector's electromagnetic actuator is typically completely de-energized.
  • injection pulse refers to a fuel injector valve, wherein the valve or valve element is first opened thereby increasing the fuel injection flow rate and then closing again, thereby the fuel injection flow rate Is substantially reduced to zero so that substantially no fuel is injected during the injection pulse.
  • valve track refers to the movement (displacement) of the fuel injector valve, in particular in view of the position of the valve element (or its tip portion as a function of time in particular). ) Refers to the property.
  • current control is a well-known control that controls a fuel injector based on feedback (eg, closed loop feedback) control based on a detected current value of current flowing through an electromagnetic actuator of the fuel injector It refers to a concept, typically based on a desired target current profile or target current waveform. Current control may be performed based on the comparison of the one or more desired target current values with the sensed current and the desired target current value.
  • feedback eg, closed loop feedback
  • current profile refers to the target current characteristics underlying the above current control to control fuel injection for a particular injection cycle.
  • a current profile will include a desired target peak current value indicative of the target value to be reached during the initial boost phase to rapidly energize the electromagnetic actuator at the beginning of the injection cycle.
  • a target threshold for closed loop control in which the boost driver state is switched off.
  • such current profile includes one or more desired target holding current values indicating the target value in the holding state, when the current of the electromagnetic actuator is to be maintained at the respective target holding current values by PWM control. It may be.
  • driver state refers to the fixed configuration of one or more or all switches of the fuel injector's drive circuit, wherein for a particular driver state, each switch of the drive circuit Has an associated switching state, such as on or off. That is, when at least one switch of the drive circuit is switched, it is considered that the entire drive circuit is switched to another driver state, for example, from on to off or off to on.
  • fixed driver state phase refers to the driver circuit being switched to the driver state as opposed to being switched rapidly for PWM control, and for a longer period of time, preferably in advance.
  • the driver state is maintained for a determined period.
  • "fixed driver state phase” can include maintaining a constant driver state of at least 0.01 ms, preferably at least 0.02 ms or more, preferably 0.05 ms or more.
  • the phase can be even longer, such as about 0.1 to 0.5 ms or even up to 1 ms, but the phase is preferably not less than 0.01 ms, such phase does not maintain a fixed driver state PWM control It is important to note that the PWM switching period is usually much longer than the typical PWM switching period, and according to current terminology, such PWM control typically switches rapidly between two driver states , Typically switching in a PWM switching period of less than about 0.01 ms.
  • actively controlled refers to a fuel injector electromagnetic actuator having a constant voltage value (battery voltage value, drive voltage value or boosted voltage value).
  • Control of the driver state eg, active driver state, hold driver state or boost driver state
  • increases or at least maintains the current flowing through the electromagnetic actuator e.g, active driver state, hold driver state or boost driver state
  • bypass voltage control means that no active voltage value is applied to the fuel injector's electromagnetic actuator and the current through the electromagnetic actuator is reduced or interrupted.
  • driver state eg, also referred to as a normal falling driver state or a high speed falling driver state, sometimes also referred to as a buck-boost driver state.
  • voltage profile refers to a target voltage profile for a constant injection cycle, which is the phase of the fixed driver state (“fixed driver phase”), ie the voltage according to the exemplary embodiment. It includes only a predetermined sequence of phases of the fixed driver state (“fixed driver phase”) in which the phase in the driver state of the drive circuit is always maintained for control.
  • phase profile refers to a sequence of control phases for control of a particular injection cycle, eg, a predetermined sequence of control phases.
  • each phase of the phase profile may be associated with a respective fixed driver state ("fixed driver state phase”).
  • each phase can be associated with either a fixed driver state (“fixed driver state phase”) or a PWM switching phase.
  • the phase profile comprises one or more (more preferably three or more) phases associated with each fixed driver state.
  • the phase profile corresponds to an "actively controlled" phase (eg, one or more phases associated with boost driver states, active driver states and / or holding driver states) It is preferable to include one or more phases associated with the driver state.
  • the present invention may be implemented as a method (eg, computer implemented process or any other process), controller (apparatus, machine, system, computer program) as described above and accompanying figures. It may be realized as a product, and / or any other device), or a combination of the above.
  • embodiments of the present invention are generally referred to herein as a fully hardware embodiment, a fully software embodiment (including firmware, resident software, microcode, etc.) or software and generally referred to herein as a "system". It may take the form of an embodiment combined with hardware that may. Additionally, embodiments of the present invention may take the form of a computer program product on a computer readable medium having computer executable program code embedded in the medium.
  • Embodiments of the present invention are described above with reference to flowchart illustrations and / or block diagrams of methods and apparatus. It will be understood that each block of the flowchart illustrations and / or block diagrams, and / or combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer executable program code.
  • Computer-executable program code is provided to a processor of a general purpose computer, a special purpose computer, or other programmable data processing device, such as a controller, for execution through the processor of the computer or other programmable data processing device
  • the program code may create a particular machine to create a means for implementing the functions, operations or outputs specified in the flowchart, block diagram blocks or blocks, figures and / or descriptions.
  • These computer executable program codes are stored in the computer readable memory and the program code stored in the computer readable memory perform the functions, operations and outputs specified in the flowchart, block diagram, diagram and / or description.
  • a computer or other programmable data processing apparatus can function in a particular manner to create an article of manufacture that includes instruction means.
  • the program code for loading computer executable program code into a computer or other programmable data processing device for execution on a computer or other programmable device is within the flowcharts, block diagram blocks, figures, and / or description.
  • a series of operating steps may be performed on the computer or other programmable device to create a computer implemented process so as to provide the steps for performing the specified function, operation or output.
  • the steps or operations performed by the computer program may be combined with the steps or operations performed by the operator or human to carry out the embodiments of the present invention.
  • logic flow may be described herein to demonstrate various aspects of the invention, and should not be construed as limiting the invention to any particular logic flow or logic implementation. It is. The logic described may be divided into various logic blocks (e.g. programs, modules, functions or subroutines) without changing the overall result or deviating from the true scope of the present invention. it can. Often, logic elements are added, modified, omitted, performed in a different order, or different logic configurations (eg, logic gates, etc.) without changing the overall result or departing from the true scope of the present invention. Looping primitives, conditional logic, and other logic constructs).
  • 101, 101A to 101D fuel injection device (fuel injector), 102: pressure sensor, 103: drive device, 104: ECU (engine control device), 106: fuel pump, 107: combustion chamber, 150: control device, 201: 201 Nozzle holder, 202: movable anchor element, 203: housing, 205: solenoid, 207: fixed core, 210: spring (first spring), 212: return spring (second spring), 214: movable valve body (valve element) , 218 ... valve seat, 224 ... spring clamp.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

