DE102019117575A1 - System for controlling an injection system of an internal combustion engine - Google Patents

Abstract

The invention relates to a system for controlling an injection system of an internal combustion engine, comprising at least one injector unit, controllable by means of a current supply signal, for injecting a fuel into a combustion chamber of the internal combustion engine, the at least one injector unit each having its own first control unit, which is designed as a component of the injector unit and is able to receive, store and transmit at least one ACTUAL value of at least one operating variable of the injector unit.

Description

The invention relates to a system for controlling an injection system of an internal combustion engine, comprising at least one injector unit, controllable by means of an energization signal, for injecting a fuel into a combustion chamber of the internal combustion engine, according to the preamble of claim 1.

The entire combustion chamber of an internal combustion engine (also called internal combustion engine) is distributed over the individual combustion chambers of the existing cylinders. The total number of cylinders can vary depending on the use and the desired output of the respective internal combustion engine. For example, 4 or 8 cylinders and, in the case of a marine diesel engine, 16 or 24 cylinders can also be arranged.

A cylinder has a first end that defines the cylinder head. This generally includes the connections for the air supply and air discharge as well as the bearing seat of an injection nozzle. The bearing for the crankshaft, for example, is arranged adjacent to the second end of the cylinder. The crankshaft, together with the connecting rod, ensures the eccentric rotary bearing of a first end of the individual pistons, the second ends of which are slidably supported within the cylinder.

Air is sucked in by means of a stroke movement of the piston in the direction of the second end of the cylinder. When the piston moves in the direction of the first end of the cylinder, the air is strongly compressed and thereby heated. Just before the end of this compression stroke, fuel is injected, finely dispersed in the hot air and atomized. Due to the high temperature of the air, the resulting mixture ignites by itself in a diesel engine.

An important task of internal combustion engines, especially diesel engines, is to emit as few pollutants as possible. By optimizing the ratio of air to fuel (“mixture”) that is present in the combustion chamber at the time of ignition, it can be ensured that the fuel burns as completely and efficiently as possible. For this purpose, the fuel must be injected into the combustion chamber at the right time and in the right amount with the highest possible pressure. The fuel is injected into the combustion chamber via the injection nozzle (also called an injector), which is arranged on the cylinder and functions as a valve.

In modern diesel engines such as the common rail diesel engine, pressure generation is separated from the actual injection process. This makes it possible to determine the injection time and injection quantity of the fuel by means of a corresponding current signal (current signal or voltage signal) from the electronic engine control. This signal activates the injector and carries out the injection process.

According to the prior art, the injector only takes on the injection itself, so it can only be controlled by means of the current supply signal from the electronic engine control. However, it would be desirable to receive feedback on the conditions within the immediate vicinity of the injector in order to be able to detect any deviations from the normal condition. It would also be desirable to provide an injection system whose individual components are designed as confidently as possible.

The object of the present invention is therefore to provide an intelligent injector system.

This object is achieved according to the features of claim 1.

An essential point of the invention is that in a system for controlling an injection system of an internal combustion engine, comprising at least one injector unit controllable by means of an energization signal for injecting a fuel into a combustion chamber of the internal combustion engine, the at least one injector unit each has its own first control unit, which as a component of the injector unit is designed and able to receive, store and forward at least one ACTUAL value of at least one operating variable of the injector unit.

The injector unit preferably includes exactly one injector.

It goes without saying that the format in which the ACTUAL value of the at least one operating variable can be received, stored and / or forwarded can of course be changed.

The at least one operating variable is preferably a pressure prevailing at a specific point in time and / or a temperature prevailing at a specific point in time. The at least one operating variable can preferably be measured in the immediate vicinity of the injector unit. The at least one operating variable is preferably measurable continuously, that is to say as a function of time. For example, a measurement of the at least one operating variable can only be measured during the injection process or during the entire working cycle of the internal combustion engine.

The first control unit of the injector unit therefore preferably comprises at least one data storage unit and / or at least one first data interface.

According to the present invention, the first control unit is designed as a component of the injector unit. As a result, the first control unit forms a structural unit with the rest of the injector unit. An exchange of the injector unit is therefore equivalent to an exchange of the associated first control unit. The advantage here is that data that are assigned to a specific injector unit are also expanded with this unit. Reading out and evaluating the data regardless of the installation state of the injector unit and assigning the data to the specific injector unit are therefore possible without any problems.

