DE102015104117A1 - MOTION CONTROL OF AN ACTOR - Google Patents

Abstract

A system for controlling the operation of an electromagnetic actuator comprises an actuator with an electric coil, with a magnetic core and with an armature. A controllable driver circuit is responsive to an electrical power flow signal for driving current through the electrical coil to actuate the armature. A control module includes an armature motion observer configured to determine an armature motion parameter in the actuator based on a magnetic flux in the actuator and a predetermined mechanical motion equation corresponding to the actuator and to adjust the electrical power flow signal based on the armature motion parameter.

Description

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of US Provisional Application No. 61 / 955,963 filed on Mar. 20, 2014 and US Provisional Application No. 61 / 955,942 filed on Mar. 20, 2014, the disclosure content of which is hereby incorporated by reference both of which are incorporated herein by reference.

TECHNICAL AREA

This disclosure relates to solenoids activated actuators.

BACKGROUND

The statements in this section provide only background information related to the present disclosure. Consequently, these statements are not intended to constitute acknowledgment of the state of the art.

Solenoid actuators can be used to control fluids (liquids and gases), or for positioning or control functions. A typical example of a solenoid actuator is the fuel injector. Fuel injectors are used to inject pressurized fuel into a manifold, intake passage, or directly into a combustion chamber of an internal combustion engine. Known fuel injectors include electromagnetically activated solenoid devices that overcome mechanical springs to open a valve located at a tip of the injector to allow fuel flow therethrough. Injector driver circuits control electrical current flow to the solenoid activated solenoid devices to open and close the injectors. Injector driver circuits may operate in a peak and hold control configuration or in a switch saturation configuration.

Anchors of fuel injection valves move in response to a magnetic flux and a magnetic force generated when the solenoid devices are electromagnetically activated. Movement of the armature overcomes biasing forces of spring actuated nozzle needles to achieve opening of the fuel injectors. Although the generated magnetic fluxes and magnetic forces are theoretically proportional to the electrical current applied to the solenoid devices, residual magnetic flux in the fuel injectors may result in deviations from desired values. Residual magnetic flux is due to persistent eddy currents and magnetic hysteresis in the fuel injector as a result of a shift in injected fuel mass rates requiring different initial magneflow values. Therefore, relying only on the flow of applied current to the solenoid devices will result in inaccurate estimates of the movement and position of the armature during a fuel injection event.

SUMMARY

A system for controlling the operation of an electro-mechanical actuator comprises an actuator with an electric coil, with a magnetic core and with an armature. A controllable driver circuit is responsive to an electrical power flow signal for driving current through the electrical coil to actuate the armature. A control module includes an armature motion observer configured to determine an armature motion parameter in the actuator based on a magnetic flux in the actuator and a predetermined mechanical motion equation corresponding to the actuator and to adjust the electrical power flow signal based on the armature motion parameter.

BRIEF DESCRIPTION OF THE DRAWINGS

One or more embodiments will now be described by way of example with reference to the accompanying drawings, in which:

1 a schematic sectional view of a fuel injection valve and an activation controller in accordance with the present disclosure illustrated;

2 schematically a transient anchor model for estimating a magnetic force in the fuel injection valve 10 from 1 illustrated in accordance with the present disclosure;

3-1 a schematic sectional view of an anchor portion, a mechanical spring and an electromagnet assembly 24 of the fuel injection valve 10 from 1 and 2 in the presence of a magnetic flux in accordance with the present disclosure;

3-2 the anchor section 21 near the air gap along a cross section AA of 3-1 illustrated in accordance with the present disclosure; and

4 A position control module in accordance with the present disclosure is illustrated.

PRECISE DESCRIPTION

This disclosure describes the concepts of the presently claimed subject matter with reference to an exemplary application to linear motion fuel injectors. However, the claimed subject matter may be broadly applied to any linear or nonlinear electromagnetic actuators that use an electrical coil to induce a magnetic field in a magnetic core, causing an attractive force to act on a movable armature. Typical examples include fluid control solenoids, gasoline or diesel or CNG fuel injectors used in internal combustion engines, and non-fluid solenoid actuators for positioning and control.

Referring now to the drawings, wherein the illustrated is intended only for the purpose of illustrating certain example embodiments and not for the purpose of limiting the same 1-1 schematically a non-limiting example embodiment of an electromagnetically activated fuel injection valve 10 for direct injection. Although in the illustrated embodiment, an electromagnetically activated direct injection fuel injection valve is illustrated, an intake port injection fuel injection valve may equally be used. The fuel injector 10 is designed to fuel directly into a combustion chamber 100 to inject an internal combustion engine. To control the activation of the fuel injection valve 10 is an activation controller 80 electrically connected to this. The activation controller 80 corresponds only to the fuel injection valve 10 , In the illustrated embodiment, the activation controller includes 80 a control module 60 and an injector driver 50 , The control module 60 is with the injector driver 50 electrically connected, in turn, with the fuel injection valve 10 is operatively connected to control the activation thereof. Feedback signals may be sent from the fuel injector to the activation controller 80 to be delivered. The fuel injector 10 , the control module 60 and the injector driver 50 may be any suitable devices designed to operate as described herein. In illustrated embodiments, the control module comprises 60 a processing device. In one embodiment, one or more components of the activation controller 80 in a connection arrangement 36 of the fuel injection valve 36 integrated. In another embodiment, one or more components of the activation controller 80 in a body 12 of the fuel injection valve 10 integrated. In yet another embodiment, one or more components of the activation controller are located 80 outside the fuel injection valve 10 - and in the immediate vicinity - and they are with the connection arrangement 36 electrically connected via one or more cables and / or wires. The terms "cable" and "wire" are used interchangeably herein to provide transmission of electrical power and / or transmission of electrical signals.

