EP1315893A1 - Method for controlling the amount of fuel injected in a direct injection internal combustion engine - Google Patents

Method for controlling the amount of fuel injected in a direct injection internal combustion engine

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Publication number
EP1315893A1
EP1315893A1 EP01969575A EP01969575A EP1315893A1 EP 1315893 A1 EP1315893 A1 EP 1315893A1 EP 01969575 A EP01969575 A EP 01969575A EP 01969575 A EP01969575 A EP 01969575A EP 1315893 A1 EP1315893 A1 EP 1315893A1
Authority
EP
European Patent Office
Prior art keywords
injector
fuel
duration
current
current peak
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP01969575A
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German (de)
French (fr)
Other versions
EP1315893B1 (en
Inventor
Alain Aubourg
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Continental Automotive France SAS
Original Assignee
Siemens Automotive SA
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Publication date
Application filed by Siemens Automotive SA filed Critical Siemens Automotive SA
Publication of EP1315893A1 publication Critical patent/EP1315893A1/en
Application granted granted Critical
Publication of EP1315893B1 publication Critical patent/EP1315893B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils

Definitions

  • the present invention relates to a method for controlling the quantity of fuel injected into an internal combustion engine with direct injection. More particularly, the invention relates to such a method implemented using an injector supplied with pressurized fuel, the opening of said injector being triggered electromagnetically by supplying an electric coil forming part of the injector with a current peak of predetermined duration. Electromagnetically controlled fuel injectors are well known, as is the method for controlling such an injector mentioned above (see for example US patent 5,381,297).
  • Such an injector comprises a movable needle under the action of an electromagnetic field developed by an electric coil supplied by a suitable current, between a position where one end of this needle closes an opening pierced in a seat defining a passage for a fuel to be injected into an internal combustion engine cylinder, and a position where the needle releases this opening to allow such an injection.
  • the needle At rest, the needle is loaded against its seat by a calibration spring and by the pressure of the fuel admitted into the injector.
  • the injector is supplied with petrol at a pressure of 50 bars for small quantities of petrol to be injected, and 110 bars for large quantities. We were thus able to obtain a dynamic of around 15, considered to be still insufficient.
  • the object of the present invention is therefore to provide a method for controlling the quantity of fuel injected into an internal combustion engine with direct injection, by a high dynamic injector, typically of the order of 20.
  • this process makes it possible to widen the range of values of quantities of fuel injected, both on the side of very small quantities and on the side of the largest quantities.
  • the duration of said current peak is also an increasing function of the duration of a predetermined opening time of said injector.
  • FIG. 1 is a graph showing the time evolution 1) of the current in the winding of an injector controlled according to the present invention for adjusting the opening time of the injector, and 2) of a logic signal for controlling the injector
  • FIG. 2 represents graphs showing the evolution of the quantity of fuel delivered by the injector as a function of the duration of its opening time, under different operating conditions of this injector, these graphs making it possible to illustrate and explain the performance of the control method according to the invention.
  • FIG. 1 of the appended drawing in which the graph of the evolution of the intensity I of the electric current established by the process according to the invention is shown in the winding of a fuel injector with electromagnetic control. , to open this injector and close it after it has delivered, to a cylinder of an internal combustion engine with direct injection, a predetermined quantity Q of gasoline.
  • this quantity is determined by an engine management computer from operating parameters of this engine such as the air pressure at the intake of the engine, the speed of this engine, etc. and parameters representative of the engine torque requests made by the driver, in a motor vehicle powered by the engine, these requests can be determined by the rate of depression of an accelerator pedal, for example.
  • a logic signal S L (see fig. 1) defining the total duration (t 2 -t 0 ) of excitation of the winding with the current I of command to open the injector for a time Ti predetermined, calculated by the computer as a function of the quantity of fuel to be injected into an engine cylinder.
  • the control circuit sends a "precharge" current through the injector winding to store energy in this winding, to facilitate the subsequent effective opening of the injector, at a predetermined time t x , as will be seen below.
  • the current in the winding during the interval (t ⁇ -t 0 ) is stabilized at a substantially constant value, just sufficient not to trigger the opening of the injector.
  • the precharge current is established in this winding by applying between its terminals a chopped voltage which gives the current the sawtooth profile shown in FIG. 1.
  • a supply described in US Patent 5,381,297 above, is advantageous in that it takes advantage of the self-induction current which develops in the winding of the injector, to limit the electrical power consumed during the subsequent current peak.
  • the injector control circuit conforms to the current admitted into the coil according to the current peak, of duration T x , shown in figure 1.
  • the rise of the current in the winding is advantageously rapid, thanks to the preload of the winding, and peaks for example at a value of approximately 11 amperes and at a voltage of approximately 70 V. This rapidity causes an immediate effective opening, at the instant t lf of the injector, by tearing off the needle of the injector, of the seat on which it is loaded by a spring and by the fuel pressure.