Since each injector unit has its own first control unit, conclusions can be drawn about the assignment of a particular injector unit to a particular cylinder from the data collected.

The injector unit according to the invention is preferably interchangeable according to the plug-and-play principle with a conventional injector unit (without its own control unit) or with a further injector unit according to the invention; In the case of such an exchange, therefore, preferably no adjustments to the hardware and software used are necessary. In addition, it should be mentioned that, depending on the structure of the hardware and / or software and depending on the control unit used, access rights may be necessary.

The respective operating variable is preferably continuously recorded and / or stored. The data can be transmitted continuously or at least at a predetermined point in time and / or on the basis of a predetermined signal (“trigger”) to the first control unit. It is possible to delete or keep data that have already been transmitted from the data storage unit of the first control unit.

In addition, its own control unit forms a kind of redundancy for the entire system, since if one of the control units fails, at least the data that can be assigned to the remaining injector units can be recorded, stored and forwarded by means of their control units.

Overall, it is therefore possible to systematically collect and save a course of the operating parameters.

According to a preferred variant, the system comprises a second control unit which is able to receive the at least one ACTUAL value from the first control unit and to carry out a comparison of the at least one ACTUAL value with at least one predetermined target value of the at least one operating variable .

A single second control unit is preferably provided for all the first control units that are present. As an alternative to this, and likewise preferably, a single second control unit is provided for all the first control units in a group of first control units that are present. This case applies in particular when there is a higher number of cylinders and, accordingly, a higher number of first control units. It can be useful here to define groups of cylinders which each include a specific number of cylinders and accordingly a specific number of first control units, and to assign a second control unit to each of these groups.

A deviation between the at least one ACTUAL value and the at least one SET value of the at least one operating variable can result, for example, from a defect such as wear or damage to components involved in the injection process, such as the injector unit itself, the piston and / or the cylinder. Operating alternatives such as the use of structurally different injector units or the use of different fuels can also influence the at least one ACTUAL value.

This evaluation of the actual values makes it possible to identify and record errors and deviations from the target state. An evaluation of the data is therefore also possible afterwards without any problems. An evaluation of the data can include, for example, that a specific deviation can be assigned to a specific error or a specific operating alternative. This assignment can preferably be saved.

The second control unit and / or the electronic engine control thus preferably comprise at least one data storage unit and / or at least one first data interface. For example, results of the manipulation and / or the logical context between deviations and manipulations can be stored on the data storage unit of the second control unit and / or on the data storage unit of the electronic engine control.

For example, the data from a first injector unit include a specific deviation in an operating state. By then removing this first injector unit and inspecting it of the associated cylinder, an error in the form of material damage to the cylinder is detected, for example. The relationship between the determined deviation and the cylinder damage is then saved. When this specific discrepancy occurs, a signal is preferably generated which, for example, corresponds to an error code and / or prompts the cylinder and / or the injector unit to be checked.

A relationship between a further specific deviation and an operating alternative in the form of the use of a specific fuel can also be stored. A signal is preferably also generated when this specific deviation occurs. This signal can be generated, for example, in the form of information that, due to the changed operating parameter in the form of the use of the specific fuel, a deviation from the target state is to be expected.

It is preferred if the injector unit has a first end facing the combustion chamber, on which at least one first sensor is arranged, which is able to detect the actual value of the operating variable prevailing there and to transmit it to the first control unit. An outlet opening of the injector for the injected fuel is preferably arranged at the first end of the injector unit.

Furthermore, it is alternatively or cumulatively preferred if the injector unit has a second end facing away from the combustion chamber, on which at least one second sensor is arranged, which is able to detect the actual value of the operating variable prevailing there and to send it to the first control unit transfer. The second end of the injector unit is preferably arranged at an upper end of the cylinder head. For example, an upper edge of the combustion chamber is designed by means of the cylinder head.

The first and / or the second sensor preferably forms a structural unit with the injector unit. An exchange of the injector unit is therefore preferably equivalent to an exchange of the first and / or the second sensor. If an injection system is to be equipped with such an injector unit for the first time, this configuration also eliminates the need for separate installation of the first and / or the second sensor. In addition, this ensures the lowest possible tolerance with regard to a reference position between the first and / or the second sensor and the injector unit, so that the comparability of the ACTUAL values recorded by the first and / or second sensor between an injector unit and further injector units is always guaranteed is.

