EP2180168A2 - Procédé et dispositif de commande d'un injecteur de carburant - Google Patents

Procédé et dispositif de commande d'un injecteur de carburant Download PDF

Info

Publication number
EP2180168A2
EP2180168A2 EP09171347A EP09171347A EP2180168A2 EP 2180168 A2 EP2180168 A2 EP 2180168A2 EP 09171347 A EP09171347 A EP 09171347A EP 09171347 A EP09171347 A EP 09171347A EP 2180168 A2 EP2180168 A2 EP 2180168A2
Authority
EP
European Patent Office
Prior art keywords
actuator
voltage
actuator voltage
fuel injection
temperature
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.)
Withdrawn
Application number
EP09171347A
Other languages
German (de)
English (en)
Other versions
EP2180168A3 (fr
Inventor
Stefan Schempp
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 EP2180168A2 publication Critical patent/EP2180168A2/fr
Publication of EP2180168A3 publication Critical patent/EP2180168A3/fr
Withdrawn legal-status Critical Current

Links

Images

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
    • F02D41/20—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
    • F02D2041/2051—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
    • F02D41/20—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
    • F02D2041/2065—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit the control being related to the coil temperature
    • 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
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D41/221—Safety or indicating devices for abnormal conditions relating to the failure of actuators or electrically driven elements
    • 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
    • F02D41/2409—Addressing techniques specially adapted therefor
    • F02D41/2416—Interpolation techniques