  • the breakout force is applied electromagnetically to this needle using a magnetic flux developed in the winding (on the axis of which the needle is placed), by the sudden rise of the current in this winding at the moment ti.
  • the current passing through the winding should therefore be as low as possible.
  • duration T 2 is reduced, by a rapid decay step of duration T 2 to a lower value, of a few amperes, sufficient nevertheless to keep the injector open for a time. predetermined.
  • the substantially constant "holding" current I m is also established by applying a chopped voltage to the winding of the injector.
  • the time T 2 is a function of T x and the voltage of the source of electrical energy which powers the injector, ie the battery voltage in the case of an engine mounted in a motor vehicle.
  • the duration T x of the peak current is, in known manner, a function of the opening time Ti of the injector, predetermined by the computer, or "injection time". According to a characteristic of the present invention, this duration Ti is also an increasing function of the pressure of the fuel supplying the injector. Reference is made to the graphs in FIG. 2 of the appended drawing to explain and justify this characteristic of the method according to the present invention.
  • the graph (in solid lines) of the change in the quantity of fuel Q (measured in milligrams for example) delivered by the injector is represented in A, as a function of the duration Ti of the opening time of this injector, in the conventional case where the fuel pressure P carb is fixed, of the order of 50 bars and where the duration T x of the peak of the injector opening current is also fixed, of the order of 400 ⁇ s, while the holding current I m is 3.5A.
  • This graph presents a linear part in which one can adjust the quantity Ql of fuel with a dynamic Ql max / Qlmin of the order of 10, at most, as we saw above.
  • a moderate fuel pressure is used, of the order of 50 bars for example and a current peak of shortened duration, 200 ⁇ s for example, with a holding current of 3.5 A for example.
  • These conditions correspond to graph C (dashed line) in FIG. 2.
  • the dynamics of adjusting the quantity of fuel delivered are further increased, in accordance with the aim pursued by the present invention.
  • the characteristic Q - f (Ti) then obtained corresponds to graph D of FIG. 2.
  • the engine management computer calculates, as a function of the engine load, the values of the fuel pressure to be established and the times T ⁇ and T 2 applicable to each fuel injection. These values Ti and T 2 are transmitted, by links of the SPI or CAN type for example, to the injector control circuit which consequently conforms to the time profile of the current to be applied to the injector.
  • the invention is not limited to the embodiment described and shown which has been given only by way of example.
  • the advantageous preload of the winding prior to the application of the current peak is not essential, the invention thus also applying to an injector supplied with a current whose profile is devoid of this preload.
  • the invention is applicable to injectors supplied with fuel at variable pressure as well as to injectors supplied at constant pressure.
  • the high value of this is normally limited by the setting of a safety valve.

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

Abstract

The invention concerns a method which consists in using an injector supplied with fuel whereof the pressure (Pcarb) is an increasing function of the amount of fuel (Q) to be injected, the opening of the injector being electromagnetically triggered by energizing the electric coil integral with the injector with a current peak of predetermined duration (T1). The invention is characterised in that the duration (T1) of the current peak in an increasing function of the pressure (Pcarb) of the fuel. Thus, the dynamics of the injector is increased.

Description

La présente invention est relative à un procédé de commande de la quantité de carburant injecté dans un moteur à combustion interne à injection directe. Plus particulièrement, l'invention est relative à un tel procédé mis en œuvre à l'aide d'un injecteur alimenté par du carburant sous pression, l'ouverture dudit injecteur étant déclenchée électromagnétiquement par alimentation d'un bobinage électrique formant partie de l'injecteur avec un pic de courant de durée prédéterminée. Les injecteurs de carburant à commande électromagnétique sont bien connus, de même que le procédé de commande d'un tel injecteur évoqué ci-dessus (voir par exemple le brevet des USA 5 381 297) . On sait qu'un tel injecteur comprend une aiguille mobile sous l'action d'un champ électromagnétique développé par un bobinage électrique alimenté par un courant convenable, entre une position où une extrémité de cette aiguille obture une ouverture percée dans un siège définissant un passage pour un carburant à injecter dans un cylindre de moteur à combustion interne, et une position où l'aiguille dégage cette ouverture pour permettre une telle injection. Au repos 1 ' aiguille est chargée contre son siège par un ressort de tarage et par la pression du carburant admis dans l'injecteur. Pour surmonter cette charge, et permettre l'ouverture de l'injecteur, il est nécessaire d'alimenter transitoirement le bobinage avec un courant de forte intensité, de l'ordre d'une dizaine d'Ampères par exemple, le pic de courant ainsi appliqué étant suivi par l'application d'un courant plus faible assurant le maintien de l'ouverture de l'injecteur pendant un temps modulé en fonction de la quantité de carburant à injecter. The present invention relates to a method for controlling the quantity of fuel injected into an internal combustion engine with direct injection. More particularly, the invention relates to such a method implemented using an injector supplied with pressurized fuel, the opening of said injector being triggered electromagnetically by supplying an electric coil forming part of the injector with a current peak of predetermined duration. Electromagnetically controlled fuel injectors are well known, as is the method for controlling such an injector mentioned above (see for example US patent 5,381,297). We know that such an injector comprises a movable needle under the action of an electromagnetic field developed by an electric coil supplied by a suitable current, between a position where one end of this needle closes an opening pierced in a seat defining a passage for a fuel to be injected into an internal combustion engine cylinder, and a position where the needle releases this opening to allow such an injection. At rest, the needle is loaded against its seat by a calibration spring and by the pressure of the fuel admitted into the injector. To overcome this load, and allow the opening of the injector, it is necessary to temporarily supply the winding with a current of high intensity, of the order of ten amperes for example, the current peak thus applied being followed by the application of a lower current ensuring the maintenance of the opening of the injector for a time modulated as a function of the quantity of fuel to be injected.