It is also preferred if the second control unit or an engine control unit that is superordinate to the first control unit and the second control unit is able, based on the comparison of the at least one ACTUAL value with the at least one predetermined DESIRED value, to supply the energizing signal for controlling the injector unit to manipulate a different energization signal.

The system is therefore preferably also able to react to deviations between the ACTUAL and SET values by manipulating the energization signal. Since, as described above, the current supply signal has a decisive influence on the ratio between air and fuel, an operation of the internal combustion engine that is optimized in terms of emissions and efficiency is possible. The influences on the operating behavior of internal combustion engines, such as different fuels, mechanical wear, different temperatures and injection pressures, are automatically compensated and a neutral engine behavior is guaranteed.

A deviation can mean that the comparison of the at least one ACTUAL value with the at least one predetermined target value results in a deviation, at least with regard to one or more, for example chronologically consecutive values of the operating variable. For example, a deviation is only registered as such when a deviation can be determined by comparing the at least one ACTUAL value with the at least one predetermined target value for the entire duration of a predefined time segment.

The manipulation of the energization signal can mean influencing the energization signal, that is to say the strength and / or the course of the energization signal over time, over a part of its duration or over its entire duration. It is also possible to lengthen or shorten the duration of the energization signal.

In order to meet the requirements of practice, it makes sense to allow tolerances to apply when comparing the actual and the target value. It is therefore preferred that, in the comparison outlined above, no manipulation of the current supply signal takes place at least when the ACTUAL value is in an applicable range / frame that can be defined in the control unit. For example, the applicable range is adhered to when the ACTUAL value is in a range from 0.95 to 1.05 times the target value. If the applicable range is exceeded or not reached, however, it is preferred that the energization signal is manipulated as described above.

It is therefore preferred to counteract a deviation between the ACTUAL and SET values by changing the current supply signal. This change in the current supply signal is known from the field of so-called “chip tuning”, which is intended to increase the performance of an internal combustion engine, for example.

As described above, the energization signal for driving the injector unit to a different energization signal is manipulated according to a first case by means of the second control unit or according to a second case by means of the higher-level (electronic) engine control unit.

The first case is advantageous when the electronic engine control is designed to be "closed", which means that reprogramming of the electronic engine control, whose hardware and software are often external purchase systems, is not possible, at least with regard to the relevant current supply signal, or, for example, only with Loss of the operational guarantee. Equally, it can be simpler to program a separate control unit in the form of the second control unit with regard to the manipulation of the current supply signal instead of the electronic motor control, the hardware and software of which can at least for the most part be controlled by one's own technicians. For example, after an update of the software of the electronic engine control, the manipulation of the current supply signal does not have to be implemented again in the software.

The second case provides that the electronic motor control supplies the original current flow signal and manipulates it to form the different current flow signal. This can be advantageous if, starting from the second control unit, too little voltage can be tapped off in order to manipulate the energization signal.

Provision is preferably not made for the energization signal to be manipulated by means of the first control unit. In this way, the manipulation can be controlled at a higher level, which simplifies the control of the manipulation.

It is also preferred if a result of the comparison of the at least one ACTUAL value with the at least one predetermined SET value and the resulting deviating current supply signal can be stored by the second control unit and / or the higher-level engine control unit.

It is therefore preferred that the behavior of the system can be stored and, if necessary, retrieved again if there is a similar deviation between the at least one ACTUAL value and the at least one predetermined SET value.

It is also useful if, after a manipulation, a further comparison is made between the at least one ACTUAL value and the at least one predetermined target value and the result of this further comparison is compared with the result of a comparison before the manipulation. From the comparison of the results it can namely be deduced whether the manipulation was successful and, in particular, led to a smaller deviation between the at least one ACTUAL value and the at least one predetermined SET value.

If the manipulation was successful, it is preferred if the underlying deviation and the successful manipulation assigned to it are stored in the logical context.

If the manipulation was unsuccessful, it can also be preferred if the underlying deviation and the manipulation assigned to it are stored in the logical context in order to avoid repetition of the behavior. Alternatively or cumulatively, it can also make sense to store the underlying deviation and a manipulation optimized on the basis of the manipulation assigned to it in the logical context.

