EP1567758B1 - Verfahren und vorrichtung zum betrieb eines einspritzsystems einer brennkraftmaschine - Google Patents

Verfahren und vorrichtung zum betrieb eines einspritzsystems einer brennkraftmaschine Download PDF

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Publication number
EP1567758B1
EP1567758B1 EP03767399A EP03767399A EP1567758B1 EP 1567758 B1 EP1567758 B1 EP 1567758B1 EP 03767399 A EP03767399 A EP 03767399A EP 03767399 A EP03767399 A EP 03767399A EP 1567758 B1 EP1567758 B1 EP 1567758B1
Authority
EP
European Patent Office
Prior art keywords
injection
activation
pulse
state variable
common
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
EP03767399A
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German (de)
English (en)
French (fr)
Other versions
EP1567758A1 (de
Inventor
Johannes-Joerg Rueger
Udo Schulz
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
Original Assignee
Robert Bosch GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1567758A1 publication Critical patent/EP1567758A1/de
Application granted granted Critical
Publication of EP1567758B1 publication Critical patent/EP1567758B1/de
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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • F02D41/2464—Characteristics of actuators
    • F02D41/2467—Characteristics of actuators for injectors
    • F02D41/247—Behaviour for small quantities
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/027—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions using knock sensors
    • 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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2438—Active learning methods
    • 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
    • F02D2041/2055—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit with means for determining actual opening or closing time
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/021—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions using an ionic current sensor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure
    • 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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off

