EP2379868B1 - Method for controlling a magnetic valve of a rate control in an internal combustion engine - Google Patents

Method for controlling a magnetic valve of a rate control in an internal combustion engine Download PDF

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Publication number
EP2379868B1
EP2379868B1 EP09796658A EP09796658A EP2379868B1 EP 2379868 B1 EP2379868 B1 EP 2379868B1 EP 09796658 A EP09796658 A EP 09796658A EP 09796658 A EP09796658 A EP 09796658A EP 2379868 B1 EP2379868 B1 EP 2379868B1
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EP
European Patent Office
Prior art keywords
value
solenoid valve
current
setpoint
pressure
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EP09796658A
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German (de)
French (fr)
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EP2379868A1 (en
Inventor
Uwe Richter
Peter Roth
Joerg Kuempel
Matthias Maess
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Robert Bosch GmbH
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Robert Bosch GmbH
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Publication of EP2379868A1 publication Critical patent/EP2379868A1/en
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/36—Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages to pumping elements or overflow passages
    • F02M59/366—Valves being actuated electrically
    • 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
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • F02D41/3836—Controlling the fuel pressure
    • F02D41/3845—Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0602—Fuel pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/31—Control of the fuel pressure

Definitions

  • the present invention relates to a method for controlling a fuel injection system of an internal combustion engine, wherein the fuel injection system comprises a high-pressure pump, which is associated with a quantity control valve with a magnetically actuated by a solenoid solenoid valve for supplying fuel, wherein the quantity control valve controls the amount of fuel delivered by the high pressure pump and the Coil of the solenoid valve is energized with a first current value to close this for supplying fuel to the high-pressure pump.
  • a method for controlling a fuel injection system with a quantity control valve is already known from the prior art.
  • a quantity control valve is usually realized as a magnetically actuated by a solenoid solenoid valve with a magnet armature and associated Wegbegrenzungsanellen.
  • the solenoid valve is open when the coil is de-energized.
  • the coil is driven at a constant voltage - the battery voltage - with the current in the coil increasing in a characteristic manner.
  • the time between the application of the voltage and the closing time of the solenoid valve is referred to as the pickup time.
  • the current After switching off the voltage, the current again falls in a characteristic manner and the solenoid valve opens shortly after the current has dropped.
  • the time between switching off the voltage on the coil and opening the valve is referred to as the erase time.
  • the voltage applied to the coil to close the solenoid valve may be reduced before the solenoid valve reaches a corresponding end position, i. before the armature strikes against the limit stops.
  • the initially applied voltage of the coil current and thus also the magnetic force is rapidly built up to achieve a fast start of movement of the magnet armature.
  • the reduction may be both before and after reaching a certain force value at which the armature is moving. It is important that a secure tightening of the magnet armature is ensured.
  • the energization of the solenoid valve is chosen too low during operation of such a fuel injection system, its operating time u. U. be so long that the solenoid valve does not close completely in a designated suit hare and thus no sufficient high pressure can be built in the high-pressure pump. To avoid this, the energization is set so that a closing of the solenoid valve is always guaranteed.
  • the fixed current is often chosen so high that a relatively fast tightening behavior of the solenoid valve is achieved and thus a correspondingly large velocity of the magnet armature against Wegbegrenzungsanelle is effected, resulting in a hard abutment of the armature against Wegbegrenzungsanelle This creates audible sound, the is radiated from the engine and can be perceived as unpleasant and disturbing.
  • Patent application WO 2006/060545 A shows a method for controlling a fuel injection system of an internal combustion engine according to the preamble of claim 1.
  • Patent application WO 2009/016044 A also shows a method for controlling a fuel injection system of an internal combustion engine according to the preamble of claim 1.
  • Patent application WO 2010/066675 A shows a method of operating a fuel injection system using a quantity control valve, wherein the speed at which the actuating plunger of the quantity control valve moves against the stop, is minimized to reduce the impact noise.
  • the object of the present invention is therefore to provide a method and a device which enable a reduction of the audible sound when activating solenoid valves of a quantity control valve.
  • the invention thus makes it possible to reduce the audible sound during operation of the internal combustion engine so that it is subjectively more pleasant and quieter.
  • the second current setpoint corresponds to a minimum current value with which a complete closure of the solenoid valve during operation of the internal combustion engine can be achieved.
  • the high-pressure pump is connected to a pressure accumulator, to which at least one injection valve is connected.
  • a pressure accumulator to which at least one injection valve is connected.
  • an actual pressure value of the pressure accumulator is compared with an assigned desired pressure value.
  • a failure current value is preferably determined in which the deviation of the actual pressure value from the desired pressure value exceeds a predetermined threshold value, the determined failure current value being increased by a predetermined safety offset.
  • an appropriate pressure required for operation of a desired pressure value to be specified wherein the minimum current value in response to an increase in the desired pressure value during operation the internal combustion engine is determined.
  • a failure current value is determined in which the increase of the desired pressure value exceeds a predetermined threshold value, the determined failure current value being increased by a predetermined safety offset.
  • the invention can thus be realized inexpensively using already existing components and elements, wherein a reliable and complete closing of the solenoid valve is ensured by increasing the determined failure current value by the predetermined safety offset.
  • the solenoid valve has a magnetic armature, which is pulled to close the solenoid valve against associated Wegbegrenzungsanoeuvre, wherein the audible sound is produced by striking the magenta tank against the Wegbegrenzungsanoeuvre.
  • a tightening behavior of the solenoid valve is slowed down by lowering the setpoint size for the current in the coil from the first setpoint current value to the second setpoint current value, in order to reduce a corresponding velocity of the magnet armature against the travel limit stops.
  • a computer program for carrying out a method for controlling a fuel injection system of an internal combustion engine, wherein the fuel injection system comprises a high-pressure pump, which is associated with a quantity control valve with a magnetically actuated by a solenoid solenoid valve for supplying fuel, wherein the quantity control valve the from the high pressure pump Promotes funded amount of fuel and the coil of the solenoid valve is energized in accordance with a set value for the current in the coil to close this for supplying fuel to the high-pressure pump.
  • the computer program lowers the setpoint value for the current in the coil when closing the solenoid valve from a predetermined first current setpoint to a predetermined second current setpoint such that an emission of audible sound produced when the solenoid valve closes during operation of the internal combustion engine, at least partially reduced.
  • an internal combustion engine with a fuel injection system comprising a high-pressure pump, which is associated with a quantity control valve with a magnetically actuated by a solenoid solenoid valve for supplying fuel, wherein the amount of fuel delivered by the high pressure pump from the quantity control valve by energizing the Coil of the solenoid valve according to a desired value for the current in the coil, to close this for supplying fuel to the high-pressure pump, is adjustable.
  • the setpoint for the current in the coil is lowered when closing the solenoid valve from a predetermined first current setpoint to a predetermined second current setpoint to at least partially reduce an emission of audible sound that arises during the closing of the solenoid valve during operation of the internal combustion engine ,
  • Fig. 1 shows a schematic representation of a fuel injection system 10 of an internal combustion engine.
  • This comprises an electric fuel pump 11, with which fuel is conveyed from a fuel tank 12 and pumped on via a fuel filter 13.
  • the fuel pump 11 is adapted to generate a low pressure.
