DE102012109655B4 - Method for determining a fuel injection rate - Google Patents

Abstract

A method of determining an injection rate (q) of a fuel injection valve (100), the fuel injection valve (100) having a body (109) with an inlet region (106) to which high pressure fuel is supplied, an outlet region (108) to which fuel from one or more of a plurality of injection ports (119) and a fuel passage (110, 110 ') leading fuel between the inlet region (106) and the outlet region (108), and wherein the fuel injection valve (100) is a poppet valve (114, 114a, 114b) which opens and closes a connection between the fuel passage (110) and an antechamber (120), wherein the pre-chamber (120) is arranged in the base body (109) in the flow direction in front of the one or more injection ports (119), and wherein a pressure (Pin) in the inlet region (106) is detected, characterized in that a pressure (Ppc) in the pre-chamber (120) by means of a calculation model for the Tr fuel is calculated by the fuel injection valve (100) based on the detected pressure (Pin) in the inlet region (106) and the injection rate (q) is calculated from the pressure (Ppc) in the prechamber (120).

Description

The invention relates to a method for determining an injection rate of a fuel injection valve and a method for detecting and / or regulating the injection quantity of a fuel injection valve. It is known to design injection systems for internal combustion engines with fuel injectors (= fuel injection valve) for injecting high-pressure fuel. The fuel injectors are usually supplied with high-pressure fuel, which is stored in a high-pressure accumulator, and have an actuatable valve unit for triggering a fuel injection. The aim is to be able to specify the amount of fuel injected per injection from the fuel injection valve as precisely as possible in order to influence combustion processes in a cylinder of the internal combustion engine in a targeted manner.

A method for determining an injection quantity from an inlet pressure is known from US 2008/0 228 374 A1. The inlet pressure is detected via a pressure sensor, which is arranged at an inlet of the fuel injection valve. In the method mentioned, an attempt is made to determine a time delay between the actuation of a fuel injector and the execution of an actual injection by means of a learning method. In this way, a more precise injection timing for controlling the opening and closing of the fuel injector is to be achieved.

It is also known to determine an injection quantity of a fuel injection valve by simplified approach calculations from the course of an inlet pressure at the fuel injection valve. Here, characteristic points for pressure changes are detected in a detected course of the inlet pressure and then the pressure curve is replaced by a triangular course or trapezoidal course. Then, control strategies are executed to set an injection amount of the fuel injection valve based on the replacement history.

From the DE 10 2011 007 393 B3 For example, a method for detecting a nozzle space pressure in an injector is known. In EP 2 189 649 B1 a fuel injection control apparatus for an internal combustion engine is disclosed.

It is an object of the present invention to provide an improved method for determining an injection rate of a fuel injection valve and an improved method for detecting and / or regulating an injection quantity of a fuel injection valve. The invention solves this problem with the features in the independent claims.

According to the invention, a method is provided for determining an injection rate of a fuel injection valve. The fuel injection valve has a main body having an inlet portion, an outlet portion, and a fuel passage. At the inlet region, high-pressure fuel is supplied, for example, via a supply line from a high-pressure accumulator (common rail). At the outlet region injection openings are arranged, from which fuel is injected, for example, in the combustion chamber of an internal combustion engine. The outlet region is preferably designed as a nozzle region, so that the fuel is injected as a fuel spray. Through the fuel passage, fuel is guided between the inlet area and the outlet area.

The fuel injection valve has a poppet valve (preferably a needle valve) that opens and closes communication between the fuel passage and an antechamber. The pre-chamber is arranged in the outlet or nozzle region of the fuel injection valve and in particular in the flow direction in front of the injection openings. When the poppet valve is closed, communication between the pre-chamber and the fuel passage is closed. Therefore, essentially the same pressure is present in the pre-chamber as outside the nozzle region, that is to say in particular as in the combustion chamber of an internal combustion engine. This pressure is significantly lower during an injection than the pressure at which the high pressure fuel is fed to the fuel injector. When the poppet valve is opened, fuel flows from the fuel passage around the valve body of the poppet valve into the prechamber. The fuel preferably flows through an annular gap between the inner surface of the main body (valve seat portion) and the outer surface of the valve body. Due to the penetration of fuel, the pressure in the antechamber increases rapidly. The fuel is injected through the injection openings from the antechamber into an area outside the nozzle area, ie in particular into the combustion chamber.

The pressure in the inlet area of the fuel injection valve is detected. For this purpose, a pressure sensor is preferably provided in the inlet region of the fuel injection valve, ie in or at the inlet of the fuel injection valve or in the region of a feed line for the fuel injection valve in the vicinity of the inlet.

According to the invention, it is proposed that a pressure in the pre-chamber of the fuel injection valve is calculated by means of a calculation model for the transport of fuel through the fuel injection valve based on the detected pressure in the inlet region. In particular, the calculation model can be a simulation model. It may comprise a system of differential equations coupled together, or preferably in a simplified form, involving a system of linear equations or polynomial equations. In particular, methods known in mathematics may be used to simplify a system of differential equations in order to minimize the computational effort to be performed during a computing interval. It is also proposed that the injection rate of the fuel injection valve be calculated from the pressure in the prechamber. There is a direct and physically calculable relationship between the injection rate and the pressure in the antechamber.

By calculating the pressure in the antechamber, the injection rate can be determined very accurately at any time. This can be done in particular by applying the Bernoulli law for the flow of fuel through the injection ports. The course of the pressure in the antechamber can have any shape, in particular, in addition to a triangular shape or trapezoidal shape, a staircase or rounded shape. It is therefore possible with the method according to the invention to carry out a determination of the injection rate for any desired drive forms of the fuel injection valve, in particular also for an actuation with an adjustable lift height of the valve body, i. with a direct control of the valve movement, in particular the instantaneous valve lift.

• • Erfassung eines Drucks im Einlassbereich des Kraftstoffinjektionsventils;
• • Ermittlung eines Ventilhubs des Ventilkörpers;
• • Berechnung des Drucks im Vorraum des Kraftstoffinjektionsventils mittels eines Rechenmodells, insbesondere eines Simulationsmodells;
• • Berechnung der Injektionsrate von Kraftstoff, der aus den Injektionsöffnungen injiziert wird, basierend auf dem ermittelten Druck im Vorraum, einem Druck im Außenbereich des Auslasses, insbesondere in der Brennkammer, und der Geometrie der Injektionsöffnungen.