Lorsqu'on utilise un tel injecteur pour alimenter en essence un cylindre d'un moteur à combustion interne à injection directe, on souhaite actuellement disposer d'une possibilité de réglage de cette quantité de carburant dans une large gamme. En effet, quand un tel moteur fonctionne à faible charge avec un mélange air/carburant pauvre en carburant et stratifié, la quantité d'essence à injecter doit être très faible. Par contre, à régime élevé et pleine charge, il faut injecter dans le moteur une quantité importante d'essence, dans un temps très court, inférieur à 5ms à 6000t/mn. Le rapport des débits de carburant extrêmes, ou "dynamique" de l'injecteur, doit alors être très élevé, avantageusement de l'ordre de 20.When using such an injector to supply gasoline to a cylinder of an internal combustion engine with direct injection, it is currently desired to have a possibility of adjusting this quantity of fuel over a wide range. Indeed, when such an engine works at low load with a low fuel and stratified air / fuel mixture, the quantity of petrol to be injected must be very low. On the other hand, at high speed and full load, it is necessary to inject a large quantity of gasoline into the engine, in a very short time, less than 5 ms at 6000 rpm. The ratio of the extreme, or "dynamic" fuel flow rates of the injector must then be very high, advantageously of the order of 20.
Pour se rapprocher de cette valeur on a proposé d'accroître la pression de l'essence délivrée à l'injecteur lorsque celui-ci doit débiter une grande quantité d'essence. C'est ainsi, par exemple, que l'on alimente l'injecteur avec de l'essence à la pression de 50 bars pour les faibles quantités d'essence à injecter, et de 110 bars pour les fortes quantités. On a pu ainsi obtenir une dynamique de 15, environ, considérée comme encore insuffisante.To get closer to this value, it has been proposed to increase the pressure of the petrol delivered to the injector when the latter has to deliver a large quantity of petrol. Thus, for example, the injector is supplied with petrol at a pressure of 50 bars for small quantities of petrol to be injected, and 110 bars for large quantities. We were thus able to obtain a dynamic of around 15, considered to be still insufficient.
La présente invention a donc pour but de fournir un procédé de commande de la quantité de carburant injecté dans un moteur à combustion interne à injection directe, par un injecteur à dynamique élevée, typiquement de l'ordre de 20.The object of the present invention is therefore to provide a method for controlling the quantity of fuel injected into an internal combustion engine with direct injection, by a high dynamic injector, typically of the order of 20.
On atteint ce but de l'invention, ainsi que d'autres qui apparaîtront à la lecture de la description qui va suivre, avec un procédé de commande de la quantité de carburant injectée dans un moteur à combustion interne à injection directe par un injecteur alimenté par du carburant sous pression, l'ouverture dudit injecteur étant déclenchée électromagnétiquement par alimentation d'un bobinage électrique formant partie de l'injecteur avec un pic de courant prédéterminé, ce procédé étant remarquable en ce que ladite durée dudit pic de courant est fonction croissante de ladite pression du carburant.This object of the invention is achieved, as well as others which will appear on reading the description which follows, with a method for controlling the quantity of fuel injected into an internal combustion engine with direct injection by a powered injector. by pressurized fuel, the opening of said injector being triggered electromagnetically by supplying an electric coil forming part of the injector with a predetermined current peak, this method being remarkable in that said duration of said current peak is an increasing function of said fuel pressure.
Comme on le verra plus loin en détails, ce procédé permet d'élargir la gamme des valeurs de quantités de carburant injectées, aussi bien du côté des très faibles quantités que du côté des quantités les plus fortes.As will be seen in detail below, this process makes it possible to widen the range of values of quantities of fuel injected, both on the side of very small quantities and on the side of the largest quantities.
Suivant une autre caractéristique du procédé selon l'invention, la durée dudit pic de courant est aussi fonction croissante de la durée d'un temps d'ouverture prédéterminé dudit injecteur.According to another characteristic of the method according to the invention, the duration of said current peak is also an increasing function of the duration of a predetermined opening time of said injector.