Definitions

  • the present invention relates to a method and a control device for controlling a fuel injector, in particular a fuel injector for an internal combustion engine, having a piezoelectric actuator. Furthermore, the invention relates to a computer program product for carrying out the method.
  • Modern internal combustion engines often have fuel injectors, which are acted upon by suitable control devices with electrical drive signals to inject fuel in the desired amount in the combustion chamber or the intake manifold of the internal combustion engine.
  • the conversion of the electrical energy of the drive signals into mechanical work occurs e.g. by piezoelectric actuators within the fuel injectors having one or more piezoelectric crystals arranged between drive electrodes.
  • a method for controlling a fuel injector for an internal combustion engine having a piezoelectric actuator comprises a step of driving the actuator by means of a drive current signal for a fuel injection, wherein an actual actuator voltage is determined during the fuel injection. After comparing whether the actual actuator voltage is above an actuator voltage threshold value, if the actual actuator voltage is above the Aktornapssschwellwerts, the An Tavernstromsignal is controlled for further fuel injection such that the actual actuator voltage during the further fuel injection approaches a target actuator voltage ,
  • the inventive method makes it possible to select the Aktorschreibsschwellwert such that it has only slightly more than the height of the actual actuator voltage, taking into account control device and actuator tolerances due to Exemplarstreuungen, influence of temperatures to control device and actuator, etc. for the case maximum it can be expected that two actuators will be connected in parallel. Since even with parallel connection of only two actuators expected at a given drive current signal actual actuator voltage can be significantly reduced (eg to about half at approximately doubled actuator capacity) and with parallel connection of more than two actuators an even greater reduction of the actual actuator voltage is to be expected, a wide range of control device and actuator tolerances can be compensated, so that a cost-effective design of the Control devices and actuators with correspondingly large tolerances is possible.
  • a computer program product for carrying out the method and a control device for controlling a fuel injector for an internal combustion engine which has a piezoelectric actuator.
  • the control device comprises a drive unit which actuates the actuator by means of a drive current signal for fuel injection, a voltmeter which determines an actual actuator voltage during the fuel injection, a voltage comparator which determines whether the actual actuator voltage is above the Aktorschreibsschwellwerts, and a drive current regulator, when the actual actuator voltage is above the actuator voltage threshold, controls the drive current signal for further fuel injection such that the actual actuator voltage approaches a desired actuator voltage during the further fuel injection.
  • a step of determining a temperature at the actuator and a step of determining the Aktornapsschwellwerts based on the temperature are further provided.
  • the actuator capacitance of piezoelectric actuators is generally temperature-dependent, which directly influences the magnitude of the actual actuator voltage that can be determined at the actuator at a given drive current signal.
  • the change in the capacity of an actuator with its temperature is also effective when the actuator is connected in parallel with a short circuit with another actuator, since in this case add the capacities of the actuators.
  • the capacity of the actuator in trouble-free operation and the capacity of parallel in the case of failure actuators show a rectified dependence on the temperature.
  • the determination of the Aktornapsschwellwerts function of the temperature at the actuator therefore allows the Aktornapsswert temperature-dependent to choose such that its temperature dependence is rectified with the temperature dependence of the actual actuator voltage at the actuator in trouble-free operation for a given drive current signal.
  • This allows a still wider range of control device and actuator tolerances compensate, so that a more cost-effective design of the control devices and actuators with correspondingly larger tolerances is possible.
  • the determination of the temperature at the actuator is based on a fuel temperature and / or a cooling water temperature of the internal combustion engine. This is cost-effective, since there are usually already temperature sensors for the fuel temperature or the cooling water temperature and the actuators typically flows around the cooling water circuit and / or fuel inlet and are therefore influenced by their temperature.
  • the determination of the Aktornapssschwellwerts continues based on at least one characteristic of the fuel injector. This advantageously makes it possible to take into account the copy spread of the fuel injectors, so that it is possible to compensate for a still wider range of control device and actuator tolerances.
  • the determination of the Aktornapssschwellwerts comprises a linear interpolation between a first and a second support value. Calculation in this way requires particularly low computing capacities and low power consumption in the control device.
  • the first and second reference values preferably correspond to a minimum or maximum operating temperature of the actuator, so that inaccuracies associated with extrapolations can be avoided.
  • a step of determining the target actuator voltage is further provided, based on a pressure in a fuel pressure accumulator of the internal combustion engine and / or at least one characteristic of the fuel injector. In this way, the desired actuator voltage can be precisely adapted to the individual fuel injectors and operating conditions.
