EP1315893B1 - 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 Download PDFInfo
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- 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
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- Prior art keywords
- injector
- duration
- fuel
- current
- current peak
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- 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
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- 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.
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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)
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 oeuvre 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.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.
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 l'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.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). We know that 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. At rest the needle is loaded against its seat by a calibration spring and by the fuel pressure admitted in the injector. To overcome this burden, 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 amps per example, the current peak thus applied being followed by applying a lower current ensuring the keep the injector open for a while modulated according to 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 petrol a cylinder of an internal combustion engine to direct injection, we currently wish to have a possibility of adjusting this quantity of fuel in a large range. Indeed, when such an engine works at low load with a low air / fuel mixture fuel and laminate, the amount of gasoline to inject must be very small. On the other hand, at high speed and full load, a motor must be injected significant amount of gasoline, in a very short time, less than 5ms at 6000rpm. The flow report of extreme fuel, or "dynamic" injector, must then be very high, advantageously of the order of 20.
Pour se rapprocher de cette valeur on a proposé d'accroítre 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 we proposed increase the pressure of the gasoline delivered to the injector when it has to deliver a large amount of gasoline. This is how, for example, supplies the injector with petrol at a pressure of 50 bars for small quantities of petrol to be injected, and 110 bars for large quantities. We were able to get a dynamic of about 15, considered to be still insufficient.
Le meilleur état de la technique est représenté par le brevet EP 0 893 594, qui divulgue le préambule de la revendication 1.The best state of the art is represented by patent EP 0 893 594, which discloses the preamble of claim 1.
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 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.
On atteint ce but de l'invention, ainsi que d'autres qui apparaítront 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 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.
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 below in detail, 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.
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 process according to the invention, the duration of said current peak is also increasing function of the duration of an opening time predetermined of said injector.
D'autres caractéristiques et avantages de la présente invention apparaítront 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.
- 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 control signal of 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.We refer to Figure 1 of the accompanying drawing where we have represented the graph of the evolution of the intensity I of the electric current established by the following process the invention in the winding of a fuel injector at electromagnetic control, to open this injector and close it after it has delivered, to a cylinder of direct injection internal combustion engine, one predetermined quantity Q of gasoline. Classically this quantity is determined by a management calculator engine from operating parameters of this engine such as the air pressure at the engine intake, the engine speed, 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 depressing an accelerator pedal, for example.
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.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 T i predetermined, calculated by the computer as a function of the quantity of fuel to be injected into a cylinder of the engine.
La conformation générale du profil du courant I est classique. C'est ainsi que, préférablement, au basculement (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 t1 prédéterminé, comme on le verra plus loin. Pour ce faire, le courant dans le bobinage pendant l'intervalle (t1-t0) est stabilisé à une valeur sensiblement constante, juste suffisante pour ne pas déclencher l'ouverture de l'injecteur.The general conformation of the profile of current I is conventional. Thus, preferably, when the signal S L signals (to t 0 ) signaling to the injector control circuit a request for opening of the injector formulated by the computer, 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. To do this, 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.
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 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.
A l'instant t1, 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 T1, 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 t1, 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 t1. Le temps d'ouverture Ti, calculé préalablement par le calculateur, est alors décompté par le circuit de commande à compter de l'instant t1, jusqu'à l'instant t2 tel que t2=t1+Ti, instant auquel l'injecteur doit se refermer pour que la quantité de carburant injectée pendant l'intervalle de temps (t2-t1) soit conforme à celle établie par le calculateur.At time t 1 , 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 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 opening time T i , calculated beforehand by the computer, is then counted down by the control circuit from time t 1 , until time t 2 such that t 2 = t 1 + T i , instant at which the injector must close so that the quantity of fuel injected during the time interval (t 2 -t 1 ) conforms to that established by the computer.
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 T1, 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 T1 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.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 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.
La durée T1 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 T1 est, aussi, fonction croissante de la pression du carburant alimentant l'injecteur.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.
On se réfère aux graphes de la figure 2 du dessin annexé pour expliquer et justifier cette caractéristique du procédé selon la présente invention.We refer to the graphs in Figure 2 of the drawing appended 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 T1 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.There is shown in A the graph (in solid lines) of the change in the quantity of fuel Q (measured in milligrams for example) delivered by the injector, as a function of the duration T i of the opening time of this injector , in the classic case where the fuel pressure P carb is fixed, of the order of 50 bars and where the duration T 1 of the injector opening current peak 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 Q1 de carburant avec une dynamique Q1max/Q1min 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 Q1 of fuel with a dynamic Q1 max / Q1 min 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 (Ti est alors de l'ordre de 5ms). La dynamique atteinte est alors de l'ordre de 15.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 i is then l 'order of 5ms). The dynamic reached is then of the order of 15.
