EP1923559B1 - Verfahren zur Steuerung eines piezoelektrischen Aktors - Google Patents

Verfahren zur Steuerung eines piezoelektrischen Aktors Download PDF

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Publication number
EP1923559B1
EP1923559B1 EP06255815A EP06255815A EP1923559B1 EP 1923559 B1 EP1923559 B1 EP 1923559B1 EP 06255815 A EP06255815 A EP 06255815A EP 06255815 A EP06255815 A EP 06255815A EP 1923559 B1 EP1923559 B1 EP 1923559B1
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EP
European Patent Office
Prior art keywords
stack
current
during
corrective action
charge
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EP06255815A
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English (en)
French (fr)
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EP1923559A1 (de
Inventor
Daniel Hopley
Martin A. P. Sykes
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Delphi Technologies Inc
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Delphi Technologies Inc
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Priority to AT06255815T priority Critical patent/ATE445094T1/de
Priority to EP06255815A priority patent/EP1923559B1/de
Priority to DE602006009683T priority patent/DE602006009683D1/de
Publication of EP1923559A1 publication Critical patent/EP1923559A1/de
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Publication of EP1923559B1 publication Critical patent/EP1923559B1/de
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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
    • F02D41/24—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
    • 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
    • F02D2041/2051—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit using voltage control
    • 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
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F02D41/064—Introducing corrections for particular operating conditions for engine starting or warming up for starting at cold start

Definitions

  • the invention relates to a method of controlling a piezoelectric actuator for use in a fuel injector. More specifically, the invention relates to a method of operating a piezoelectrically actuated fuel injector in order to improve fuel volume delivery.
  • a piezoelectric injector typically includes a piezoelectric actuator that is operable to control an injection nozzle.
  • the injection nozzle houses an injector valve needle which is movable relative to a valve needle seat under the control of the actuator.
  • a hydraulic amplifier is situated between the actuator and the needle such that axial movement of the actuator causes an amplified axial movement of the needle.
  • the valve needle is either caused to disengage the valve seat, in which case fuel is delivered into the associated engine cylinder through a set of outlets provided in a tip of the nozzle, or is caused to engage the valve seat, in which case fuel delivery is prevented.
  • the amount of charge is varied causing the valve needle to move between closed and open positions.
  • the amount of charge applied to and removed from the piezoelectric actuator can be controlled in two ways.
  • a current is driven into or out of the piezoelectric actuator for a required time.
  • a current is driven into or out of the piezoelectric actuator until the voltage across the piezoelectric actuator reaches a required level. Regardless of how the piezoelectric actuator is controlled, the voltage across the piezoelectric actuator changes as the level of charge on the piezoelectric actuator varies and vice versa.
  • injecting a larger than desired volume of fuel when the demand on the engine already high could result in the engine temperature and fuel pressure exceeding predetermined safety limits: exceeding such limits could result in irreparable damage to the engine.
  • a method for controlling the displacement of a stack of a piezoelectric actuator for use in a fuel injector in order to control fuel volume delivery comprising; causing a varying current to be driven into or out of the stack to charge or discharge the stack, respectively, during an opening phase, wherein the opening phase comprises at least a primary phase, measuring a parameter during the opening phase, comparing the measured parameter with a predetermined threshold value, and taking corrective action to adjust the fuel volume delivery, during a subsequent injection, depending on the result of the comparison, wherein the parameter is chop frequency and the method comprises measuring a minimum chop frequency of the varying current during the opening phase, comparing the minimum chop frequency with the predetermined threshold value, and taking corrective action to adjust the fuel volume delivery, during the subsequent injection, if the measured minimum chop frequency is less than the predetermined threshold value.
  • a method for controlling the displacement of a stack of a piezoelectric actuator for use in a fuel injector in order to control fuel volume delivery comprising; causing a varying current to be driven into or out of the stack to charge or discharge the stack, respectively, during an opening phase, wherein the opening phase comprises at least a primary phase, measuring a parameter during the opening phase, comparing the measured parameter with a predetermined threshold value, and taking corrective action to adjust the fuel volume delivery, during a subsequent injection, depending on the result of the comparison, wherein the parameter is chop period and the method comprises measuring a maximum chop period during the opening phase, comparing the maximum chop period with the predetermined threshold value, and taking corrective action to adjust the fuel volume delivery, during the subsequent injection, if the measured maximum chop period is more than the predetermined threshold value.
  • the present invention advantageously improves the control of a piezoelectric actuator and alleviates the problems associated with inconsistent fuel volume delivery, preventing damage to the engine.
  • the method comprises varying the current between an upper current threshold level and a lower current threshold level and determining the upper and lower current thresholds from a current set-point level which is selectable such that the mean value of the varying current driven into or out of the stack for a time is intended to equal a desired amount of charge to be applied to or removed from the stack.
  • the corrective action may comprise adjusting the current set-point level in order to adjust the amount of charge which is applied to or removed from the stack.