  • a step of outputting an error signal is further provided if the actual actuator voltage is not above the Aktornapssschwellwerts.
  • the error signal makes it possible, for example, to store diagnostic information that can be called up by service personnel, to output a warning signal to a vehicle driver or to initiate an emergency shutdown of the internal combustion engine.
  • FIG. 1 shows a curve spanned by a horizontal time axis 100 and a vertical voltage axis 102, in which two curves 140, 142 are shown.
  • a first 140 of the two curves 140, 142 represents a typical time characteristic curve on a piezo actuator of a fuel injector, which adjusts in trouble-free operation when the actuator for executing a fuel injection 150 by a control device by means of a drive signal with a certain, not shown, temporal Current flow is controlled.
  • the second 142, dashed lines of the two curves 140, 142 is a temporal voltage curve again, which adjusts to the same actuator when driven with the same temporal current waveform in a case when the actuator, for example due to a short circuit of interconnections or other interference with another Actuator is connected in parallel.
  • the fact that both voltage curves 140, 142 are plotted over the common time axis 100 does not mean that the voltage sequences 140, 142 run simultaneously, but rather that both voltage curves 140, 142 are based on a drive current signal which runs identically with respect to the time axis 100.
  • the actuator initially has a voltage 110 of 0 V, which remains constant until a charging start time 120.
  • a charging current pulse of the drive signal is switched on, which increases according to the electrical capacitance of the actuator, the voltage applied to the actuator 140.
  • the voltage applied to the actuator 140 reaches a maximum value 116.
  • the voltage 140 now drops slightly, until a Entladebeginnzeittician 124 a discharge current pulse of the drive signal is turned on, which has a charge current opposite polarity polarity and again lowers the voltage applied to the actuator 140 until the initial voltage 110 of 0 V is reached again at a discharge end time 126.
  • the voltage 110 of 0 V also remains constant at the actuator until the charging start time 120.
  • charge start 120 of the charging current pulse of the drive signal is turned on, which increases according to the total electrical capacity of the actuator and the actuator connected to the actuator in parallel due to the fault voltage applied to the actuator 140. Since the total capacity of the actuator and the further actuator is increased compared to the capacity of the actuator to be controlled in trouble-free operation, but the drive current pulse is assumed to be unchanged, the second voltage waveform 142 after the charge start 120 shows a smaller increase than the first voltage curve and reaches the Ladeendzeityak 122 a maximum value 148 which is reduced compared to the maximum value 116 of the first voltage curve 140. Analogously to the first voltage curve 140, the voltage 142 now drops slightly until the discharge current pulse of the drive signal is switched on by the discharge start time 124, by which the initial voltage 110 of 0 returns to the discharge end time 126 V is reached.
  • the voltage applied to the actuator 140 is measured at a specific measurement time 128 during the fuel injection 150, which is assumed here as an example just before the start of discharge 124, in order to provide an actual measurement.
  • Actuator 144 to determine.
  • a controller provided in the controller compares the detected actual actuator voltage 144 with a desired actuator voltage 114 that is desired to be reached in a subsequent fuel injection at measurement time 128 during this subsequent fuel injection, and changes for use for subsequent fuel injection the drive signal used in the present fuel injection 150 such that the voltage waveform to be measured at the actuator during the subsequent fuel injection at the measurement time Value of the actual actuator voltage reaches the desired actuator voltage 114 or at least approaches the desired actuator voltage 114.
  • an actual actuator voltage 146 which is reduced in comparison with the interference-free operation is measured.
  • the controller of the control device In order to prevent the controller of the control device from increasing the drive current signal to be used for the subsequent fuel injection in such a way that, despite the actuator capacity increased by the short circuit, the value of the actual actuator voltage to be measured during the subsequent fuel injection at the time of measurement is the target actuator voltage 114 is reached or the target actuator voltage 114 approaches, which could lead to both short-circuited injectors open and inject, the first measured at the time of measurement 128 actual actuator voltage 144 and 146 is compared with an Aktornapssschwellwert 112, and change the An negligencestromsignals by the controller only executed when the actual actuator voltage 144 or 146 is above the Aktornapssschwellwerts 112.
  • FIG. 2 shows a schematic block diagram of a control device 210 for a fuel injection device 260 for injecting fuel into the combustion chambers of an internal combustion engine, not shown, of a motor vehicle.
  • the fuel injector 160 is exemplified by a single fuel injector 202 connected to a fuel pressure accumulator 204 via a fuel supply line 254 and to a fuel tank (not shown) via a fuel return line 252.
  • a piezoelectric actuator 200 contained in the fuel injector 202 is connected via an electrical control line 250 to a drive unit 220 of the control device 210.
  • the drive unit 220 is designed to control the actuator 200 by means of a drive current signal conducted via the drive line 250 in such a way that the fuel injector 202 opens and carries out a fuel injection.