Definitions

  • the invention relates to a method and an apparatus for operating a common rail injection system of an internal combustion engine according to the preambles of the respective independent claims.
  • Such an injection valve is used for finely adjustable fuel metering in the combustion chamber of the internal combustion engine.
  • the piezoelectric actuator is used to control the movement of a nozzle needle of the injection valve, whereby either the nozzle needle itself or a control valve controlling the movement of the nozzle needle is actuated.
  • From the DE 199 05 340 is a method for presetting and dynamic tracking piezoelectric actuators known. To set a desired idle stroke between the actuator and the piezoelectric actuator DC voltage is supplied to the piezoelectric actuator, which causes an independent of the driving voltage change in length of the piezoelectric actuator.
  • the required for a given injection quantity, pulse-shaped control voltage of these piezo actuators is known to be dependent on state variables of the injection system such as.
  • the said dependence on the rail pressure results from the aforementioned mode of operation of the injection valve and the said temperature dependence from the temperature-variable stroke of the piezo actuator.
  • the effect on the injection quantity results from the different actual start of actuation or the actuation end with a varying actuator stroke or varying hydraulic and mechanical operating parameters.
  • a method for controlling a fuel injection system with a high-pressure fuel pump emerges, wherein the injected into the respective combustion chambers of the internal combustion engine fuel quantity is controlled by means of solenoid valves.
  • Manufacturing and age-related variations in the injected fuel quantity into the individual combustion chambers cause different fuel quantities to be supplied with the same activation signal, which is the case lead to significant quantity errors especially in injected in pre-injections small quantities.
  • the pulse duration of the drive pulses of the solenoid valve, in which a pilot injection is currently being used is determined in certain operating states of the internal combustion engine. Based on the duration of the drive pulses determined in this way, compensation signals for the drive pulses are formed and permanently stored.
  • the present invention has for its object to improve a method and an apparatus of the type mentioned in that by adapting the control voltage of injection actuators, such as piezo actuators, an injection system, the quantity accuracy of metered fuel, especially during operation of the engine or an underlying motor vehicle is increased.
  • injection actuators such as piezo actuators
  • an injection system the quantity accuracy of metered fuel, especially during operation of the engine or an underlying motor vehicle is increased.
  • an injection system for example a common rail or a pump-nozzle injection system of an internal combustion engine with at least one controllable by means of drive pulses injection actuator, wherein the control of the injection actuator of at least one state variable of the injection system is dependent on the at least a state variable detected and cached.
  • at least one of the injection actuators is driven with a drive pulse of predeterminable pulse duration and predefinable output pulse height, and during this time an injection detection is performed.
  • the pulse height of the drive pulse is incremented in predetermined steps at the predetermined pulse duration until an injection is detected.
  • the pulse height of the drive pulse causing the injection is permanently stored as a function of the detected state variable and used in the future operation of the injection system in the control of the at least one injection actuator.
  • the advantage of the method according to the invention over the prior art is that the drive voltage required for each individual injection actuator or injector in the respective operating condition of the injection system, for example the currently prevailing rail pressure and the temperature of the injection actuator or injector, during operation of the internal combustion engine or of the underlying motor vehicle is adapted to the currently existing operating state.
  • the said state variable of the injection system here also includes operating variables of the injection actuator itself, which originate in particular from specimen scattering during its production.
  • the invention is based, in particular, on the effect which is known per se, that in the injection valves or injection actuators concerned here, a minimum, rail pressure-dependent activation voltage is required in order to realize an effective injection.
  • a minimum, rail pressure-dependent activation voltage is required in order to realize an effective injection.
  • the injection actuator is subjected to a lower voltage, then the force generated thereby is insufficient to open the control valve against the rail pressure.
  • the invention is also based on the finding that when the drive voltage is increased successively, an injection starts instantaneously as soon as the drive voltage is sufficiently high. That There is a sharp separation with regard to the system reaction with respect to a too small / sufficient drive voltage.
  • the proposed method makes use of this property by using the values of the drive voltage U_erf adapted during operation of the internal combustion engine with characteristic curve (s), characteristic maps or tables, in particular of the value pairs U_erf (p_rail) and / or U_erf (T_actor), with great precision under real operating conditions.
  • a further advantage is that the drive voltage can be adapted to changing operating conditions of the internal combustion engine, in particular changing state variables of the injection system, without additional sensory outlay, resulting in an even more precise fuel metering compared to the prior art.
  • the method allows a specific for each injector or injector and for each combustion chamber of the internal combustion engine individual adaptation of the respective electrical drive voltage in the metering of fuel.
  • the invention further relates to a device, in particular for carrying out the aforementioned method, comprising first means for detecting the at least one state variable and temporarily storing an approximately detected state variable, second means for controlling the at least one injection actuator with a drive pulse of predefinable pulse duration and predefinable output pulse height, third means for Performing an injection detection in the control of the at least one injection actuator, fourth means for incrementing the pulse height of the drive pulse in predetermined steps at the predetermined pulse duration, and fifth means for permanently storing the pulse height of the injection effecting drive pulse as a function of the detected state variable in the case of a detected injection having.
  • the Fig. 1 shows the basic structure of a fuel injection system of a self-igniting internal combustion engine according to the prior art ( DE 39 29 747 A1 ).
  • the internal combustion engine 10 shown here only schematically receives a certain amount of fuel from an injection unit 30.
  • the instantaneous operating state of the internal combustion engine 10 is detected by means of sensors 40 and the measured values 15 thus acquired are transmitted to a control unit 20.