Control module, module, controller, controller, controller, processor, and similar terms refer to any or various combinations of one or more application specific integrated circuits (ASICs), electronic circuits, central processing units (preferably microprocessors), and associated random access memory and mass storage (read only memory, programmable read only memory) , Random access memory, hard disk drive, etc.) running one or more software or firmware programs or routines, combinatorial logic circuits, input / output circuits and devices, suitable signal conditioning and buffer circuits, and other components to provide the described functionality , Software, firmware, programs, instructions, routines, code, algorithms, and similar terms refer to any set of instructions including calibrations and look-up tables. The control module has a set of control routines that are executed to provide the desired functions. Routines are executed for example, from a central processing unit, and may be operated to monitor inputs from sensing devices and other network control modules and to perform control and diagnostic routines for controlling the operation of actuators. Routines may be executed at regular intervals, for example, every 3.125, 6.25, 12.5, 25, and 100 milliseconds during ongoing engine and vehicle operation. Alternatively, routines may be executed in response to the occurrence of an event.

Generally, an anchor can be controlled to either an actuated position or a static or rest position. The fuel injector 10 may be any suitable discrete fuel injector that can be controlled to either an open (actuated) position or a closed (static or stationary) position. In one embodiment, the fuel injection valve comprises 10 a cylindrical hollow body 12 , which is a longitudinal axis 101 Are defined. A fuel inlet 15 is at a first end 14 of the body 12 arranged, and a fuel nozzle 28 is at a second end 16 of the body 12 arranged. The fuel inlet 15 is with a high pressure fuel rail 30 fluidly coupled, which is fluidly coupled to a high-pressure injection pump. A valve arrangement 18 is the body 12 included and includes a needle valve 20 , a spring-operated nozzle needle 22 and an anchor section 21 , The needle valve 20 sits engaging in the fuel nozzle 28 to control fuel flow therethrough. Although the illustrated embodiment is a triangular shaped needle valve 20 For example, other embodiments may use a ball. In one embodiment, the anchor portion is 21 with the nozzle needle 22 rigidly coupled and to a linear displacement as a unit together with the nozzle needle 22 and the needle valve 20 in first or second directions 81 . 82 designed. In another embodiment, the anchor portion 21 with the nozzle needle 22 be slidably coupled. For example, the anchor section 21 in the first direction 81 until it is stopped by a jet needle stopper attached to the nozzle needle 22 is rigidly attached. Analogously, the anchor section 21 in the second direction 82 independent of the nozzle needle 22 be moved until it contacts a nozzle needle stop, which at the nozzle needle 22 is rigidly attached. When in contact with the nozzle needle stop, on the nozzle needle 22 rigidly attached, causes the force of the anchor section 21 that the nozzle needle 22 together with the anchor section 21 in the second direction 82 is pressed. The anchor section 21 can projections for engagement with various stops within the fuel injection valve 10 contain.

An arrangement 24 with an annular electromagnet comprising an electric coil and a magnetic core is for magnetic engagement with the anchor portion 21 designed the valve assembly. The order 24 with the electric coil and the magnetic core is shown as being outside the body of the fuel injection valve for illustrative purposes; However, embodiments are directed here that the arrangement 24 with the electric coil and the magnetic core either in the fuel injection valve 10 permanently installed or integrated therein. The electric coil is wound on the magnetic core and includes terminals for receiving electrical power from the injector driver 50 , Hereinafter, the "electrical coil and magnetic core assembly" will be referred to simply as "electrical coil 24 Be designated. When the electric coil 24 deactivated and not energized, presses the spring 26 the valve assembly 18 including the needle valve 20 in the first direction 81 to the fuel nozzle 28 towards the needle valve 20 close and prevent fuel flow therethrough. When the electric coil 24 is activated and energized, an electromagnetic force (hereinafter "magnetic force") acts on the armature section 21 a, to that of the spring 26 overcome applied spring force, and pushes the valve assembly 18 in the second direction 82 , causing the needle valve 20 from the fuel nozzle 28 is moved away and the flow of pressurized fuel within the valve assembly 18 through the fuel nozzle 28 is possible. A search coil 25 is with the electric coil 24 is magnetically coupled to each other and is preferably axially or radially adjacent to the coil 24 wound.