Suivant la présente invention, on propose de faire varier la pression de carburant et la durée T1 du pic de courant en fonction de la charge du moteur.According to the present invention, it is proposed to vary the fuel pressure and the duration T 1 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 accroítre la dynamique du réglage de la quantité de carburant, cette valeur Q2min étant nettement inférieure à la valeur correspondante Q1min obtenue quand le tarage du ressort est réalisé avec T1=400 µs.At low loads, a moderate fuel pressure is then 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 Q1 min obtained when the calibration of the spring is carried out with T 1 = 400 μs.
On peut encore abaisser la quantité minimum de carburant délivrée jusqu'à une valeur Q3min < Q2min, 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.It is also possible to lower the minimum quantity of fuel delivered up to a value Q3 min <Q2 min , marked on graph E of FIG. 2, established under the same conditions of fuel pressure (50 bars) and duration of the peak. current (200 µs) than 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 croítre la valeur du courant avec la pression de carburant, on accroít encore la dynamique de réglage de la quantité de carburant débitée, conformément au but poursuivi par la présente invention. By thus setting the value of the holding current when the fuel pressure is relatively low (50 bars) at a lower value than when this pressure is relatively high (200 bar), i.e. increasing the value of the current with the pressure of fuel, the dynamics of adjusting the quantity of fuel delivered, in accordance with the purpose pursued by the present invention.
Aux fortes charges (ou Ti∼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 T1 = 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 apparaít 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 T1 = 600 µs par exemple.At high loads (or T i ∼5ms), high pressure fuel is delivered to the injector, for example 120 bars, and the duration of the current peak is noted at T 1 = 400 μs, the holding current being set to 3.5 A. The characteristic Q = f (T i ) then obtained corresponds to graph D of Figure 2. On this graph it appears that the maximum amount of fuel Q2 max deliverable by injector is strongly noted, compared to those given by the graphs of FIGS. A, B and C. This maximum quantity of fuel Q2 max could be even more strongly raised by pushing the duration of the current peak to T 1 = 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.Note that lowering the spring setting mentioned above allows to raise the pressure again of fuel deliverable to the injector (from 110 to 120 bars for example), see graphs B and D) and authorizing however the opening of it, which is favorable to increasing the dynamics of quantity control of fuel to inject.
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.So by combining the injection features defined by graphs C or E at low loads of the motor, with those defined by graph D with strong engine loads, we manage to adjust the amount of fuel to be injected with the desired dynamics, the order of 20, in accordance with the goal 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 T1 et T2 applicables à chaque injection de carburant. Ces valeurs T1 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. 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.
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 à 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.Of course, 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. Likewise, 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.
Claims (4)
- Method for controlling the quantity of fuel (Q) injected into a direct-injection internal combustion engine by an injector supplied with pressurized fuel (Pcarb), the opening of said injector being triggered electromagnetically by powering an electrical coil built into the injector according to a predetermined current profile, in which:this method being characterized in that:the power supply to the coil is controlled such as to obtain a current peak of a determined duration (T1), said duration (T1) of said current peak being an increasing function of said fuel pressure (Pcarb)a rapid reduction in current intensity is then commanded, the duration (T2) of said reduction being a function of said duration (T1) and of the voltage of the source of electrical energy that is powering said injector, andthe current is stabilized for a predetermined maintenance period, at an approximately constant value [lacuna] increasing function of the fuel pressure (Pcarb).
- Method according to Claim 1, characterized in that said duration (T1) of said current peak is also a function of the duration of a predetermined opening time (Ti) of said injector.
- Method according to Claim 1, characterized in that the duration (T1) of said current peak increases from approximately 200 µs for a fuel pressure (Pcarb) of approximately 50 bars, to approximately 600 µs for a fuel pressure (Pcarb) of approximately 120 bars.
- Method according to any one of Claims 1 to 3, characterized in that a precharge of said coil is commanded, prior to the application of said current peak.