  • These measured values include, for example, the speed and the temperature of the internal combustion engine as well as the actual start of injection and possibly even further variables 25 which characterize the operating state of the internal combustion engine, such as the position of an accelerator pedal 25 or the ambient air pressure.
  • the control unit 20 calculates drive pulses 35 corresponding to the fuel quantity desired by the driver, with which a quantity-determining element of the injection unit 30 is acted upon.
  • a quantity-determining member there is a solenoid valve which is arranged so that the amount of fuel to be injected is determined by the opening duration or the closing time of the solenoid valve.
  • solenoid valves and other electrically controllable injectors with eg. Piezo actuators may be arranged. However, the method described below is unaffected.
  • the (not shown) solenoid valve is disadvantageous insofar as different closing times can result with identical drive pulse and therefore different amounts of fuel are injected at the same time duration of the drive pulse and otherwise the same operating parameters. Since the drive pulses are usually very short, in particular during pilot injections, it may now be the case that no pilot injection takes place in the case of individual solenoid valves or the pilot injection becomes so strong that the exhaust gas values of the internal combustion engine deteriorate.
  • FIG. 2 is a in the art ( DE 100 02 270 C1 ) known, piezoelectrically controllable injection valve 101 shown in a sectional drawing.
  • the valve 101 has a piezoelectric actuator 104 for actuating a valve member 103 axially displaceable in a bore 113 of a valve body 107.
  • the valve 101 also has an actuating piston 109 adjoining the piezoelectric actuator 104 and an actuating piston 114 adjoining a valve closing member 115. Between the pistons 109, 114 a working as a hydraulic ratio hydraulic chamber 116 is arranged.
  • the valve closure member 115 cooperates with at least one valve seat 118, 119 and separates a low-pressure region 120 from a high-pressure region 121.
  • An electrical control unit 112 indicated only schematically, supplies the drive voltage for the piezoelectric actuator 104 as a function of, in particular, the pressure level in the high-pressure region 121.
  • the device shown for operating a common-rail injection system of an internal combustion engine comprises a so-called release module 200, which in the exemplary embodiment can be unlocked by means of a push bit 205 provided by a control unit, not shown.
  • Possible further input variables of the release module are the current rail pressure and / or the instantaneous temperature of the piezo actuator.
  • a rail pressure control 210 is also arranged, the operation of which is triggered by the release module 200.
  • a function module 215 for triggering the injection actuators according to the invention and subsequent adaptation of the activation signals is triggered accordingly.
  • Another input signal 220 of the last-mentioned function module 215 is provided in the present exemplary embodiment by a speed signal evaluation module 225, which performs an injection recognition on the basis of a speed signal provided by the control unit.
  • Fig. 4 are typical An horrendsimpulse shown to illustrate the stepwise increase of the drive voltage at a constant drive time.
  • the first voltage pulse 400 differs from the second voltage pulse 405 only by the shown voltage increment .DELTA.U1, wherein the shown average pulse duration .DELTA.t1 coincides in both voltage pulses.
  • the system reaction ie the success of an injection in the combustion chamber of the internal combustion engine assigned to the controlled injector, is monitored 525. In the present exemplary embodiment, this takes place by means of the above-mentioned speed signal evaluation module 225. If an injection is detected, the for this causal control voltage U_erf together with the currently present value of the rail pressure permanently stored 530. In the case, however, that no injection detected is, the drive voltage is gradually incremented 535 and then each monitored the speed signal until a torque-forming and thus speed-increasing injection is detected 525. The then underlying drive voltage U_erf is stored 530 together with the rail pressure value.
  • the procedure shown is carried out at different line pressures, thereby enabling the detection of a characteristic curve U_erf (p_Rail).
  • U_erf characteristic curve U_erf
  • the fineness of the above-described increments of the drive voltage essentially determines the achievable scattering of the determined characteristic values and thus ultimately the maximum achievable precision in the fuel metering.
  • the values of the drive voltage determined in this way each represent minimum voltages which lead to an actuator movement and thus to an indirectly measurable injection at the current rail pressure.
  • the above-described procedure may be further applied to all combustion chambers (cylinders) of the internal combustion engine. It may be necessary to control the rail pressure in overrun to a value that differs from the prevailing at the relevant operating point of the internal combustion engine rail pressure. Consequently, the achievable rail pressure range will be limited to the top, so that the adaptation can be performed only within a limited rail pressure range and an extrapolation must be made for the rest of the rail pressure range.
  • the respectively determined value of the drive voltage is compared with predetermined voltage values determined in advance empirically and a correction value is determined from the possibly resulting difference.
  • the storage of the determined values of the drive voltage is filtered in the characteristic curve. If, for example, the rail pressure leaves the currently active pressure range which is the basis of the characteristic curve, the respectively newly adapted value of the drive voltage before filing is filtered with the old voltage value, in particular weighted therewith, whereby the influence of measurement disturbances in the generation of the characteristic curve is reduced ,
  • the said injection recognition takes place indirectly on the basis of operating parameters of the internal combustion engine. However, it does not depend on the underlying operating characteristic.
  • a preferred operating parameter is, as described above, the speed or the value of a speed signal provided by the internal combustion engine or a corresponding engine control unit.
  • other variables already present in the control unit such as the pressure signal provided by a combustion chamber pressure sensor, the knock signal provided by a knock sensor arranged in the combustion chamber or the ion current signal provided by an ion current sensor, are considered.
  • the size of the drive duration permanently predetermined in the described method is selected such that at the current rail pressure a maximum of one injection quantity is realized which is not noticeable to the driver of the underlying vehicle, so that no loss of comfort occurs due to the above-described adaptation procedure ,
  • the above-described characteristic curve U_erf (p_Rail) is only an example and other parameter pairs such as, for example, the control voltage 'U_erf' can be used as the basis for the actuator temperature 'T_Piezo actuator'.
  • the above-described injection system with a piezoelectrically controlled injection actuator is only understood as an exemplary embodiment and may, for example, also include magnetically controlled actuators or the like.