  • a low-pressure regulator 14 is provided which is connected to the output of the fuel filter 13 and can be returned to the fuel tank 12 via the fuel.
  • a series circuit of a quantity control valve 15 and a mechanical high pressure pump 16 is further connected. The output of the high pressure pump 16 is returned via an overpressure valve 17 to the input of the quantity control valve 15.
  • the output of the high pressure pump 16 is further connected to a pressure accumulator 18, to which a plurality of injection valves 19 are connected.
  • a pressure regulator 33 presets a desired pressure value to be generated by the high-pressure pump 16 for the pressure accumulator 18.
  • the pressure accumulator 18 is often referred to as a rail or common rail.
  • a pressure sensor 20 is connected to the pressure accumulator 18.
  • the control of the quantity control valve 15 and the pressure regulator 33 are realized for example by a computer program on a control and regulating device 100, wherein the actual pressure value of the pressure sensor 20 is used.
  • Fig. 1 shown fuel injection system 10 is used in the present example to supply the injection valves 19 of a four-cylinder internal combustion engine with sufficient fuel and necessary fuel pressure, so that a reliable injection and safe operation of the internal combustion engine is ensured.
  • the quantity control valve 15 and the high pressure pump 16 are in Fig. 2 shown in detail.
  • the quantity control valve 15 is constructed as a normally open solenoid valve 22 and has a coil 21 through which the solenoid valve 22 can be closed or opened by applying or switching off an electrical current or an electrical voltage.
  • the high-pressure pump 16 has a piston 23 which is actuated by a cam 24 of the internal combustion engine. Of Furthermore, the high-pressure pump 16 is provided with a valve 25. Between the solenoid valve 22, the piston 23 and the valve 25, a delivery chamber 26 of the high pressure pump 16 is present.
  • the delivery chamber 26 can be separated from a fuel supply by the electric fuel pump 11 and thus from the low pressure.
  • the delivery chamber 26 can be separated from the pressure accumulator 18 and thus from the high pressure.
  • the solenoid valve 22 In the initial state as in the Fig. 2 left, the solenoid valve 22 is open and the valve 25 is closed.
  • the open solenoid valve 22 corresponds to the currentless state of the coil 21.
  • the valve 25 is kept closed by the pressure of a spring or the like.
  • the amount of fuel delivered to the pressure accumulator 18 depends on when the solenoid valve 22 transitions to its closed state. The sooner the solenoid valve 22 is closed, the more fuel is conveyed via the valve 25 into the pressure accumulator 18. This is in the Fig. 2 represented by an area B marked with an arrow.
  • Fig. 3 shows a flowchart of a method 300 for controlling the fuel injection system 10 of the internal combustion engine of Fig. 1 and 2 to reduce the noise generated during operation of the internal combustion engine when switching the quantity control valve 15, audible sound.
  • the method 300 is implemented as a computer program executable by a suitable control device already provided in the internal combustion engine.
  • the method 300 begins in step S301 with the controlled energization of the coil 21 of the solenoid valve 22.
  • a voltage applied to the coil 21 drive voltage can be switched off, so that a corresponding current is induced in the coil 21.
  • a set value for the current in the coil 21 is set to a first current setpoint.
  • the predetermined first current setpoint is predetermined, for example, as a function of time from a suitable characteristic curve.
  • the current in the coil 21 is measured and controlled so that it follows the course of the desired value.
  • step S302 the measured coil current is compared with a predetermined adaptation energization start value. This can e.g. determined by a suitable map. As long as the measured coil current is less than the predetermined adaptation energization start value, the measurement of the coil current and the comparison of the measured coil current with the predetermined adaptation current start value are continued in step S302. If the measured coil current is equal to or greater than the predetermined adaptation energization start value, the method 300 proceeds to step S303.
  • step S303 the set value for the current in the coil 21 is lowered from its current value to a predetermined second current setpoint.
  • the second current setpoint is predetermined, for example, according to a characteristic curve corrected with a correction factor.
  • the characteristic curve represents the second current setpoint as a function of time.
  • the correction factor influences the current level.
  • the correction factor is lowered, for example, starting from the value 1 at each step S303 by a predetermined value, for example 0.2, until a predetermined minimum value, for example 0.2, has been reached.
  • several characteristic curves with different current levels can be stored in a memory. In this case, for the determination of the second current command value at each step S303, a lower current level characteristic is selected than in the previous pass of step S303.
  • the regulation of the current in the coil 21 is carried out in accordance with the so-changed set value for the current in the coil 21. Subsequently, a step S304 is executed.
  • step S304 a respective current actual pressure value of the pressure accumulator 18 is determined, for. By using the pressure sensor 20. Subsequently, a step S305 is executed.
  • step S305 it is then determined as explained below, whether the current actual pressure value of the pressure accumulator 18 has collapsed. If not, returns the method 300 returns to step S303, where the current setpoint for the current in the coil 21 is lowered again. Accordingly, a plurality of successive subsidence can be carried out (adaptation).
  • step S305 the actual pressure value according to the invention is compared with a desired pressure value, which is predetermined by the pressure regulator 33. If the deviation of the actual pressure value from the desired pressure value exceeds a predetermined threshold value, it is assumed that the actual pressure value has collapsed, whereupon the method 300 proceeds to step S306. Alternatively, it can also be assumed that the actual pressure value has collapsed if the pressure regulator 33 increases the desired pressure value in such a way that this increase exceeds a predetermined increase threshold value.
  • step S306 it can be assumed that with the reduced current value with which the coil 21 is energized, if it can be assumed that the current actual pressure value of the pressure accumulator 18 has collapsed, a complete closing of the solenoid valve 22 is no longer guaranteed. If the solenoid valve 22 no longer closes completely, the high-pressure pump 16 fails, d. H. the fuel delivery of the high pressure pump 16 is at least limited so that no sufficient high pressure can be built up in the accumulator 18. For this reason, the current current value or actual current value which energizes the coil 21 at this time is also referred to below as the "current drop value".
  • the determined failure current value is increased by a predetermined safety offset in step S306, wherein a minimum current value is determined, with the coil 21 of the solenoid valve 22 in operation the internal combustion engine is to energize to close the solenoid valve 22 reliably and completely.
  • the energization of the solenoid valve 22 can thus be lowered to this minimum current value in each case upon reaching the adaptation energization start value in the case of a corresponding closing operation.
  • each of the operating time of the solenoid valve 22 is maximized, so that the stop velocity of the armature 31 is minimized against the Wegbegrenzungsanelle 32 and thus the generated here audible sound can be reduced.
  • FIG. 12 shows a diagram 400 that includes an example temporal waveform 410.
  • the diagram 400 illustrates a control of the solenoid valve 22 according to an embodiment of the invention. This begins at a point in time 405 at which the drive voltage U Bat applied to the coil 21 of the solenoid valve 22 acts as described above with respect to step S301 of FIG Fig. 3 described for a suit pulse length 412 is turned on. As a result, the current in the coil 21 rises to a current value 421 until the time 425.
  • the current waveform 410 sets the adaptation energization start value according to step S302 of FIG Fig. 3 Accordingly, the adaptation according to the invention begins with this current profile 410 as described above with respect to step S303 of FIG Fig. 3 described.
  • the adaptation energization start value 421 is thereby lowered to a reduced current value 422.
  • the set value for the current in the coil 21 is lowered in a further step at a time 430 to a lower second current setpoint value 431, and subsequently regulated until a time 433.
  • a tightening phase 411 required to close the solenoid valve 22 is completed, and the solenoid valve 22 closes, so that the timing 433 is also referred to as a closing timing.
  • the adaptation according to the invention gradually lowers one or more of the current values 421, 422, 431 until the termination condition S305 is satisfied in step S303. Thereby, the current waveform 410 is gradually lowered during the tightening phase 411.