The method for determining the injection rate of a fuel injection valve preferably comprises at least the following steps:

• • detecting a pressure in the inlet region of the fuel injection valve;
• • determination of a valve lift of the valve body;
• • calculation of the pressure in the antechamber of the fuel injection valve by means of a computer model, in particular a simulation model;
• • Calculation of the injection rate of fuel injected from the injection ports, based on the detected pressure in the antechamber, a pressure in the outer region of the outlet, in particular in the combustion chamber, and the geometry of the injection ports.

The injection rate can be defined as a mass flow and / or as a volume flow. Between a mass flow and a volume flow can be converted at any time via the instantaneous density of the fuel. In the following, it is assumed that the injection rate is defined as the mass flow of the fuel flowing through the injection openings from the antechamber into the outer area, that is, in particular into the combustion chamber of an internal combustion engine. The following equation applies: $$q=\rho \cdot u\cdot B=\rho \cdot u\cdot c_A\cdot A_q$$

Here q denotes the injection rate in terms of mass flow and (p) the density of the fuel. The density may preferably be calculated as a function (f (T, P)) as a function of the temperature (T) and the pressure (P) of the fuel. The temperature may be arbitrarily determined, for example by direct measurement in the fuel flow through the fuel injector and / or by calculation of heat transfer relationships between the fuel and the fuel injector. Temperature, pressure and density may be different for different sections within the fuel injector. Alternatively, a constant density can be assumed. The geometry factor (B) is determined by the geometry (shape) of the one or more injection openings, in particular their effective passage cross-section. It may preferably be calculated from the product cross-sectional area (A _q ) of the injection holes and a shape factor (c _A ). Alternatively, another calculation of the geometry factor (B) can be carried out according to the methods of fluid mechanics. The flow rate of the fuel through the injection holes, ie in particular the mean flow velocity (u), is preferably calculated according to the following equation: $$u={\mathrm{<figure-callout\; id="2"\; label="c\; v"\; filenames="DE102012109655B4\_0006.png"\; state="\{\{state\}\}">c\; </figure-callout>}}_v\sqrt{\frac{2\Delta P}{\rho }}$$

Therein, the pressure difference (ΔP) is defined as the difference between the pressure in the pre-chamber and the pressure in the outer region of the outlet, ie in particular the pressure in the combustion chamber of a Combustion engine. The pressure in the outdoor area can be determined in any way. It can be detected, for example, by a sensor, calculated by a model for the combustion process in the combustion chamber, or read out from a previously known characteristic map for the pressure at various operating points of an internal combustion engine. Alternatively, it can be obtained from another control device, in particular a motor control. The flow contraction coefficient (c _v ) can be determined by the known methods of fluid mechanics.

A calculation of the injection rate (q) can also be made according to the following equation, which is another way of writing the above equations. Therein, the flow coefficient (c _d ) is an adaptation coefficient that summarizes the shape factor (c _A ) and the flow contraction coefficient (c _v ). It may be possible to dispense with the separate consideration of (c _A ) and (c _v ). The flow coefficient (c _d ) and / or the shape factor (c _A ) and / or the flow contraction coefficient (c _v ) can be determined individually or together analytically or determined by measurement. $$q=c_d\cdot \rho \cdot \sqrt{\frac{2\Delta P}{\rho }}\cdot A_q$$

The computing model for the transport of fuel through the fuel injection valve can be designed as desired and in particular can be adapted to the respective fuel injection valve. The computing model is preferably a fluid mechanical simulation model, in particular a flow filament model, in which mass and / or volume movements between the inlet area and the prechamber of the fuel injection valve are dynamically calculated. It can preferably be created based on a hydraulic circuit diagram, the circuit diagram representing the computing model and vice versa. This means that the computing model, in particular simulation model, preferably has a chain of standard components, which in particular comprise pressure sources, pressure sinks, lines (pipes), volumes (storage volumes), throttles and / or measuring points. In particular, a pressure, a flow velocity, a local density and a locally contained mass / a locally contained volume of fuel can be calculated in the calculation model for each component at every time interval of the calculation.

In the calculation model, pressure waves between the inlet region and the pre-chamber, which form when the seat valve is opened and / or closed, can preferably be simulated by calculation. In this way, pressure fluctuations, which are caused for example by the compressibility of the fuel and influence the injection rate, can be detected.

• • Einen Drucksensor am Einlassbereich (optional);
• • eine Leitung, die insbesondere die Kraftstoffpassage repräsentiert;
• • eine Drossel, die insbesondere Strömungsphänomene an einer ersten Drosselfläche repräsentiert, wobei die erste Drosselfläche durch den Ventilkörper zwischen der Kraftstoffpassage und einer Zwischenkammer gebildet ist;
• • ein Volumen, insbesondere zur Repräsentation einer Zwischenkammer, die zwischen dem Ventilkörper und dem Ventilsitzbereich in Flussrichtung zwischen der ersten Drosselfläche und einer zweiten Drosselfläche gebildet ist;
• • eine Drossel, die insbesondere Strömungsphänomene an der zweiten Drosselfläche repräsentiert, wobei die zweite Drosselfläche durch den Ventilkörper zwischen der Zwischenkammer und der Vorkammer gebildet ist;
• • ein Volumen, insbesondere zur Repräsentation der Vorkammer;
• • eine Drossel, insbesondere zur Repräsentation der einen oder der mehreren Injektionsöffnungen.

The seat valve of the fuel injection valve can be configured as desired. It is formed in a first preferred embodiment as a double-cone seat valve. In such a case, the circuit diagram for the computer model can preferably have the following simulation components in the flow direction starting from a pressure source, which is preferably formed by a high-pressure accumulator, to a pressure sink, which is preferably formed by the combustion chamber of an internal combustion engine:

• • a pressure sensor at the inlet area (optional);
• • a line representing, in particular, the fuel passage;
• A throttle, which in particular represents flow phenomena at a first throttle area, wherein the first throttle area is formed by the valve body between the fuel passage and an intermediate chamber;
• A volume, in particular for representing an intermediate chamber, which is formed between the valve body and the valve seat area in the flow direction between the first throttle area and a second throttle area;
• A throttle, which in particular represents flow phenomena at the second throttle area, wherein the second throttle area is formed by the valve body between the intermediate chamber and the prechamber;
• • a volume, in particular for the representation of the antechamber;
• A throttle, in particular for the representation of the one or more injection openings.

