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EP1561937B1 - Procédé de command d'un injecteur de moteur à combustion interne - Google Patents

Procédé de command d'un injecteur de moteur à combustion interne Download PDF

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Publication number
EP1561937B1
EP1561937B1 EP05100174A EP05100174A EP1561937B1 EP 1561937 B1 EP1561937 B1 EP 1561937B1 EP 05100174 A EP05100174 A EP 05100174A EP 05100174 A EP05100174 A EP 05100174A EP 1561937 B1 EP1561937 B1 EP 1561937B1
Authority
EP
European Patent Office
Prior art keywords
actuator
time
internal combustion
combustion engine
activation signal
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
EP05100174A
Other languages
German (de)
English (en)
Other versions
EP1561937A1 (fr
Inventor
Roland Dietl
Hans-Peter Rabl
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Continental Automotive GmbH
Original Assignee
Continental Automotive GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Continental Automotive GmbH filed Critical Continental Automotive GmbH
Publication of EP1561937A1 publication Critical patent/EP1561937A1/fr
Application granted granted Critical
Publication of EP1561937B1 publication Critical patent/EP1561937B1/fr
Ceased legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F02D41/2096—Output circuits, e.g. for controlling currents in command coils for controlling piezoelectric injectors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
    • F02D2041/2051—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit using voltage control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/063—Lift of the valve needle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems

