EP1315893B1 - Verfahren zur steuerung der eingespritzten kraftstoffmenge in eine direkteinspritzbrennkraftmaschine - Google Patents

Verfahren zur steuerung der eingespritzten kraftstoffmenge in eine direkteinspritzbrennkraftmaschine Download PDF

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Publication number
EP1315893B1
EP1315893B1 EP01969575A EP01969575A EP1315893B1 EP 1315893 B1 EP1315893 B1 EP 1315893B1 EP 01969575 A EP01969575 A EP 01969575A EP 01969575 A EP01969575 A EP 01969575A EP 1315893 B1 EP1315893 B1 EP 1315893B1
Authority
EP
European Patent Office
Prior art keywords
injector
duration
fuel
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.)
Expired - Lifetime
Application number
EP01969575A
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English (en)
French (fr)
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EP1315893A1 (de
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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Filing date
Publication date
Application filed by Siemens Automotive SA filed Critical Siemens Automotive SA
Publication of EP1315893A1 publication Critical patent/EP1315893A1/de
Application granted granted Critical
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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 of control of the quantity of fuel injected into a internal combustion engine with direct injection. More in particular, the invention relates to such a process implemented using an injector powered by pressurized fuel, opening said injector being electromagnetically triggered by power an electric coil forming part of the injector with a current peak of predetermined duration.
  • Fuel injectors with controls electromagnetic are well known, as is the process for controlling such an injector mentioned above (see par example US patent 5,381,297).
  • Such injector includes a movable needle under the action of a electromagnetic field developed by a coil electric powered by a suitable current, between a position where one end of this needle closes a opening pierced in a seat defining a passage for a fuel to be injected into an engine cylinder internal combustion, 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 fuel pressure admitted in the injector.
  • patent EP 0 893 594 discloses the preamble of claim 1.
  • the present invention therefore aims to provide a method of controlling the quantity of fuel injected in an internal combustion engine with direct injection, by a high dynamic injector, typically of around 20.
  • This object of the invention is achieved, as well as other which will appear on reading the description which will follow, with a process for controlling the quantity of fuel injected into an internal combustion engine at direct injection by an injector powered by fuel under pressure, the opening of said injector being electromagnetically triggered by supplying a electric winding forming part of the injector with a predetermined current peak, this process being remarkable in that said duration of said current peak is a function increasing said fuel pressure.
  • this process allows to widen the range of values of quantities of fuel injected, both on the very weak side quantities only on the side of the largest quantities.
  • the duration of said current peak is also increasing function of the duration of an opening time predetermined of said injector.
  • 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.
  • 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 T i predetermined, calculated by the computer as a function of the quantity of fuel to be injected into a cylinder of the engine.
  • the control circuit sends in the winding of the injector a “precharge” current making it possible to store energy in this winding, to facilitate the subsequent effective opening of the injector, at a predetermined instant t 1 , as will be seen below.
  • the current in the winding during the interval (t 1 -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 a voltage between its terminals chopped which gives the current a sawtooth profile shown in Figure 1.
  • Such a power supply described in the aforementioned US patent 5,381,297, is advantageous in that it takes advantage of the self-induction current which grows in the injector winding, to limit the electric power consumed during the current peak ulterior.
  • the injector control circuit conforms to the current admitted into the coil according to the current peak, of duration T 1 , shown at FIG. 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 speed causes an immediate effective opening , at time t 1 , from the injector, by tearing off the needle of the injector, from 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 t 1 .
  • the current passing through the winding should therefore be as low as possible. This is why, after the current peak of duration T 1 , the current is reduced, by a step of rapid decay of duration T 2 to a lower value, of a few amperes, sufficient nevertheless to keep the injector open for a predetermined time.
  • 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 1 and of the voltage of the electrical energy source which feeds the injector, ie the voltage of the battery in the case of an engine mounted in a motor vehicle.
  • the duration T 1 of the peak current is, in known manner, a function of the opening time T i of the injector, predetermined by the computer, or "injection time". According to a characteristic of the present invention, this duration T 1 is also an increasing function of the pressure of the fuel supplying the injector.
  • This graph presents a linear part in which one can adjust the quantity Q1 of fuel with a dynamic Q1 max / Q1 min of the order of 10, at most, as we saw above.
  • a moderate fuel pressure is then 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 engine management computer calculates as a function of the engine load, the values of the fuel pressure to be established and the times T 1 and T 2 applicable to each fuel injection. These values T 1 and T 2 are transmitted, by links of the SPI or CAN type for example, to the injector control circuit which consequently conforms the time profile of the current to be applied to the injector.
  • the invention is not limited to the mode of realization described and represented which was given only as an example. This is how the preload, advantageous, from the winding prior to the application of the peak current, however, is not essential, the invention thus also applying to an injector supplied by a current whose profile is devoid of this preload.
  • the invention is applicable to injectors fueled with variable pressure fuel as at injectors supplied at constant pressure. In the case a fuel pressure regulation failure, the high value of this is normally limited by the calibration of a safety valve.
  • the growth, according to the invention the duration of the current peak with that of the fuel pressure up to this value high, then establishes operation in "degraded mode" the fuel supply to the injectors.