With such a calculation model, the mass and / or volume transport of fuel in the fuel injection valve can be modeled. In this case, it can be a particular, in particular by the providence of an intermediate chamber as a separate volume between the fuel passage and the prechamber accurate simulation of the fuel transport in the outlet or in the nozzle area done. It is assumed that in a seat valve with a double-cone valve body in the process of opening and / or closing of the seat valve, a double throttling takes place at the respective transition points between the conical regions of the valve body. Between these transition points, an optionally quite small volume may be formed as an intermediate chamber in which there is a pressure which deviates from the pressure in the fuel passage and / or from the pressure in the antechamber. Through the intermediate chamber, capacitive effects in the fuel flow, which occur when opening and / or closing the poppet valve, can be represented very accurately.

In a further preferred embodiment, the seat valve can be a single-cone seat valve. In such a case, in the circuit diagram for the computing model, preferably only one throttle, preferably to represent a throttle area, can be provided between a fuel passage, which is preferably represented as a line, and an antechamber, which is preferably represented as a volume.

The fuel injection valve can be designed as a directly actuated injector or as a servo valve. In a directly actuated injector, an actuator acts directly on the seat valve. In a servo valve, an actuator acts on a control valve (also called switching valve o. Output valve). The control valve can quickly drop a pressure in a control chamber, whereby a movement of the seat valve is triggered by this pressure change. The control valve is usually a part of the servo valve, wherein the servo valve may be formed as a two-way valve or as a three-way valve. The servo valve and in particular the behavior of a control valve can also be mapped with the above-mentioned calculation models.

A directly actuated injector provides fuel flow only between the inlet region and the outlet region of the fuel injection valve (corresponding to only a single streamline between a single pressure source and a single pressure sink).

A fuel injection valve may preferably be formed with a servo valve, in particular in the form of a three-way valve. Such servovalves are known in practice, for example from US 2008/0 228 374 A1 or the DE 10 2010 036 364 A1 , A fuel injector with a servo valve conventionally provides a main fuel flow between the inlet region and the outlet region. He further provides a secondary fuel flow via a control chamber to a discharge line. From the control chamber fuel can be discharged through a control valve through the discharge line, for example, to a fuel tank.

The control chamber serves to actuate the valve body. A fuel volume may be present in the control chamber at a pressure that can be influenced by the control valve. The pressure in the control chamber causes a force in the closing direction of the valve body. When the control valve is closed, the pressure in the control chamber is the same as at the inlet. The force exerted by the control chamber on the valve body in the valve closure direction is then approximately equal to a force which is in another pressurized volume, for example in the region of the prechamber, affected by another volume of fuel on the valve body in a valve opening direction , In such a state, the poppet valve is closed, for example, because the valve body is urged by an elastic return element (valve spring) to the valve seat portion, and there is no injection from the fuel injection valve. When the control valve is opened, the pressure in the control chamber may drop very rapidly, in particular to the pressure in the discharge line. This may be the external pressure, i. in particular the atmospheric pressure, or the tank pressure. As a result, a pressure difference occurs between the control chamber and the other pressurized volume. By this pressure difference, a force is applied to the valve body in its opening direction. This force leads to a quick opening of the fuel injection valve. The control chamber and the other pressurized volumes are preferably arranged in the longitudinal direction of the seat valve on opposite sides of the valve body. In particular, the control chamber may be disposed on one side of the valve body facing the inlet portion, and the other pressurized volume may be disposed on a side of the valve body oriented toward the outlet portion.

When the control valve is closed again, the control chamber is flooded with the high pressure fuel from the fuel passage. As a result, the pressure in the control chamber rises again, the pressure difference between the control chamber and the other area under pressure drops, and the fuel injection valve is closed, for example by an elastic force which is applied by a valve spring. By actuating the control valve, a very fast switching behavior can be achieved with only low actuation energies.

In the aforementioned servo valve, in particular with a three-way valve, a transition region (entrance throttle) between the fuel passage and the control chamber is preferably provided with a strong throttle effect. This ensures that when the control valve opens, although a very rapid drop in the pressure in the control chamber takes place, only a very small amount of fuel escapes from the fuel passage to the control chamber.

• • Eine Drossel, insbesondere zur Repräsentation der Übergangsdrossel am Abzweigungspunkt;
• • Ein Volumen, in besondere zur Repräsentation der Drucksteuerkammer;
• • Eine Drossel, insbesondere zur Repräsentation des Steuerventils.

It is preferably provided that the calculation model for a fuel injector with a servo valve in addition to the above-mentioned simulation components has a model section for simulating the transport of fuel on the secondary fuel flow between the fuel passage and another pressure sink behind the control valve. It is provided in particular that the fuel passage is separated into at least two parts and has a branch point from which leads away an additional current thread, in the flow direction to the further pressure sink the following simulation components are provided:

• A throttle, in particular for representing the transition throttle at the branch point;
• • A volume, in particular for representing the pressure control chamber;
• • A throttle, in particular for the representation of the control valve.

With such a calculation model, it is also possible to calculate pressure changes which are caused by the (comparatively very small) mass and / or volume transport of fuel through the control chamber. As a result, a very accurate calculation of the mass and / or volume flows can be made, resulting in a more accurate determination of the injection rate.

The calculation of a throttle effect on the one or more throttle surfaces between the valve body and the valve seat area of the seat valve can be carried out in any way. It is preferably provided that the throttle surfaces are each calculated as the lateral surfaces of a truncated cone, preferably based on a lifting height of the valve body and the geometric relationships of the seat valve. The geometric relationships of the seat valve are in particular the opening angle of the conically shaped valve seat area and the one or more opening angles of the one or more conical areas on the valve body.

The lifting height of the valve body can be determined in any way. It can be provided, for example, that the lifting height is measured at an actuation of the fuel injection valve or calculated from a statically predetermined function as a function of the time since the beginning of the actuation. Such a function may be, for example, a linear, a quadratic, a polynomial function of a higher order, or an exponential function. The choice of function may result from the structure of the fuel injector. Through the calculation, the course of the lift height during opening and / or closing of the poppet valve can be approximated as a function of time.

Alternatively and preferably, it is provided that the lifting height of the valve body is calculated by means of a transfer function from a pressure in the inlet area. This is especially true for a fuel injector with a servo valve. It can be provided any transfer function. The transfer function can be determined, for example, in the laboratory test for different pressure profiles and stored in a map or as a computational function. It can preferably be provided that the lifting height is calculated by a proportional transfer function from the pressure in the inlet area. Alternatively, the lift height may be calculated from a difference between the pressure in the inlet region and a reference pressure, for example the pressure at a high pressure accumulator.