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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)
  • Magnetically Actuated Valves (AREA)

Description

Stand der TechnikState of the art

Die vorliegende Erfindung betrifft ein Verfahren zur Regelung eines Kraftstoffeinspritzsystems einer Brennkraftmaschine, wobei das Kraftstoffeinspritzsystem eine Hochdruckpumpe umfasst, der ein Mengensteuerventil mit einem durch eine Spule elektromagnetisch betätigbaren Magnetventil zum Zuleiten von Kraftstoff zugeordnet ist, wobei das Mengensteuerventil die von der Hochdruckpumpe geförderte Kraftstoffmenge steuert und die Spule des Magnetventils mit einem ersten Stromwert bestromt wird, um dieses zum Zuleiten von Kraftstoff zur Hochdruckpumpe zu schließen.The present invention relates to a method for controlling a fuel injection system of an internal combustion engine, wherein the fuel injection system comprises a high-pressure pump, which is associated with a quantity control valve with a magnetically actuated by a solenoid solenoid valve for supplying fuel, wherein the quantity control valve controls the amount of fuel delivered by the high pressure pump and the Coil of the solenoid valve is energized with a first current value to close this for supplying fuel to the high-pressure pump.

Aus dem Stand der Technik ist bereits ein Verfahren zur Steuerung eines Kraftstoffeinspritzsystems mit einem Mengensteuerventil bekannt. Ein derartiges Mengensteuerventil wird in der Regel als ein durch eine Spule elektromagnetisch betätigbares Magnetventil mit einem Magnetanker und zugeordneten Wegbegrenzungsanschlägen realisiert. Das Magnetventil ist im stromlosen Zustand der Spule offen. Zum Schließen des Magnetventils wird die Spule mit einer konstanten Spannung - der Batteriespannung - angesteuert, wobei der Strom in der Spule in charakteristischer Weise ansteigt. Die Zeit zwischen dem Anlegen der Spannung und dem Schließzeitpunkt des Magnetventils wird als Anzugszeit bezeichnet. Nach dem Abschalten der Spannung fällt der Strom wiederum in charakteristischer Weise ab und das Magnetventil öffnet kurz nachdem der Strom abgefallen ist. Die Zeit zwischen dem Abschalten der Spannung an der Spule und dem Öffnen des Ventils wird als Löschzeit bezeichnet.A method for controlling a fuel injection system with a quantity control valve is already known from the prior art. Such a quantity control valve is usually realized as a magnetically actuated by a solenoid solenoid valve with a magnet armature and associated Wegbegrenzungsanschlägen. The solenoid valve is open when the coil is de-energized. To close the solenoid valve, the coil is driven at a constant voltage - the battery voltage - with the current in the coil increasing in a characteristic manner. The time between the application of the voltage and the closing time of the solenoid valve is referred to as the pickup time. After switching off the voltage, the current again falls in a characteristic manner and the solenoid valve opens shortly after the current has dropped. The time between switching off the voltage on the coil and opening the valve is referred to as the erase time.

Um die Anzugszeit des Magnetventils zu erhöhen und damit die Anschlaggeschwindigkeit des Magnetankers zu reduzieren, kann die zum Schließen des Magnetventils an die Spule angelegte Spannung reduziert werden, bevor das Magnetventil eine entsprechende Endposition erreicht, d.h. bevor der Magnetanker gegen die Wegbegrenzungsanschläge anschlägt. Hierbei wird durch die anfänglich angelegte Spannung der Spulenstrom und somit auch die Magnetkraft rasch aufgebaut, um einen schnellen Bewegungsbeginn des Magnetankers zu erzielen. Dann wird durch die Reduzierung der angelegten Spannung ein unnötiges Ansteigen des Spulenstroms vermieden. Die Reduzierung kann sowohl vor als auch nach Erreichen eines bestimmen Kraftwerts liegen, bei der sich der Magnetanker in Bewegung setzt. Wichtig ist, dass hierbei ein sicheres Anziehen des Magnetankers sichergestellt ist.In order to increase the operating time of the solenoid valve and thereby reduce the stroke rate of the armature, the voltage applied to the coil to close the solenoid valve may be reduced before the solenoid valve reaches a corresponding end position, i. before the armature strikes against the limit stops. In this case, the initially applied voltage of the coil current and thus also the magnetic force is rapidly built up to achieve a fast start of movement of the magnet armature. Then, by reducing the applied voltage, an unnecessary increase of the coil current is avoided. The reduction may be both before and after reaching a certain force value at which the armature is moving. It is important that a secure tightening of the magnet armature is ensured.

Falls im Betrieb eines derartigen Kraftstoffeinspritzsystems die Bestromung des Magnetventils zu niedrig gewählt wird, kann dessen Anzugszeit u. U. derart lang sein, dass das Magnetventil in einer vorgesehenen Anzugshase nicht vollständig schließt und somit kein ausreichender Hochdruck in der Hochdruckpumpe aufgebaut werden kann. Um dies zu vermeiden, wird die Bestromung so festgelegt, dass ein Schließen des Magnetventils stets gewährleistet ist. Allerdings ist die festgelegte Bestromung häufig derart hoch gewählt, dass ein relativ schnelles Anzugsverhalten des Magnetventils erzielt wird und somit eine entsprechend große Anschlaggeschwindigkeit des Magnetankers gegen die Wegbegrenzungsanschläge bewirkt wird, was zu einem harten Anschlagen des Magnetankers gegen die Wegbegrenzungsanschläge führt Hierbei entsteht hörbarer Schall, der von der Brennkraftmaschine abgestrahlt wird und als unangenehm und störend empfunden werden kann.If the energization of the solenoid valve is chosen too low during operation of such a fuel injection system, its operating time u. U. be so long that the solenoid valve does not close completely in a designated suit hare and thus no sufficient high pressure can be built in the high-pressure pump. To avoid this, the energization is set so that a closing of the solenoid valve is always guaranteed. However, the fixed current is often chosen so high that a relatively fast tightening behavior of the solenoid valve is achieved and thus a correspondingly large velocity of the magnet armature against Wegbegrenzungsanschläge is effected, resulting in a hard abutment of the armature against Wegbegrenzungsanschläge This creates audible sound, the is radiated from the engine and can be perceived as unpleasant and disturbing.

Patentanmeldung WO 2006/060545 A zeigt ein Verfahren zur Regelung eines Kraftstoffeinspritzsystems einer Brennkraftmaschine gemäß dem Oberbegriff des Anspruchs 1.Patent application WO 2006/060545 A shows a method for controlling a fuel injection system of an internal combustion engine according to the preamble of claim 1.

Patentanmeldung WO 2009/016044 A zeigt ebenfalls ein Verfahren zur Regelung eines Kraftstoffeinspritzsystems einer Brennkraftmaschine gemäß dem Oberbegriff des Anspruchs 1.Patent application WO 2009/016044 A also shows a method for controlling a fuel injection system of an internal combustion engine according to the preamble of claim 1.

Patentanmeldung WO 2010/066675 A zeigt ein Verfahren zum Betreiben eines Kraftstoffeinspritzsystems unter Verwendung eines Mengensteuerventils, wobei die Geschwindigkeit, mit der sich der Betätigungsstößel des Mengensteuerventils gegen den Anschlag bewegt, möglichst gering gehalten wird, um das Anschlaggeräusch zu reduzieren.Patent application WO 2010/066675 A shows a method of operating a fuel injection system using a quantity control valve, wherein the speed at which the actuating plunger of the quantity control valve moves against the stop, is minimized to reduce the impact noise.

Offenbarung der ErfindungDisclosure of the invention

Aufgabe der vorliegenden Erfindung ist daher ein Verfahren und eine Vorrichtung bereitzustellen, die eine Reduzierung des hörbaren Schalls beim Ansteuern von Magnetventilen eines Mengensteuerventils ermöglichen.The object of the present invention is therefore to provide a method and a device which enable a reduction of the audible sound when activating solenoid valves of a quantity control valve.

Dieses Problem wird gelöst durch ein Verfahren zur Regelung eines Kraftstoffeinspritzsystems einer Brennkraftmaschine gemäß Anspruch 1.This problem is solved by a method for controlling a fuel injection system of an internal combustion engine according to claim 1.

Die Erfindung ermöglicht somit eine Reduzierung des hörbaren Schalls im Betrieb der Brennkraftmaschine, sodass diese subjektiv angenehmer und leiser empfunden wird.The invention thus makes it possible to reduce the audible sound during operation of the internal combustion engine so that it is subjectively more pleasant and quieter.

Erfindungsgemäß entspricht der zweite Strom-Sollwert einem minimalen Stromwert, mit dem eine vollständige Schließung des Magnetventils im Betrieb der Brennkraftmaschine erzielbar ist.According to the invention, the second current setpoint corresponds to a minimum current value with which a complete closure of the solenoid valve during operation of the internal combustion engine can be achieved.

Somit kann eine maximale Reduzierung des hörbaren Schalls erreicht werden.Thus, a maximum reduction of the audible sound can be achieved.