The fuel injector 10 can be a stopping device 29 include that with the valve assembly 18 interacts to shift the valve assembly 18 to stop when forced to open. In one embodiment, a pressure sensor is 32 designed to provide a fuel pressure 34 in the high pressure fuel rail 30 near the fuel injection valve 10 , preferably upstream of the fuel injection valve 10 , to get. In another embodiment, a pressure sensor 32 ' in the inlet 15 be integrated with the fuel injection valve, instead of the pressure sensor 32 in the fuel rail 30 or in combination with the pressure sensor. In the in 1 illustrated embodiment is the fuel injection valve 10 is not limited to the spatial and geometric arrangement of the features described herein, and may include additional features and / or other spatial and geometric arrangements known in the art to the fuel injector 10 operate between open and closed positions to increase the supply of fuel to the engine 100 to control.

The control module 60 generates an injector command signal (an actuator command) 52 including the injector driver 50 controls which the fuel injector 10 activated to the open position to effect a fuel injection event. In the illustrated embodiment, the control module communicates 60 with one or more external control modules, such as an engine control module (ECM) 5 ; in other embodiments, the control module 60 however, be assembled with the ECM. The injector command signal 52 is correlated with a desired fuel mass flowing from the fuel injector 10 during the fuel injection event. Analogously, the injector command signal 52 are correlated with a desired fuel flow rate from the fuel injector 10 during the fuel injection event. As used herein, the term "desired injected fuel mass" refers to the desired fuel mass that the engine through the fuel injector 10 should be supplied. As used herein, the term "desired fuel flow rate" refers to the rate at which fuel of the engine is injected through the fuel injector 10 should be supplied to achieve the desired fuel mass. The desired injected fuel mass may be on one or more monitored input parameters 51 based in the control module 60 or the ECM 5 be entered. The one or more monitored input parameters 51 may include, but are not limited to, operator torque request, manifold absolute pressure (MAP), engine speed, engine temperature, fuel temperature, and ambient temperature, which are provided by known methods. The injector driver 50 generates an injector activation signal (an actuator activation signal) 75 in response to the injector command signal 52 to the fuel injector 10 to activate. The injector activation signal 75 controls a current flow to the electric coil 24 to generate an electromagnetic force in response to the injector command signal 52 to create. An electrical power source 40 provides a source of DC electrical power to the injector driver 50 ready. In some embodiments, the DC electric power source provides a low voltage, e.g. 12 V, and a boost converter may be used to output a high voltage, e.g. B. 24V to 200V, the injector driver 50 is supplied. When the electric coil 24 using the injector activation signal 75 is activated, the electromagnetic force generated by this pushes the anchor portion 21 in the second direction 82 , When the anchor section 21 in the second direction 82 is pressed, thus causing the valve assembly 18 in the second direction 82 is pushed or shifted to an open position, allowing pressurized fuel to flow therethrough. The injector driver 50 controls the injector activation signal 75 for the electric coil 24 by any suitable method, including, for example, a pulse width modulated (PWM) flow of electrical power. The injector driver 50 is configured to activate the fuel injection valve 10 in which it receives appropriate injector activation signals 75 generated. In embodiments employing multiple consecutive fuel injection events for a given engine cycle, an injector activation signal may 75 generated for each of the fuel injection events within the engine cycle.

The injector activation signal 75 is characterized by an injection period and a current waveform that includes an initial peak pull-in current and a secondary hold-up current. The initial peak pull-up current is characterized by steady startup to achieve a peak current which may be selected as described herein. The initial peak pull-up current generates an electromagnetic force that is incident on the armature section 21 the valve assembly 18 acts to overcome the spring force and the valve assembly 18 in the second direction 82 to push into the open position, whereby the flow of pressurized fuel through the fuel nozzle 28 is initiated through. When the initial peak pull-up current is reached, the injector driver decreases 50 the current in the electric coil 24 on the secondary holding current. The secondary hold current is characterized by an approximately steady state current that is lower than the initial peak pull-up current. The secondary holding current is a current level provided by the injector driver 50 is controlled to the valve assembly 18 in the open position to prevent the passage of pressurized fuel through the fuel nozzle 28 to continue through. The secondary holding current is preferably indicated by a minimum current level. The injector driver 50 is designed as a bidirectional current driver, which is to provide a negative current flow for removing power from the electrical coil 24 be able to. As used herein, the term "negative current flow" refers to reversing the direction of current flow for energizing the electrical coil. Consequently, the terms "negative current flow" and "reversed current flow" are used interchangeably herein.