Definitions

  • the invention relates to a method for controlling an injection valve of an internal combustion engine, in particular a piezo injector, during the starting phase of the internal combustion engine, in particular a common rail engine with direct injection.
  • the injection quantities of injectors are different for the same applied energy.
  • the injectors only deliver the same injection quantity into the combustion chamber at the maximum needle stroke (rail pressure is constant, injection duration is constant).
  • An injector generates a stop signal at maximum needle stroke. This signal can be used to determine the energy necessary for the respective injector to reach the maximum needle lift. This makes it possible to match the injectors, so that for a given drive duration and given injection pressure, each injector of an internal combustion engine delivers the same injection quantity.
  • the injector In order to be able to reliably evaluate, for example, the needle stop signal, the injector must be actuated with a minimum activation time and a minimum injection pressure. This means that already a few milligrams of fuel are injected or that the engine is already in mid-load. This poses a problem both in the idling point and in the lower part load range as well as during the initial startup of the system.
  • the invention has for its object to provide a method that allows an adjustment of the injectors already during the starting phase of the internal combustion engine (BKM). This object is solved by the features of claim 1.
  • Subject matter of claims 2 to 10 relate to advantageous embodiments of the method according to the invention.
  • the method according to the invention can detect the needle stop of an internal combustion engine actuator during the starting phase of the internal combustion engine.
  • the crankshaft of the internal combustion engine is rotated by the starter (electric starter).
  • the actuator is acted upon by a drive signal such that when the maximum needle lift of the actuator, the drive signal is changed. This can be seen by the voltage applied to the actuator (injector) is reduced by one to a few volts. This change of the drive signal is subsequently evaluated.
  • An advantageous embodiment of the invention is to keep the rotational speed of the starter constant. Furthermore, it is advantageous to set the start of injection of the actuators such that the internal combustion engine does not start. This can be achieved, for example, by starting the injection late. Furthermore, it is advantageous to keep the activation duration constant during the matching process. This is particularly advantageous because a compensation of the injection quantity differences between the individual injectors under defined steady-state operating points, which are rarely reached while driving, especially before the first commissioning of the system.
  • a further advantageous embodiment of the invention is to store the specific actuator energy together with the associated injection parameters, and then to change the injection pressure by a certain amount, d. H. for example, to increase the injection pressure by 100 bar.
  • the impact energy necessary for each actuator is determined according to the invention to achieve the maximum needle stroke. These steps are repeated until the injection pressure has reached an extreme value. In this case, for example, this could be a maximum pressure of 1500 bar. This is particularly advantageous since a calibration of the injection quantity to the associated injection parameters can be achieved.
  • the figure shows the time course of three drive signals.
  • the curve 1 of a triangular signal whose maximum value is designated as U 1 , causes a pilot injection.
  • the main injection starts at time t 1 , which lasts until time t 4 .
  • This main injection curve 2 has a duration of approximately 600 ⁇ sec. This is the difference between time t 4 and time t 1 .
  • the voltage is applied at the time t 1 , at the time t 5 the maximum voltage U 1 (eg 100 V) is applied.
  • the needle is raised until it has reached its maximum stroke at time t 2 .
  • the voltage decreases by a few volts, which can be seen in the change 10 of the curve 2.
  • the drive signal of the first actuator is taken as a reference for the signals of the other actuators.
  • the time t 2 is considered ideal.
  • the drive signal of a second actuator (injector) is considered, which is operated with the same maximum voltage U 1 , it may happen that due to manufacturing tolerances, the maximum stop takes place, for example, not ideal time t 3 , ie later than the first actuator.
  • the control curve of the second actuator is marked with 3 and shown in dotted. As already mentioned, the voltage dip takes place at the time t 3 and is identified by the reference numeral 11. Since the engine control of the BKM is triggered by the stop signal, the second actuator is first stopped at time t 6 . This has the consequence that the injection quantity delivered by this second actuator is higher.
  • the maximum voltage applied to the second injector is changed such that the voltage drop at the ideal time arrives.
  • This is shown by the dashed curve 4 shown.
  • the second actuator needs a maximum voltage U 2 (for example, 135 V) to achieve a voltage dip at the same ideal time t 2 , ie, that the needle reaches its maximum lift.
  • U 2 for example, 135 V
  • FIG. 1 changes by increasing the maximum voltage on U 2, the curve 3 in curve 4, wherein the kink 11 comes earlier and the amplitude is increased accordingly. This has the consequence that the associated pilot injection 7 shown in dashed lines, also has a higher amplitude of the voltage.
  • step S1 an initialization occurs at engine start, that is, the crankshaft of the engine is driven by the electric starter.
  • step S2 is waited until predetermined activation conditions are met. These activation conditions include constant injection pressure, fixed start of injection, constant speed. As soon as such a defined stationary operating point is present, the injection parameters for a specific injection pressure p i are loaded in step S4. The initial pressure is for example 400 bar. The high pressure pump takes about 1 second to build up this pressure.
  • the actuator energy is adjusted in a cylinder-selective manner in step S5. Thus, a voltage of, for example, 130 V is applied and looked at when the voltage dip 10 or 11 arrives.
  • step S7 There the associated injection parameters i are stored. As mentioned above, the initial pressure p 1 is 400 bar. In step S8, the injection pressure becomes p i checked. If it is below a maximum pressure of 1500 bar, for example, it goes to step S9. There, the applied pressure is increased by, for example, 100 bar. In step S10, only the index is increased by 1, in which case the associated parameters p 2 are loaded in step S4. Now there is an injection pressure of 500 bar. Accordingly, the steps S5 to S8 are then performed.
  • the actuator energy of the individual injectors were adjusted for the different injection pressures.
  • the starting of the engine can be started. Once the injected into the combustion chamber of the engine fuel itself has ignited, the activation of the electric starter can be stopped.
  • Another advantage of the method according to the invention is to optimize the injection parameters and the actuator energy for cold starts. Especially at outside temperatures of up to -30 ° C, the inventive method is very advantageous because the viscosity of the fuel increases and the energy required to drive the injector is also different than at a normal temperature of about 25 ° C. ,

Landscapes

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

Claims (12)

