EP1381764B1 - Procede et dispositif pour commander un piezo-actionneur - Google Patents

Procede et dispositif pour commander un piezo-actionneur Download PDF

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Publication number
EP1381764B1
EP1381764B1 EP02721984A EP02721984A EP1381764B1 EP 1381764 B1 EP1381764 B1 EP 1381764B1 EP 02721984 A EP02721984 A EP 02721984A EP 02721984 A EP02721984 A EP 02721984A EP 1381764 B1 EP1381764 B1 EP 1381764B1
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EP
European Patent Office
Prior art keywords
piezoelectric actuator
internal combustion
combustion engine
operating situation
fuel
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
EP02721984A
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German (de)
English (en)
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EP1381764A1 (fr
Inventor
Johannes-Joerg Rueger
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.)
Robert Bosch GmbH
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Robert Bosch GmbH
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Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1381764A1 publication Critical patent/EP1381764A1/fr
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Publication of EP1381764B1 publication Critical patent/EP1381764B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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
    • F02D41/2096—Output circuits, e.g. for controlling currents in command coils for controlling piezoelectric injectors
    • 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
    • F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
    • F02D2041/2034—Control of the current gradient

Definitions

  • the invention is based on a method or a control unit or a fuel injection system in which a piezoelectric actuator is electrically transferred to change its length by application of an electrical current.
  • US 6,147,433 describes a method and apparatus for charging and discharging a piezoelectric element.
  • the charge current charging the piezoelectric element or the discharge current discharging the piezoelectric element is conducted via a device having inductive properties.
  • a switch provided in the charging circuit or a switch provided in the discharge circuit are repeatedly actuated during the charging or discharging in such a way that the piezoelectric element is brought to a predetermined voltage by a predetermined mean charging or discharging current.
  • the method according to the invention or the devices according to the invention with the characterizing features of the independent claims have the advantage of reducing the noise emissions of the injection system, especially in the operating situations in which these are significantly influenced by the actuation of piezoactuators.
  • the essential advantage is that, especially in common-rail injection systems, especially at high rail pressures, the system behavior, ie the accuracy of the timing and the dosage of injection quantities remain unaffected, ie that just at high speeds or high load of the internal combustion engine, the tolerances to be met with respect to timing and Dosiermengengenaumaschinetechnik be complied with easily.
  • Fig. 1a shows a voltage time diagram. It shows the temporal voltage curve on a piezoelectric actuator, which controls the injection of fuel into the combustion chamber of an internal combustion engine via a valve. Shown are two principal control curves; During the first activation, within the charging time 1, the voltage U is linearly increased from zero to a value ⁇ U1 which is maintained for a while (eg ⁇ U1 ⁇ 200 V). In the subsequent discharge time 2, the voltage applied to the piezoelectric actuator is again lowered linearly to zero. The second drive has an intermediate level ⁇ U2 (eg ⁇ U2 ⁇ 100 V), to which the voltage is first set within the Loading time 3 is increased.
  • ⁇ U2 eg ⁇ U2 ⁇ 100 V
  • FIG. 1b shows similar voltage profiles with identical voltage levels ⁇ U1 and ⁇ U2.
  • the loading or unloading times 7, 8, 9, 11, 12 and 13 are greater than the loading and unloading times 1 to 6 of FIG. 1a.
  • the amount of time derivatives of the voltage curves in the charging or discharging times is therefore smaller than in Fig. 1a.
  • any of polygons representable Anberichtverrise are conceivable and the above description is transferable accordingly.
  • a control valve controlling the movement of the nozzle needle is not controlled directly, but rather via a hydraulic coupler, as described, for example, in German patent application DE 197 32 802.
  • This coupler essentially has two functions: on the one hand it amplifies the stroke of the piezoelectric actuator and on the other it decouples the control valve from the static temperature expansion of the actuator.