Embodiments herein are directed to controlling the fuel injection valve for a plurality of fuel injection events that closely track one another during an engine cycle. As used herein, the term "closely spaced" refers to a residence time between each successive fuel injection event that is less than a predetermined dwell threshold. As used herein, the term "dwell time" refers to a period of time between the end of injection of the first fuel injection event (actuator event) and the start of injection for a corresponding second fuel injection event (actuator event) of each successive pair of fuel injection events. The dwell threshold may be selected to define a period of time such that dwell times that are less than the dwell threshold indicate generation of instability and / or variations in injected fuel mass magnitude at each of the fuel injection events is supplied. The instability and / or variations in the size of the injected fuel mass may be the response to the presence of secondary magnetic effects. The secondary magnetic effects include persistent eddy currents and magnetic hysteresis within the fuel injector and residual flow based thereon. Persistent eddy currents and magnetic hysteresis are present due to transitions at initial flow values between the closely spaced fuel injection events. Thus, the dwell threshold is not defined to be any fixed value, and the choice thereof may be based on fuel temperature, fuel injector temperature, fuel injector type, fuel pressure, and fuel properties such as fuel types and fuel blends limited. As used herein, the term "flux" refers to a magnetic flux that indicates the total magnetic field that is from the electrical coil 24 is generated and passes through the anchor portion. Because the windings of the electric coil 24 couple the magnetic flux into the magnetic core, this flux can therefore be set equal to the flux coupling. The flux coupling is also based on the flux density passing through the armature section, on the surface of the armature section adjacent to the air gap, and on the number of turns of the coil 24 , Thus, the terms "flow,""magneticflux," and "flux linkage" are used interchangeably herein, unless otherwise specified.

For fuel injection events that are not close in sequence, regardless of dwell time, a fixed current waveform may be used for each fuel injection event because the first fuel injection event of a consecutive pair has little impact on the injected fuel mass input of the second fuel injection event of the consecutive pair. However, the first fuel injection event may tend to affect the injected fuel mass of the second fuel injection event and / or subsequent fuel injection events when the first and second fuel injection events are close to each other and a fixed current waveform is used. Each time a fuel injection event is affected by one or more previous fuel injection events of an engine cycle, the respective injected fuel mass of the corresponding fuel injection event may result in unacceptable repeatability over the course of multiple engine cycles, and the consecutive fuel injection events are considered to be tightly sequential. More generally, all successive actuator events in which a residual flow from the previous actuator event affects the behavior of the subsequent actuator event relative to a standard, for example, relative to behavior in the absence of residual flow, are considered to be closely sequential.

V_SC

die Suchspulenspannung ist,

λ

die Flusskopplung ist und

t

die Zeit ist.

In some embodiments, the fuel injector 10 from 1 a search coil 25 include that with the electric coil 24 is magnetically coupled to each other and the magnetic core portion of the arrangement 24 is wound with an electric coil and a magnetic core. This disclosure may be the electrical coil 24 interchangeably designate as "main coil". The search coil 25 for purposes of illustration, is shown external to the body of the fuel injector; However, embodiments are directed here that the search coil 25 with the fuel injection valve 10 either assembled or integrated into it. The search coil 25 is positioned in a magnetic field path through the main coil 24 is produced. Therefore, the search coil 25 not limited to any specific configuration or spatial orientation. In one embodiment, the search coil is 25 adjacent to the main coil 24 wound. In another embodiment, the search coil is 25 around the main coil 24 wrapped around. The search coil 25 may include leads electrically connected to a voltage sensor. The search coil 25 can be used to control the magnetic flux within the fuel injector 10 to get. A flux coupling of the search coil 25 For example, a voltage in the search coil 25 generate in accordance with the following relationship: V _SC = dλ / dt [1] in which

V _SC

the search coil voltage is,

λ

the flux coupling is and

t

the time is.

φ

der Magnetfluss im Luftspalt ist,

φ₀

der anfängliche Fluss (Restfluss) ist, und

N

eine vorgeschriebene Anzahl von Wicklungen in der Suchspule ist.

The magnetic flux in the air gap of the fuel injection valve can therefore be obtained from integration in accordance with the following relationship: φ = 1 / N∫V _SC dt + φ ₀ [2] in which

φ

the magnetic flux in the air gap is,

φ ₀

the initial flow is, and

N

is a prescribed number of turns in the search coil.

Consequently, the search coil can 25 serve as one of the sensor devices in the fuel injection valve, the information to the control module 60 via the feedback signals 42 deliver. The initial flow can be zeroed using a demagnetization or flow reset procedure.

V_MC

die Spannung der Hauptspule ist,

λ

die Flusskopplung ist,

R

der Widerstandswert der Hauptspule ist,

i

der durch die Hauptspule hindurch gemessene Strom ist, und

t

die Zeit ist.

In addition, the flux coupling of the search coil 25 , which is determined by Equation 1, substantially identical to that of the main coil 24 based on the mutual magnetic coupling between them. Advantageously, values for flux linkage and magnetic flux in the fuel injector may be determined by other parameters even without directly monitoring the voltage (such as with a search coil as described above). The voltage, current and resistance of the main coil can be used in the following relationship to obtain the flux coupling: V _MC = R × i + dλ / dt [3] in which

V _MC

the voltage of the main coil is,

λ

the flux coupling is,

R

the resistance value of the main coil is,

i

is the current measured through the main coil, and

t

the time is.

φ

der Magnetfluss im Luftspalt ist,

N

eine vorgeschriebene Anzahl von Wicklungen in der Hauptspule ist,

φ₀

der anfängliche Fluss (Restfluss) ist,

R

der Widerstandswert der Hauptspule ist,

i

der Strom durch die Hauptspule hindurch ist, und

t

die Zeit ist.