The pressure in the antechamber can be calculated in the calculation model from the recorded inlet pressure (absolute values). Alternatively or additionally, it can be provided that a change in the pressure in the prechamber is calculated from a change in the pressure at the inlet area (relative values). In particular, it is provided that the pressure change of the pressure at the inlet area itself is not determined in absolute terms, but rather relative to a reference pressure, which is detected upstream of the inlet area. The reference pressure can in particular be a pressure on the high-pressure accumulator. The pressure at the inlet area can be determined, for example, by subtracting a pressure that is detected by a rail pressure sensor from a pressure that is detected by the pressure sensor in the inlet area.

By the relationship of the pressure change in the inlet region to a reference pressure can advantageously be eliminated pressure changes that are not based on the opening and / or closing of the poppet valve, but on the transmission of pressure waves from the outside. This is useful because such rarely originate from outside pressure waves propagate into the prechamber of the fuel injection valve. For example, influences of pressure waves, which are caused by a supply of the high-pressure accumulator with high-pressure fuel from a high-pressure pump, can be eliminated. Alternatively or additionally, influences of pressure changes caused by opening and / or closing of other fuel injection valves connected in parallel to the fuel injection valve involved in carrying out the said method and also connected to the high pressure accumulator may be eliminated.

The invention further relates to a method for detecting an injection quantity and / or for controlling the injection quantity of a fuel injection valve in a closed loop. The fuel injection valve preferably has an actuatable seat valve for triggering an injection. The seat valve may in particular be one of the aforementioned valves, and the fuel injection valve may in particular be a two-way or a three-way valve. It is inventively provided that an injection rate of the fuel injection valve is determined by the above method. From the injection rate, for example, by integration over time, the fuel injection amount can be calculated. The injection quantity is preferably returned in the control loop as the detected actual variable (controlled variable).

• 1: Ein Kraftstoffeinspritzsystem mit einem Kraftstoffinjektor,
• 2: Ein erstes Ausführungsbeispiel eines Sitzventils mit einem Doppelkonus-Ventilkörper,
• 3: Ein zweites Ausführungsbeispiel eines Sitzventils mit einem Einzelkonus-Ventilkörper,
• 4: Ein Stromfadenmodell als hydraulisches Schaltbild, das ein Rechenmodell für einen direkt aktuierten Injektor mit einem Doppelkonus-Ventilkörper repräsentiert,
• 5: Ein Stromfadenmodell als hydraulisches Schaltbild, das ein Rechenmodell für einen direkt aktuierten Injektor mit einem Einzelkonus-Ventilkörper repräsentiert,
• 6: Ein Stromfadenmodell als hydraulisches Schaltbild, das ein Rechenmodell für ein einen Kraftstoffinjektor mit einem Servoventil und einem Doppelkonus-Ventilkörper respräsentiert.

The invention is illustrated by way of example and schematically in the drawings. Show it:

• 1 : A fuel injection system with a fuel injector,
• 2 A first embodiment of a poppet valve with a double-cone valve body,
• 3 : A second embodiment of a poppet valve with a single cone valve body,
• 4 FIG. 5: A streamline model as a hydraulic circuit diagram representing a computational model for a directly actuated injector with a double-cone valve body.
• 5 FIG. 5: A streamline model as a hydraulic circuit diagram representing a computational model for a directly actuated injector with a single-cone valve body.
• 6 : A streamline model as a hydraulic circuit diagram that represents a computational model for a fuel injector with a servo valve and a dual cone valve body.

The invention relates to a method for determining an injection rate (q) of a fuel injection valve ( 100 ). 1 shows a fuel injection system including a fuel injector ( 100 ) containing high pressure fuel from a high pressure accumulator ( 102 ) is fed. The fuel injector ( 100 ) is preferably arranged on an internal combustion engine (not shown) of a vehicle, in particular a land vehicle. An outlet area ( 108 ), or a nozzle area, of the fuel injector ( 100 ) protrudes into a combustion chamber ( 124 ) of a cylinder ( 104 ). The combustion chamber ( 124 ) is between the inner walls of the cylinder ( 104 ) and a piston ( 105 ) (limited).

During a lifting movement of the piston ( 105 ) is in the combustion chamber ( 124 ) compressed gas (inlet-air mixture) compressed. The fuel injector ( 100 ) injects high pressure fuel through one or more injection ports (injection ports) into the combustion chamber ( 124 ). During a combustion cycle, the fuel injector ( 100 ) prefers several injections, for example a pilot injection, which only has a very small injection quantity ( Q ) and one or more major injections containing a high injection rate ( Q ) and generate the torque of the internal combustion engine. Alternatively or additionally, one or more subsequent injections (after injection) can be carried out, which also have comparatively small amounts of fuel ( Q ) respectively.

The fuel injector ( 100 ) can be configured arbitrarily. It can be designed, in particular, as a directly actuated fuel injector or as a fuel injector with a servo valve. He preferably has a basic body ( 109 ) with an inlet area ( 106 ), an outlet area ( 108 ) and a fuel passage ( 110 ) on. The basic body ( 109 ) may be formed in one or more parts. In the inlet area ( 106 ) is an inlet of the fuel injector ( 100 ), at the high-pressure fuel via a supply line ( 101 ) is supplied. The fuel passage ( 110 ) conveys the fuel from the inlet area ( 106 ) to the outlet area ( 108 ) / Nozzle area. At the outlet area ( 108 ) are one or more injection ports (injection ports) ( 119 ) arranged by the fuel in an outdoor area, in particular in the combustion chamber ( 124 ), can be injected. The flow direction of the fuel through the fuel injector ( 100 ) extends from the inlet area ( 106 ) through the fuel passage ( 110 ) to the outlet area ( 108 ).