  • the corrective action may comprise adjusting the time for which the varying current is driven into or out of the stack in order to adjust the amount of charge which is applied to or removed from the stack.
  • the method may further comprise determining an injector on time comprising the opening phase and a dwell phase, wherein the corrective action includes adjusting the injector on time in order to adjust the fuel volume delivery.
  • the corrective action may comprise adjusting the current set-point level in order to adjust the amount of charge which is applied to or removed from the stack.
  • the comparing step further comprises comparing at least one of engine load, engine temperature, and fuel pressure with its respective threshold level, wherein corrective action is taken when at least one of engine load, engine temperature, and fuel pressure is above its threshold level.
  • the corrective action may be taken in order to prevent more than a desired fuel volume delivery being delivered.
  • the corrective action may be taken in order to prevent less than a desired fuel volume delivery being delivered.
  • a controller for a stack of a piezoelectric actuator for use in a fuel injector comprising; means for causing a varying current to be driven into or out of the stack to charge or discharge the stack, respectively, during an opening phase, means for measuring a parameter during the opening phase, means for comparing the measured parameter with a predetermined threshold value, and means for taking corrective action to adjust the fuel volume delivery, during a subsequent injection, depending on the result of the comparison, wherein the parameter is chop frequency and said means for measuring are configured to measure a minimum chop frequency of the varying current during the opening phase, said means for comparing are configured to compare the minimum chop frequency with the predetermined threshold value, and said means for taking corrective action are configured to take corrective action to adjust the fuel volume delivery, during the subsequent injection, if the measured minimum chop frequency is less than the predetermined threshold value.
  • a controller for a stack of a piezoelectric actuator for use in a fuel injector comprising; means for causing a varying current to be driven into or out of the stack to charge or discharge the stack, respectively, during an opening phase, means for measuring a parameter during the opening phase, means for comparing the measured parameter with a predetermined threshold value, and means for taking corrective action to adjust the fuel volume delivery, during a subsequent injection, depending on the result of the comparison, wherein the parameter is chop period and said means for measuring are configured to measure a maximum chop period during the opening phase, said means for comparing are configured to compare the maximum chop period with the predetermined threshold value, and said means for taking corrective action are configured to take corrective action to adjust the fuel volume delivery, during the subsequent injection, if the measured maximum chop period is more than the predetermined threshold value.
  • the invention extends to a computer program product comprising at least one computer program software portion which, when executed in an executing environment, is operable to implement the method of the present invention, and a data storage medium having the or each computer software portion stored thereon.
  • the invention also extends to a microcomputer provided with the data storage medium.
  • rate of charge means the rate of change in current over time, which may be as a result of either charging or discharging the piezoelectric actuator.
  • Figure 1 shows a schematic diagram of a piezoelectric actuator 1 including a stack 2 of capacitive piezoelectric elements 4, which are effectively connected in parallel.
  • the actuator is of the type suitable for use in a fuel injector of the type described in EP 1174615 having a valve needle which is operable by means of the actuator.
  • Figure 2(a) shows a typical graph of charge versus time for an actuator 1, which is driven from a closed non-injecting position to an open injecting position (i.e. an opening/discharging phase 6) and back again to the non-injecting position (i.e. a closing/charging phase 8).
  • the opening phase 6 the charge changes from a first charge level Q1 to a second charge level Q2 over a time t open .
  • the difference between Q1 and Q2 equals a change in charge ⁇ Q, which corresponds to the length of the stack 2 changing from a relatively long length L 1 to a relatively short length L2, as shown in Figure 1 .
  • the change in length of the stack 2 directly controls movement of an injector valve needle, and hence controls fuel delivery.
  • the aforementioned method of controlling a piezoelectric actuator 1 is referred to as a charge control method. It is possible to operate an actuator using this method by determining how much charge is to be applied to/removed from the stack, and applying/removing an appropriate current to/from the stack 2 for the required time in accordance with the equation above.
  • a varying current is used for charging and discharging the stack.
  • the mean value of the current is known, and will be referred to as the current set point or level.
  • Figure 2(b) also shows a typical graph of current versus time, for a varying current (the mean value/set point is shown by the dashed line), which is applied to the stack 2 in order to achieve the charge waveform shown in Figure 2(a) .
  • the drive circuit in Figure 3 is arranged to drive an injector bank 16 comprising first, second and third injectors 16a, 16b, 16c respectively, each of which includes an actuator as shown in Figure 1 .
  • the drive circuit includes a first voltage source V s1 , a second voltage source V S2 , first and second energy storage capacitors C1 and C2, a current flow sensing and control means 14, injector select switches S1, S2, S3, each of which is associated with a respective one of the injectors 16a, 16b, 16c, an inductor 18, a charge switch Q1, a discharge switch Q2, and a microprocessor 20.
  • Each of the injector select switches S1, S2, S3 typically takes the form of an insulated gate bipolar transistor (IGBT) having a gate coupled to a gate drive which is powered at a bias supply input.
  • the charge and discharge switches Q1, Q2 may take the form of an n-channel IGBT having a gate controlling current flow from the collector to the emitter.