The magnetic flux in an air gap of the fuel injection valve can thus be obtained from integration in accordance with the following relationship: φ = 1 / N∫ (V _MC - Ri) dt + φ ₀ [4] in which

φ

the magnetic flux in the air gap is,

N

is a prescribed number of windings in the main coil,

φ ₀

the initial flow (residual flow) is

R

the resistance value of the main coil is,

i

the current through the main coil is, and

t

the time is.

Consequently, the magnetic flux can be determined without a separate search coil. In either way, the magnetic flux can be via the feedback signals 42 to the control module 60 of the activation controller 80 to be delivered.

In other embodiments, a magnetic field sensor, such as a Hall sensor, may be positioned in a magnetic flux path within the fuel injector to measure the magnetic flux. Similarly, other magnetic field sensors can be used to measure magnetic flux, such as without limitation analog Hall sensors and magnetoresistive (MR) sensors. The magnetic flux measured by such magnetic field sensors can be detected via the feedback signals 42 to the control module 60 to be delivered. It is understood that these magnetic field sensors indicate sensing devices integrated with the fuel injector to provide the active magnetic flux. It is understood that embodiments herein are not limited to any technique for determining magnetic flux or equivalent flux coupling in the fuel injector 10 should be limited.

2 schematically illustrates a transient anchor position model for estimating an instantaneous position, velocity and acceleration of the anchor portion 21 of the fuel injection valve 10 from 1 in accordance with the present disclosure. The transient anchor model 200 can in the control module 60 and / or the external ECM 5 from 1 be implemented and executed by a processing device thereof. The transient anchor model 200 includes an electrical subsystem 210 and a magnetic, fluidic and mechanical subsystem (MFM subsystem) 220 , The transient anchor model 200 becomes with respect to the fuel injection valve 10 and the activation controller 80 from 1 described. The injector driver 50 , the anchor section 21 and the stationary magnetic core 240 the arrangement 24 with an electrical core and an electromagnet are further illustrated to illustrate relationships between parameters of the coil drive voltage 201 , the coil driver current 202 , the total serial resistance value 204 , the tension 206 for flux linkage calculation, the magnetic force 212 and the position of the anchor section 21 display. In the illustrated embodiment, it is assumed that the magnetic force 212 and the position 214 of the anchor section are unknown. A dashed horizontal line 244 shows a position 214 the anchor section 21 which is zero. If the position 214 is equal to zero, it is understood that the anchor section 21 not moved and by the mechanical spring 26 in the first direction 81 from 1 is biased; that is, the injector is closed, causing fuel flow to the engine 100 is prevented.

wobei

v

die Spannung 201 ist, die von dem Einspritzventil-Treiber bereitgestellt wird,

λ

die Flusskopplung 206 ist,

R

der serielle Gesamtwiderstandswert 204 der Hauptspule, der Kabel und von reflektierten Wirbelstromwiderstandswerten ist,

i

der gemessene Strom 202 durch die Hauptspule hindurch ist,

t

die Zeit ist,

T

eine Temperatur der Hauptspule ist, und

s

eine Position 214 des Ankers ist.

The electrical subsystem 210 may be the flux coupling of the electrical coil and one of the injector driver 50 provide supplied voltage based on the following relationship:

in which

v

the voltage 201 that is provided by the injector driver,

λ

the flux coupling 206 is

R

the total serial resistance 204 the main coil, the cable and reflected eddy current resistance values,

i

the measured current 202 through the main coil,

t

the time is,

T

a temperature of the main coil is, and

s

a position 214 the anchor is.

It should be noted that some embodiments use the search coil 25 may contain the flux link 206 using equation [1] as described above indirectly.

wobei

f_mag

die Magnetkraft 212 ist, die auf den Anker wirkt,

m₁

eine bewegliche Masse eines ersten Abschnitts des Ankers ist,

m₂

eine bewegliche Masse eines zweiten Abschnitts des Ankers ist,

k₁(s)

gleich 1 ist, wenn sich der erste Abschnitt des Ankers 21 bewegt,

k₂(s)

gleich 0 ist, wenn der erste und zweite Abschnitt des Ankers 21 entkoppelt sind, und gleich 1 ist, wenn der erste und zweite Abschnitt gekoppelt sind,

c

ein viskoser Dämpfungskoeffizient ist, der eine Funktion der Position s und der Temperatur T sein kann,

p

der Kraftstoffdruck ist,

k

eine Federkonstante der Feder ist, welche eine Funktion der Position s und der Temperatur T sein kann,

f_plp

eine von einer Position und einem Kraftstoffdruck abhängige Kraft auf den Anker in der geschlossenen Position ist, und

f_pl

eine Vorbelastung der Feder ist, die eine Funktion der Temperatur T sein kann,

T

die Temperatur ist.