La présente invention concerne un procédé d'actionnement d'une électrovanne d'un injecteur de combustible comprenant un élément vanne dans lequel une électrovanne est mobile entre une position fermée et une position ouverte, et un actionneur électromagnétique conçu pour actionner le mouvement de l'élément vanne, le procédé consistant : à appliquer une première valeur de tension pendant une première période au moyen d'une commande de tension active et à couper la première valeur de tension après la première période ; à appliquer une seconde valeur de tension, inférieure ou égale à la première valeur de tension, pendant une deuxième période au moyen d'une commande de tension active et à couper la seconde valeur de tension après la deuxième période ; et/ou à permettre une diminution de la tension induite dans l'actionneur électromagnétique au moyen d'une commande de tension passive pendant une troisième période, la durée de la première période, la durée de la deuxième période et/ou la durée de la troisième période étant déterminées en fonction de la quantité souhaitée de combustible à injecter.
PCT/JP2018/029409 2017-08-28 2018-08-06 Procédé et appareil d'actionnement d'électrovanne d'injecteur de combustible WO2019044395A1 (fr)

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DE102017215017.3A DE102017215017A1 (de) 2017-08-28 2017-08-28 Verfahren und Einrichtung zum Betreiben eines elektromagnetisch betätigten Ventils eines Kraftstoffeinspritzers
DE102017215017.3 2017-08-28

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