Landscapes

  • 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)

Claims (4)

  1. Verfahren zum Steuern der Kraftstoffmenge (Q), die in eine Brennkraftmaschine mit Direkteinspritzung von einem Injektor eingespritzt wird, der mit Kraftstoff unter Druck (Pcarb) beaufschlagt wird, wobei das Öffnen des Injektors durch Beaufschlagen einer einen Teil des Injektors bildenden elektrischen Spule nach einem vorgegebenen Stromprofil elektromagnetisch ausgelöst wird, bei dem:
    man die Beaufschlagung der Spule so steuert, dass man eine Stromspitze einer vorgegebenen Dauer (T1) erhält, wobei die Dauer (T1) der Stromspitze eine ansteigende Funktion des Drucks (Pcarb) des Kraftstoffes ist,
    wobei dieses Verfahren dadurch gekennzeichnet ist, dass
    man anschließend eine rasche Abnahme der Stromstärke bewirkt, wobei die Dauer (T2) dieser Abnahme eine Funktion der besagten Dauer (T1) und der Spannung der den Injektor beaufschlagenden elektrischen Energiequelle ist, und
    man den Strom während einer vorgegebenen Haltezeit auf einem im wesentlichen konstanten Wert stabilisiert, der eine ansteigende Funktion des Kraftstoffdrucks (Pcarb) ist.
  2. Verfahren nach Anspruch 1, dadurch gekennzeichnet, dass die Dauer (T1) der Stromspitze ferner eine Funktion der Dauer einer vorgegebenen Öffnungszeit (T1) des Injektors ist.
  3. Verfahren nach Anspruch 1, dadurch gekennzeichnet, dass die Dauer (T1) der Stromspitze von ungefähr 200µs für einen Kraftstoffdruck (Pcarb) von ungefähr 50 bar bis ungefähr 600µs für einen Kraftstoffdruck (Pcarb) von ungefähr 120 bar verläuft.
  4. Verfahren nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, dass man eine Vorspannung der Spule vor Anlegen der Stromspitze bewirkt.
EP01969575A 2000-09-04 2001-08-07 Verfahren zur steuerung der eingespritzten kraftstoffmenge in eine direkteinspritzbrennkraftmaschine Expired - Lifetime EP1315893B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
FR0011237A FR2813642B1 (fr) 2000-09-04 2000-09-04 Procede de commande de la quantite de carburant injecte dans un moteur a combustion interne a injection directe
FR0011237 2000-09-04
PCT/EP2001/009120 WO2002020968A1 (fr) 2000-09-04 2001-08-07 Procede de commande de la quantite de carburant injecte dans un moteur a combustion interne a injection directe

Publications (2)

Publication Number Publication Date
EP1315893A1 EP1315893A1 (de) 2003-06-04
EP1315893B1 true EP1315893B1 (de) 2004-04-07

Family

ID=8853936

Family Applications (1)

Application Number Title Priority Date Filing Date
EP01969575A Expired - Lifetime EP1315893B1 (de) 2000-09-04 2001-08-07 Verfahren zur steuerung der eingespritzten kraftstoffmenge in eine direkteinspritzbrennkraftmaschine

Country Status (8)

Country Link
US (1) US6755181B2 (de)
EP (1) EP1315893B1 (de)
JP (1) JP4478385B2 (de)
KR (1) KR100763052B1 (de)
DE (1) DE60102708T2 (de)
ES (1) ES2218449T3 (de)
FR (1) FR2813642B1 (de)
WO (1) WO2002020968A1 (de)

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DE10347056A1 (de) * 2003-10-07 2005-05-12 Daimler Chrysler Ag Verfahren zur Regelung eines Magnetventils
US7013876B1 (en) 2005-03-31 2006-03-21 Caterpillar Inc. Fuel injector control system
JP4715807B2 (ja) * 2007-05-24 2011-07-06 トヨタ自動車株式会社 燃料噴射装置の調整方法、及び燃料噴射装置の制御装置
JP2009074373A (ja) * 2007-09-19 2009-04-09 Hitachi Ltd 内燃機関の燃料噴射制御装置
DE102007045779A1 (de) * 2007-09-25 2009-04-09 Continental Automotive Gmbh Verfahren zur Ansteuerung eines Magnetventils und zugehörige Vorrichtung
JP5053868B2 (ja) * 2008-01-07 2012-10-24 日立オートモティブシステムズ株式会社 燃料噴射制御装置
JP4917556B2 (ja) * 2008-01-07 2012-04-18 日立オートモティブシステムズ株式会社 内燃機関の燃料噴射制御装置
JP2010255444A (ja) * 2009-04-21 2010-11-11 Hitachi Automotive Systems Ltd 内燃機関の燃料噴射制御装置及び方法
JP5698938B2 (ja) * 2010-08-31 2015-04-08 日立オートモティブシステムズ株式会社 燃料噴射装置の駆動装置及び燃料噴射システム
US8662056B2 (en) * 2010-12-30 2014-03-04 Delphi Technologies, Inc. Fuel pressure control system and method having a variable pull-in time interval based pressure
JP5975899B2 (ja) * 2013-02-08 2016-08-23 日立オートモティブシステムズ株式会社 燃料噴射装置の駆動装置
DE102013207152B4 (de) * 2013-04-19 2016-03-31 Continental Automotive Gmbh Verfahren und Vorrichtung zum Ansteuern eines Einspritzventils in einem nichtlinearen Betriebsbereich
WO2014189527A1 (en) * 2013-05-24 2014-11-27 International Engine Intellectual Property Company, Llc Injector waveform

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JPH08193538A (ja) * 1995-01-18 1996-07-30 Nippondenso Co Ltd 内燃機関の燃料制御装置
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Also Published As

Publication number Publication date
FR2813642A1 (fr) 2002-03-08
FR2813642B1 (fr) 2002-12-20
US6755181B2 (en) 2004-06-29
KR20030036743A (ko) 2003-05-09
DE60102708T2 (de) 2004-10-21
US20030188717A1 (en) 2003-10-09
ES2218449T3 (es) 2004-11-16
JP4478385B2 (ja) 2010-06-09
JP2004514082A (ja) 2004-05-13
DE60102708D1 (de) 2004-05-13
EP1315893A1 (de) 2003-06-04
KR100763052B1 (ko) 2007-10-02
WO2002020968A1 (fr) 2002-03-14

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