  • a voltage measuring line 251 branches off from the control line 250 within the control device 210, via which the output of the drive unit 220 and the actuator 200 are connected to a voltmeter 222 of the control device 210.
  • the voltmeter 222 is designed to detect an actual actuator voltage during operation of the control device 210 at a presettable measurement time during a fuel injection executed by the fuel injector 202, which voltage is applied to the actuator 200 at the time of measurement.
  • the control device 102 further has a desired Aktorschreibsermittler 232, which is connected to a fuel pressure accumulator 204 arranged on the fuel pressure sensor 206 and determines, based on a pressure in the fuel pressure accumulator 204 determined by the fuel pressure sensor 206, a desired actuator voltage at the actuator 200 which is desired during a fuel injection at the time of measurement in order to carry out the fuel injection in a desired manner.
  • the desired Aktorschreibsermittler 232 takes into account for determining the desired actuator voltage further characteristics 233 of the fuel injector 202, for example, as shown in the desired Aktornapssermittler 232 are stored.
  • the control device 102 further has a drive current controller 230 which is connected to the voltmeter 222 and the desired Aktorschreibsermittler 232 such that in the operation of the controller 210, the desired Aktorschreibsermittler 232 the Anêtstromregler 230, the target actuator voltage and the voltmeter 222 during each provides a fuel injection detected actual actuator voltage value.
  • the drive current controller 230 which is further connected to the drive unit 220, is configured to regulate the drive current signal output for a given fuel injection from the drive unit 220 for further fuel injection in such a way that the actual actuator voltage during the further fuel injection is that of the target -Actornapssermittler 232 provided target actuator voltage approaches.
  • the voltmeter 222 is furthermore connected to a first 226 and a second voltage comparator 228, to which it likewise provides the actual actuator voltage value respectively determined during fuel injection during operation of the control device 210.
  • An actuator voltage threshold determiner 224 of the control device 102 which supplies an actuator voltage threshold value 112 to both the first 226 and the second 228 voltage comparator during operation of the control device 210, is also connected to the first 226 and second voltage comparator 228.
  • the Aktordozenssschwellwertermittler 224 has a characteristic 225, which describes a relationship between a temperature 312 at the actuator 200 and the Aktorschreibsschwellwert 112.
  • the control device 210 has a temperature detector 234 connected to the Aktoritatisschwellwertermittler 224, which is designed to derive the temperature 312 at the actuator 200 from a temperature signal output from a fuel pressure sensor 204 disposed on the fuel temperature sensor 205 temperature signal, for example by the fuel temperature used in the fuel pressure accumulator 204 as an approximate value unchanged or to this a constantly assumed temperature difference is added.
  • the temperature determiner 234 may alternatively or additionally also be connected to further temperature sensors, which for example measure a cooling water temperature of the internal combustion engine or the temperature of the actuator 200 directly.
  • the first voltage comparator 226 is designed to compare the actual actuator voltage value determined during a fuel injection with the actuator voltage threshold value 112 and to output an enable signal if the actual actuator voltage value has a greater magnitude than the actuator voltage threshold value.
  • the first voltage comparator 226 is connected to the drive current controller 230 such that the drive current controller 230 is enabled or blocked when the first voltage comparator 226 outputs the enable signal.
  • the second voltage comparator 228 is designed to also compare the actual actuator voltage value determined during a fuel injection with the actuator voltage threshold value 112, but to output an error signal if the actual actuator voltage value has an equal or smaller magnitude than the Aktorschreibsschwellwert.
  • the second voltage comparator 228 is connected on the output side to an error handling unit 236 of the control device 210, which stores the number of incoming error signals as diagnostic information during operation of the control device 210 and, if necessary, if a predefinable error threshold is exceeded, a warning signal and / or an emergency shutdown, e.g. the affected fuel injector 202 or the entire internal combustion engine initiates.
  • the electrical capacitance of piezoelectric actuators also has a temperature response 340, ie the capacitance of the actuators can be represented as the sum of a temperature-dependent part without specimen-dependent tolerances and a further part which summarizes the copy-dependent tolerances. As capacity increases, capacity generally becomes larger.
  • the temperature response 340 of the actuator capacitance is in a framed diagram 341 within Fig. 3 shown.
  • t stands for the time, I (t) for the temporal current course during the charging current pulse, Q for the electrical charge brought into the actuator by the charging current pulse, C for the actuator capacitor 320 and U for the electrical voltage 102 applied to the actuator 200.
  • an areally marked, first two-dimensional tolerance range 322 represents the combined tolerances of the control device 210 and the actuator 200, which are guaranteed according to their specifications.