  • the first voltage supply V S1 is connected across a top voltage rail 28, which is at a top voltage level V top , and a middle voltage rail known as a bi-directional middle current path 30, which is at a stack voltage level V stack .
  • the second voltage supply V S2 is connected across the middle voltage rail 30 and a bottom voltage rail 32 which is at a bottom voltage level V bottom .
  • the first energy storage capacitor C 1 is connected between the top voltage rail 28 and the middle current path 30, and the second storage capacitor C2 is connected between the middle current path 30 and bottom voltage rail 32.
  • the current flow sensing and control means 14 is connected in the middle current path 30, between a connection point between the first and second storage capacitors C1, C2 and the injector bank 16.
  • the injectors 16a, 16b, 16c are connected in parallel, each injector 16a, 16b, 16c being connected in a different parallel branch and each branch including an injector select switch S1, S2, S3, which has a diode D3, D4, D5 connected across it.
  • the injectors 16a, 16b, 16c are mounted remotely from the drive circuit 10, and connections x and y are provided, to the drive circuit 10, through appropriate connecting leads.
  • each of the injectors 16a, 16b, 16c are connected to their respective select switches S1, S2, S3.
  • the positive terminals of the injectors 16a, 16b, 16c are connected together, and coupled in series to the inductor 18.
  • a diode D6 is provided between the middle current path 30 on the injector side of the inductor 18 and the top voltage rail 28, and another diode D7 is provided between the bottom voltage rail 32 and the middle current path 30, again, on the injector side of the inductor 18.
  • the diode D6 provides a 'voltage clamping effect' for a selected injector 16a, 16b, 16c at the end of its charge phase 8, and prevents the injector 16a, 16b, 16c from being driven to voltages higher than V C1 .
  • the diode D7 provides a recirculation path for current flow during the discharge phase 6 of operation, as described in further detail below.
  • the charge switch Q1 is connected between the non-injector side of the inductor 18 and the top voltage rail 28, and a diode D8 is connected in parallel across it.
  • the discharge switch Q2 is connected between the bottom voltage rail 32 and the non-injector side of the inductor 18, and similarly, a diode D9 is connected in parallel across it.
  • the output I s of the current flow sensing and control means 14 is fed into an input of the microprocessor 20, which provides control signals for the current flow sensing and control means 14, the injector select switches S1, S2, S3, the charge switch Q1, and the discharge switch Q2.
  • the control signals for the discharge and charge switches Q2, Q1 are referred to as a discharge enable signal 34 and a charge enable signal 36, respectively.
  • the current is caused to vary between an upper current threshold level I 1 and a lower current threshold level I 2 under the control of the current sensing and control means 14 in conjunction with the microprocessor 20.
  • the current sensing and control means 14 monitors the current flow and generates a chopped signal 38 ( Figure 2(e) ) on the basis of the 'sensed' current Is. This will be described in further detail below.
  • the chopped signal 38 is combined with a discharge enable signal 34 ( Figure 2(c) ) through a logical AND gate, and the resultant signal is applied to the discharge switch Q2.
  • the chopped signal 38 is also combined with a charge enable signal 36 ( Figure 2(d) through a logical AND gate, and that resultant signal is applied to the charge switch Q1.
  • the discharge switch Q2 opens and closes to effectively generate the varying current signal in the discharge phase 6. In the charge phase 8, it is the charge switch Q1 that controls generation of the varying current.
  • Look-up tables within the microprocessor's memory store values for a primary opening current set point PO, a primary opening time POT, and a primary closing current set point PC.
  • the microprocessor 20 selects the value of primary opening current set point PO, primary opening time POT, and primary closing time depending on stack pressure, stack temperature, and a demanded injector on time TON (which is determined from the fuel demand and is also a function of the fuel rail pressure).
  • the drive circuit 10, and hence fuel delivery, are controlled by an engine control module (ECM).
  • ECM engine control module
  • the ECM incorporates strategies to determine the required fuelling and timing of injection pulses based on the current engine operating conditions, including torque, engine speed and operating temperature. The timing of when the injectors open and close is determined by the ECM and is not important to the understanding of the present invention.
  • the value for the primary opening current set point PO is converted by the microprocessor 20 into a corresponding upper current threshold level I 1 . While it is possible for the microprocessor 20 to generate both the upper and lower current threshold levels I 1 , I 2 , in practice it is simpler to generate just the upper current threshold level I 1 , and use a potential divider to generate the lower current threshold level I 2 as a fixed proportion of the upper current threshold level I 1 . Similarly during the charge phase 8, the microprocessor 20 generates an upper current threshold level I 3 corresponding to the primary closing current set point PC. Likewise, for the charging phase, the potential divider is arranged to generate a lower current threshold I 4 . The microprocessor 20 outputs one upper current threshold level I 1 , I 3 at a time.
  • the required upper current threshold level I 1 is output from the microprocessor 20 to the current sensing and control means 14 at the appropriate time depending on the injection timing according to the ECM and the selected primary opening time POT.