Die Hochdruckpumpe ist mit einem Druckspeicher verbunden, an dem mindestens ein Einspritzventil angeschlossen ist. Hierbei wird zur Bestimmung des minimalen Stromwerts ein Ist-Druckwert des Druckspeichers mit einem zugeordneten Soll-Druckwert verglichen. Zur Bestimmung des minimalen Stromwerts wird bevorzugt ein Ausfallstromwert ermittelt, bei dem die Abweichung des Ist-Druckwerts vom Soll-Druckwert einen vorgegebenen Schwellwert überschreitet, wobei der ermittelte Ausfallstromwert um einen vorgegebenen Sicherheitsoffset vergrößert wird.The high-pressure pump is connected to a pressure accumulator, to which at least one injection valve is connected. In this case, to determine the minimum current value, an actual pressure value of the pressure accumulator is compared with an assigned desired pressure value. To determine the minimum current value, a failure current value is preferably determined in which the deviation of the actual pressure value from the desired pressure value exceeds a predetermined threshold value, the determined failure current value being increased by a predetermined safety offset.

Durch die Vergrößerung des ermittelten Ausfallstromwerts um den vorgegebenen Sicherheitsoffset wird ein vollständiges Schließen des Magnetventils gewährleistet.By increasing the determined failure current value by the predetermined safety offset, a complete closing of the solenoid valve is ensured.

Alternativ kann für die Hochdruckpumpe, die mit einem Druckspeicher verbunden ist, an dem mindestens ein Einspritzventil angeschlossen ist, von einem zugeordneten Druckregler ein zum Betrieb erforderlicher Soll-Druckwert vorgegeben werden, wobei der minimale Stromwert in Abhängigkeit von einer Erhöhung des Soll-Druckwerts im Betrieb der Brennkraftmaschine bestimmt wird. Hierbei wird zur Bestimmung des minimalen Stromwerts ein Ausfallstromwert ermittelt, bei dem die Erhöhung des Soll-Druckwerts einen vorgegebenen Schwellwert überschreitet, wobei der ermittelte Ausfallstromwert um einen vorgegebenen Sicherheitsoffset vergrößert wird.Alternatively, for the high-pressure pump, which is connected to a pressure accumulator, to which at least one injection valve is connected, an appropriate pressure required for operation of a desired pressure value to be specified, wherein the minimum current value in response to an increase in the desired pressure value during operation the internal combustion engine is determined. In this case, to determine the minimum current value, a failure current value is determined in which the increase of the desired pressure value exceeds a predetermined threshold value, the determined failure current value being increased by a predetermined safety offset.

Die Erfindung kann somit unter Verwendung bereits vorhandener Bauteile und Elemente kostengünstig realisiert werden, wobei durch die Vergrößerung des ermittelten Ausfallstromwerts um den vorgegebenen Sicherheitsoffset ein zuverlässiges und vollständiges Schließen des Magnetventils gewährleistet wird.The invention can thus be realized inexpensively using already existing components and elements, wherein a reliable and complete closing of the solenoid valve is ensured by increasing the determined failure current value by the predetermined safety offset.

Erfindungsgemäß hat das Magnetventil einen Magnetanker, der zum Schließen des Magnetventils gegen zugeordnete Wegbegrenzungsanschläge gezogen wird, wobei der hörbare Schall durch Anschlagen des Magentankers gegen die Wegbegrenzungsanschläge entsteht. Hierbei wird durch Absenken der Sollgröße für den Strom in der Spule vom ersten Strom-Sollwert auf den zweiten Strom-Sollwert ein Anzugsverhalten des Magnetventils verlangsamt, um eine entsprechende Anschlaggeschwindigkeit des Magnetankers gegen die Wegbegrenzungsanschläge zu verringern.According to the invention, the solenoid valve has a magnetic armature, which is pulled to close the solenoid valve against associated Wegbegrenzungsanschläge, wherein the audible sound is produced by striking the magenta tank against the Wegbegrenzungsanschläge. In this case, a tightening behavior of the solenoid valve is slowed down by lowering the setpoint size for the current in the coil from the first setpoint current value to the second setpoint current value, in order to reduce a corresponding velocity of the magnet armature against the travel limit stops.

Durch Verringern der Anschlaggeschwindigkeit wird der beim Anschlagen des Magnetankers gegen die Wegbegrenzungsanschläge erzeugte hörbare Schall reduziert.Reducing the impact velocity reduces the audible sound generated when the armature strikes against the limit stops.

Das Eingangs genannte Problem wird auch gelöst durch ein Computerprogramm zur Durchführung eines Verfahrens zur Regelung eines Kraftstoffeinspritzsystems einer Brennkraftmaschine, wobei das Kraftstoffeinspritzsystem eine Hochdruckpumpe umfasst, der ein Mengensteuerventil mit einem durch eine Spule elektromagnetisch betätigbaren Magnetventil zum Zuleiten von Kraftstoff zugeordnet ist, wobei das Mengensteuerventil die von der Hochdruckpumpe geförderte Kraftstoffmenge regelt und die Spule des Magnetventils gemäß einer Sollgröße für den Strom in der Spule bestromt wird, um dieses zum Zuleiten von Kraftstoff zur Hochdruckpumpe zu schließen. Das Computerprogramm senkt die Sollgröße für den Strom in der Spule beim Schließen des Magnetventils von einem vorgegebenen ersten Strom-Sollwert derart auf einen vorgegebenen zweiten Strom-Sollwert ab, dass eine Abstrahlung hörbaren Schalls, der beim Schließen des Magnetventils im Betrieb der Brennkraftmaschine entsteht, zumindest teilweise reduziert wird.The aforementioned problem is also solved by a computer program for carrying out a method for controlling a fuel injection system of an internal combustion engine, wherein the fuel injection system comprises a high-pressure pump, which is associated with a quantity control valve with a magnetically actuated by a solenoid solenoid valve for supplying fuel, wherein the quantity control valve the from the high pressure pump Promotes funded amount of fuel and the coil of the solenoid valve is energized in accordance with a set value for the current in the coil to close this for supplying fuel to the high-pressure pump. The computer program lowers the setpoint value for the current in the coil when closing the solenoid valve from a predetermined first current setpoint to a predetermined second current setpoint such that an emission of audible sound produced when the solenoid valve closes during operation of the internal combustion engine, at least partially reduced.

Das Eingangs genannte Problem wird auch gelöst durch eine Brennkraftmaschine mit einem Kraftstoffeinspritzsystem, das eine Hochdruckpumpe umfasst, der ein Mengensteuerventil mit einem durch eine Spule elektromagnetisch betätigbaren Magnetventil zum Zuleiten von Kraftstoff zugeordnet ist, wobei die von der Hochdruckpumpe geförderte Kraftstoffmenge von dem Mengensteuerventil durch Bestromen der Spule des Magnetventils gemäß einer Sollgröße für den Strom in der Spule, um dieses zum Zuleiten von Kraftstoff zur Hochdruckpumpe zu schließen, regelbar ist. Die Sollgröße für den Strom in der Spule ist beim Schließen des Magnetventils von einem vorgegebenen ersten Strom-Sollwert auf einen vorgegebenen zweiten Strom-Sollwert absenkbar, um eine Abstrahlung hörbaren Schalls, der beim Schließen des Magnetventils im Betrieb der Brennkraftmaschine entsteht, zumindest teilweise zu reduzieren.The above-mentioned problem is also solved by an internal combustion engine with a fuel injection system comprising a high-pressure pump, which is associated with a quantity control valve with a magnetically actuated by a solenoid solenoid valve for supplying fuel, wherein the amount of fuel delivered by the high pressure pump from the quantity control valve by energizing the Coil of the solenoid valve according to a desired value for the current in the coil, to close this for supplying fuel to the high-pressure pump, is adjustable. The setpoint for the current in the coil is lowered when closing the solenoid valve from a predetermined first current setpoint to a predetermined second current setpoint to at least partially reduce an emission of audible sound that arises during the closing of the solenoid valve during operation of the internal combustion engine ,

Zeichnungendrawings

Nachfolgend wird ein Ausführungsbeispiel der vorliegenden Erfindung anhand der beiliegenden Zeichnung näher erläutert. Dabei zeigen:

Fig. 1
eine schematische Darstellung eines Kraftstoffeinspritzsystems einer Brennkraftmaschine mit einer Hochdruckpumpe und einem Mengensteuerventil;
Fig. 2
eine schematische Darstellung verschiedener Funktionszustände der Hochdruckpumpe von Fig. 1 mit einem zugehörigen Zeitdiagramm;
Fig. 3
ein Flussdiagramm eines Verfahrens zur Steuerung des Mengensteuerventils von Fig. 1.
Fig. 4
eine schematische Darstellung des zeitlichen Verlaufs der erforderlichen Ansteuerspannung bzw. der Bestromung des Magnetventils von Fig. 1 bei einer erfindungsgemäßen Ansteuerung.
Hereinafter, an embodiment of the present invention will be described with reference to the accompanying drawings. Showing:
Fig. 1
a schematic representation of a fuel injection system of an internal combustion engine with a high-pressure pump and a quantity control valve;
Fig. 2
a schematic representation of various functional states of the high-pressure pump of Fig. 1 with an associated time chart;
Fig. 3
a flowchart of a method for controlling the quantity control valve of Fig. 1 ,
Fig. 4
a schematic representation of the time course of the required drive voltage or the energization of the solenoid valve of Fig. 1 in a control according to the invention.