In the outlet area ( 108 ) are preferably a valve seat area ( 118 ) and a valve body ( 116 ) of a seat valve ( 114 ) arranged. In the flow direction in front of the one or more injection ports ( 119 ) there is an antechamber ( 120 ). The valve body ( 116 ) of the seat valve ( 114 ) is adapted to a connection between the antechamber ( 120 ) and the fuel passage ( 110 ) to open and close. The fuel flows with an open seat valve through an annular gap between the valve body ( 116 ) and the basic body ( 109 ) in the antechamber ( 120 ). From there, he is through the injection ports ( 119 ) injected. When the seat valve is closed, the valve body ( 116 ) on the valve seat area ( 118 ), whereby the annular gap is closed. The antechamber ( 120 ) can with closed seat valve ( 114 ) completely filled or covered by the valve body. In such a case, the volume of the antechamber ( 120 ) with the seat valve closed ( 114 ) Zero. This is the case for example with injectors with so-called VCO seat valves (VCO = valve covered orifice), in which the outlet openings are completely covered by the valve needle in the closed state of the injector. Alternatively, as shown in the drawings, the antechamber ( 120 ) have a basic volume, for example when formed in the shape of a blind hole.

The seat valve ( 114 ) can be configured arbitrarily. It is preferably designed as a needle valve, which via an actuator ( 111 ) is moved directly or indirectly. The valve body ( 116 ) is preferred as a double-cone valve body ( 116a) or as a single-cone valve body ( 116b) educated.

The actuator ( 111 ) can be configured as desired and causes (directly or indirectly) a movement of the valve body ( 116 ) in an opening direction and / or a closing direction of the seat valve ( 114 ). When the fuel injector ( 100 ) is actuated directly, the actuator ( 111 ) preferably directly the valve body ( 116 ) move. That means the actuator ( 111 ), a force in the opening and / or closing direction on the valve body ( 116 ) or a rigidly connected part (valve rod) of the seat valve ( 114 ) exercise. The actuator may be, for example, a piezo stack. Alternatively, the fuel injector ( 100 ) may be formed with a servo valve. In such a case, the actuator ( 111 ) preferably be adapted to a control valve (in 1 not shown). The servo valve may be formed according to the prior art, in particular with the structure described above.

In a fuel injector with servo valve movement of the valve body ( 116 ) preferably via a pressure difference between a control chamber and another pressurized volume of the fuel flow through the fuel injection valve ( 100 ) consists. The pressure difference is preferably generated in that a connection between the control chamber and an outer area, in particular a discharge line to a fuel tank, is opened by a control valve. As a result, the pressure in the control chamber drops to the pressure in the discharge line, in particular an atmospheric pressure or tank pressure, wherein the region of the fuel injection valve which is under pressure in the other 100 ) from the high-pressure fuel to the valve body ( 116 ) pressure produces a force which causes the valve body ( 116 ) in an opening direction.

At the inlet area ( 106 ) of the fuel injection valve ( 100 ) is preferably an inlet pressure sensor ( 112 ) arranged. The inlet pressure sensor ( 112 ) detects the pressure (pin) of the fuel in the inlet area ( 106 ). Alternatively, a pressure sensor in a supply line ( 101 ) between the fuel injection valve ( 100 ) and a high-pressure accumulator ( 102 ), preferably in the vicinity of the inlet of the fuel injector ( 100 ).

The method for determining the injection rate (q) of the fuel injection valve ( 100 ), the injection rate ( q ) based on a determined pressure ( ppc ) in the antechamber ( 120 ) to calculate. The pressure ( ppc ) in the antechamber ( 120 ) can due to the tight construction situation and high chemical stresses and temperature stresses in the combustion chamber ( 124 ) projecting parts of the nozzle area can not be detected directly. It is therefore provided according to the invention, the pressure ( ppc ) in the antechamber ( 120 ) by a computational model, in particular a simulation model. The calculation is preferably carried out in an electronic control unit (ECU). The control unit (ECU) may be present as a separate control unit for the operation of the fuel injectors and / or the fuel delivery system. Alternatively and preferably, the control unit (ECU) may be integrated in a motor control unit. The control unit (ECU) is preferably connected to the pressure sensor ( 112 ) in the inlet area ( 106 ) and the actuator ( 111 ) of the fuel injection valve ( 100 ) connected. It can continue with a pressure sensor ( 103 ) in the high pressure accumulator ( 102 ) (Rail pressure sensor).

The injection rate ( q ) may also depend on the pressure in the outer region of the outlet, in particular on the pressure ( Pcyl ) in the combustion chamber ( 124 ) depend. The pressure ( Pcyl ) can be determined in any way his. It may, for example, be related to a motor control. Alternatively, the pressure ( Pcyl ) in the combustion chamber ( 124 ) may be detected by a sensor (not shown) mounted in the cylinder ( 104 ) is arranged. Alternatively, the pressure ( Pcyl ) are read, for example, from a map. In such a map, the pressure ( Pcyl ) as a function of different operating states of the internal combustion engine, in particular as a function of an amount of supplied intake air and a lifting height of the piston ( 105 ) be determined.

The injection rate ( q ) is preferably chosen dynamically as mass flow in [kg / s] by the above equation from the pressure ( ppc ) in the antechamber ( 120 ), the pressure ( Pcyl ) in the combustion chamber, the geometry of the injection holes ( 119 ) and the local density ( p ).

Hereinafter, two preferred embodiments of a seat valve based on 2 and 3 described. In the following, preferred embodiments of the computer model for various embodiments of a fuel injector will be explained.

2 shows a first embodiment of a seat valve ( 114a ) of a fuel injector ( 100 ) in half section. The seat valve ( 114a ) according to the first embodiment has a double-cone valve body ( 116a ) on. The seat valve ( 114a ) is in 2 open, ie the valve body ( 116a ) is in one of the valve seat area ( 118 ) by the lifting height ( H ) lifted state shown. In this case, fuel from the fuel passage ( 110 ) through the annular gap between the valve body ( 116a ) and valve seat area ( 118 ) or basic body ( 109 ) to the antechamber ( 120 ) and from there through the injection openings ( 119 ) are injected.

The outlet area / nozzle area ( 108 ) of the fuel injection valve ( 100 ) may preferably be rotationally symmetrical. In such a case, a basic body ( 109 ), which in the flow direction to the outlet side a substantially cylindrical space for forming the fuel passage ( 110 ), to which a conically shaped valve seat region ( 118 ) and a preferred blind hole-shaped prechamber ( 120 ) connect. Alternatively, the antechamber ( 120 ) be formed differently. In particular, it may have a shape corresponding to the shape of the valve body ( 116a ) corresponds, so that the valve body ( 116a ) in its closed state, the antechamber ( 120 ) completely (not shown). In the basic body ( 109 ) is the valve body ( 116a ) used. The valve body ( 116a ) is in the direction of the longitudinal axis of the fuel injector ( 100 ) freely stored and displaceable.