  • the upper current threshold level I 1 corresponding to the primary opening current set point PO is output from the microprocessor 20.
  • the upper current threshold level I 3 corresponding to the primary closing current set point PC is output from the microprocessor 20 for the duration of a determined primary closing time PCT.
  • the primary closing time PCT is determined such that the amount of charge removed during the opening/discharge phase 6 is re-applied during the closing/charge phase 8, depending on the primary closing current set point PC derived from the look-up tables.
  • the upper and lower current threshold levels I 1 , I 2 , I 3 , I 4 are such that the mean current produced meets the primary opening current set point PO and primary closing current set point PC. It is to be appreciated that it is more convenient to refer to the mean current since it is this current, and the time that it is applied for, which determines the amount of charge applied or removed from the actuator.
  • the select switch S1, S2, S3 for that injector is activated (closed), by the microprocessor 20.
  • the select switch S1 is closed.
  • the other two injector select switches S2, S3 of the bank remain de-activated at this time as the second and third injectors 16b, 16c with which they are associated are not required to inject.
  • the discharge enable signal 34 goes from a logic low to a logic high.
  • the current sensing and control means 14 initially outputs a logic high signal, and this and the high discharge enable signal 34 causes the discharge switch Q2 to close.
  • Current is allowed to flow from the 100 V supply across the second capacitor C2, through the current sensing and control means 14, through the selected switch (S 1 in this example), and into the corresponding negative side of the selected injector (16a in this example).
  • the discharge current I DISCHARGE (shown as the solid line in Figure 4 ) flows from the injector 16a, through the inductor 18, through the closed switch Q2 and back to the negative terminal of the second capacitor C2.
  • the select switches S2 and S3 remain open, and due to the direction of their associated diodes, D4 and D5 respectively, substantially no current is able to flow through the second and third injectors 16b, 16c.
  • the current sensing and control means 14 monitors the current flow through the middle current path 30 as it builds up and, as soon as the upper current threshold level I 1 is reached, the output from the current sensing and control means 14 switches from a logic high to a logic low causing de-activation (opening) of the discharge switch Q2. At this point, the energy that is built up in the inductor 18 recirculates through the diode D8 associated with the charge (open) switch Q1. As a consequence, the direction of current flow through the inductor 18 and the selected one of the injectors 16a does not change. This is a "recirculation phase" of the discharge phase 6 of operation of the drive circuit 10. The recirculation discharge current is shown as the dashed line 42 in Figure 4 .
  • the current sensing and control means 14 monitors the recirculation current, so that when the recirculation current has fallen below the lower current threshold level (i.e. the recirculation current threshold) I 2 , the current sensing and control means 14 generates a signal to reactivate the discharge switch Q2 to continue the discharge operation.
  • the varying current is driven through the stack 2 until the primary opening time POT expires.
  • the second capacitor C2 provides energy, while the first capacitor C1 receives energy for storage.
  • the discharge switch Q2 and the select switch S1 of the injector 16a are deactivated.
  • the injector select switch S1 is deactivated before the discharge switch Q2 because the rate at which the current decays depends solely on the inductor 18: without deselecting the injector select switch S1 first, the current would decay slowly resulting in more charge than intended being removed from the stack 2. By deselecting the injector select switch S1 first, the current is forced to zero much quicker, and the additional charge removed is minimal.
  • the discharge switch Q2 is deactivated substantially simultaneously or soon after the injector select switch S1
  • the diode D7 provides a recirculation path for residual energy in the inductor 18 at the end of the discharge phase 6 in order to recirculate to the first capacitor C1 via the diode D8 associated with the charge switch Q1.
  • the stack 2 of the selected injector 16a will be charged in order to close the injector to cease fuel delivery by varying the charge current between the upper and lower threshold levels, I 3 , I 4 , depending on the primary closing current set-point. Charging of the stack will not be described in detail here and can be found in the Applicant's co-pending application no. 06254039.8 .
  • the varying current is driven through the stack 2 until the primary closing time PCT determined earlier expires.
  • the first capacitor C 1 provides energy and the second capacitor C2 receives energy for storage.
  • the charge switch Q1 and the select switch S1 of the injector 16a are deactivated.
  • the injector select switch S1, S2, S3 or charge switch Q1 is deselected first. This is because at the end of the primary closing time PCT, the stack 2 is effectively charged to its initial high voltage level V0 and so, as a result, there can be only a minimal amount of current flowing (it is not possible to charge the stack 2 indefinitely due to its capacitive nature). This means that it is not possible to apply more charge than intended and ensures that the stack 2 is always recharged to a known state prior to the subsequent discharge. In essence, this is to ensure consistent fuel delivery.
  • the stack 2 is not always fully charged during the charging phase 8, for example, in a merging pulse mode as described in co-pending European patent application no. 06252022.6 . If it is desirable that the stack 2 is not fully charged then it becomes important that the injector select switch S1, S2, S3 is deactivated before the charge switch Q1.
  • the injectors 16a, 16b, 16c may be charged.