The MFM subsystem 220 of the transient anchor position model 200 can the magnetic force 212 pointing to the moving anchor section 21 affects, and the position 214 of the anchor 21 based on the following motion relationship, from which one skilled in the art will recognize expressions for position, velocity, and acceleration:

in which

f _likes

the magnetic force 212 is that acts on the anchor

m ₁

is a moving mass of a first section of the anchor,

m ₂

is a movable mass of a second portion of the armature,

k ₁ (s)

is equal to 1 when the first section of the anchor 21 emotional,

k ₂ (s)

is equal to 0 when the first and second sections of the anchor 21 are decoupled and equal to 1 when the first and second sections are coupled,

c

is a viscous damping coefficient, which may be a function of position s and temperature T,

p

the fuel pressure is,

k

is a spring constant of the spring, which may be a function of the position s and the temperature T,

f _plp

is a position and fuel pressure dependent force on the armature in the closed position, and

f _pl

is a preload of the spring, which may be a function of temperature T,

T

the temperature is.

It is understood that the first movable mass m _{1 of} the first portion of the armature anchor portion 21 which may be in the second direction 82 moves, prior to coupling with the second section of the anchor, a nozzle needle 22 or may contain a coupled with the nozzle needle stop. Analogously, the second movable mass m _{2 of} the second section of the armature 21 the anchor section 21 include, moving in the second direction 82 moves, taking it with the stop or the nozzle needle 22 is coupled. Equation [6] can be applied to the anchor section 21 be applied, which moves with more than two masses. The magnetic force acting on the armature can be determined on the basis of relationships described below in FIG 3-1 and 3-2 are described. Parameters such as mass, spring constant, viscous damping coefficient and preload of the spring may be stored in a memory device of the control module 60 be saved. In addition, although the specific terms of equation [6] are disclosed with respect to a fuel injector, more general or more detailed forms of the equation applicable to other types of electromagnetic actuator applications will become apparent to those skilled in the art with an understanding of the unique structures and advantages Forces of special actuator application easily reveal. For example, a single mass anchor would use a similar equation with a combined mass expression. And while Equation [6] includes a fuel pressure dependent force, a more general form of the equation that is applicable to other actuators that are not exposed to similar forces would not include such an expression for forces, or would include terms for forces are applicable to the specific hardware configuration. Moreover, spring preload and spring constant terms would be analogously adjusted or eliminated altogether in accordance with particular hardware configurations, for example, the term constant term term would be eliminated, but a force preload would be maintained in the case of a magnetically-locking solenoid. Other variations will be apparent to those skilled in the art and the specific form and phrases of equation [6] are exemplary only and not limiting of the application of an armature movement relationship in accordance with the present disclosure. Thus, a more general relationship may be through at least one term of anchor mass and acceleration and a single expression for forces to encompass an accumulation of additional forces acting on the anchor.

3-1 illustrates a schematic sectional view of the anchor portion 21 and the solenoid assembly 24 of the fuel injection valve 10 from 1 and 2 in the presence of a magnetic flux in accordance with the present disclosure. The electromagnet arrangement 24 includes the annular electrical coil 241 and the stationary magnetic core 240 , The electric coil 241 contains a prescribed number of windings N. The magnetic flux follows the magnetic flux path 324 and is generated when the electric coil 241 is energized by an electric current supplied by the injector driver 50 is delivered. A magnetic flux density 350 at the anchor section 21 near an air gap along a cross section AA is further illustrated. It is understood that the on the anchor section 21 acting magnetic force 212 and not the magnetic flux path 324 determining the magnetic flux density 350 at the air gap of the anchor section 21 is. For example, sections of the magnetic flux path are lifted 324 on that into the anchor section 21 penetrate in the radial direction, and generate a net force of zero in the direction of the armature movement. In addition, not the entire magnetic flux path penetrates 324 into the anchor portion, due to which portions of the magnetic flux path impinge on the anchor portion in a direction perpendicular to the anchor portion 21 is, and therefore they do not penetrate into the anchor section and not leave it. In other words, the magnetic flux density takes into account 350 only a magnetic flux perpendicular to the anchor portion 21 runs near the air gap.

φ

der Magnetfluss ist,

λ

die Flusskopplung der elektrischen Spule 241 ist und

N

die vorgeschriebene Anzahl von Wicklungen der elektrischen Spule 241 ist.

The magnetic flux in the track 324 may flow based on the flux coupling (or other methods described above) determined from equation [5] and the prescribed number of turns N of the electrical coil 241 be determined as follows: φ ≅ λ / N [7] in which

φ

the magnetic flux is,

λ

the flux coupling of the electric coil 241 is and

N

the prescribed number of windings of the electric coil 241 is.

wobei

B_n

die Magnetflussdichte 350 des Ankerabschnitts 21 entlang des Querschnitts A-A ist, und

S_a

der Oberflächenbereich des Ankerabschnitts 21 in der Nähe des Luftspalts ist.

3-2 illustrates the anchor section 21 near the air gap along the cross section AA of 3-1 in accordance with the present disclosure. The anchor portion has a surface area S _a . It is understood that the surface area of the anchor portion, the prescribed number of windings N and other parameters in a memory of the control module 60 can be stored. The magnetic flux density 350 along the cross section AA can be obtained using the magnetic flux determined from equation [7] as follows:

in which

B _n

the magnetic flux density 350 the anchor section 21 along the cross section AA, and

S _a

the surface area of the anchor section 21 near the air gap.

wobei

μ₀

die Permeabilität des freien Raums ist, und

b

ein Korrekturfaktor ist, der eine Funktion der Ankerposition s und des Flusses φ ist.