Fig. 1 zeigt eine schematische Darstellung eines Kraftstoffeinspritzsystems 10 einer Brennkraftmaschine. Dieses umfasst eine elektrische Kraftstoffpumpe 11, mit der Kraftstoff aus einem Kraftstofftank 12 gefördert und über ein Kraftstofffilter 13 weitergepumpt wird. Die Kraftstoffpumpe 11 ist dazu geeignet, einen Niederdruck zu erzeugen. Zur Steuerung und/oder Regelung dieses Niederdrucks ist ein Niederdruckregler 14 vorgesehen, der mit dem Ausgang des Kraftstofffilters 13 verbunden ist, und über den Kraftstoff wieder zum Kraftstofftank 12 zurückgeführt werden kann. An dem Ausgang des Kraftstofffilters 13 ist des Weiteren eine Serienschaltung aus einem Mengensteuerventil 15 und einer mechanischen Hochdruckpumpe 16 angeschlossen. Der Ausgang der Hochdruckpumpe 16 ist über ein Überdruckventil 17 an den Eingang des Mengensteuerventils 15 zurückgeführt. Der Ausgang der Hochdruckpumpe 16 ist weiterhin mit einem Druckspeicher 18 verbunden, an dem eine Mehrzahl von Einspritzungsventilen 19 angeschlossen sind. Ein Druckregler 33 gibt einen von der Hochdruckpumpe 16 für den Druckspeicher 18 zu erzeugenden Soll-Druckwert vor. Der Druckspeicher 18 wird häufig auch als Rail oder Common Rail bezeichnet. Des Weiteren ist am Druckspeicher 18 ein Drucksensor 20 angeschlossen. Die Ansteuerung des Mengensteuerventils 15 und der Druckregler 33 sind dabei beispielsweise durch ein Computerprogramm auf einer Steuer- und Regeleinrichtung 100 realisiert, wobei der Ist-Druckwert des Drucksensors 20 verwendet wird. Fig. 1 shows a schematic representation of a fuel injection system 10 of an internal combustion engine. This comprises an electric fuel pump 11, with which fuel is conveyed from a fuel tank 12 and pumped on via a fuel filter 13. The fuel pump 11 is adapted to generate a low pressure. For controlling and / or regulating this low pressure, a low-pressure regulator 14 is provided which is connected to the output of the fuel filter 13 and can be returned to the fuel tank 12 via the fuel. At the output of the fuel filter 13, a series circuit of a quantity control valve 15 and a mechanical high pressure pump 16 is further connected. The output of the high pressure pump 16 is returned via an overpressure valve 17 to the input of the quantity control valve 15. The output of the high pressure pump 16 is further connected to a pressure accumulator 18, to which a plurality of injection valves 19 are connected. A pressure regulator 33 presets a desired pressure value to be generated by the high-pressure pump 16 for the pressure accumulator 18. The pressure accumulator 18 is often referred to as a rail or common rail. Furthermore, a pressure sensor 20 is connected to the pressure accumulator 18. The control of the quantity control valve 15 and the pressure regulator 33 are realized for example by a computer program on a control and regulating device 100, wherein the actual pressure value of the pressure sensor 20 is used.

Das in Fig. 1 dargestellte Kraftstoffeinspritzsystem 10 dient im vorliegenden Beispiel dazu, die Einspritzungsventile 19 einer vierzylindrigen Brennkraftmaschine mit ausreichendem Kraftstoff und notwendigem Kraftstoffdruck zu versorgen, sodass eine zuverlässige Einspritzung und ein sicherer Betrieb der Brennkraftmaschine gewährleistet ist.This in Fig. 1 shown fuel injection system 10 is used in the present example to supply the injection valves 19 of a four-cylinder internal combustion engine with sufficient fuel and necessary fuel pressure, so that a reliable injection and safe operation of the internal combustion engine is ensured.

Die Funktionsweise des Mengensteuerventils 15 und der Hochdruckpumpe 16 sind in Fig. 2 im Einzelnen dargestellt. Das Mengensteuerventil 15 ist als stromlos offenes Magnetventil 22 aufgebaut und weist eine Spule 21 auf, über die durch Anlegen oder Abschalten eines elektrischen Stroms bzw. einer elektrischen Spannung das Magnetventil 22 geschlossen oder geöffnet werden kann. Die Hochdruckpumpe 16 weist einen Kolben 23 auf, der von einem Nocken 24 der Brennkraftmaschine betätigt wird. Des Weiteren ist die Hochdruckpumpe 16 mit einem Ventil 25 versehen. Zwischen dem Magnetventil 22, den Kolben 23 und dem Ventil 25 ist ein Förderraum 26 der Hochdruckpumpe 16 vorhanden.The operation of the quantity control valve 15 and the high pressure pump 16 are in Fig. 2 shown in detail. The quantity control valve 15 is constructed as a normally open solenoid valve 22 and has a coil 21 through which the solenoid valve 22 can be closed or opened by applying or switching off an electrical current or an electrical voltage. The high-pressure pump 16 has a piston 23 which is actuated by a cam 24 of the internal combustion engine. Of Furthermore, the high-pressure pump 16 is provided with a valve 25. Between the solenoid valve 22, the piston 23 and the valve 25, a delivery chamber 26 of the high pressure pump 16 is present.

Mit dem Magnetventil 22 kann der Förderraum 26 von einer Kraftstoffzufuhr durch die elektrische Kraftstoffpumpe 11 und damit von dem Niederdruck abgetrennt werden. Mit dem Ventil 25 kann der Förderraum 26 von dem Druckspeicher 18 und damit von dem Hochdruck abgetrennt werden.With the solenoid valve 22, the delivery chamber 26 can be separated from a fuel supply by the electric fuel pump 11 and thus from the low pressure. With the valve 25, the delivery chamber 26 can be separated from the pressure accumulator 18 and thus from the high pressure.

Im Ausgangszustand wie er in der Fig. 2 links dargestellt ist, ist das Magnetventil 22 geöffnet und das Ventil 25 geschlossen. Das geöffnete Magnetventil 22 entspricht dem stromlosen Zustand der Spule 21. Das Ventil 25 wird durch den Druck einer Feder oder entsprechendes geschlossen gehalten.In the initial state as in the Fig. 2 left, the solenoid valve 22 is open and the valve 25 is closed. The open solenoid valve 22 corresponds to the currentless state of the coil 21. The valve 25 is kept closed by the pressure of a spring or the like.