  • the rate of charge (corresponding to the mean current level or set-point) is reduced towards the end of the discharging (opening) phase 6 in order to damp any displacement overshoot: this is the subject of co-pending patent application EP 06254039.8 .
  • Reducing the rate of charge is achieved by dividing the discharge phase/opening time into two or more discharge stages, as described below and shown in Figure 6a .
  • FIG. 6a shows a typical graph of current versus time for a discharge phase comprising two discharge stages, Stage 1 and Stage 2. Each discharge stage has a different rate of charge known as a discharge rate. Stage 1 corresponds to the primary opening time POT and the primary opening current set point PO, as described above, and Stage 2 corresponds to a secondary opening time SOT and a secondary opening current set point SO.
  • Stage 1 is effectively a control phase, as the majority of opening control happens during this stage.
  • Stage 2 is effectively a damping phase which is used to damp any displacement overshoot. However, a significant degree of needle lift also occurs in Stage 2.
  • the secondary opening current set point SO and the secondary opening time SOT are derived in much the same way as the primary opening current set point PO and the primary opening time POT detailed above; for example look-up tables produce additional values for the secondary opening current set point SO and an associated secondary opening time SOT depending on stack pressure and stack temperature.
  • the secondary opening current set point SO and the secondary opening time SOT are effectively independent of the primary opening current set point PO and the primary opening time POT by virtue of the fact that their values are stored in look-up tables.
  • the microprocessor 20 outputs the primary opening upper current threshold level I 1 (derived from the primary opening current set point PO) for the primary opening time POT. At the expiry of the primary opening time POT, the microprocessor 20 outputs the secondary opening upper current threshold level I 1 (derived from the secondary opening current set point SO) for the duration of the secondary opening time SOT. The microprocessor 20 will continue to output appropriate upper current threshold levels for the required number of discharge levels to achieve the desired amount of discharge. The number of discharge (and charge) levels required is determined by the ECM control strategy.
  • the varying current (corresponding to the primary opening current set point PO) is driven through the stack for the primary opening time POT; this causes the stack voltage to reduce at the first discharge rate PO from VO to V 1.
  • the stack voltage remains substantially constant.
  • the stack voltage is at V2 which is substantially equal to V1.
  • the top voltage rail 28, the stack voltage and the bottom voltage rail 32 are described with reference to Ground.
  • the top voltage rail is at 255V
  • the middle voltage rail is at 55V
  • the bottom voltage rail is at OV, i.e. Ground.
  • the current and voltage graphs in Figures 6a and 6b can be considered as being typical of when the engine is warm. However, when the engine is cold, the graph of current versus time may look like the solid-line waveform X/Y in Figure 6c and the graph of stack voltage versus time may look like the solid-line waveform Z in Figure 6d . For comparative purposes, the current and voltage waveforms shown in Figures 6a and 6b have been overlaid as dotted-line waveforms in Figures 6c and 6d .
  • the discharge switch is opened and closed in accordance with the chopped signal from the current sensing and control means 14. Effectively this is equivalent to switching the non-injector side of the inductor between the top voltage rail (255V) and the bottom voltage rail (OV), as shown in Figure 7 .
  • the injector side of the inductor 18, point P in Figure 7 is effectively the stack voltage V stack . Therefore, the voltage across the inductor V L switches between V L1 (i.e. V top - V stack ) and V L2 (i.e. V stack - V bottom ).
  • the current set point PO, SO is determined on the basis of the amount of charge to be applied to/removed from.
  • the current is then caused to vary between upper and lower current threshold levels I 1 , I 2 , which are dependent on the current set point PO, SO, for a determined time, POT, SOT respectively.
  • the current varying between these thresholds should result in a mean current value equal to the current set point.
  • a change in the rate of change of current i.e. a change in the gradient of the current
  • a mean current value which does not equal the desired current set point.
  • This change in rate of change of current corresponds to a variation in the charge applied to/removed from the stack. This is also shown with reference to the area under the current graph of Figure 6c which equates to the charge applied to/removed from the stack. As the gradient of the current waveform varies so too does the area under the graph, and hence the charge applied to/removed from the stack. An inconsistency in the amount of charge applied to/removed from the stack corresponds to an inconsistency in needle lift and fuel delivery, which as discussed above is undesirable.
  • Figure 8 also shows a comparison between warm and cold engine scenarios.
  • a warm engine may have a varying current waveform as shown by reference A
  • a cold engine may have a varying current waveform as shown by reference B which shows a reduced rate of change of current. It is clear that the area under waveform B is larger than the area under waveform A. As a result, more charge than desired is applied to/removed from the stack when the engine is cold.
  • Figure 6c is shown again in Figure 9a for reference.
  • Figure 9b shows the chopped signal corresponding to the warm engine waveform A
  • Figure 9c shows the chopped signal corresponding to the cold engine waveform B.
  • the chop frequency reduces as the rate of change of current reduces, since it takes a longer time for the current to increase to the pre-determined upper current threshold level I 1 before the signal 'chops' to cause the current to reduce to the lower current threshold level I 2 .