  • a fraction 324 of the tolerances due to an influence of the temperature response 340 of the capacitance of the actuator 200 in the interval between a minimum 310 and a maximum operating temperature was split off from the remaining part 326 of the unified tolerances and represented along the capacitance axis 320 of the diagram ,
  • the lower 350 and upper 351 limit of this portion 324 correspond to the minimum 310 and 314 maximum operating temperature.
  • the remaining portion 326 of the unified tolerances is shown along the stress axis 102, as an interval 326 on either side of a nominal voltage trace 327, in which tolerances (except for the temperature sweep 340) are disregarded.
  • a likewise areally marked, second two-dimensional tolerance range 332 analogously represents the combined tolerances of the control device 210, the actuator 200 and a similarly assumed en further actuator, which is connected in parallel with the actuator 200.
  • a fraction 334 of the tolerances due to the influence of the temperature response 340 of the doubled capacitance of the parallel-connected actuators is split off from the remaining part of the tolerances 326 and represented along the capacitance axis 320 of the diagram.
  • the lower 360 and upper 361 limits of this portion 334 correspond to the minimum 310 or maximum operating temperature 314, with respect to the limits 350 and 351 of the first two-dimensional tolerance range 322 each doubled capacitance values.
  • the actuator voltage threshold value determiner 224 first determines, based on the temperature transition 340, a capacitance value valid for the actuator 200 at the temperature 312 determined by the temperature determiner 234. Then it will be based on a in the main diagram of Fig. 3 Aktornapssschwellwertkurve shown 370 a the capacitor value corresponding voltage value visited as Aktorschreibsschwellwert.
  • the Aktornapsschwellwertkurve 370 is expedient, as shown, chosen so that it is below the first two-dimensional tolerance range 322, so that it is possible by the drive current controller 230 all the specifications of the control device 210 and actuator 200 corresponding tolerances keptlegeln.
  • FIG. 4 shows a flowchart of a method for controlling a fuel injector for an internal combustion engine having a piezoelectric actuator. The method shown is, for example, using the control device 210 from Fig. 2 feasible.
  • the actuator of the fuel injector is supplied with a drive current signal for performing fuel injection, e.g. during a first cycle of the internal combustion engine.
  • the drive current signal includes e.g. a charge current pulse through which the fuel injector is opened in proper operation and an opposing discharge current pulse through which the fuel injector is closed again.
  • step 402 the voltage applied to the actuator is measured during fuel injection at a predeterminable measurement time in order to obtain an actual actuator voltage as the voltage value.
  • the entire Time period of the drive current signal during which the fuel injection takes place in proper operation ie from the beginning of the charging current pulse to the end of the discharge current pulse.
  • the measurement time can be set just before the start of the discharge current pulse.
  • a temperature at the actuator 200 is determined. This can be done approximately by e.g. the temperature is estimated based on the fuel inlet temperature and / or the cooling water temperature.
  • the temperature is used to calculate the electrical capacitance that the actuator has at the particular temperature, e.g. using individual characteristics of the actuated actuator copy.
  • an actuator voltage threshold is determined from the capacitance. For example, the Aktornapssschwellwert is determined so that it is only slightly more than the height of the actual actuator voltage, which is expected in consideration of tax device and actuator tolerances due to specimen scatters and possibly the influence of the temperature of the control device for the case that maximum the actuator has the determined temperature and is connected in parallel with a further actuator. Steps 406 and 407 may also be performed in combination, e.g. by using a possibly specific characteristic that links the temperature to the actuator voltage threshold.
  • Step 408 compares whether the actual actuator voltage determined in step 402 is above the actuator voltage threshold. If this is the case, the method assumes that there is no fault with a short circuit of multiple actuators and branches to step 409.
  • a target actuator voltage is determined, which is desired for a subsequent fuel injection at a measurement time, to which, based on the present fuel injection in step 402, the actual actuator voltage has been determined.
  • a constant (possibly using individual characteristics of the fuel injector) predetermined value is used as the desired actuator voltage, or the desired actuator voltage is determined based on a pressure in the fuel supply.
  • a drive current signal for another fuel injection e.g.
  • step 410 determines the injection of the same type provided next for execution by the fuel injector, using the target actuator voltage as a control target. The method then jumps back to step 400, where the control signal determined in step 410 and optionally modified with respect to the present fuel injection is delivered to the injector for execution of the further fuel injection.
  • step 408 for the present fuel injection it is determined that the actual actuator voltage determined in step 402 is below the actuator voltage threshold is located, an error signal is output in step 412 and possibly further processed for diagnosis, warning or other purposes.
  • the method jumps back to step 400 in this case, without a new drive current signal was determined in step 410, so that in step 400 for a further fuel injection to the present fuel injection unchanged control current signal is delivered to the actuator.