  • the drive voltage which is required to position the control valve correctly and thus to realize a desired injection, is generally heavily dependent on the fuel pressure, in a common rail system on the rail pressure of the fuel. This is explained by the fact that the control valve works against or with the rail pressure, depending on how the switching direction of the valve.
  • the time derivative of the drive voltage U is usually just to be chosen so that the charging or discharging time just corresponds to the time constant of the mechanical system. In this case, the vibration excitation of the system is minimized. From different For reasons, however, it is desirable to keep the charging or discharging time as short as possible, in particular in order to realize the shortest possible activation periods, in order to provide the smallest injection quantities, which is particularly important at high rail pressures. On the other hand, the noise emission increases significantly with the gradient or the time derivative of the voltage curve, since due to the high speed of the actuator movement and the control valve is moved at the appropriate speed. This effect is disturbing in certain operating situations of the internal combustion engine.
  • the term "operating situation” is not to be understood as meaning a specific period of time within a triggering of the piezoactuator, but rather the operating state which generally exists over a plurality of injection cycles, for example idling, which is characterized by low load and low rotational speed.
  • the control according to FIG. 1a is to be used under normal driving conditions under load, for example, while in the operating situation "idling" a control according to FIG. 1b with a shallower driving gradient is to be preferred, especially where the noise caused by the activation of the injection system is relative to makes other vehicle noise noticeable to achieve a reduction in noise emission.
  • FIG. 2 illustrates the method sequence of the activation of a piezoactuator which, for example in a common rail injector, controls the injection of diesel fuel into the combustion chamber of the diesel engine.
  • the target value of the time gradient, which is to be applied to the piezoelectric actuator in the charge / discharge times, is determined as a function of the operating state of the internal combustion engine.
  • the gradient setpoint is determined so that while maintaining the functionality of the injection system, the noise due to the movement of mechanical components of the injection system is minimized.
  • certain threshold values of the rotational speed of the load torque and / or the rail pressure eg rotational speed ⁇ 2000 rpm, the load is less than 10% of the maximum load and the rail pressure is below 500 bar
  • a smooth transition occurs of the gradient setpoint in comparison to the "normal operation”
  • the charging time or discharge time typically (for example at 50% of the maximum load) moves in a range of 80 ⁇ s to 100 ⁇ s, while below the threshold values it assumes values of 100 ⁇ s to 150 ⁇ s.
  • it is checked whether it is the first request of the injection system after switching on. If so, a calculation of a driver signal for a driver, which activates charge / discharge means that can be applied to the piezoelectric actuator, is carried out.
  • the driver signal is calculated so that a sufficient electrical current is fed into the piezoelectric actuator in order to achieve the determined setpoint value of the time gradient or of the charge / discharge time of the voltage to be applied.
  • the drive of the driver which controls the charging / discharging, until the final value to be achieved is the drive electrical voltage is reached at the piezoelectric actuator.
  • the actual value of the time was determined which was necessary to load or unload the piezoelectric actuator to the voltage to be achieved. Subsequently, the query 20 is returned.
  • control deviation i. H. determines the deviation of the last actual value of the time required for the transhipment from the calculated target value and taken into account in the subsequent method step 70 in the calculation of the driver signal for the next transfer of the piezoelectric actuator.
  • the change in control only in certain operating points such as idling is completely sufficient, since only in this the imitated by the injector noise due to the control has significant influence on the overall noise of the drive unit.
  • the overall noise is by far dominated by the combustion noise.