  • the voltage across the inductor is relatively large V L1' , causing the current to reduce rapidly to the lower current threshold level I 2 before it 'chops' again and is caused to increase, again, at the slower rate.
  • 'chopping' effectively means that an increasing current starts to decrease and a decreasing current starts to increase.
  • the time between chops is measured and compared with a predetermined threshold. Appropriate action can be taken if the time between chops is greater than the predetermined threshold.
  • Figure 10 shows an example graph of the fuel volume delivery error versus minimum chop frequency measured during one discharge phase.
  • the chop frequency is not constant during any discharge phase and it is foreseeable that only a few 'chops' are at the reduced frequency (i.e. have an increased period), which would cause over-delivery.
  • it is the minimum chop frequency or the maximum time period between chops that is of most concern and has been represented approximately in Figure 10 .
  • a fuel volume delivery error causes either an increase (over-delivery) or decrease (under-delivery) in fuel volume delivery.
  • the relationship between chop frequency i.e. the intervals between chops
  • fuel volume delivery error is measured and mapped into a look-up table, thus allowing the error threshold to be determined.
  • the ECM can identify when the chop frequency, in combination with current engine operating conditions (i.e. when the engine is near or at full load conditions), will cause an increase in fuel volume delivery, such that appropriate corrective action can be taken.
  • the number of chop events during a stack discharge phase is counted. If the total number of chop events does not reach or pass a predetermined threshold, a fault flag may be set to cause appropriate corrective action to be taken to reduce the fuel volume delivered.
  • One way in which the fuel volume delivery can be reduced is to reduce the amount of charge applied to/removed from the stack to reduce lift of the injector valve needle. In one embodiment, this is achieved by reducing the current set point.
  • Another way in which the fuel volume delivery can be reduced is by reducing the time for which the current is applied in order to reduce the amount of charge applied to/removed from the stack.
  • the time may be reduced by reducing either the primary opening time POT or the secondary opening time SOT or a combination of both.
  • a third way in which the fuel volume delivery can be reduced is to reduce the injector on time T ON , which is the period between the start of the discharge phase and the start of the charge phase. Reducing the injector on time effectively shortens the time for which fuel is delivered and as such reduces the fuel volume delivery.
  • the degree to which the current set points PO, SO, the discharge times POT, SOT and/or the injector on time T ON is/are reduced, is determined on the basis of the expected fuel volume delivery error which is be mapped into look-up tables against the expected fuel volume delivery.
  • Figure 11 shows the correlation between a change in fuel volume delivery and a change in injector on time T ON , such that the injector on time T ON can be adjusted accordingly.
  • a different look-up table is created for each of the adjustable parameters.
  • Figure 12 shows a simple flowchart of the method steps required in order to determine whether it is necessary to adjust one of the parameters to prevent over fuelling.
  • a first step 101 the discharge parameters PO, POT, SO, SOT and the injector on time T ON are determined on the basis of the engine operating conditions and the demand on the engine.
  • the stack is driven on the basis of these parameters.
  • the chop frequency is calculated or measured by the microprocessor and is compared with the predetermined threshold in a fourth step 107. If it is determined that the chop frequency is above the threshold, control is passed back to the first step 101. However, if the frequency is below the threshold, one of the discharge parameters or injector on time TON is adjusted in a fifth step 109, and control is subsequently passed back to the second step 103 such that the stack is driven on the basis of the adjusted parameter.
  • the present control method is a closed loop control method such that the corrections determined in one cycle are implemented in the next cycle in order to rectify the error.
  • the chop frequency is measured.
  • corrective action is taken when the fuel volume delivery is smaller than desired in order to prevent under-delivery, which in turn improves control and alleviates the above-identified inconsistencies.

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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)

Claims (14)

  1. Verfahren zum Steuern des Hubs eines Stapels (2) eines piezoelektrischen Aktors (1) zur Verwendung in einem Kraftstoffinjektor zum Steuern der Kraftstoffmengenförderung, wobei das Verfahren Folgendes umfasst:
    Verursachen, dass ein variierender Strom in den oder aus dem Stapel (2) gesteuert wird, um den Stapel (2) während einer Öffnungsphase (6) zu laden bzw. zu entladen, wobei die Öffnungsphase (6) wenigstens eine Primärphase (POT, PCT) umfasst,
    Messen eines Parameters während der Öffnungsphase (6),
    Vergleichen des gemessenen Parameters mit einem vorbestimmten Schwellenwert und
    Ergreifen von Korrekturmaßnahmen zur Anpassung der Kraftstoffmengenförderung während einer nachfolgenden Einspritzung in Abhängigkeit von dem Ergebnis des Vergleichs,
    dadurch gekennzeichnet, dass der Parameter die Chopperfrequenz ist und das Verfahren Folgendes umfasst:
    Messen einer Mindestchopperfrequenz des variierenden Stroms während der Öffnungsphase (6), Vergleichen der Mindestchopperfrequenz mit dem vorbestimmten Schwellenwert und, wenn die gemessene Mindestchopperfrequenz kleiner als der vorbestimmte Schwellenwert ist, Ergreifen von Korrekturmaßnahmen zur Anpassung der Kraftstoffmengenförderung während der nachfolgenden Einspritzung.