Landscapes

  • 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)
EP09171347.9A 2008-10-21 2009-09-25 Procédé et dispositif de commande d'un injecteur de carburant Withdrawn EP2180168A3 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102008042981A DE102008042981A1 (de) 2008-10-21 2008-10-21 Verfahren und Steuervorrichtung zur Ansteuerung eines Kraftstoffinjektors

Publications (2)

Publication Number Publication Date
EP2180168A2 true EP2180168A2 (fr) 2010-04-28
EP2180168A3 EP2180168A3 (fr) 2014-05-07

Family

ID=41559579

Family Applications (1)

Application Number Title Priority Date Filing Date
EP09171347.9A Withdrawn EP2180168A3 (fr) 2008-10-21 2009-09-25 Procédé et dispositif de commande d'un injecteur de carburant

Country Status (3)

Country Link
US (1) US20100095936A1 (fr)
EP (1) EP2180168A3 (fr)
DE (1) DE102008042981A1 (fr)

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008045955A1 (de) * 2008-09-04 2010-03-11 Continental Automotive Gmbh Verfahren und Vorrichtung zur Korrektur einer temperaturbedingten Längenänderung einer Aktoreinheit, die im Gehäuse eines Kraftstoffinjektors angeordnet ist
DE102010021168B4 (de) * 2010-05-21 2020-06-25 Continental Automotive Gmbh Verfahren zum Betreiben einer Brennkraftmaschine und Brennkraftmaschine
WO2015039095A1 (fr) * 2013-09-16 2015-03-19 Cummins Inc. Système pour l'ajustement d'un signal de commande d'actionneur d'injecteur de carburant lors d'un événement d'injection de carburant
US9455395B2 (en) * 2014-01-10 2016-09-27 Ecomotors, Inc. Piezoelectric actuator control for high rate of operation
DE102014203364B4 (de) * 2014-02-25 2023-03-23 Vitesco Technologies GmbH Verfahren und Vorrichtung zum Betrieb eines Ventils, insbesondere für ein Speichereinspritzsystem
EP3227549A1 (fr) * 2014-12-04 2017-10-11 Wärtsilä Finland Oy Procédé et agencement de commande pour injecteur de carburant et procédé d'amélioration de cet agencement de commande
DE102016213522B4 (de) * 2016-07-22 2023-10-12 Vitesco Technologies GmbH Verfahren und Vorrichtung zur Ansteuerung eines Piezoaktors eines Einspritzventils eines Kraftfahrzeugs
FR3112572B1 (fr) * 2020-07-20 2022-06-17 Vitesco Technologies Dérive de débit statique d’un injecteur piézo-électrique