All or some of the collected data and / or values can preferably be used to calculate a usage intensity and / or a remaining usage duration of an individual injector unit. Furthermore, the first and / or the second control unit can evaluate a comparison to at least one stored target behavior, which was recorded, for example, on the basis of known measured values, and react to this with corrections or, if the ACTUAL behavior deviates so much from the target behavior that none corrective reaction is possible, report an error to the second control unit or the higher-level engine control and / or store it in the memory.

The first control unit and / or the second control unit preferably each include a service interface in the form of a wired or wireless data interface. For example, the data interface is a CAN bus, an Ethernet interface, a USB connection, a Bluetooth module, an RFID module, an NFC module or the like.

Advantageous embodiments emerge from the subclaims.

Advantages and practicalities can be found in the following description in connection with the drawing.

Figure list

• 1a a schematic overview of a first embodiment of the system according to the invention;
• 1b a schematic overview of a second embodiment of the system according to the invention;
• 2 an overview of a method for controlling an injection system;
• 3 greatly simplified an internal combustion engine.

3 shows a highly simplified diesel internal combustion engine M (four-stroke) with four cylinders Z1, Z2, Z3, Z4 and the pistons K1, K2, K3, K4 movable therein with an injection system ES according to the prior art.

The first cylinder Z1 is in the first cycle. Air A enters cylinder Z1 through the open inlet valve IV. The piston K1 moves downwards, whereby air A is sucked in.

The second cylinder Z2 is in the second cycle. The air is strongly compressed (to 50 bar, for example) by the piston K2 moving upwards with the valves IV and OV closed. This increases the temperature (for example to over 600 ° C). Shortly before top dead center, fuel F is brought into the cylinder under high pressure by an injector 10 (for illustration, the injection process according to cylinder Z2 is shown, although piston K2 is not yet close to top dead center).

The third cylinder Z3 is in the third stroke. The high temperature of the air A causes an explosive combustion of the mixture of fuel F and air A. The pressure and temperature in cylinder Z3 rise sharply. The piston K3 is moved downwards due to the high pressure and performs mechanical work. The up and down movement of the piston K3 is converted into a rotary movement via the connecting rod PR and the crankshaft CS.

The fourth cylinder Z4 is in the fourth stroke. The piston K4 moves up again and pushes the combustion gases G out of the cylinder Z4 through the opened outlet valve OV. The process then begins again with measure 1.

The following description applies preferably in connection with an internal combustion engine M according to FIG 3 .

The common features of the 1a and 1b described. A system 1 can be seen in each case; 1 'for controlling an injection system of an internal combustion engine M. A higher-level electronic engine control ECU is supplied in the present case by means of a 24 V direct voltage source. The first ICU1 and the second control unit ICU2 are supplied by means of a 48 V direct voltage source.

The system 1; 1 'each comprises at least one injector unit 10, controllable by means of an energization signal 11, for injecting a fuel F into a combustion chamber B (indicated schematically between the lower end 11 of the injector unit 10 and the piston K) of the internal combustion engine M. Four injector units 10 are arranged here each assigned to a cylinder Z of an internal combustion engine M with a total of four cylinders Z; For the sake of clarity, however, only one injector unit 10 is shown.

The cylinder Z has a first end (cylinder head), which in the present case includes the connections for the air supply and the air discharge (not shown) and the seat of an injection nozzle 13.

The system 1; 1 'for controlling an injection system of an internal combustion engine M, comprising at least one by means of an energization signal l1 (see schematic representation according to FIG 1a and 1b) controllable injector unit 10 for injecting a fuel F into a combustion chamber B of the internal combustion engine M is now characterized in that the at least one injector unit 10 each has its own first control unit ICU1, which is designed as a component of the injector unit 10 and is capable of at least to receive, store and forward an actual value p11, T11, p21, T21 of at least one operating variable p1, p2, T1, T2 of the injector unit ICU1.

In the present case, the injector unit 10 comprises exactly one injector 13 (injection nozzle).

In the present case, the detectable operating variables p1, p2, T1, T2 are a pressure prevailing at a specific point in time and a temperature prevailing at a specific point in time, the pressure and the temperature each being measured at two locations. As will be described in more detail below, the pressure is used as the operating variable p1 by the first sensor S1 and optionally also recorded as an operating variable p2 by the second sensor S2. Analogously to this, the temperature is recorded as an operating variable T1 by the first sensor S1 and optionally also as an operating variable T2 by the second sensor S2.