  2. Verfahren zum Steuern des Hubs eines Stapels (2) eines piezoelektrischen Aktors (1) zur Verwendung in einem Kraftstoffinjektor zum Steuern der Kraftstoffmengenförderung, wobei das Verfahren Folgendes umfasst:
    Verursachen, dass ein variierender Strom in den oder aus dem Stapel (2) gesteuert wird, um den Stapel (2) während einer Öffnungsphase (6) zu laden bzw. zu entladen, wobei die Öffnungsphase (6) wenigstens eine Primärphase (POT, PCT) umfasst,
    Messen eines Parameters während der Öffnungsphase (6),
    Vergleichen des gemessenen Parameters mit einem vorbestimmten Schwellenwert und
    Ergreifen von Korrekturmaßnahmen zur Anpassung der Kraftstoffmengenförderung während einer nachfolgenden Einspritzung in Abhängigkeit von dem Ergebnis des Vergleichs,
    dadurch gekennzeichnet, dass der Parameter die Chopperperiode ist und das Verfahren Folgendes umfasst: Messen einer maximalen Chopperperiode während der Öffnungsphase (6), Vergleichen der maximalen Chopperperiode mit dem vorbestimmten Schwellenwert und, wenn die gemessene maximale Chopperperiode größer als der vorbestimmte Schwellenwert ist, Ergreifen von Korrekturmaßnahmen zur Anpassung der Kraftstoffmengenförderung während der nachfolgenden Einspritzung umfasst.
  3. Verfahren nach einem der vorhergehenden Ansprüche, umfassend Variieren des Stroms zwischen einem oberen Stromschwellenwert (I1, I3) und einem unteren Stromschwellenwert (I2, I4) und Ermitteln des oberen und unteren Stromschwellenwerts (I1, I2, I3, I4) anhand eines Stromsollwertpegels (PO, SO, PC), der so gewählt werden kann, dass der mittlere Wert des in den und aus dem Stapel (2) gesteuerten variierenden Stroms für eine Zeit (t) einem erwünschten, an den Stapel (2) anzulegenden oder von ihm zu entfernenden Ladungsbetrag gleichkommen soll.
  4. Verfahren nach Anspruch 3, bei dem die Korrekturmaßnahme das Einstellen des Sollwertpegels (PO, SO, PC) zum Einstellen des an den Stapel (2) anzulegenden oder von ihm zu entfernenden Ladungsbetrags umfasst.
  5. Verfahren nach Anspruch 3 oder Anspruch 4, bei dem die Korrekturmaßnahme das Einstellen der Zeit (t), für die der variierende Strom in den oder aus dem Stapel (2) gesteuert wird, um den an den Stapel (2) angelegten oder entfernten Ladungsbetrag einzustellen, umfasst.
  6. Verfahren nach Anspruch 3 oder Anspruch 4, ferner umfassend das Ermitteln einer Injektoreinschaltzeit (TON), umfassend die Öffnungsphase (6) und eine Verweilphase (tdwell) wobei die Korrekturmaßnahme das Einstellen der Injektoreinschaltzeit (TON) zum Anpassen der Kraftstoffmengenförderung aufweist.
  7. Verfahren nach einem der vorhergehenden Ansprüche, bei dem der Vergleichsschritt ferner das Vergleichen von Motorlast und/oder Motortemperatur und/oder Kraftstoffdruck mit ihrem/seinem jeweiligen Schwellenwert umfasst, wobei Korrekturmaßnahmen ergriffen werden, wenn die Motorlast und/oder die Motortemperatur und/oder der Kraftstoffdruck über ihrem bzw. seinem Schwellenwert liegen.
  8. Verfahren nach einem der vorhergehenden Ansprüche, umfassend das Ergreifen von Korrekturmaßnahmen zum Verhüten, dass mehr als eine gewünschte Kraftstoffmengenförderung gefördert wird.
  9. Verfahren nach einem der vorhergehenden Ansprüche, umfassend das Ergreifen von Korrekturmaßnahmen zum Verhüten, dass weniger als eine gewünschte Kraftstoffmengenförderung gefördert wird.
  10. Computerprogrammprodukt, umfassend wenigstens einen Computerprogramm-Softwareteil, der bei Ausführung in einer Ausführungsumgebung zum Implementieren des Verfahrens nach einem der Ansprüche 1 bis 9 funktionell ist.