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19845042A1 (de) * 1998-09-30 2000-04-20 Siemens Ag Verfahren und Anordnung zur Diagnose eines kapazitiven Aktors
EP1138915A1 (fr) * 2000-04-01 2001-10-04 Robert Bosch GmbH Procédé et dispositif de détermination de quantité de charges au cours de la charge et de la décharge des éléments piézoélectriques
WO2002050413A1 (fr) * 2000-12-18 2002-06-27 Siemens Aktiengesellschaft Regulation d'actionneur et procede associe
EP1505288A2 (fr) * 2003-08-08 2005-02-09 Robert Bosch Gmbh Méthode et dispositif pour surveiller le fonctionnement d'un actionneur piézoélectrique d'alimentation en carburant d'un moteur à combustion
EP2048343A1 (fr) * 2007-10-11 2009-04-15 Delphi Technologies, Inc. Détection de fautes dans un agencement d'injecteur

Family Cites Families (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10016476A1 (de) * 2000-04-01 2001-12-06 Bosch Gmbh Robert Verfahren zur Diagnose der Spannungsansteuerung für einen piezoelektrischen Aktor eines Einspritzventils
DE60043181D1 (de) * 2000-04-01 2009-12-03 Bosch Gmbh Robert Verfahren und Vorrichtung zur Regelung von Spannungen und Spannungsgradienten zum Antrieb eines piezoelektrischen Elements
FR2819022B1 (fr) * 2000-12-28 2006-06-02 Denso Corp Dispositif de commande hydraulique, systeme et procede de commande d'un dispositif actionneur
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
ITBO20030642A1 (it) * 2003-10-31 2005-05-01 Magneti Marelli Powertrain Spa Metodo per il pilotaggio di un iniettore con verifica
DE102004062385B4 (de) * 2004-12-23 2006-10-12 Siemens Ag Verfahren und Vorrichtung zum Ansteuern einer kapazitiven Last
EP2428670B1 (fr) * 2006-04-03 2021-06-09 Delphi Technologies IP Limited Circuit de commande pour un arrangement d'injecteurs
GB0610226D0 (en) * 2006-05-23 2006-07-05 Delphi Tech Inc Drive circuit for an injector arrangement and a diagnostic method
ATE406513T1 (de) * 2006-05-23 2008-09-15 Delphi Tech Inc Verbesserungen im zusammenhang mit der steuerung von brennstoffinjektoren
JP4251201B2 (ja) * 2006-07-20 2009-04-08 トヨタ自動車株式会社 インジェクタ駆動装置
JP4853201B2 (ja) * 2006-09-27 2012-01-11 株式会社デンソー インジェクタ駆動装置及びインジェクタ駆動システム
EP1927743A1 (fr) * 2006-11-30 2008-06-04 Delphi Technologies, Inc. Détection de fautes dans un agencement d'injecteur
ATE531919T1 (de) * 2007-06-22 2011-11-15 Delphi Tech Holding Sarl Fehlerdetektion in einer injektoranordnung
EP2037109B1 (fr) * 2007-09-14 2010-06-16 Delphi Technologies Holding S.à.r.l. Système de commande de l'injection
DE102008001571A1 (de) * 2008-05-06 2009-11-12 Robert Bosch Gmbh Verfahren und Vorrichtung zur Überwachung eines Piezoaktors
DE102008001971A1 (de) * 2008-05-26 2009-12-03 Robert Bosch Gmbh Verfahren zur Diagnose eines Lastabfalls

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19845042A1 (de) * 1998-09-30 2000-04-20 Siemens Ag Verfahren und Anordnung zur Diagnose eines kapazitiven Aktors
EP1138915A1 (fr) * 2000-04-01 2001-10-04 Robert Bosch GmbH Procédé et dispositif de détermination de quantité de charges au cours de la charge et de la décharge des éléments piézoélectriques
WO2002050413A1 (fr) * 2000-12-18 2002-06-27 Siemens Aktiengesellschaft Regulation d'actionneur et procede associe
EP1505288A2 (fr) * 2003-08-08 2005-02-09 Robert Bosch Gmbh Méthode et dispositif pour surveiller le fonctionnement d'un actionneur piézoélectrique d'alimentation en carburant d'un moteur à combustion
EP2048343A1 (fr) * 2007-10-11 2009-04-15 Delphi Technologies, Inc. Détection de fautes dans un agencement d'injecteur