In der linken Darstellung der Fig. 2 ist der Saughub der Hochdruckpumpe 16 dargestellt. Bei einer Drehbewegung des Nockens 24 in Richtung des Pfeils 27 bewegt sich der Kolben 23 in Richtung des Pfeils 28. Aufgrund des geöffneten Magnetventils 22 strömt somit Kraftstoff, der von der elektrischen Kraftstoffpumpe 11 gefördert worden ist, in den Förderraum 26.In the left illustration of the Fig. 2 the suction stroke of the high pressure pump 16 is shown. During a rotational movement of the cam 24 in the direction of the arrow 27, the piston 23 moves in the direction of the arrow 28. Due to the opened solenoid valve 22 thus flows fuel that has been promoted by the electric fuel pump 11, in the delivery chamber 26th

In der mittleren Darstellung der Fig. 2 ist der Förderhub der Hochdruckpumpe 16 gezeigt, wobei jedoch die Spule 21 noch stromlos und damit das Magnetventil 22 noch geöffnet ist. Auf Grund der Drehbewegungen der Nocke 24 bewegt sich der Kolben 23 in Richtung des Pfeils 29. Aufgrund des geöffneten Magnetventils 22 wird damit Kraftstoff aus dem Förderraum 26 zurück in Richtung zu der elektrischen Kraftstoffpumpe 11 gefördert. Dieser Kraftstoff gelangt dann über den Niederdruckregler 14 zurück in den Kraftstofftank 12.In the middle illustration of the Fig. 2 the delivery stroke of the high pressure pump 16 is shown, but the coil 21 is still de-energized and thus the solenoid valve 22 is still open. Due to the rotational movements of the cam 24, the piston 23 moves in the direction of arrow 29. Due to the open solenoid valve 22 so that fuel is conveyed from the delivery chamber 26 back toward the electric fuel pump 11. This fuel then passes through the low pressure regulator 14 back into the fuel tank 12th

In der rechten Darstellung der Fig. 2 ist - wie in der mittleren Darstellung - weiterhin der Förderhub der Hochdruckpumpe 16 gezeigt. Im Unterschied zu der mittleren Darstellung ist jedoch nunmehr die Spule 21 erregt und damit das Magnetventil 22 geschlossen. Dies hat zur Folge, dass durch die weitere Hubbewegung des Kolbens 23 im Förderraum 26 ein Druck aufgebaut wird. Mit Erreichen des Druckes, welcher im Druckspeicher 18 herrscht, wird das Ventil 25 geöffnet und die Restmenge in den Druckspeicher gefördert.In the right-hand illustration of the Fig. 2 is - as in the middle illustration - continue the delivery stroke of the high pressure pump 16 shown. In contrast to the middle representation, however, now the coil 21 is energized and thus the solenoid valve 22 is closed. This has the consequence that a pressure is built up by the further stroke movement of the piston 23 in the delivery chamber 26. Upon reaching the pressure which prevails in the pressure accumulator 18, the valve 25 is opened and the remaining amount conveyed into the pressure accumulator.

Die Menge des zu dem Druckspeicher 18 geförderten Kraftstoffs hängt davon ab, wann das Magnetventil 22 in seinen geschlossenen Zustand übergeht. Je früher das Magnetventil 22 geschlossen wird, desto mehr Kraftstoff wird über das Ventil 25 in den Druckspeicher 18 gefördert. Dies ist in der Fig. 2 durch einen mit einem Pfeil gekennzeichneten Bereich B dargestellt.The amount of fuel delivered to the pressure accumulator 18 depends on when the solenoid valve 22 transitions to its closed state. The sooner the solenoid valve 22 is closed, the more fuel is conveyed via the valve 25 into the pressure accumulator 18. This is in the Fig. 2 represented by an area B marked with an arrow.

Sobald bei der rechten Darstellung der Fig. 2 der Kolben 23 seinen maximalen Kolbenhub erreicht hat, kann von dem Kolben 23 kein weiterer Kraftstoff über das Ventil 25 in den Druckspeicher 18 gefördert werden. Das Ventil 25 schließt. Des Weiteren wird die Spule 21 wieder stromlos gesteuert, sodass das Magnetventil 22 wieder öffnet. Daraufhin kann der sich nunmehr entsprechend der linken Darstellung der Fig. 2 in Richtung des Pfeils 28 bewegende Kolben 23 wieder Kraftstoff der elektrischen Kraftstoffpumpe in den Förderraum 26 ansaugen.Once at the right presentation of the Fig. 2 the piston 23 has reached its maximum piston stroke, no further fuel can be conveyed by the piston 23 via the valve 25 into the pressure accumulator 18. The valve 25 closes. Furthermore, the coil 21 is again de-energized, so that the solenoid valve 22 opens again. Then he can now according to the left representation of Fig. 2 in the direction of arrow 28 moving piston 23 again suck the fuel of the electric fuel pump in the delivery chamber 26.

Nachfolgend wird ein Verfahren zur Steuerung des Kraftstoffeinspritzsystems 10 von Fig. 1 gemäß einer Ausführungsform der Erfindung unter Bezugnahme auf die Fig. 3 und 4 im Detail beschrieben.Hereinafter, a method for controlling the fuel injection system 10 of Fig. 1 according to an embodiment of the invention with reference to the Fig. 3 and 4 described in detail.

Fig. 3 zeigt ein Flussdiagramm eines Verfahrens 300 zur Regelung des Kraftstoffeinspritzsystems 10 der Brennkraftmaschine von Fig. 1 und 2 zur Reduzierung des im Betrieb der Brennkraftmaschine beim Schalten des Mengensteuerventils 15 entstehenden, hörbaren Schalls. Gemäß einer bevorzugten Ausführungsform der Erfindung wird das Verfahren 300 als Computerprogramm implementiert das von einer geeigneten Regeleinrichtung ausführbar ist, die bereits in der Brennkraftmaschine vorgesehen ist. Somit kann die Erfindung mit bereits vorhandenen Bauteilen der Brennkraftmaschine einfach und kostengünstig realisiert werden. Fig. 3 shows a flowchart of a method 300 for controlling the fuel injection system 10 of the internal combustion engine of Fig. 1 and 2 to reduce the noise generated during operation of the internal combustion engine when switching the quantity control valve 15, audible sound. According to a preferred embodiment of the invention, the method 300 is implemented as a computer program executable by a suitable control device already provided in the internal combustion engine. Thus, the invention with existing components of the internal combustion engine can be realized easily and inexpensively.

Bei der nachfolgenden Beschreibung des erfindungsgemäßen Verfahrens wird auf eine detaillierte Erläuterung von im Stand der Technik bekannten Verfahrensschritten verzichtet.In the following description of the method according to the invention is dispensed with a detailed explanation of known in the prior art method steps.

Das Verfahren 300 beginnt in Schritt S301 mit der geregelten Bestromung der Spule 21 des Magnetventils 22. Hierzu kann gemäß einer Ausführungsform der Erfindung eine an der Spule 21 anliegende Ansteuerspannung abgeschaltet werden, sodass ein entsprechender Strom in die Spule 21 induziert wird. Für die Regelung der Bestromung wird eine Sollgröße für den Strom in der Spule 21 auf einen ersten Strom-Sollwert gesetzt. Der vorgegebene erste Strom-Sollwert wird beispielsweise als Funktion der Zeit aus einer geeigneten Kennlinie vorgegeben. Der Strom in der Spule 21 wird gemessen und so geregelt, dass er dem Verlauf der Sollgröße folgt.The method 300 begins in step S301 with the controlled energization of the coil 21 of the solenoid valve 22. For this purpose, according to an embodiment of the invention, a voltage applied to the coil 21 drive voltage can be switched off, so that a corresponding current is induced in the coil 21. For the regulation of the energization, a set value for the current in the coil 21 is set to a first current setpoint. The predetermined first current setpoint is predetermined, for example, as a function of time from a suitable characteristic curve. The current in the coil 21 is measured and controlled so that it follows the course of the desired value.

In Schritt S302 wird der gemessene Spulenstrom mit einem vorgegebenen Adaptions-Bestromungsstartwert verglichen. Dieser kann z.B. anhand eines geeigneten Kennfelds bestimmt werden. Solange der gemessene Spulenstrom kleiner als der vorgegebene Adaptions-Bestromungsstartwert ist, wird mit dem Messen des Spulenstroms und dem Vergleichen des gemessenen Spulenstroms mit dem vorgegebenen Adaptions-Bestromungsstartwert gemäß Schritt S302 fortgefahren. Wenn der gemessene Spulenstrom gleich oder größer als der vorgegebene Adaptions-Bestromungsstartwert ist, fährt das Verfahren 300 in Schritt S303 fort.In step S302, the measured coil current is compared with a predetermined adaptation energization start value. This can e.g. determined by a suitable map. As long as the measured coil current is less than the predetermined adaptation energization start value, the measurement of the coil current and the comparison of the measured coil current with the predetermined adaptation current start value are continued in step S302. If the measured coil current is equal to or greater than the predetermined adaptation energization start value, the method 300 proceeds to step S303.