  • the invention is based on the idea not to change the drive gradients or charge / discharge time as before depending on the voltage in order to be able to realize a charge or discharge time in the system time more constant, but in certain operating situations, namely in particular idling, to switch to a shallower gradient.
  • the noise emission can be significantly reduced.
  • idling and the rail pressure is relatively low, so that even with longer loading and unloading times smallest injection quantities can be realized and the tight tolerances to be complied with respect to the injection quantities can be guaranteed.
  • hard switching to smaller gradients may also be provided as soon as one or more of the mentioned threshold values falls below a certain value.
  • the control unit has a control unit 150, which is supplied with operating state variables 210 of the internal combustion engine. These operating state variables are the rotational speed, the load torque, the rail pressure and / or the piezoactuator temperature and / or the fuel temperature and / or further parameters.
  • the control unit 150 determines the setpoint value for the charge / discharge times or the charge / discharge gradients and transmits these to the logic circuit 130.
  • the logic circuit 130 is connected to an actual value determination unit 140 which, as shown in FIG. 3, integrated into the control unit or can be arranged separately, for example, in the immediate vicinity of the loading / unloading 110.
  • the actual value determining unit 140 is connected to the loading / unloading means 110. Via the line 220, the logic circuit 130 of higher-level, non-illustrated engine control units receive a request signal.
  • the logic circuit 130 is connected to a driver 120, which in turn is connected to the charging / discharging means 110, which serve for the time-dependent loading of the piezoelectric actuator 100 with an electrical voltage.
  • the setpoint for the charge / discharge time is determined taking into account the variables speed, load and rail pressure in the control unit 150, which forwards the determined value to the logic circuit 130.
  • This logic circuit 130 computes on a request over the signal line 220, taking into account the actual value of the charging / discharging time or the charging / discharging gradient measured by the actual value determining unit 140, a drive signal.
  • the logic circuit 130 passes on the driver signal to the driver 120, which controls the charge / discharge 110 in order to realize the voltage gradients to be achieved at the piezoelectric actuator 100.
  • FIG. 4 shows a component 131 of the logic circuit 130 shown in the form of a block diagram.
  • the summation node 255 receives the actual value determined by the actual value determination unit 140 or the setpoint value calculated by the control unit 150 , The summation node calculates the control deviation, ie the difference between the setpoint value and the actual value, and supplies this difference to the PI controller 270, that is to say to a proportional amplifier which is connected in parallel with an integrator.
  • the output of the PI controller 270 is connected to a second summing node 275 which adds the output value of the PI controller and the setpoint from the control unit 150.
  • the electrical voltage levels before and after the charging process to be calculated are supplied to a third summation node 285, which calculates their difference and feeds this to a multiplier 295, which in turn derives from the difference and the value supplied via line 300 the capacity of the piezoelectric actuator calculates the charge required for the reloading process.
  • the divider 305 divides the value of the electric received from the multiplier 295 Charge with the value of the charge or discharge time obtained from the summation node 275, so that the information about the current value required for the charge transfer at the piezoelectric actuator can be tapped off at the output 310 of the divider 305.
  • the output 310 of the divider 305 is connected to the driver 120 and is available to drive the charging / discharging means 110 (see FIG.
  • the lines 280, 290 and 300 are either connected to a memory element or memory elements in which the voltage or capacitance values to be retrieved are stored, or they are connected to separate, not shown circuit units, depending on the drive requirement or circuit state Recalculate or set voltage or capacity values.
  • the component 131 implements the method steps 60 and 70 shown in FIG. 2.
  • the charging or discharging time is controlled by a PI controller, the difference between the voltage levels to be bridged and the actuator capacitance determining the associated charging or discharging current.