Also Published As

Publication number Publication date
EP2180168A3 (fr) 2014-05-07
US20100095936A1 (en) 2010-04-22
DE102008042981A1 (de) 2010-04-22

Similar Documents

Publication Publication Date Title
EP2180168A2 (fr) Procédé et dispositif de commande d'un injecteur de carburant
DE102011075732A1 (de) Regelverfahren für ein Einspritzventil und Einspritzsystem
DE60018549T2 (de) Brennstoffeinspritzanlage
DE10143502C1 (de) Verfahren und Vorrichtung zum Ansteuern piezobetriebener Kraftstoff-Einspritzventile
DE10113670A1 (de) Verfahren und Vorrichtung zur Ansteuerung eines Piezoaktors
DE10033343A1 (de) Kraftstoffeinspritzanlage für einen Verbrennungsmotor
DE10063080A1 (de) Aktorsteuerung und zugehöriges Verfahren
EP2496814A1 (fr) Procédé et dispositif de surveillance d'un système de carburant à haute pression
WO2012055684A1 (fr) Procédé pour surveiller l'état d'un injecteur piézoélectrique d'un système d'injection de carburant
EP1505288B1 (fr) Méthode et dispositif pour surveiller le fonctionnement d'un actionneur piézoélectrique d'alimentation en carburant d'un moteur à combustion
DE102005031591B4 (de) Verfahren zum Betreiben einer Brennkraftmaschine
DE102013206428A1 (de) Verfahren zum Betreiben eines Common-Rail-Systems eines Kraftfahrzeugs und Mittel zu dessen Implementierung
DE102007055860B4 (de) Antriebsschaltung, Antriebsschaltung für eine piezoelektrische Kraftstoffeinspritzvorrichtung und Kraftstoffeinspritzvorrichtung
DE102012215426B4 (de) Kraftstoffeinspritzregelungssystem
EP1586760A2 (fr) Système d'injection de combustible pour moteur thermique et procédé d'actionnement de celui-ci
EP3814619B1 (fr) Procédé de réglage du comportement d'injection d'injecteurs d'un moteur à combustion, appareil de commande de moteur et moteur à combustion interne
DE19821561A1 (de) Verfahren und Vorrichtung zur Ansteuerung eines elektromagnetischen Verbrauchers
DE112018005678B4 (de) Kraftstoffeinspritzventil-Steuervorrichtung und Kraftstoffeinspritzventil-Steuerverfahren
DE102007011693B4 (de) Verfahren und Vorrichtung zum Steuern einer Brennkraftmaschine
DE102008061586B4 (de) Verfahren und Vorrichtung zur Ansteuerung eines Festkörperaktuators
DE10305525A1 (de) Verfahren und Vorrichtung zur Adaption der Druckwellenkorrektur in einem Hochdruck-Einspritzsystem eines Kraftfahrzeuges im Fahrbetrieb
WO2016087034A1 (fr) Procédé de commande et/ou de régulation d'un injecteur de carburant et dispositif
DE102007058540B4 (de) Verfahren und Vorrichtung zum Laden und Entladen eines piezoelektrischen Elements
DE102007059115B4 (de) Verfahren zum Betreiben eines piezoelektrischen Aktors
DE10058959B4 (de) Verfahren zur Überwachung einer Steuerschaltung

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A2

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO SE SI SK SM TR

PUAL Search report despatched

Free format text: ORIGINAL CODE: 0009013

AK Designated contracting states

Kind code of ref document: A3

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO SE SI SK SM TR

RIC1 Information provided on ipc code assigned before grant

Ipc: F02D 41/20 20060101AFI20140401BHEP

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION IS DEEMED TO BE WITHDRAWN

18D Application deemed to be withdrawn

Effective date: 20141108