In Schritt S303 wird die Sollgröße für den Strom in der Spule 21 von ihrem aktuellen Wert auf einen vorgegebenen zweiten Strom-Sollwert abgesenkt. Der zweite Strom-Sollwert wird beispielsweise gemäß einer mit einem Korrekturfaktor korrigierten Kennlinie vorgegeben. Die Kennlinie stellt den zweiten Strom-Sollwert als Funktion der Zeit dar. Der Korrekturfaktor beeinflusst die Stromhöhe. Der Korrekturfaktor wird beispielsweise ausgehend vom Wert 1 bei jedem Schritt S303 um einen vorgegebenen Wert, beispielsweise 0,2 abgesenkt bis ein vorgegebener minimaler Wert, beispielsweise 0,2 erreicht ist. Alternativ können auch mehrere Kennlinien mit unterschiedlicher Stromhöhe in einem Speicher abgespeichert sein. In diesem Falle wird für die Ermittlung des zweiten Strom-Sollwerts bei jedem Durchlaufen des Schritts S303 eine Kennlinie mit niedrigerer Stromhöhe als im vorherigen Durchlauf des Schritts S303 gewählt. Die Regelung des Stroms in der Spule 21 erfolgt gemäß der so geänderten Sollgröße für den Strom in der Spule 21. Anschließend wird ein Schritt S304 ausgeführt.In step S303, the set value for the current in the coil 21 is lowered from its current value to a predetermined second current setpoint. The second current setpoint is predetermined, for example, according to a characteristic curve corrected with a correction factor. The characteristic curve represents the second current setpoint as a function of time. The correction factor influences the current level. The correction factor is lowered, for example, starting from the value 1 at each step S303 by a predetermined value, for example 0.2, until a predetermined minimum value, for example 0.2, has been reached. Alternatively, several characteristic curves with different current levels can be stored in a memory. In this case, for the determination of the second current command value at each step S303, a lower current level characteristic is selected than in the previous pass of step S303. The regulation of the current in the coil 21 is carried out in accordance with the so-changed set value for the current in the coil 21. Subsequently, a step S304 is executed.

In Schritt S304 wird ein jeweils aktueller Ist-Druckwert des Druckspeichers 18 bestimmt, z. B. unter Verwendung des Drucksensors 20. Anschließend wird ein Schritt S305 ausgeführt.In step S304, a respective current actual pressure value of the pressure accumulator 18 is determined, for. By using the pressure sensor 20. Subsequently, a step S305 is executed.

In Schritt S305 wird dann wie unten stehend erläutert bestimmt, ob der aktuelle Ist-Druckwert des Druckspeichers 18 eingebrochen ist. Falls dies nicht der Fall ist, kehrt das Verfahren 300 zu Schritt S303 zurück, wo die aktuelle Sollgröße für den Strom in der Spule 21 erneut abgesenkt wird. Dementsprechend kann eine Vielzahl aufeinander folgender Absenkungen ausgeführt werden (Adaption).In step S305, it is then determined as explained below, whether the current actual pressure value of the pressure accumulator 18 has collapsed. If not, returns the method 300 returns to step S303, where the current setpoint for the current in the coil 21 is lowered again. Accordingly, a plurality of successive subsidence can be carried out (adaptation).

Um in Schritt S305 zu bestimmen, ob der aktuelle Ist-Druckwert des Druckspeichers 18 eingebrochen ist, wird der Ist-Druckwert erfindungsgemäß mit einem Soll-Druckwert verglichen, der von dem Druckregler 33 vorgegeben wird. Wenn die Abweichung des Ist-Druckwerts vom Soll-Druckwert einen vorgegebenen Schwellwert überschreitet, wird davon ausgegangen, dass der Ist-Druckwert eingebrochen ist, woraufhin das Verfahren 300 in Schritt S306 fortfährt. Alternativ hierzu kann von einem Einbrechen des Ist-Druckwerts auch dann ausgegangen werden, wenn der Druckregler 33 den Soll-Druckwert derart erhöht, dass diese Erhöhung einen vorgegebenen Erhöhungsschwellwert überschreitet.In order to determine in step S305 whether the current actual pressure value of the pressure accumulator 18 has collapsed, the actual pressure value according to the invention is compared with a desired pressure value, which is predetermined by the pressure regulator 33. If the deviation of the actual pressure value from the desired pressure value exceeds a predetermined threshold value, it is assumed that the actual pressure value has collapsed, whereupon the method 300 proceeds to step S306. Alternatively, it can also be assumed that the actual pressure value has collapsed if the pressure regulator 33 increases the desired pressure value in such a way that this increase exceeds a predetermined increase threshold value.

In Schritt S306 ist davon auszugehen, dass bei dem reduzierten Stromwert, mit dem die Spule 21 bestromt wird, wenn davon auszugehen ist, dass der aktuelle Ist-Druckwert des Druckspeichers 18 eingebrochen ist, ein vollständiges Schließen des Magnetventils 22 nicht mehr gewährleistet ist. Falls das Magnetventil 22 nicht mehr vollständig schließt, fällt die Hochdruckpumpe 16 aus, d. h. die Kraftstoffförderung der Hochdruckpumpe 16 wird zumindest derart eingeschränkt, dass im Druckspeicher 18 kein ausreichender Hochdruck mehr aufgebaut werden kann. Deshalb wird der zu diesem Zeitpunkt die Spule 21 bestromende aktuelle Stromwert bzw. Ist-Bestromungswert nachfolgend auch als "Ausfallstromwert" bezeichnet.In step S306, it can be assumed that with the reduced current value with which the coil 21 is energized, if it can be assumed that the current actual pressure value of the pressure accumulator 18 has collapsed, a complete closing of the solenoid valve 22 is no longer guaranteed. If the solenoid valve 22 no longer closes completely, the high-pressure pump 16 fails, d. H. the fuel delivery of the high pressure pump 16 is at least limited so that no sufficient high pressure can be built up in the accumulator 18. For this reason, the current current value or actual current value which energizes the coil 21 at this time is also referred to below as the "current drop value".

Um zu gewährleisten, dass das Magnetventil 22 im weiteren Betrieb der Brennkraftmaschine jeweils zuverlässig und vollständig schließt, wird deshalb der ermittelte Ausfallstromwert in Schritt S306 um einen vorgegebenen Sicherheitsoffset vergrößert, wobei ein minimaler Stromwert bestimmt wird, mit dem die Spule 21 des Magnetventils 22 im Betrieb der Brennkraftmaschine zu bestromen ist, um das Magnetventil 22 zuverlässig und vollständig zu schließen.In order to ensure that the solenoid valve 22 reliably and completely closes in the further operation of the internal combustion engine, therefore, the determined failure current value is increased by a predetermined safety offset in step S306, wherein a minimum current value is determined, with the coil 21 of the solenoid valve 22 in operation the internal combustion engine is to energize to close the solenoid valve 22 reliably and completely.

Im weiteren Betrieb der Brennkraftmaschine kann die Bestromung des Magnetventils 22 somit bei einem entsprechenden Schließvorgang jeweils bei Erreichen des Adaptions-Bestromungsstartwerts auf diesen minimalen Stromwert abgesenkt werden. Hierdurch wird jeweils die Anzugszeit des Magnetventils 22 maximiert, sodass die Anschlaggeschwindigkeit des Magnetankers 31 gegen die Wegbegrenzungsanschläge 32 minimiert und somit der hierbei erzeugte hörbare Schall reduziert werden kann.During further operation of the internal combustion engine, the energization of the solenoid valve 22 can thus be lowered to this minimum current value in each case upon reaching the adaptation energization start value in the case of a corresponding closing operation. As a result, each of the operating time of the solenoid valve 22 is maximized, so that the stop velocity of the armature 31 is minimized against the Wegbegrenzungsanschläge 32 and thus the generated here audible sound can be reduced.