D'autres caractéristiques et avantages de la présente invention apparaîtront à la lecture de la description qui va suivre et à l'examen du dessin annexé dans lequel : - la figure 1 est un graphe montrant l'évolution temporelle 1) du courant dans le bobinage d'un injecteur commandé selon la présente invention pour régler le temps d'ouverture de l'injecteur, et 2) d'un signal logique de commande de l'injecteur, et la figure 2 représente des graphes montrant l'évolution de la quantité de carburant débitée par l'injecteur en fonction de la durée de son temps d'ouverture, dans différentes conditions de fonctionnement de cet injecteur, ces graphes permettant d'illustrer et d'expliquer les performances du procédé de commande suivant l'invention.Other characteristics and advantages of the present invention will appear on reading the description which follows and on examining the appended drawing in which: - Figure 1 is a graph showing the time evolution 1) of the current in the winding of an injector controlled according to the present invention for adjusting the opening time of the injector, and 2) of a logic signal for controlling the injector, and FIG. 2 represents graphs showing the evolution of the quantity of fuel delivered by the injector as a function of the duration of its opening time, under different operating conditions of this injector, these graphs making it possible to illustrate and explain the performance of the control method according to the invention.
On se réfère à la figure 1 du dessin annexé où l'on a représenté le graphe de l'évolution de l'intensité I du courant électrique établi par le procédé suivant l'invention dans le bobinage d'un injecteur de carburant à commande électromagnétique, pour ouvrir cet injecteur et le fermer après que celui-ci ait délivré, à un cylindre de moteur à combustion interne à injection directe, une quantité Q prédéterminée d'essence. Classiquement cette quantité est déterminée par un calculateur de gestion du moteur à partir de paramètres de fonctionnement de ce moteur tels que la pression d'air à l'admission du moteur, le régime de ce moteur, etc.. et de paramètres représentatifs des demandes en couple moteur formulées par le conducteur, dans un véhicule automobile propulsé par le moteur, ces demandes pouvant être déterminées par le taux d'enfoncement d'une pédale d'accélérateur, par exemple. Le profil temporel de courant I représenté à la figure 1 est commandé et calculé par un circuit de commande d' injecteur lui-même alimenté par des signaux convenables émis par un microprocesseur formant partie du calculateur. Pour ce faire le microprocesseur émet un signal logique SL (voir fig. 1) définissant la durée totale (t2-t0) d'excitation du bobinage avec le courant I de commande d'ouverture de l'injecteur pendant un temps Ti prédéterminé, calculé par le calculateur en fonction de la quantité de carburant à injecter dans un cylindre du moteur .Reference is made to FIG. 1 of the appended drawing in which the graph of the evolution of the intensity I of the electric current established by the process according to the invention is shown in the winding of a fuel injector with electromagnetic control. , to open this injector and close it after it has delivered, to a cylinder of an internal combustion engine with direct injection, a predetermined quantity Q of gasoline. Conventionally, this quantity is determined by an engine management computer from operating parameters of this engine such as the air pressure at the intake of the engine, the speed of this engine, etc. and parameters representative of the engine torque requests made by the driver, in a motor vehicle powered by the engine, these requests can be determined by the rate of depression of an accelerator pedal, for example. The current time profile I represented in FIG. 1 is controlled and calculated by an injector control circuit itself supplied by suitable signals emitted by a microprocessor forming part of the computer. To do this, the microprocessor emits a logic signal S L (see fig. 1) defining the total duration (t 2 -t 0 ) of excitation of the winding with the current I of command to open the injector for a time Ti predetermined, calculated by the computer as a function of the quantity of fuel to be injected into an engine cylinder.
La conformation générale du profil du courant I est classique. C'est ainsi que, préférable ent, au basculementThe general conformation of the profile of current I is conventional. This is how, preferable ent, to the tilting
(à t0) du signal SL signalant au circuit de commande d' injecteur une demande d'ouverture de l'injecteur formulée par le calculateur, le circuit de commande envoie dans le bobinage de l'injecteur un courant de "précharge" permettant de stocker de l'énergie dans ce bobinage, pour faciliter l'ouverture effective ultérieure de l'injecteur, à un instant tx prédéterminé, comme on le verra plus loin. Pour ce faire, le courant dans le bobinage pendant l'intervalle (tι-t0) est stabilisé à une valeur sensiblement constante, juste suffisante pour ne pas déclencher 1 ' ouverture de 1 ' injecteur.(at t 0 ) of the signal S L signaling to the injector control circuit a request to open the injector formulated by the computer, the control circuit sends a "precharge" current through the injector winding to store energy in this winding, to facilitate the subsequent effective opening of the injector, at a predetermined time t x , as will be seen below. To do this, the current in the winding during the interval (tι-t 0 ) is stabilized at a substantially constant value, just sufficient not to trigger the opening of the injector.