Again with respect to 3-1 can the magnetic force 212 pointing to the anchor section 21 acts, from the magnetic flux density 350 , which is determined by equation [8], can be determined as follows.

in which

μ ₀

the permeability of the free space is, and

b

is a correction factor that is a function of the anchor position s and the flux φ.

Consequently, the magnetic force 212 pointing to the moving anchor 21 acts, obtained using equation [9] and substituted into equation [6], for the parameters of position, velocity, and / or acceleration (ie, position, velocity, and acceleration terms) of the moving armature section 21 to determine. Information about the feedback signals 42 from 1 provided allow the control module 60 (or the ECM 5 ), the transient anchor model 200 from 2 to perform the flux linkage and magnetic flux within the fuel injector 10 using equation [6]. However, some embodiments may use the search coil 25 Include flux sensors or magnetic field sensors to provide magnetic flux or flux coupling as described above with respect to FIG 1 is described. Closed loop operation of the transient anchor model 200 Again, equation [6] may perform to determine the parameters of the instantaneous position, velocity, and / or acceleration (ie, armature motion parameter) of the moving armature section 21 based on the magnetic flux in the fuel injection valve 10 to determine. Knowing the armature position and movement allows precise fuel rates to be delivered to the combustion chamber, and also allows multiple contiguous fuel injection events to be used in small amounts to reduce fuel consumption and emissions. Open loop operation, which only accounts for the current flow provided to the solenoid assembly to determine armature position, is often susceptible to failure due to the presence of residual flow and persistent eddy currents that are not taken into account.

4 FIG. 12 illustrates an exemplary embodiment of a position control module using armature position feedback to control a current applied to an electrical coil a fuel injection valve is applied to control its activation. The position control module 400 can in the control module 60 of the activation controller 80 from 1 be implemented and executed by a processing device thereof.

As a result, the position control module becomes 400 with reference to 1 described. The position control module 400 includes a position command generation module (PCG module) 410 , a difference unit 412 , a proportional-integral position control module (PI position control module) 414 , an injector driver 420 and an anchor motion observer 460 , The control module 60 of the activation controller 80 from 1 can the PCG module 410 , the difference unit 412 , the PI position control module 414 and the anchor motion observer 460 include. The injector driver 50 of the power activation controller 80 from 1 can the injector driver 420 include. However, the control module 60 and the injector driver 50 other combinations of these features listed above include.

In the illustrated embodiment, a desired fuel flow mass becomes 409 into the PCG module 410 entered. The desired fuel flow mass 409 may be from an external module, e.g. From the ECM 5 on the basis of the above-mentioned input parameters 51 to achieve a desired injected fuel mass, as described above with reference to FIG 1 is described. The PCG module 410 gives an anchor position command 411 based on the desired fuel flow mass 409 and other inputs 402 , For example, the fuel pressure, which have material effects on the fuel delivery through the injection valve, from. The PCG module can work with any well-known principles, including look-up tables or equations, to provide output. The anchor position command 411 indicates a command to establish an armature position, which is needed to the fuel injection valve 10 to activate the open position to the desired fuel flow mass 409 to the combustion chamber 100 to deliver. However, it should be noted that the anchor position command 411 the presence of a residual flow, z. B. a magnetic flux, which is present in the fuel injection valve due to the hysteresis and an eddy current effect. The presence of residual flow may cause instability in the fuel injector which may affect the fuel flow mass and injected fuel masses delivered to the combustion chamber. Consequently, moving the anchor portion 21 only on the basis of the armature position command lead to a fuel flow mass actually delivered to the combustion chamber, that of the desired fuel flow mass 409 which results in an inaccurate or incorrect injected fuel mass to the fuel injector 10 is delivered.

The anchor position command 411 becomes the difference unit 412 entered. The difference unit 412 compares an anchor position feedback 425 in the fuel injector 10 with the anchor position command 411 , The anchor position feedback 425 is from the anchor motion observer 460 based on injector parameter inputs 450 coming from the fuel injector 10 to be provided. The injector parameter inputs 450 indicate the active magnetic flux flowing in the fuel injector 10 is present as described hereinbefore and may include the voltage of the main coil, the current of the main coil, the voltage of the search coil or magnetic field sensors. The active magnetic flux or the equivalent flux coupling present in the fuel injector 10 can be obtained by any of the methods described above with reference to the illustrated embodiment of 1 be obtained using one or more detection devices, which in the fuel injection valve 10 are installed, and corresponding fuel injector parameter inputs. Based on known relationships, as described above with respect to the equation of motion, equation [6], the armature motion observer 460 Provide position information (ie, position (s), velocity (ds / dt), and acceleration (d ² s / dt)) corresponding to the anchor. Since the flux coupling λ in the armature motion observer 460 from the injector parameter inputs 450 can be determined, it can also be provided as an output. Specifically, with respect to the present embodiment, the armature position (s) will be referred to as armature position feedback 425 provided. Therefore, the anchor position feedback takes into account 425 all forces that act on the armature, which include a force on a residual flow in the presence of the active magnetic flux in the fuel injection valve 10 is due.