In the embodiment of 2 the valve body ( 116a ) in the flow direction to a first, substantially cylindrically shaped portion which, together with the cylindrical portion of the base body ( 109 ) the end portion of the fuel passage ( 110 ). At this cylindrical portion close a conical transition region and a first conical valve region with an opening angle ( b ) on. Between the conical transition region and the first conical valve region a transition is formed, which can have a throttling effect on the fuel flow. The throttling effect can preferably be determined by a cross-sectional area of the transition. This is in 2 as the first throttle area ( A_1 ). It has essentially the shape of the lateral surface of a truncated cone and can from the lifting height ( H ) and the geometry of the valve body ( 116a ), in particular from the opening angle ( b ) of the first conical valve area and the opening angle ( c ) of the valve seat area ( 118 ).

A second conical valve region with an opening angle (in the direction of flow) closes at the first conical valve region ( a ) on. At the transition between the first and the second conical valve region, in turn, a fuel flow restricting cross-sectional area is formed. This is called the second throttle area ( A_2 ). Also the second throttle area ( A_2 ) has essentially the shape of the lateral surface of a truncated cone and can from the lifting height ( H ) and the geometry of the valve body ( 116a ), in particular from the opening angle ( a ) of the second conical valve area, the opening angle ( c ) of the valve seat area ( 118 ).

Between the valve body ( 116a ) and the valve seat area ( 118 ) and in the flow direction between the first throttle area ( A_1 ) and the second throttle area ( A_2 ) is an intermediate chamber ( 122 ) educated. The volume of the intermediate chamber ( 122 ) may open during opening and closing of the seat valve ( 114a ) to change. In the intermediate chamber ( 122 ) there may be a pressure different from the pressure ( ppc ) in the antechamber ( 120 ) and / or the pressure in the fuel passage ( 110 ) is different.

3 shows an alternative embodiment of a poppet valve ( 114b ) with a single cone valve body ( 116b ). The training of the basic body ( 109 ) can be essentially identical to the training the seat valve ( 114a ) from 2 his. The valve body ( 116b ) according to 3 is compared to the above-described valve body ( 116a ) modified. It has a substantially cylindrical area in the direction of flow, to which a conical transition area and a single conical valve area with an opening angle (FIG. a ) connect. At the seat valve ( 114b ) according to 3 At the transition between the conical transition region and the conical valve region, a throttle point is formed. Their throttle effect can preferably be determined by the throttle area (FIG. A ) (Cross-sectional area). The throttle area ( A ) preferably has the shape of the lateral surface of a truncated cone and can from the lifting height ( H ) and the geometry of the seat valve ( 114b ), in particular from the opening angle ( a ) of the conical valve area and the opening angle ( c ) of the valve seat area ( 118 ).

At the seat valve ( 114b ) according to 3 no intermediate chamber is provided. However, it may be a volume in the gap between the valve body ( 116b ) and the valve seat area ( 118 ) when opening and closing the seat valve ( 114a ) are calculated as a function of the lifting height (h). This volume may preferably be calculated from the volume of the pre-chamber ( 120 ).

In the following, preferred embodiments of a computer model are explained. The calculation model is preferably formed as a simulation model, in particular in representation of a hydraulic circuit diagram. For ease of understanding are in the 4 to 6 the reference numbers used in the 1 to 3 certain components and structures were assigned, directed to the corresponding simulation components in the hydraulic diagrams.

4 11 illustrates a hydraulic circuit diagram, in particular a simulation model, which shows a calculation model for a directly actuated fuel injection valve with a double-cone valve body ( 116a ). Such a calculation model can preferably be used for a directly actuated force-off injector. Alternatively, this may be done according to the in 4 illustrated circuit diagram used calculation model for a fuel injector with a servo valve and a double-cone valve body are used, the secondary fuel flow is neglected. The calculation model is a fluid-mechanical model for simulating the transport of fuel within the fuel injection valve (FIG. 100 ) educated. It is designed in particular as a current thread model. In the calculation model, pressure states as well as volumes and / or local fuel quantities (masses and flows) within the fuel injection valve are calculated. The relationships known from fluid mechanics for the physical description of mass transport phenomena in compressible media are preferably used, in particular energy, momentum and mass conservation laws.

• • Eine Drossel (106'), die insbesondere Strömungsphänomene im Übergang zwischen dem Hochdruck-Akkumulator und der Zuführleitung abbildet;
• • ein Leitungselement (101`), insbesondere zur Simulation der Strömung durch die Zuführleitung;
• • einen Messpunkt (S) zur Erfassung des Drucks (Pin) im Einlassbereich des Kraftstoffinjektors (100) (optional). Der Wert eines erfassten Drucks (Pin) kann beispielsweise aus dem Signal des Einlass-Drucksensors (112) bezogen sein;
• • ein Leitungselement (110'), das insbesondere die Strömung des Kraftstoffs durch die Kraftstoffpassage (110) im Kraftstoffinjektor (100) abbildet;
• • eine Drossel (A_1'), insbesondere zur Beschreibung der Strömung an der ersten Drosselfläche (A_1) eines Doppelkonus-Ventilkörpers (116a);
• • ein Volumen (122'), insbesondere zur Beschreibung der Druck- und Volumenverhältnisse in der Zwischenkammer (122);
• • eine Drossel (A-2`), insbesondere zur Beschreibung der Strömungsverhältnisse im Bereich der zweiten Drosselfläche (A_2);
• • ein Volumen (120'), insbesondere zur Beschreibung des fluidmechanischen Zustands in der Vorkammer (120);
• • eine Drossel (119'), insbesondere zur Beschreibung der Strömungsverhältnisse in der einen oder den mehreren Injektionsöffnungen (119) .