Le courant de précharge est établi dans ce bobinage en appliquant entre les bornes de celui-ci une tension hachée qui donne au courant le profil en dents de scie représenté à la figure 1. Une telle alimentation, décrite dans le brevet des USA 5 381 297 précité, est avantageuse en ce qu'elle tire parti du courant d'auto-induction qui se développe dans le bobinage de l'injecteur, pour limiter la puissance électrique consommée lors du pic de courant ultérieur.The precharge current is established in this winding by applying between its terminals a chopped voltage which gives the current the sawtooth profile shown in FIG. 1. Such a supply, described in US Patent 5,381,297 above, is advantageous in that it takes advantage of the self-induction current which develops in the winding of the injector, to limit the electrical power consumed during the subsequent current peak.
A l'instant ti, par l'application au bobinage d'une impulsion de tension de durée convenable, le circuit de commande d' injecteur conforme le courant admis dans la bobine selon le pic de courant, de durée Tx, représenté à la figure 1. La montée du courant dans le bobinage est avantageusement rapide, grâce à la précharge du bobinage, et culmine par exemple à une valeur de 11 Ampères environ et à une tension d'environ 70 V. Cette rapidité provoque une ouverture effective immédiate, à l'instant tl f de l'injecteur, par arrachement de l'aiguille de l'injecteur, du siège sur laquelle elle est chargée par un ressort et par la pression du carburant. La force d'arrachement est appliquée électromagnétiquement à cette aiguille à l'aide d'un flux magnétique développé dans le bobinage (sur l'axe duquel l'aiguille est placée), par la brusque montée du courant dans ce bobinage à l'instant ti. Le temps d'ouverture Tif calculé préalablement par le calculateur, est alors décompté par le circuit de commande à compter de l'instant tx, jusqu'à l'instant t2 tel que t2=tι+Ti, instant auquel l'injecteur doit se refermer pour que la quantité de carburant injectée pendant l'intervalle de temps (t2-tι) soit conforme à celle établie par le calculateur. Pour assurer une fermeture brusque et précise de l'injecteur à l'instant t2, il convient que le courant passant alors dans le bobinage soit aussi faible que possible. C'est pourquoi, après le pic de courant de durée Ti, le courant est ramené, par une étape de décroissance rapide de durée T2 à une valeur plus basse, de quelques Ampères, suffisante néanmoins pour maintenir l'injecteur ouvert pendant un temps prédéterminé. Le courant Im, sensiblement constant, "de maintien" est établi lui aussi par application au bobinage de l'injecteur d'une tension hachée. Le temps T2 est fonction de Tx et de la tension de la source d'énergie électrique qui alimente l'injecteur, soit la tension de la batterie dans le cas d'un moteur monté dans un véhicule automobile.At time ti, by applying a voltage pulse of suitable duration to the winding, the injector control circuit conforms to the current admitted into the coil according to the current peak, of duration T x , shown in figure 1. The rise of the current in the winding is advantageously rapid, thanks to the preload of the winding, and peaks for example at a value of approximately 11 amperes and at a voltage of approximately 70 V. This rapidity causes an immediate effective opening, at the instant t lf of the injector, by tearing off the needle of the injector, of the seat on which it is loaded by a spring and by the fuel pressure. The breakout force is applied electromagnetically to this needle using a magnetic flux developed in the winding (on the axis of which the needle is placed), by the sudden rise of the current in this winding at the moment ti. The opening time T if calculated beforehand by the computer, is then counted down by the control circuit from the instant t x , until the instant t 2 such that t 2 = tι + Ti, instant at which l 'injector must close so that the amount of fuel injected during the time interval (t 2 -t ι ) conforms to that established by the computer. To ensure an abrupt and precise closure of the injector at time t 2 , the current passing through the winding should therefore be as low as possible. This is why, after the current peak of duration Ti, the current is reduced, by a rapid decay step of duration T 2 to a lower value, of a few amperes, sufficient nevertheless to keep the injector open for a time. predetermined. The substantially constant "holding" current I m is also established by applying a chopped voltage to the winding of the injector. The time T 2 is a function of T x and the voltage of the source of electrical energy which powers the injector, ie the battery voltage in the case of an engine mounted in a motor vehicle.
La durée Tx du courant de pic est, de manière connue, fonction du temps d'ouverture Ti de l'injecteur, prédéterminé par le calculateur, ou "temps d'injection". Suivant une caractéristique de la présente invention, cette durée Ti est, aussi, fonction croissante de la pression du carburant alimentant l'injecteur. On se réfère aux graphes de la figure 2 du dessin annexé pour expliquer et justifier cette caractéristique du procédé selon la présente invention.The duration T x of the peak current is, in known manner, a function of the opening time Ti of the injector, predetermined by the computer, or "injection time". According to a characteristic of the present invention, this duration Ti is also an increasing function of the pressure of the fuel supplying the injector. Reference is made to the graphs in FIG. 2 of the appended drawing to explain and justify this characteristic of the method according to the present invention.