The first control unit ICU1 of the injector unit 10 comprises a data storage unit 50 and a first data interface 60. The first control unit ICU1 and the second control unit ICU2 are integrated into a common CAN bus system. With regard to the management of data access within the CAN bus system, the second control unit ICU2 preferably represents the master and the first control units ICU 1 each represent a slave. In addition to the CAN bus system, a connection between the first control unit ICU1 would also be conceivable and the second control unit ICU2 by means of another interface such as Ethernet.

In the data storage unit 50, which can preferably also be used for measurement signal processing, data is stored in the present case, such as processed measurement data 501 of the first S1 and / or the second sensor S2, data 502, which allow a conclusion to be drawn about the time frame in which the four injector units 10 were used together, data 503, which include information about the production of the injector units 10 and / or the first S1 and / or the second sensor S2, and optionally further data 504.

In the present case, the first control unit ICU1 and the second control unit ICU2 each comprise a service interface in the form of a wired or wireless second 61 and third data interface 62.

In the present case, the first control unit ICU1 is designed as a component of the injector unit 10. In addition, the injector unit 10 is in the present case interchangeable with a conventional injector unit (without its own control unit) or with a further injector unit according to the invention according to the plug-and-play principle.

In the present case, the system 1, 1 'comprises the second control unit ICU2, which is able to receive the at least one ACTUAL value p11, T11, p21, T21 from the first control unit ICU1 and to compare the at least one ACTUAL value p11, T11, p21, T21 to be carried out with at least one predetermined target value p10, T10, p20, T20 of the at least one operating variable p1, p2, T1, T2. In the present case, a single second control unit ICU2 is provided for all four first control units ICU1.

It can be seen that the injector unit 10 has a first end 11 facing the combustion chamber B, on which a first sensor S1 is arranged, which is able to detect the actual value p11, T11 of the operating variables p1, T1 prevailing there and to be transmitted to the first control unit ICU1. In the present case, an outlet opening for the injected fuel F is arranged at the first end 11 of the injector unit 10.

It is also shown that the injector unit 10 has a second end 12 facing away from the combustion chamber B, on which a second sensor S2 is arranged, which is able to detect the actual value p21, T21 of the operating parameters p2, T2 prevailing there and to be transmitted to the first control unit ICU1.

In the present case, the first S1 and the second sensor S2 form a structural unit with the injector unit 10. In addition, both sensors S1, S2 each have an RFID transponder unit which is able to communicate with a reader, this being done by means of the first control unit ICU1 is designed. In the present case, NFC is the transmission standard used here.

It is also provided that the second control unit ICU2 or that of the first control unit ICU1 and the second control unit ICU2 superordinate engine control unit ECU is able, based on the comparison of the at least one ACTUAL value p11, T11, p21, T21 with the at least one predetermined target value to manipulate the energization signal 11 for driving the injector unit 10 to a different energization signal.

The manipulation of the energization signal l1 takes place to control the injector unit 10 to a different energization signal according to a first case (see system 1 according to FIG 1a) by means of the second control unit ICU2 and according to a second case (see system 1 'according to FIG 1b) by means of the superordinate electronic engine control unit ECU. This is indicated by the arrangement of the output stage (s) 90 as part of the second control unit ICU2 (in this case four output stages 90; one for each cylinder Z) or the electronic engine control unit ECU (in this case an output stage 90).

It is schematically illustrated that the second control unit ICU2 store correction functions 70, 71, 72, 73 with sub-functions 701, 702, 703 (shown only for the correction function 70 of the first cylinder), which are used to manipulate the current supply signal I1, for each individual cylinder Z. and can access it. The sub-function 701 is a material damage function; that is, information about a manipulated current supply signal that was necessary due to material damage. Similarly, the sub-function 702 is a wear correction function and the sub-function 703 is a fuel correction function.

It is also provided that a result of the comparison of the at least one ACTUAL value p11, T11, p21, T21 with the at least one predetermined SET value p10, p20, T10, T20 and the resulting deviating current supply signal by the second control unit ICU2 and / or the higher-level engine control unit ECU can be stored.

A Condition Monitoring System 80 (German: “Status Monitoring System”), which uses the collected data to perform calculations and assignments 801, 802, 803, is also integrated into the CAN-BUS system. A usage intensity 801 and a remaining usage period 802 of an individual injector unit 10 are calculated and the individual data are assigned 803 to the individual cylinders.