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

Abstract

L'invention concerne un procédé pour commander un piézo-actionneur commandant l'injection de carburant dans la chambre de combustion d'un moteur à combustion interne par l'intermédiaire d'une soupape. Ce procédé consiste à détecter la situation de fonctionnement du moteur à combustion et à sélectionner la dérivation temporelle de la tension électrique, pouvant être prélevée au niveau du piézo-actionneur, en fonction de la situation de fonctionnement. L'invention concerne en outre un appareil de commande servant à commander un système d'injection de carburant, dans lequel un piézo-élément est commandé de sorte que la dérivation temporelle de la tension pouvant être prélevée au niveau du piézo-actionneur est adaptée à la situation de fonctionnement. L'invention concerne également un système d'injection de carburant comprenant au moins un piézo-actionneur commandé de manière correspondante.

Claims (8)

  1. Procédé pour exciter un actionneur piézoélectrique commandant l'injection de carburant dans la chambre de combustion d'un moteur à combustion interne via une soupape l'actionneur piézoélectrique chargé et/ou déchargé au moins partiellement par une charge de courant électrique pour modifier sa longueur,
    caractérisé en ce que
    on détecte (30) la situation de fonctionnement du moteur à combustion interne, et on réduit la dérivée temporelle de la tension électrique prélevée sur l'actionneur piézoélectrique (100) pendant le temps de charge/décharge dans une situation de fonctionnement ayant une faible pression de carburant par rapport à une situation de fonctionnement ayant une pression de carburant plus élevée.
  2. Procédé selon la revendication 2,
    caractérisé en ce que
    le système d'injection est un système à rampe commune, et la pression du carburant est celle se trouvant dans la rampe du système à rampe commune.
  3. Procédé selon la revendication 2 ou 3,
    caractérisé en ce que
    la dérivée temporelle de la tension électrique prélevée sur l'actionneur piézoélectrique (100) pendant le temps de charge/décharge est réduite dans une situation de fonctionnement ayant une charge faible et/ou un bas régime par rapport à une situation de fonctionnement de charge plus élevée et/ou de régime plus élevé.
  4. Procédé selon la revendication 4,
    caractérisé en ce que
    on réduit la dérivée temporelle pendant une marche à vide du moteur à combustion interne.
  5. Procédé selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    la somme du courant électrique se trouvant sur l'actionneur piézoélectrique pendant la charge et/ou décharge est réglée en fonction de la dérivée temporelle à obtenir.
  6. Procédé selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    le moteur à combustion interne est un moteur diesel à combustion interne.
  7. Appareil de commande pour commander un système d'injection de carburant avec au moins un sur actionneur piézoélectrique commandant l'injection de carburant dans la chambre de combustion d'un moteur à combustion interne via une soupape, l'actionneur piézoélectrique pouvant être chargé et/ou déchargé au moins partiellement par une charge de courant électrique pour modifier sa longueur,
    caractérisé en ce qu'
    une unité de contrôle (150) est prévue pour détecter la situation de fonctionnement du moteur à combustion interne de manière à réduire la dérivée temporelle de la tension électrique prélevée sur l'actionneur piézoélectrique (10) pendant le temps de charge/décharge dans une situation de fonctionnement ayant une faible pression de carburant par rapport à une situation de fonctionnement ayant une pression de carburant plus élevée.
  8. Système d'injection de carburant avec au moins un sur actionneur piézoélectrique commandant l'injection de carburant dans la chambre de combustion d'un moteur à combustion interne via une soupape, l'actionneur piézoélectrique pouvant être chargé et/ou déchargé au moins partiellement par une charge de courant électrique pour modifier sa longueur,
    caractérisé en ce qu'
    une unité de contrôle est prévue pour détecter la situation de fonctionnement du moteur à combustion interne de manière à réduire la dérivée temporelle de la tension électrique prélevée sur le piézoactionneur (100) pendant le temps de charge/décharge en situation de fonctionnement avec un régime de faible pression de carburant par rapport à une situation de fonctionnement avec une pression de carburant plus élevée.
EP02721984A 2001-03-21 2002-02-26 Procede et dispositif pour commander un piezo-actionneur Expired - Lifetime EP1381764B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10113670A DE10113670A1 (de) 2001-03-21 2001-03-21 Verfahren und Vorrichtung zur Ansteuerung eines Piezoaktors
DE10113670 2001-03-21
PCT/DE2002/000698 WO2002077432A1 (fr) 2001-03-21 2002-02-26 Procede et dispositif pour commander un piezo-actionneur

Publications (2)

Publication Number Publication Date
EP1381764A1 EP1381764A1 (fr) 2004-01-21
EP1381764B1 true EP1381764B1 (fr) 2006-05-24

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EP02721984A Expired - Lifetime EP1381764B1 (fr) 2001-03-21 2002-02-26 Procede et dispositif pour commander un piezo-actionneur

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US (1) US6863055B2 (fr)
EP (1) EP1381764B1 (fr)
JP (1) JP2004518884A (fr)
DE (2) DE10113670A1 (fr)
WO (1) WO2002077432A1 (fr)

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DE102014204093A1 (de) 2014-03-06 2015-09-10 Robert Bosch Gmbh Verfahren zum Betreiben eines piezoelektrischen Aktors und Mittel zu dessen Implementierung

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DE102013220336B4 (de) * 2013-10-09 2019-02-07 Continental Automotive Gmbh Verfahren zum Mildern von Auswirkungen eines zu hohen Drucks in einem Common-Rail-Einspritzsystem
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Also Published As

Publication number Publication date
JP2004518884A (ja) 2004-06-24
US20030150429A1 (en) 2003-08-14
DE50206903D1 (de) 2006-06-29
US6863055B2 (en) 2005-03-08
EP1381764A1 (fr) 2004-01-21
WO2002077432A1 (fr) 2002-10-03
DE10113670A1 (de) 2002-09-26

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