On a représenté en A le graphe (en trait plein) de l'évolution de la quantité de carburant Q (mesurée en milligrammes par exemple) débitée par l'injecteur, en fonction de la durée Ti du temps d'ouverture de cet injecteur, dans le cas classique où la pression Pcarb du carburant est fixe, de l'ordre de 50 bars et où la durée Tx du pic de courant d'ouverture de l'injecteur est fixe aussi, de l'ordre de 400 μs, alors que le courant de maintien Im est de 3,5A.The graph (in solid lines) of the change in the quantity of fuel Q (measured in milligrams for example) delivered by the injector is represented in A, as a function of the duration Ti of the opening time of this injector, in the conventional case where the fuel pressure P carb is fixed, of the order of 50 bars and where the duration T x of the peak of the injector opening current is also fixed, of the order of 400 μs, while the holding current I m is 3.5A.
Ce graphe présente une partie linéaire dans laquelle on peut régler la quantité Ql de carburant avec une dynamique Qlmax/Qlmin de l'ordre de 10, au maximum, comme on l'a vu plus haut.This graph presents a linear part in which one can adjust the quantity Ql of fuel with a dynamic Ql max / Qlmin of the order of 10, at most, as we saw above.
Comme on l'a vu plus haut, aussi, en relevant la pression du carburant, par exemple à 110 bars (graphe B) on peut relever la quantité de carburant maximale injectée aux fortes charges, à haut régime (T± est alors de l'ordre de 5ms) . La dynamique atteinte est alors de l'ordre de 15. Suivant la présente invention, on propose de faire varier la pression de carburant et la durée i du pic de courant en fonction de la charge du moteur.As we saw above, too, by raising the fuel pressure, for example to 110 bar (graph B), we can note the maximum amount of fuel injected at high loads, at high speed (T ± is then l 'order of 5ms). The dynamic reached is then of the order of 15. According to the present invention, it is proposed to vary the fuel pressure and the duration i of the current peak as a function of the engine load.
Aux faibles charges on utilise alors une pression de carburant modérée, de l'ordre de 50 bars par exemple et un pic de courant de durée raccourcie, 200 μs par exemple, avec un courant de maintien de 3,5 A par exemple. Ces conditions correspondent au graphe C (en trait interrompu) de la figure 2. Le tarage du ressort qui charge l'aiguille de l'injecteur est réalisé de manière à régler au plus bas la valeur Q2min de la plus petite quantité de carburant injectable, de manière à accroître la dynamique du réglage de la quantité de carburant, cette valeur Q2min étant nettement inférieure à la valeur correspondante Qlmin obtenue quand le tarage du ressort est réalisé avec Tι=400 μs.At low loads, a moderate fuel pressure is used, of the order of 50 bars for example and a current peak of shortened duration, 200 μs for example, with a holding current of 3.5 A for example. These conditions correspond to graph C (dashed line) in FIG. 2. The calibration of the spring which charges the injector needle is carried out so as to set the value Q2 min of the smallest amount of injectable fuel as low as possible. , so as to increase the dynamics of the adjustment of the quantity of fuel, this value Q2 min being much lower than the corresponding value Ql m i n obtained when the calibration of the spring is carried out with T ι = 400 μs.
On peut encore abaisser la quantité minimum de carburant délivrée jusqu'à une valeur < Q2π,_.r_. repérée sur le graphe E de la figure 2, établi dans les mêmes conditions de pression de carburant (50 bars) et de durée du pic de courant (200 μs) que le graphe C. On atteint ce résultat en abaissant le courant de maintien comme illustré à la figure 1, par exemple de 3,5 A (graphe en trait plein) à 2,5 A (graphe en trait interrompu). La décroissance du courant, à partir de l'instant t2, se faisant avec la même pente dans les deux cas, le graphe en trait interrompu passe par le seuil S de fermeture de l'injecteur plus tôt que le graphe en trait plein. Il en résulte un raccourcissement (de Δt) de la durée effective d'ouverture de l'injecteur et donc une réduction de la quantité de carburant injecté, et notamment de la quantité minimum Q3min de carburant injecté.We can further lower the minimum quantity of fuel delivered to a value <Q2π, _. R_ . marked on graph E of FIG. 2, established under the same conditions of fuel pressure (50 bars) and duration of the current peak (200 μs) as graph C. This is achieved by lowering the holding current as illustrated in Figure 1, for example from 3.5 A (solid line graph) to 2.5 A (broken line graph). The decrease of the current, from the instant t 2 , being made with the same slope in the two cases, the graph in broken line passes by the threshold S of closing of the injector earlier than the graph in solid line. This results in a shortening (of Δt) of the effective duration of opening of the injector and therefore a reduction in the quantity of fuel injected, and in particular of the minimum quantity Q3min of fuel injected.