Based on the comparison between the anchor position feedback 425 and the anchor position command 411 gives the difference unit 412 an adjusted anchor position command 413 indicating the presence of a magnetic flux in the fuel injector 10 considered. The adjusted anchor position command 413 gets into the PI position control module 414 entered, through which a PWM signal 429 of the electrical power flow generated and into the injector driver 420 is entered. Therefore, the PWM signal takes into account 429 of the commanded electric power flow, the armature position feedback 425 in the fuel injector. Therefore, the position control module allows 400 in that a desired fuel flow mass 409 for each of a plurality of fuel injection events in rapid succession using closed loop operation based on the armature position feedback 425 in the fuel injector 10 is reached.

The disclosure has described certain preferred embodiments and modifications thereto. While reading and understanding the description, others may come up with other modifications and changes. It is therefore intended that the disclosure not be limited to the particular embodiments disclosed which are believed to be the best mode for carrying out this disclosure, but that the disclosure will include all embodiments falling within the scope of the appended claims.

Claims (10)

A method of controlling an electromagnetic actuator comprising an electrical coil, a magnetic core, and an armature adjacent the magnetic core, the method comprising: a magnetic flux is determined in the actuator when the electric coil is energized by a current; a magnetic force acting on the armature determined based on the magnetic flux and a surface area of the armature in the vicinity of an air gap between the magnetic core and the armature; the magnetic force is applied as an interfering function to a mechanical equation of motion corresponding to the actuator, to determine at least one armature movement parameter; and the anchor is controlled based on the at least one anchor motion parameter. A system for controlling actuation of a fuel injector, comprising: a fuel injection valve comprising an electric coil, a magnetic core and an armature; a controllable driver circuit responsive to a power flow signal for driving current through the electrical coil to actuate the armature; and a control module configured to determine an armature movement parameter in the fuel injection valve and to adjust the power flow signal based on the armature movement parameter. The system for controlling actuation of the fuel injector of claim 2, wherein the control module comprises an armature motion observer configured to determine the armature motion parameter based on a magnetic flux in the fuel injector. The system for controlling actuation of the fuel injector of claim 3, further comprising a search coil magnetically coupled to each other with the electrical coil, the control module further configured to determine the magnetic flux in the fuel injector based on the search coil. The system for controlling actuation of the fuel injector of claim 3, further comprising a magnetoresistive sensor disposed in a flow path in the fuel injector, the controller module being further configured to determine the magnetic flux in the fuel injector based on the magnetoresistive sensor. The system for controlling actuation of the fuel injector of claim 3, further comprising a Hall effect sensor disposed in a flow path in the fuel injector, the control module further configured to increase the magnetic flux in the fuel injector based on the Hall effect sensor determine. A system for controlling actuation of the fuel injector of claim 3, wherein the armature movement observer is configured to: to determine a magnetic flux in the actuator when the electric coil is energized by a current; determine a magnetic force acting on the armature based on the magnetic flux and a surface area of the armature in the vicinity of an air gap between the magnetic core and the armature; and apply the magnetic force as an interfering function to a mechanical equation of motion corresponding to the actuator to determine the armature movement parameter. A system for controlling the operation of the fuel injection valve according to claim 7, wherein the magnetic force acting on the armature is determined in accordance with the following relationship:

where f _{mag is} the magnetic force, S _{a is} the surface area of the armature in the vicinity of the air gap, B _{n is} the flux density

of the armature in the vicinity of the air gap, μ _{0 is} the permeability in free space, and b is a correction factor which is a function of the armature position s and the flux φ. A system for controlling the operation of the fuel injection valve according to claim 7, wherein the mechanical equation of motion is represented by the following relationship:

c (s, T) ds / dt + k (s, T) s + f _plp (s, p) + f _pl (T) where f _{mag is} the magnetic force acting on the armature, m _{1 is} a moving mass of a first portion of the armature, m _{2 is} a moving mass of a second portion of the armature, k ₁ (s) is equal to 1 when the first one Moving portion of the armature is k ₂ (s) equal to 0 when the first and second portions of the armature are decoupled and equal to 1 when the first and second portions are coupled, c is a viscous damping coefficient that is a function of armature position and the temperature may be, p is a fuel pressure at the fuel injector, k is a spring constant of a spring acting on the armature, which may be a function of armature position and temperature, s is the _armature position, f _{plp is} one of the position and the Fuel pressure-dependent force on the armature in the closed position, f _{pl is} a preload of the spring, which may be a function of temperature, and T is the temperature. A system for controlling actuation of an electromagnetic actuator, comprising: an actuator comprising an electric coil, a magnetic core and an armature; a controllable driver circuit responsive to an electrical power flow signal for driving current through the electrical coil to actuate the armature; and a control module including an armature motion observer configured to determine an armature motion parameter in the actuator based on a magnetic flux in the actuator and a predetermined mechanical motion equation corresponding to the actuator and to adjust the electrical power flow signal based on the armature motion parameter ,

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