  1. Procédé de commande d'une soupape d'injection d'un moteur à combustion interne, en particulier d'un injecteur piézoélectrique, pendant la phase de démarrage du moteur à combustion interne, caractérisé en ce qu'il comprend les étapes suivantes :
    a) le vilebrequin du moteur à combustion interne est animé en rotation au moyen d'un démarreur, en particulier d'un démarreur électrique;
    b) à l'actionneur de la soupape d'injection est appliqué un signal de commande de telle manière que, lorsque la course de l'aiguille de l'actionneur atteint son maximum, le signal de commande est modifié ;
    c) cette modification du signal de commande est évaluée.
  2. Procédé selon la revendication 1, caractérisé en ce qu'au cours de l'étape a), la vitesse de rotation du démarreur est constante avant que l'étape b) ne soit exécutée.
  3. Procédé selon l'une des revendications précédentes, caractérisé en ce qu'au cours de l'étape b), la tension électrique du signal de commande diminue.
  4. Procédé selon au moins l'une des revendications précédentes, caractérisé en ce que la quantité d'injection du carburant injecté par l'actionneur par course de piston vaut au moins 20 mg.
  5. Procédé selon au moins l'une des revendications précédentes, caractérisé en ce qu'au cours de l'évaluation de l'étape c), on détermine l'instant (t3) auquel l'aiguille de l'actionneur a atteint sa course maximale.
  6. Procédé selon la revendication 5, caractérisé en ce que l'étape c) est suivie d'une étape d) au cours de laquelle l'énergie du signal de commande est adaptée lorsque l'instant auquel la course de l'aiguille atteint sa valeur maximale est différent d'un instant idéal (t2).
  7. Procédé selon la revendication 6, caractérisé en ce que la tension du signal de commande est augmenté en conséquence, lorsque l'instant (t3) auquel la course de l'aiguille atteint sa valeur maximale survient après l'instant idéal (t2) et en ce que la tension du signal de commande est réduite en conséquence, lorsque l'instant auquel la course de l'aiguille atteint sa valeur maximale survient avant l'instant idéal (t2).
  8. Procédé selon l'une des revendications précédentes, caractérisé en ce que le moteur à combustion interne comprend une pluralité d'actionneurs, en ce qu'au cours de l'étape c) on détermine pour chaque actionneur l'instant auquel la course de l'aiguille atteint sa valeur maximale, et en ce qu'au cours de l'étape d) l'énergie des signaux de commande de tous les actionneurs est adaptée de telle sorte que la réduction de tension survienne pour chaque actionneur à l'instant idéal (t2).
  9. Procédé selon au moins l'une des revendications 6 à 8, caractérisé en ce que l'étape d) est suivie d'une étape e) au cours de laquelle l'énergie nécessaire à chaque actionneur pour atteindre la course maximale de l'aiguille à l'instant idéal est déterminée et mémorisée.
  10. Procédé selon au moins l'une des revendications précédentes, caractérisé en ce que l'étape e) est suivie d'une étape f) au cours de laquelle la pression d'injection de l'actionneur est modifiée à raison d'une quantité déterminée.
  11. Procédé selon la revendication 10, caractérisé en ce que les étapes b) à e) sont répétées dans l'ordre alphabétique jusqu'à ce que la pression d'injection atteigne une valeur extrême.
  12. Procédé selon au moins l'une des revendications précédentes, caractérisé en ce que le début de l'injection des actionneurs est réglé de telle façon que le moteur à combustion interne ne démarre pas.
EP05100174A 2004-02-09 2005-01-13 Procédé de command d'un injecteur de moteur à combustion interne Ceased EP1561937B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004006297 2004-02-09
DE102004006297A DE102004006297B4 (de) 2004-02-09 2004-02-09 Verfahren zur Steuerung eines Einspritzventils einer Brennkraftmaschine

Publications (2)

Publication Number Publication Date
EP1561937A1 EP1561937A1 (fr) 2005-08-10
EP1561937B1 true EP1561937B1 (fr) 2010-01-06

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP05100174A Ceased EP1561937B1 (fr) 2004-02-09 2005-01-13 Procédé de command d'un injecteur de moteur à combustion interne

Country Status (3)

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US (1) US7131429B2 (fr)
EP (1) EP1561937B1 (fr)
DE (2) DE102004006297B4 (fr)