En fixant ainsi la valeur du courant de maintien lorsque la pression de carburant est relativement basse (50 bars) à une valeur plus faible que lorsque cette pression est relativement haute (200 bars) , soit en faisant croître la valeur du courant avec la pression de carburant, on accroît encore la dynamique de réglage de la quantité de carburant débitée, conformément au but poursuivi par la présente invention. Aux fortes charges (ou Tι~5ms) on délivre à l'injecteur du carburant à forte pression, par exemple 120 bars, et on relève la durée du pic de courant à Ti = 400 μs, le courant de maintien étant réglé à 3,5 A. La caractéristique Q - f(Ti) alors obtenue correspond au graphe D de la figure 2. Sur ce graphe il apparaît que la quantité maximale de carburant Q2max délivrable par injecteur en est fortement relevée, par rapport à celles données par les graphes des figures A, B et C. Cette quantité maximale de carburant Q2max pourrait être encore plus fortement relevée en poussant la durée du pic de courant à Ti = 600 μs par exemple.By thus setting the value of the holding current when the fuel pressure is relatively low (50 bar) to a lower value than when this pressure is relatively high (200 bar), that is to say by increasing the value of the current with the pressure of fuel, the dynamics of adjusting the quantity of fuel delivered are further increased, in accordance with the aim pursued by the present invention. At high loads (or Tι ~ 5 ms), the fuel is delivered to the injector at high pressure, for example 120 bars, and the duration of the current peak is noted at Ti = 400 μs, the holding current being set to 3, 5 A. The characteristic Q - f (Ti) then obtained corresponds to graph D of FIG. 2. On this graph it appears that the maximum quantity of fuel Q2 max deliverable by injector is strongly raised, compared to those given by the graphs of Figures A, B and C. This maximum quantity of fuel Q2 max could be raised even more strongly by pushing the duration of the current peak to Ti = 600 μs for example.
On remarquera que l'abaissement du tarage du ressort mentionné ci-dessus permet de relever encore la pression de carburant délivrable à l'injecteur (de 110 à 120 bars par exemple) , voir graphes B et D) et autorisant cependant l'ouverture de celui-ci, ce qui est favorable à l'accroissement de la dynamique du réglage de la quantité de carburant à injecter. Ainsi, en combinant les caractéristiques d'injection définies par les graphes C ou E aux basses charges du moteur, avec celles définies par le graphe D aux fortes charges du moteur, on arrive à régler la quantité de carburant à injecter avec la dynamique recherchée, de l'ordre de 20, conformément au but annoncé en préambule de la présente description.It will be noted that the lowering of the calibration of the spring mentioned above makes it possible to further raise the fuel pressure deliverable to the injector (from 110 to 120 bars for example), see graphs B and D) and however allowing the opening of this, which is favorable to increasing the dynamics of the adjustment of the quantity of fuel to be injected. Thus, by combining the injection characteristics defined by graphs C or E at low engine loads, with those defined by graph D at high engine loads, we manage to adjust the quantity of fuel to be injected with the desired dynamics, of the order of 20, in accordance with the aim announced in the preamble to this description.
Le calculateur de gestion du moteur calcule en fonction de la charge du moteur, les valeurs de la pression de carburant à établir et des temps Tα et T2 applicables à chaque injection de carburant. Ces valeurs Ti et T2 sont transmises, par des liaisons du type SPI ou CAN par exemple, au circuit de commande d' injecteur qui conforme en conséquence le profil temporel du courant à appliquer à l'injecteur. Bien entendu l'invention n'est pas limitée au mode de réalisation décrit et représenté qui n'a été donné qu'à titre d'exemple. C'est ainsi que la précharge, avantageuse, du bobinage préalable à l'application du pic de courant, n'est cependant pas indispensable, l'invention s 'appliquant ainsi également à un injecteur alimenté par un courant dont le profil est dépourvu de cette précharge. De même, l'invention est applicable à des injecteurs alimentés par du carburant a pression variable comme à des injecteurs alimentés à pression constante. Dans le cas d'une panne de régulation de la pression de carburant, la valeur haute de celle-ci se trouve normalement limitée par le tarage d'une soupape de sécurité. La croissance, suivant l'invention, de la durée du pic de courant avec celle de la pression du carburant jusqu'à cette valeur haute, établit alors un fonctionnement en "mode dégradé" de l'alimentation en carburants des injecteurs. The engine management computer calculates, as a function of the engine load, the values of the fuel pressure to be established and the times T α and T 2 applicable to each fuel injection. These values Ti and T 2 are transmitted, by links of the SPI or CAN type for example, to the injector control circuit which consequently conforms to the time profile of the current to be applied to the injector. Of course, the invention is not limited to the embodiment described and shown which has been given only by way of example. Thus, the advantageous preload of the winding prior to the application of the current peak, however, is not essential, the invention thus also applying to an injector supplied with a current whose profile is devoid of this preload. Likewise, the invention is applicable to injectors supplied with fuel at variable pressure as well as to injectors supplied at constant pressure. In the event of a fuel pressure regulation failure, the high value of this is normally limited by the setting of a safety valve. The growth, according to the invention, of the duration of the current peak with that of the fuel pressure up to this high value, then establishes an operation in "degraded mode" of the fuel supply to the injectors.