The flow direction within the calculation model or within the diagram runs from a pressure source ( 102 ' ) to a pressure sink ( 124 ' ). The pressure source ( 102 ' ) represents, for example, the high pressure accumulator. A print ( Pac ) at the pressure source ( 102 ' ) can preferably by a sensor ( S ). It can for this purpose on the signal of the pressure sensor ( 103 ' ) are recourse to the high-pressure accumulator. The circuit diagram according to 4 points in the direction of flow starting from the pressure source ( 102 ' ) on:

• • a throttle ( 106 ' ), which images in particular flow phenomena in the transition between the high-pressure accumulator and the supply line;
• A conduit element ( 101` ), in particular for simulating the flow through the supply line;
• A measuring point (S) for detecting the pressure (Pin) in the inlet area of the fuel injector ( 100 ) (optional). The value of a detected pressure (Pin), for example, from the signal of the inlet pressure sensor ( 112 );
• A conduit element ( 110 ' ), in particular the flow of the fuel through the fuel passage ( 110 ) in the fuel injector ( 100 ) maps;
• • a throttle ( A_1 ' ), in particular for describing the flow at the first throttle area ( A_1 ) of a double-cone valve body ( 116a) ;
• • a volume ( 122 ' ), in particular for describing the pressure and volume ratios in the intermediate chamber ( 122 );
• • a throttle ( A-2` ), in particular for describing the flow conditions in the region of the second throttle area ( A_2 );
• • a volume ( 120 ' ), in particular for describing the fluid-mechanical state in the antechamber ( 120 );
• • a throttle ( 119 ' ), in particular for describing the flow conditions in the one or more injection openings ( 119 ).

The pressure sink ( 124 ' ) preferably represents the combustion chamber of an internal combustion engine. The pressure at the pressure sink ( 124 ' ) corresponds to the pressure in the outer region of the outlet, ie in particular the pressure (Pcyl) in the combustion chamber.

5 shows a circuit diagram for a modified calculation model, which is preferably used in a directly actuated fuel injector with a seat valve (FIG. 114b) with a single cone valve body ( 116b) can be used. Alternatively, the calculation model according to the circuit diagram of 5 be used for a fuel injector with a servo valve, wherein the secondary fuel flow is neglected. The modified calculation model according to the circuit diagram of 5 has essentially the same structure as the calculation model according to the circuit diagram of 4 but where the volume ( 122 ' ) for the intermediate chamber ( 122 ) and instead of the two separated throttles ( A_1 ' , A_2 ') for the first the second throttle area ( A_1 , A_2) is provided only a single throttle (A '), the flow behavior at the throttle area (A) of the single-cone valve body ( 116b) reproduces.

6 1 is a circuit diagram for a calculation model which is preferred for a fuel injector with a servo valve and with a double-cone valve body (FIG. 116a) can be used. The calculation model according to the circuit diagram of 6 indicates in relation to the main fuel flow between a pressure source ( 102 ' ) and a pressure sink ( 124 ) has the same structure as the calculation model according to the circuit diagram of 4 , It is however in the diagram of 6 a modified central region is provided in which a first line ( 110 ' ) and a second line ( 110 ' ) are arranged, which in particular the flow conditions within the fuel passage ( 110 ) before and after a branch point for the sub-fuel flow to the control chamber.

Between the two lines ( 110 ' . 110 ' ), a branch point is arranged in the circuit diagram, from which a current thread via a transition choke ( 125 ' ) a volume ( 126 ' ), which preferably the conditions in the control chamber ( 126 ) and an actuatable throttle ( 128 ' ), which prefers the control valve ( 128 ), to another pressure sink ( 132 ' ) leads. The transition choke ( 125 ' ) preferably describes flow conditions for the secondary fuel flow from the fuel passage ( 110 ) to the pressure control chamber ( 126 ) (Input choke). The subsequent volume ( 126 ' ) describes the fluid mechanical state within the pressure control chamber ( 126 ) of a servo valve.

As stated above, in the case of a servo valve, a control valve ( 128 ) in order to establish a connection between the pressure control chamber ( 126 ) and an outdoor area, in particular a discharge line ( 132 ) to a fuel tank, open. In the calculation model, a pressure drop (dP) that results in an opening movement or a closing movement of the valve body (FIG. 116 ), be simulated. The pressure drop (dP) may, depending on the specific design of the three-way valve from a difference between the pressure in the control chamber ( 126 ) and a pressure at the other pressurized volume of the fuel injector ( 100 ), for example a pressure on one of the components ( 110 ' , 122 ', 120') are calculated. In particular, here a transfer function can be used which calculates the stroke of the valve body from the measured pressure (Pin) at the inlet of the injector, for example as (h = f (pin)) or (h = / (ΔP)), with ΔP = Difference between pressure at the inlet (pin) and reference pressure (Pac) at the high pressure accumulator.

In the diagram of 6 is also a valve body ( 116 ) represented by an elastic return element ( 130 ) in the direction of the volume ( 120 ' ), which can represent the antechamber, is urged. The valve body ( 116 ) is not necessarily part of a mathematical or control-technical implementation of the calculation model. He is in 6 to illustrate the relationships between the modeling and the design of the fuel injector. Depending on the degree of detail of the computer model, the dynamic behavior of the valve body, ie in particular its movement as a result of the pressure conditions in the injector, can be directly simulated or calculated, replaced by a suitable approximation calculation or neglected.

A mathematical model may be preferred for the method for determining the injection rate (q) of a fuel injection valve (FIG. 100 ) are executed as software within an electronic control unit (ECU). The calculation model is preferably parameterized such that the results calculated from the model with the (eg, measured in the laboratory experiment) actually pressure curves and mass progressions exactly matches.

On the electronic control unit (ECU) is preferably also a method for determining and / or regulating the injection quantity (Q) of the fuel injection valve ( 100 ). The injection quantity (Q) is preferably calculated during an injection process from the injection rate (q), in particular by integration.

Modifications of the invention are possible in various ways. The individual features of the embodiments shown and described can be combined with one another in any desired manner, replaced with one another, supplemented or omitted. Both a directly actuated fuel injector and a fuel injector with a servo valve (with two-way valve, three-way valve or with other training) can be equipped with a seat valve ( 114 , 114a, 114b) with a double-cone valve body ( 116a) or a single cone valve body ( 116b) be equipped. Accordingly, the computing model using can be adapted to any fuel injectors. Alternatively, any other design of a poppet valve ( 114 ) or another valve, in particular a needle valve, may be provided, for example as a VCO needle valve. The calculation model can be adapted according to the geometry and the fluid mechanical conditions. In particular, a different sequence of lines, throttles, measuring points and volumes can be provided.

Compressible fluids can preferably be used in the fluid mechanical calculation. Alternatively, in order to simplify the calculation in parts of the model or in the entire model, incompressible fluids can also be used.