Families Citing this family (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102004058971B4 (de) * 2004-12-08 2006-12-28 Volkswagen Mechatronic Gmbh & Co. Kg Verfahren zum Steuern eines piezoelektrischen Aktors und Steuereinheit zum Steuern eines piezoelektrischen Aktors
EP2048343A1 (fr) * 2007-10-11 2009-04-15 Delphi Technologies, Inc. Détection de fautes dans un agencement d'injecteur
DE102007054374A1 (de) * 2007-11-14 2009-05-20 Continental Automotive Gmbh Verfahren und Vorrichtung zur Kalibrierung eines in einem Kraftfahrzeug zum Antrieb eines Schaltventils betriebenen Piezo-Aktuators
DE102008041527A1 (de) * 2008-08-25 2010-03-04 Robert Bosch Gmbh Verfahren zum Betreiben einer Kraftstoffeinspritzvorrichtung einer Brennkraftmaschine
DE102011087961A1 (de) * 2011-12-08 2013-06-13 Robert Bosch Gmbh Verfahren zum Lernen einer minimalen Ansteuerdauer von Einspritzventilen eines Verbrennungsmotors
CH707935A1 (de) * 2013-04-19 2014-10-31 Liebherr Machines Bulle Sa Steuerung für ein Common-Rail-Einspritzsystem.
DE102013207555B3 (de) * 2013-04-25 2014-10-09 Continental Automotive Gmbh Verfahren zur Einspritzmengenadaption
DE102016115298A1 (de) * 2015-11-06 2017-05-11 L'orange Gmbh Verfahren zur Steuerung eines Kraftstoff-Einspritzinjektors für eine Brennkraftmaschine
US10371082B1 (en) 2018-01-22 2019-08-06 Delphi Technologies Ip Limited Fuel injector control including state selection based on a control signal characteristic
US10221800B1 (en) 2018-01-22 2019-03-05 Delphi Technologies Ip Limited Fuel injector control including adaptive response
CN112727622B (zh) * 2020-12-31 2022-02-22 清华大学 蓄压泵式燃油喷射系统油量控制方法、电控设备及发动机

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US5053911A (en) * 1989-06-02 1991-10-01 Motorola, Inc. Solenoid closure detection
US5865371A (en) * 1996-07-26 1999-02-02 Siemens Automotive Corporation Armature motion control method and apparatus for a fuel injector
JP3529577B2 (ja) * 1997-02-14 2004-05-24 本田技研工業株式会社 燃料噴射弁制御装置
JP2963407B2 (ja) * 1997-02-14 1999-10-18 本田技研工業株式会社 燃料噴射弁制御装置
DE19902664A1 (de) * 1999-01-25 2000-08-10 Daimler Chrysler Ag Verfahren zur Regelung der Zufuhr elektrischer Energie zu einer elektromagnetischen Einrichtung und Verwendung eines Sliding-Mode-Reglers
US20020152985A1 (en) * 2001-04-20 2002-10-24 Wolff Peter U. System, apparatus including on-board diagnostics, and methods for improving operating efficiency and durability of compression ignition engines
DE10163894A1 (de) * 2001-12-22 2003-07-03 Daimler Chrysler Ag Brennkraftmaschine mit Direkteinspritzung
DE10206906C1 (de) * 2002-02-19 2003-11-06 Siemens Ag Verfahren zur Steuerung einer durch Pienoinjektor eingespritzten Kraftstoffmenge
EP1488088B1 (fr) * 2002-03-27 2007-05-23 Volkswagen Mechatronic GmbH & Co. KG Procede et dispositif de detection du moment d'impact du pointeau d'une soupape de commande piezoelectrique
DE10233778A1 (de) * 2002-07-25 2004-02-05 Robert Bosch Gmbh Verfahren zum Verbessern des Rundlaufs einer Brennkraftmaschine

Also Published As

Publication number Publication date
DE502005008803D1 (de) 2010-02-25
DE102004006297A1 (de) 2005-09-08
US20050199221A1 (en) 2005-09-15
US7131429B2 (en) 2006-11-07
DE102004006297B4 (de) 2007-05-16
EP1561937A1 (fr) 2005-08-10

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