Claims

REVENDICATIONS
1. Procédé de commande de la quantité de carburant (Q) injecté dans un moteur à combustion interne à injection directe par un injecteur alimenté par du carburant soύs pression ( carb) / l'ouverture dudit injecteur étant déclenchée électromagnétiquement par alimentation d'un bobinage électrique formant partie de l'injecteur avec un pic de courant de durée prédéterminée (li) , ce procédé étant caractérisé en ce que ladite durée (Ti) dudit pic de courant est fonction croissante de ladite pression (Pcarb) du carburant.1. Method for controlling the quantity of fuel (Q) injected into an internal combustion engine with direct injection by an injector supplied with fuel soύs pressure (carb) / the opening of said injector being triggered electromagnetically by feeding a winding electric forming part of the injector with a current peak of predetermined duration (li), this method being characterized in that said duration (Ti) of said current peak is an increasing function of said fuel pressure (Pcarb).
2. Procédé conforme à la revendication 1, caractérisé en ce que ladite durée (Ti) dudit pic de courant est aussi fonction de la durée d'un temps d'ouverture (T±) prédéterminé dudit injecteur.2. Method according to claim 1, characterized in that said duration (Ti) of said current peak is also a function of the duration of a predetermined opening time (T ± ) of said injector.
3. Procédé conforme à la revendication 1, caractérisé en ce que la durée (7χ) dudit pic de courant passe de 200 μs environ pour une pression de carburant ( cab) de 50 bars environ, à 600 μs environ pour une pression de carburant (Pcarb) de 120 bars environ.3. Method according to claim 1, characterized in that the duration (7χ) of said current peak increases from approximately 200 μs for a fuel pressure (cab) of approximately 50 bars, to approximately 600 μs for a fuel pressure ( P because b) of around 120 bars.
4. Procédé conforme à la revendication 2, caractérisé en ce qu'on commande une décroissance rapide de l'intensité du courant dans ledit bobinage après ledit pic de courant, la durée (T2) de ladite décroissance étant fonction de ladite durée (Ti) et de la tension de la source d'énergie électrique qui alimente ledit injecteur.4. Method according to claim 2, characterized in that a rapid decrease in the intensity of the current in said winding is controlled after said current peak, the duration (T 2 ) of said decrease being a function of said duration (Ti ) and of the voltage of the electrical energy source which supplies said injector.
5. Procédé conforme à la revendication 4, caractérisé en ce que, après ladite décroissance rapide du courant, on stabilise celui-ci pendant un temps de maintien prédéterminé, à une valeur sensiblement constante fonction croissante de la pression de carburant (Pcab) •5. Method according to claim 4, characterized in that, after said rapid decrease of the current, it is stabilized for a predetermined holding time, at a substantially constant value increasing function of the fuel pressure (Pcab) •
6. Procédé conforme à l'une quelconque des revendications 1 à 5, caractérisé en ce qu'on commande une précharge dudit bobinage, préalable à l'application dudit pic de courant. 6. Method according to any one of claims 1 to 5, characterized in that a precharge of said winding is controlled, prior to the application of said current peak.
EP01969575A 2000-09-04 2001-08-07 Method for controlling the amount of fuel injected in a direct injection internal combustion engine Expired - Lifetime EP1315893B1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
FR0011237 2000-09-04
FR0011237A FR2813642B1 (en) 2000-09-04 2000-09-04 METHOD OF CONTROL OF THE QUANTITY OF FUEL INJECTED IN A DIRECT INJECTION INTERNAL COMBUSTION ENGINE
PCT/EP2001/009120 WO2002020968A1 (en) 2000-09-04 2001-08-07 Method for controlling the amount of fuel injected in a direct injection internal combustion engine

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EP1315893B1 EP1315893B1 (en) 2004-04-07

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EP1315893B1 (en) 2004-04-07
WO2002020968A1 (en) 2002-03-14
US6755181B2 (en) 2004-06-29
DE60102708T2 (en) 2004-10-21
JP2004514082A (en) 2004-05-13
KR100763052B1 (en) 2007-10-02
DE60102708D1 (en) 2004-05-13
KR20030036743A (en) 2003-05-09
US20030188717A1 (en) 2003-10-09
ES2218449T3 (en) 2004-11-16
FR2813642B1 (en) 2002-12-20
FR2813642A1 (en) 2002-03-08
JP4478385B2 (en) 2010-06-09

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