LIST OF REFERENCE NUMBERS

100 Fuel injector / fuel injection valve Fuel injector / fuel injection valve 101 supply passage Supply passage 101 ' 102 High-pressure accumulator High pressure accumulator 102 ' Pressure source Pressure source 103 Pressure sensor on the accumulator Pressure sensor at accumulator 103 ' measuring point Sensor point 104 cylinder Cylinder 105 piston Piston 106 inlet area Inlet section 106 ' 108 outlet Outlet section 109 body Structural body 110 Fuel passage Fuel passage 110 ' management Pipe 110 ' 111 actuator Actuator 112 Inlet pressure sensor at the injector inlet Inlet pressure sensor at injector inlet 112 ' measuring point Sensor point 114 Valve / seat valve Valve / Poppet valve 114a Seat valve with double cone Double cone poppet valve 114b Seat valve with single cone Single cone poppet valve 116 valve body Poppet 116a Double cone valve body Double cone poppet 116b Single cone valve body Single cone poppet 118 Valve seat (conical) Valve seat (conical) 119 Injection opening / Injection orifice 119 ' spiracle 120 antechamber Pre-chamber 120 ' volume Volume 122 intermediate chamber Intermediate chamber 122 ' volume Volume 124 combustion chamber Combustion chamber 124 ' Pressure sink Pressure-sink 125 Transition throttle Transmission throttle 125 ' Input throttle / throttle Throttle 126 Pressure control chamber Pressure control chamber 126 ' volume Volume 128 Control Valve - Output Throttle Control valve 128 ' throttle Throttle 130 Reset element / spring Resetting member / spring 132 Discharge line, return line Drain pipe 132 ' Pressure sink Pressure-sink ECU Electronic control unit Electronic control unit A throttle area Throttle area A ' throttle Throttle A_1 First throttle area First throttle area A_1 ' throttle Throttle A_2 second throttle area Second throttle area A_2 ' throttle Throttle a Valve body opening angle Poppet angle b Valve seat angle Valve seat angle B geometry factor Geometry factor H Lifting height of the valve body Lift height of poppet Pcyl Pressure in the cylinder Pressure in cylinder ppc Pressure in antechamber Pressure in pre-chamber pfp Pressure in fuel passage Pressure in fuel passage Pac Pressure in the accumulator Pressure in accumulator Pin code Pressure at the inlet Pressure at inlet q injection rate Injection rate Q injection amount Injection quantity u flow rate Flow velocity

Claims (14)

A method of determining an injection rate (q) of a fuel injection valve (100), the fuel injection valve (100) having a body (109) with an inlet region (106) to which high pressure fuel is supplied, an outlet region (108) to which fuel from one or more of a plurality of injection ports (119) and a fuel passage (110, 110 ') leading fuel between the inlet region (106) and the outlet region (108), and wherein the fuel injection valve (100) is a poppet valve (114, 114a, 114b) which opens and closes a connection between the fuel passage (110) and an antechamber (120), the prechamber (120) in the base body (109) in the flow direction in front of the one or a plurality of injection ports (119), and wherein a pressure (Pin) in the inlet region (106) is detected, characterized in that a pressure (Ppc) in the pre-chamber (120) by means of a computing model for the transport of fuel through the Fuel injection valve (100) is calculated based on the detected pressure (pin) in the inlet region (106) and the injection rate (q) is calculated from the pressure (Ppc) in the prechamber (120). Method according to Claim 1 characterized in that the method comprises the steps of: detecting a pressure (Pin) in the inlet region (106) of the fuel injection valve (100); - Determining a valve lift (h) of the valve body (116,116a, 116b); - Calculation of the pressure (Ppc) in the vestibule (120) by means of the calculation model; Calculating the injection rate (q) of fuel injected from the injection ports (119) based on the detected pressure (Ppc) in the vestibule (120), a pressure (Pcyl) in the outer region of the outlet and the geometry of the injection ports (119 ). Method according to Claim 1 or 2 characterized in that the computational model is a fluid mechanical streamline model in which mass motions between the inlet region (106) and the prechamber (120) are dynamically calculated. Method according to one of Claims 1 . 2 or 3 , characterized in that the poppet valve (114) is a double-cone seat valve (114a). Method according to Claim 4 , characterized in that the calculation model is formed according to a hydraulic circuit diagram, which in the flow direction starting from a pressure source (102 ') to a pressure sink (124') comprises the following simulation components: - a line (110 '); a throttle (A_1 '); a volume (122 '); a throttle (A_2 '); a volume (120 '); - A throttle (119 '). Method according to Claim 1 . 2 or 3 , characterized in that the poppet valve (114) is a single-cone seat valve (114b). Method according to Claim 6 , characterized in that the calculation model is formed according to a hydraulic circuit diagram, which in the flow direction starting from a pressure source (102 ') to a pressure sink (124') comprises the following simulation components: - a line (110 '); a throttle (A '); a volume (120 '); - A throttle (119 '). Method according to one of the preceding claims, characterized in that the fuel injection valve (100) is formed with a servo valve. Method according to one of the preceding claims, characterized in that the calculation model according to one of Claims 5 or 7 is formed, wherein in the hydraulic circuit diagram, after the calculation model is formed, behind the line (110 ') additionally a branch point and a second line (110 ") are arranged, and wherein an additional current thread leads away from the branch point, in its flow direction the following simulation components are provided for a further pressure sink (132 '): a transition throttle (125'), a volume (126 '), a throttle (128'). Method according to one of the preceding claims, characterized in that a throttle surface (A, A-1, A_2) between the valve body (116,116a, 116b) and the valve seat portion (118) based on a lifting height (h) of the valve body (116,116a, 116b) and the geometry of the poppet valve (114, 114a, 114b). Method according to one of the preceding claims, characterized in that a lifting height (h) of the valve body (116, 116a, 116b) is calculated by means of a transfer function from the pressure (Pin) at the inlet region (106). Method according to one of the preceding claims, characterized in that a pressure change of the pressure (pin) at the inlet region (106) is detected relative to a reference pressure (Pac) at a Hochdruckakkumulator (102). Method for determining an injection quantity (Q) of a fuel injection valve (100), wherein the fuel injection valve (100) has an actuatable seat valve (114, 114a, 114b) for initiating an injection, characterized in that the injection quantity (Q) is calculated from an injection rate (q ) of the fuel injection valve (100) is calculated according to a method according to at least one of Claims 1 to 12 is determined. Method for regulating the injection quantity (Q) of a fuel injection valve (100) in a closed loop, wherein the fuel injection valve (100) has an actuatable seat valve (114, 114a, 114b) for initiating an injection, characterized in that an injection rate (q) of the fuel injection valve (100) with a method according to one of the Claims 1 to 12 is determined.

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