  11. Datenspeichermedium, auf dem der oder jeder Computersoftwareteil gemäß Anspruch 10 gespeichert ist.
  12. Mikrocomputer, der mit dem Datenspeichermedium nach Anspruch 11 versehen ist.
  13. Controller für einen Stapel (2) eines piezoelektrischen Aktors (1) zur Verwendung in einem Kraftstoffinjektor, wobei der Controller Folgendes umfasst:
    Mittel zum Verursachen des Steuerns eines variierenden Stroms in den oder aus dem Stapel (2) zum Laden bzw. Entladen des Stapels (2) während einer Öffnungsphase (6),
    Mittel zum Messen eines Parameters während der Öffnungsphase (6),
    Mittel zum Vergleichen des gemessenen Parameters mit einem vorbestimmten Schwellenwert und
    Mittel zum Ergreifen von Korrekturmaßnahmen zur Anpassung der Kraftstoffmengenförderung während einer nachfolgenden Einspritzung in Abhängigkeit von dem Ergebnis des Vergleichs,
    dadurch gekennzeichnet, dass der Parameter die Chopperfrequenz ist und die genannten Mittel zum Messen zum Messen einer Mindestchopperfrequenz des variierenden Stroms während der Öffnungsphase (6) konfiguriert sind, die genannten Mittel zum Vergleichen zum Vergleichen der Mindestchopperfrequenz mit dem vorbestimmten Schwellenwert konfiguriert sind und die genannten Mittel zum Ergreifen von Korrekturmaßnahmen zum Ergreifen von Korrekturmaßnahmen konfiguriert sind, um die Kraftstoffmengenförderung während der nachfolgenden Einspritzung anzupassen, wenn die gemessene Mindestchopperfrequenz kleiner als der vorbestimmte Schwellenwert ist.
  14. Controller für einen Stapel (2) eines piezoelektrischen Aktors (1) zur Verwendung in einem Kraftstoffinjektor, wobei der Controller Folgendes umfasst:
    Mittel zum Verursachen des Steuerns eines variierenden Stroms in den oder aus dem Stapel (2) zum Laden bzw. Entladen des Stapels (2) während einer Öffnungsphase (6),
    Mittel zum Messen eines Parameters während der Öffnungsphase (6),
    Mittel zum Vergleichen des gemessenen Parameters mit einem vorbestimmten Schwellenwert und
    Mittel zum Ergreifen von Korrekturmaßnahmen zur Anpassung der Kraftstoffmengenförderung während einer nachfolgenden Einspritzung in Abhängigkeit von dem Ergebnis des Vergleichs,
    dadurch gekennzeichnet, dass der Parameter die Chopperperiode ist und die genannten Mittel zum Messen zum Messen einer maximalen Chopperperiode während der Öffnungsphase (6) konfiguriert sind, die genannten Mittel zum Vergleichen zum Vergleichen der maximalen Chopperperiode mit dem vorbestimmten Schwellenwert konfiguriert sind und die genannten Mittel zum Ergreifen von Korrekturmaßnahmen zum Ergreifen von Korrekturmaßnahmen konfiguriert sind, um die Kraftstoffmengenförderung während der nachfolgenden Einspritzung anzupassen, wenn die gemessene maximale Chopperperiode größer als der vorbestimmte Schwellenwert ist.
EP06255815A 2006-11-14 2006-11-14 Verfahren zur Steuerung eines piezoelektrischen Aktors Not-in-force EP1923559B1 (de)

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AT06255815T ATE445094T1 (de) 2006-11-14 2006-11-14 Verfahren zur steuerung eines piezoelektrischen aktors
EP06255815A EP1923559B1 (de) 2006-11-14 2006-11-14 Verfahren zur Steuerung eines piezoelektrischen Aktors
DE602006009683T DE602006009683D1 (de) 2006-11-14 2006-11-14 Verfahren zur Steuerung eines piezoelektrischen Aktors

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EP2128415A1 (de) * 2008-05-27 2009-12-02 Delphi Technologies, Inc. Verbesserungen einer Steuerung von Kraftstoffeinspritzdüsen
DE102009001077A1 (de) * 2009-02-23 2010-08-26 Robert Bosch Gmbh Verfahren zum Betreiben einer Endstufe für mindestens einen Piezoaktor
GB2480076A (en) * 2010-05-05 2011-11-09 Gm Global Tech Operations Inc Method for controlling a directly acting piezoelectric injector of an internal combustion engine
CN109488654B (zh) * 2018-12-19 2020-04-17 中国石油化工股份有限公司 一种电液执行器位移控制方法
CN116447030B (zh) * 2023-04-26 2024-06-18 潍柴动力股份有限公司 喷射阀喷射驱动模式的确定方法、装置和喷射系统

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JP3765282B2 (ja) 2002-04-01 2006-04-12 株式会社デンソー ピエゾアクチュエータ駆動回路および燃料噴射装置
DE10311141B4 (de) 2003-03-14 2019-03-28 Robert Bosch Gmbh Verfahren, Computerprogramm, Speichermedium und Steuer- und/oder Regelgerät zum Betreiben einer Brennkraftmaschine, sowie Brennkraftmaschine insbesondere für ein Kraftfahrzeug
JP2005163549A (ja) 2003-11-28 2005-06-23 Nissan Diesel Motor Co Ltd インジェクタ駆動装置

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