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 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| EP1315893A1 EP1315893A1 (en) | 2003-06-04 |
| EP1315893B1 true EP1315893B1 (en) | 2004-04-07 |
Family
ID=8853936
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP01969575A Expired - Lifetime EP1315893B1 (en) | 2000-09-04 | 2001-08-07 | Method for controlling the amount of fuel injected in a direct injection internal combustion engine |
Country Status (8)
| Country | Link |
|---|---|
| US (1) | US6755181B2 (en) |
| EP (1) | EP1315893B1 (en) |
| JP (1) | JP4478385B2 (en) |
| KR (1) | KR100763052B1 (en) |
| DE (1) | DE60102708T2 (en) |
| ES (1) | ES2218449T3 (en) |
| FR (1) | FR2813642B1 (en) |
| WO (1) | WO2002020968A1 (en) |
Families Citing this family (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE10347056A1 (en) * | 2003-10-07 | 2005-05-12 | Daimler Chrysler Ag | Method for controlling a solenoid valve |
| US7013876B1 (en) | 2005-03-31 | 2006-03-21 | Caterpillar Inc. | Fuel injector control system |
| JP4715807B2 (en) * | 2007-05-24 | 2011-07-06 | トヨタ自動車株式会社 | Adjustment method for fuel injection device and control device for fuel injection device |
| JP2009074373A (en) * | 2007-09-19 | 2009-04-09 | Hitachi Ltd | Fuel injection controller of internal combustion engine |
| DE102007045779A1 (en) * | 2007-09-25 | 2009-04-09 | Continental Automotive Gmbh | Method for controlling a solenoid valve and associated device |
| JP4917556B2 (en) * | 2008-01-07 | 2012-04-18 | 日立オートモティブシステムズ株式会社 | Fuel injection control device for internal combustion engine |
| JP5053868B2 (en) * | 2008-01-07 | 2012-10-24 | 日立オートモティブシステムズ株式会社 | Fuel injection control device |
| JP2010255444A (en) * | 2009-04-21 | 2010-11-11 | Hitachi Automotive Systems Ltd | Device and method for fuel injection control of internal combustion engine |
| JP5698938B2 (en) * | 2010-08-31 | 2015-04-08 | 日立オートモティブシステムズ株式会社 | Drive device for fuel injection device and fuel injection system |
| 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 (en) * | 2013-02-08 | 2016-08-23 | 日立オートモティブシステムズ株式会社 | Drive device for fuel injection device |
| DE102013207152B4 (en) * | 2013-04-19 | 2016-03-31 | Continental Automotive Gmbh | Method and device for controlling an injection valve in a non-linear operating range |
| WO2014189527A1 (en) * | 2013-05-24 | 2014-11-27 | International Engine Intellectual Property Company, Llc | Injector waveform |
Family Cites Families (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6240241B1 (en) * | 1991-08-19 | 2001-05-29 | Index Systems, Inc. | Still frame video in index |
| US5381297A (en) * | 1993-06-18 | 1995-01-10 | Siemens Automotive L.P. | System and method for operating high speed solenoid actuated devices |
| JP3577339B2 (en) * | 1994-05-19 | 2004-10-13 | 富士重工業株式会社 | Engine fuel injector drive circuit |
| JPH08193538A (en) * | 1995-01-18 | 1996-07-30 | Nippondenso Co Ltd | Fuel controller of internal combustion engine |
| CN1625238A (en) * | 1996-03-15 | 2005-06-08 | 英戴克系统公司 | Combination of vcr index and epg |
| US6125231A (en) * | 1996-08-23 | 2000-09-26 | Index Systems, Inc. | Method of adding titles to a directory of television programs recorded on a video tape |
| US6177931B1 (en) * | 1996-12-19 | 2001-01-23 | Index Systems, Inc. | Systems and methods for displaying and recording control interface with television programs, video, advertising information and program scheduling information |
| JP3707210B2 (en) | 1997-07-22 | 2005-10-19 | いすゞ自動車株式会社 | Fuel injection control device |
| JPH11107882A (en) * | 1997-09-30 | 1999-04-20 | Unisia Jecs Corp | Drive device for fuel injection valve |
| JPH11351039A (en) * | 1998-06-10 | 1999-12-21 | Toyota Motor Corp | Injector drive circuit |
| EP1002948B1 (en) * | 1998-11-19 | 2003-03-05 | Mitsubishi Jidosha Kogyo Kabushiki Kaisha | Accumulator type fuel injection system |
| DE19903555C2 (en) * | 1999-01-29 | 2001-05-31 | Daimler Chrysler Ag | Device for controlling a piezo element injection valve |
-
2000
- 2000-09-04 FR FR0011237A patent/FR2813642B1/en not_active Expired - Fee Related
-
2001
- 2001-08-07 KR KR1020037003161A patent/KR100763052B1/en not_active IP Right Cessation
- 2001-08-07 WO PCT/EP2001/009120 patent/WO2002020968A1/en active IP Right Grant
- 2001-08-07 EP EP01969575A patent/EP1315893B1/en not_active Expired - Lifetime
- 2001-08-07 DE DE60102708T patent/DE60102708T2/en not_active Expired - Fee Related
- 2001-08-07 ES ES01969575T patent/ES2218449T3/en not_active Expired - Lifetime
- 2001-08-07 JP JP2002525355A patent/JP4478385B2/en not_active Expired - Fee Related
- 2001-08-07 US US10/363,311 patent/US6755181B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| DE60102708D1 (en) | 2004-05-13 |
| EP1315893A1 (en) | 2003-06-04 |
| JP4478385B2 (en) | 2010-06-09 |
| FR2813642B1 (en) | 2002-12-20 |
| FR2813642A1 (en) | 2002-03-08 |
| US20030188717A1 (en) | 2003-10-09 |
| KR100763052B1 (en) | 2007-10-02 |
| DE60102708T2 (en) | 2004-10-21 |
| ES2218449T3 (en) | 2004-11-16 |
| WO2002020968A1 (en) | 2002-03-14 |
| US6755181B2 (en) | 2004-06-29 |
| KR20030036743A (en) | 2003-05-09 |
| JP2004514082A (en) | 2004-05-13 |
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