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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)
EP03767399A 2002-11-25 2003-11-04 Verfahren und vorrichtung zum betrieb eines einspritzsystems einer brennkraftmaschine Expired - Lifetime EP1567758B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10254844 2002-11-25
DE10254844A DE10254844A1 (de) 2002-11-25 2002-11-25 Verfahren und Vorrichtung zum Betrieb eines Einspritzsystems einer Brennkraftmaschine
PCT/DE2003/003647 WO2004048763A1 (de) 2002-11-25 2003-11-04 Verfahren und vorrichtung zum betrieb eines einspritzsystems einer brennkraftmaschine

Publications (2)

Publication Number Publication Date
EP1567758A1 EP1567758A1 (de) 2005-08-31
EP1567758B1 true EP1567758B1 (de) 2008-02-13

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP03767399A Expired - Lifetime EP1567758B1 (de) 2002-11-25 2003-11-04 Verfahren und vorrichtung zum betrieb eines einspritzsystems einer brennkraftmaschine

Country Status (6)

Country Link
US (1) US7191051B2 (ja)
EP (1) EP1567758B1 (ja)
JP (1) JP2006507443A (ja)
CN (1) CN100379965C (ja)
DE (2) DE10254844A1 (ja)
WO (1) WO2004048763A1 (ja)

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102005008179A1 (de) * 2005-02-23 2006-08-31 Robert Bosch Gmbh Verfahren zum Betreiben eines Injektors für eine Brennkraftmaschine
DE102006015967A1 (de) * 2006-04-05 2007-10-18 Siemens Ag Adaptionsverfahren einer Einspritzanlage einer Brennkraftmaschine
DE102006027405B3 (de) * 2006-06-13 2007-12-13 Siemens Ag Verfahren zum Betreiben einer Brennkraftmaschine und Brennkraftmaschine
FR2917463A3 (fr) * 2007-06-12 2008-12-19 Renault Sas Procede de reduction des derives et des dispersions des injecteurs d'un moteur
DE102007034188A1 (de) * 2007-07-23 2009-01-29 Robert Bosch Gmbh Verfahren zum Betreiben eines Einspritzventils
DE102010021168B4 (de) 2010-05-21 2020-06-25 Continental Automotive Gmbh Verfahren zum Betreiben einer Brennkraftmaschine und Brennkraftmaschine
DE102011007359B4 (de) 2011-04-14 2019-08-01 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben eines Piezoaktors
DE102011087961A1 (de) 2011-12-08 2013-06-13 Robert Bosch Gmbh Verfahren zum Lernen einer minimalen Ansteuerdauer von Einspritzventilen eines Verbrennungsmotors
DE102012209965A1 (de) 2012-06-14 2013-12-19 Robert Bosch Gmbh Verfahren zum Betreiben eines Ventils

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4889100A (en) * 1986-12-19 1989-12-26 Japan Electronic Control Systems Company, Limited Fuel injection control system for multi-cylinder internal combustion engine with feature of improved response characteristics to acceleration enrichment demand
DE3929747A1 (de) * 1989-09-07 1991-03-14 Bosch Gmbh Robert Verfahren und einrichtung zum steuern der kraftstoffeinspritzung
US5546909A (en) * 1994-12-27 1996-08-20 Ford Motor Company Method and system for generating a fuel pulse waveform
US5732381A (en) * 1996-03-25 1998-03-24 Ford Motor Company Method and system for generating a fuel pulse waveform
US5638798A (en) * 1996-03-25 1997-06-17 Ford Motor Company Method and system for generating ignition coil control pulses
US6076503A (en) * 1996-12-13 2000-06-20 Tecumseh Products Company Electronically controlled carburetor
DE19905340C2 (de) * 1999-02-09 2001-09-13 Siemens Ag Verfahren und Anordnung zur Voreinstellung und dynamischen Nachführung piezoelektrischer Aktoren
DE10002270C1 (de) 2000-01-20 2001-06-28 Bosch Gmbh Robert Ventil zum Steuern von Flüssigkeiten
EP1138919B1 (en) 2000-04-01 2005-04-06 Robert Bosch GmbH Fuel injection system
DE10032022B4 (de) * 2000-07-01 2009-12-24 Robert Bosch Gmbh Verfahren zur Bestimmung der Ansteuerspannung für ein Einspritzentil mit einem piezoelektrischen Aktor

Also Published As

Publication number Publication date
WO2004048763A1 (de) 2004-06-10
EP1567758A1 (de) 2005-08-31
CN1692219A (zh) 2005-11-02
US20060129302A1 (en) 2006-06-15
CN100379965C (zh) 2008-04-09
JP2006507443A (ja) 2006-03-02
DE10254844A1 (de) 2004-06-03
US7191051B2 (en) 2007-03-13
DE50309176D1 (de) 2008-03-27

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