2 shows an overview of a preferred method 100. A first step 101 comprises starting the internal combustion engine M. According to step 102, ACTUAL values p11, T11, p21 and / or T21 are recorded by means of the first S1 and / or by means of the second sensor S2, which are stored according to step 103 on the data storage unit 50 of the first control unit ICU1. According to step 104, the ACTUAL values p11, T11, p21 and / or T21 are transmitted to the second control unit ICU2. There, according to step 105, the ACTUAL values p11, T11, p21 and / or T21 are compared with the SET values p10, T10, p20 and / or T20.

If it is determined in step 106a that there is a deviation, then in step 107 the energization signal I1 can be manipulated by the second control unit ICU2 or the engine control ECU if, for example, the deviation is outside a permissible value range. Step 108, according to which an optimization of the manipulation is carried out, and step 109, according to which the results of the manipulation and / or the logical context between deviations and manipulations are stored, are also optional. The method 100 then continues again at step 102.

If it is determined in accordance with step 106b that there is no deviation or no deviation outside a permissible value range, the method 100 continues again at step 102.

All features disclosed in the application documents are claimed as essential to the invention, provided that they are new to the state of the art, individually or in combination.

List of reference symbols

1, 1 '

system

10

Injector unit

11, 12

The End

13

Injector

50

Data storage device

60, 61

Data interface

70, 71, 72, 73

Correction function

80

Condition monitoring system

501,502,503,504

Data

701, 702, 703

Subfunction

801,802

calculation

803

Assignment

90

Power amplifier

A.

air

B.

Combustion chamber

CAN bus

CAN bus system

CS

crankshaft

ECU

electronic engine control unit

IT

Injection system

F.

fuel

G

Combustion gas

I1

Current signal

IV

Inlet valve

ICU1, ICU2

Control unit

K, K1, K2, K3, K4

piston

M.

Internal combustion engine

OV

outlet valve

p, p1, p2, T, T1, T2

Company size

p10, p20, T10, T20

TARGET value

p11, p21, T11, T21

Actual value

PR

connecting rod

S1, S2

sensor

Z, Z1, Z2, Z3, Z4

cylinder

Claims (6)

System (1; 1 ') for controlling an injection system (ES) of an internal combustion engine (M), comprising at least one by means of a Energizing signal (l1) controllable injector unit (10) for injecting a fuel (F) into a combustion chamber (B) of the internal combustion engine (M), characterized in that the at least one injector unit (10) each has its own first control unit (ICU1) which designed as a component of the injector unit (10) and is able to receive at least one ACTUAL value (p11, T11, p21, T21) of at least one operating variable (p1, p2, T1, T2) of the injector unit (ICU1) save and transmit. System (S) according to one of the preceding claims, characterized in that a second control unit (ICU2) is provided which is able to receive the at least one ACTUAL value (p11, T11, p21, T21) from the first control unit (ICU1 ) and a comparison of the at least one ACTUAL value (p11, T11, p21, T21) with at least one predetermined target value (p10, T10, p20, T20) of the at least one operating variable (p1, p2, T1, T2) perform. System (1) according to Claim 1 or 2 , characterized in that the injector unit (10) has a first end (11) facing the combustion chamber (B), on which at least one first sensor (S1) is arranged, which is able to measure the ACTUAL value (p11, T11 ) to record the operating variable (p1, T1) prevailing there and to transmit it to the first control unit (ICU1). System (1) according to one of the preceding claims, characterized in that the injector unit (10) has a second end (12) facing away from the combustion chamber (B), on which at least one second sensor (S2) is arranged, which is capable to record the actual value (p21, T21) of the operating variable (p2, T2) prevailing there and to transmit it to the first control unit (ICU1). System (S) according to one of the preceding claims, characterized in that the second control unit (ICU2) or one of the first control unit (ICU1) and the second control unit (ICU2) superordinate engine control unit (ECU) is able, based on the comparison of the to manipulate at least one ACTUAL value (p11, T11, p21, T21) with the at least one predetermined SET value (p10, T10, p20, T20) the energization signal (11) to control the injector unit (10) to a different energization signal. System (S) according to Claim 5 , characterized in that a result of the comparison of the at least one ACTUAL value (p11, T11, p21, T21) with the at least one predetermined SET value (p10, T10, p20, T20) and the resulting deviating current signal by the second Control unit (ICU2) and / or the superordinate engine control unit (ECU) can be stored.

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