Fig. 4 zeigt ein Diagramm 400, das einen beispielhaften zeitlichen Stromverlaufs 410 enthält. Das Diagramm 400 verdeutlicht eine Ansteuerung des Magnetventils 22 gemäß einer Ausführungsform der Erfindung. Diese beginnt zu einem Zeitpunkt 405, an dem die an der Spule 21 des Magnetventils 22 anliegende Ansteuerspannung UBat wie oben in Bezug auf Schritt S301 von Fig. 3 beschrieben für eine Anzugsimpulslänge 412 angeschaltet wird. Hierdurch steigt der Strom in der Spule 21 bis zum Zeitpunkt 425 bis auf einen Stromwert 421 an. Fig. 4 FIG. 12 shows a diagram 400 that includes an example temporal waveform 410. The diagram 400 illustrates a control of the solenoid valve 22 according to an embodiment of the invention. This begins at a point in time 405 at which the drive voltage U Bat applied to the coil 21 of the solenoid valve 22 acts as described above with respect to step S301 of FIG Fig. 3 described for a suit pulse length 412 is turned on. As a result, the current in the coil 21 rises to a current value 421 until the time 425.

Im vorliegenden Ausführungsbeispiel stellt der Stromverlauf 410 den Adaptions-Bestromungsstartwert gemäß Schritt S302 von Fig. 3 dar. Dementsprechend beginnt die erfindungsgemäße Adaption mit diesem Stromverlauf 410 wie oben stehend in Bezug auf Schritt S303 von Fig. 3 beschrieben. Hierbei wird wie in Fig. 4 dargestellt, der Strom gemäß der Sollgröße für den Strom in der Spule 21 geregelt. Der Adaptions-Bestromungsstartwert 421 wird dadurch auf einen reduzierten Stromwert 422 abgesenkt. Anschließend wird die Sollgröße für den Strom in der Spule 21 in einem weitern Schritt zu einem Zeitpunkt 430 auf einen niedrigeren zweiten Strom-Sollwert 431 abgesenkt, und anschließend bis zu einem Zeitpunkt 433 geregelt. Zum Zeitpunkt 433 ist eine zum Schließen des Magnetventils 22 erforderliche Anzugsphase 411 beendet und das Magnetventil 22 schließt, sodass der Zeitpunkt 433 auch als Schließzeitpunkt bezeichnet wird. Die erfindungsgemäße Adaption senkt in Schritt S303 einen oder mehrere der Stromwerte 421, 422, 431 schrittweise ab, bis die Abbruchbedingung S305 erfüllt ist. Dadurch wird der Stromverlauf 410 während der Anzugsphase 411 schrittweise abgesenkt.In the present embodiment, the current waveform 410 sets the adaptation energization start value according to step S302 of FIG Fig. 3 Accordingly, the adaptation according to the invention begins with this current profile 410 as described above with respect to step S303 of FIG Fig. 3 described. Here, as in Fig. 4 illustrated, the current regulated according to the set value for the current in the coil 21. The adaptation energization start value 421 is thereby lowered to a reduced current value 422. Subsequently, the set value for the current in the coil 21 is lowered in a further step at a time 430 to a lower second current setpoint value 431, and subsequently regulated until a time 433. At the time 433, a tightening phase 411 required to close the solenoid valve 22 is completed, and the solenoid valve 22 closes, so that the timing 433 is also referred to as a closing timing. The adaptation according to the invention gradually lowers one or more of the current values 421, 422, 431 until the termination condition S305 is satisfied in step S303. Thereby, the current waveform 410 is gradually lowered during the tightening phase 411.

Nach dem Schließen des Magnetventils 22 wird dieses für eine vorgegebene Haltephase 413 geschlossen gehalten, wonach die Ansteuerspannung wieder bis zum nächsten darauf folgenden Schließvorgang auf O gesetzt wird. Somit fällt die Bestromung des Magnetventils 22 wieder ab, sodass sich dieses erneut öffnet.After closing the solenoid valve 22, this is kept closed for a predetermined holding phase 413, after which the drive voltage is again set to 0 until the next subsequent closing operation. Thus, the energization of the solenoid valve 22 drops again, so this opens again.

Wie aus Fig. 4 ersichtiich, wird bei der erfindungsgemäßen Ansteuerung des Magnetventils 22 eine relativ lange Anzugsphase 411 realisiert. Somit wird die Anschlaggeschwindigkeit des Magnetankers 31 gegen die Wegbegrenzungsanschläge 32 reduziert und somit der hierbei erzeugte hörbare Schall wesentlich reduziert.How out Fig. 4 It can be seen, in the inventive control of the solenoid valve 22, a relatively long tightening phase 411 realized. Thus, the stop velocity of the armature 31 is reduced against the Wegbegrenzungsanschläge 32 and thus significantly reduces the audible sound generated thereby.

Claims (7)

  1. Method for controlling a fuel injection system (10) of an internal combustion engine, wherein the fuel injection system (10) comprises a high-pressure pump (16) to which a quantity control valve (15) having a solenoid valve (22) which can be activated electromagnetically by a coil (21) is assigned in order to feed in fuel, wherein the quantity control valve (15) controls the quantity of fuel delivered by the high-pressure pump (16), and the coil (21) of the solenoid valve (22) is energized in accordance with a setpoint variable, and the current in the coil (21) is measured and is controlled in such a way that it follows the profile of the setpoint variable in order to close said solenoid valve (22) in order to feed in fuel to the high-pressure pump (16), wherein when the solenoid valve (22) closes the setpoint variable is lowered from a predefined first current setpoint value to a predefined second current setpoint value in such a way that irradiation of audible noise which occurs when the solenoid valve (22) closes during operation of the internal combustion engine is at least partially reduced, wherein the high-pressure pump (16) is connected to a pressure accumulator (18) to which at least one injection valve (19) is connected, characterized in that the predefined second current setpoint value corresponds to a minimum current value with which complete closure of the solenoid valve (22) during operation of the internal combustion engine can be brought about, wherein an actual pressure value of the pressure accumulator (18) is compared with an assigned setpoint pressure value in order to determine the minimum current value.
  2. Method according to Claim 1, characterized in that a failure current value, at which the deviation of the actual pressure value from the setpoint pressure value exceeds a predefined threshold value, is obtained in order to determine the minimum current value, wherein the obtained failure current value is increased by a predefined safety offset.
  3. Method according to Claim 1, wherein the high-pressure pump (16) is connected to a pressure accumulator (18) to which at least one injection valve (19) is connected and for which a setpoint pressure value which is necessary for operation is predefined by an assigned pressure controller (33), characterized in that the minimum current value is determined as a function of an increase in the setpoint pressure value during operation of the internal combustion engine.
  4. Method according to Claim 3, characterized in that a failure current value, at which the increase in the setpoint pressure value exceeds a predefined threshold value, is obtained in order to determine the minimum current value, wherein the obtained failure current value is increased by a predefined safety offset.
  5. Method according to one of Claims 1 to 4, wherein the solenoid valve (22) has a magnet armature (31) which is pulled against assigned travel-limiting stops (32) in order to close the solenoid valve (22), wherein the audible sound is produced as a result of impacting of the magnet armature (31) against the travel-limiting stops (32), characterized in that an attraction behaviour of the solenoid valve (22) is slowed down by the predefined first current setpoint value to the predefined second current setpoint value by lowering the setpoint variable for the current in the coil 21, in order to reduce a corresponding impact speed of the magnet armature (31) against the travel-limiting stops (32).
  6. Computer program for carrying out a method for controlling a fuel injection system (10) of an internal combustion engine, wherein the fuel injection system (10) comprises a high-pressure pump (16) to which a quantity control valve (15) having a solenoid valve (22) which can be activated electromagnetically by a coil (21) is assigned in order to feed in fuel, wherein the quantity control valve (15) controls the quantity of fuel delivered by the high-pressure pump (16), and the coil (21) of the solenoid valve (22) is energized in accordance with a setpoint variable, and the current in the coil (21) is measured and is controlled in such a way that it follows the profile of the setpoint variable in order to close said solenoid valve (22) in order to feed in fuel to the high-pressure pump (16), wherein when the solenoid valve (22) closes the setpoint variable is lowered from a predefined first current setpoint value to a predefined second current setpoint value in such a way that irradiation of audible noise which occurs when the solenoid valve (22) closes during operation of the internal combustion engine is at least partially reduced, wherein the high-pressure pump (16) is connected to a pressure accumulator (18) to which at least one injection valve (19) is connected,
    characterized in that the predefined second current setpoint value corresponds to a minimum current value with which complete closure of the solenoid valve (22) during operation of the internal combustion engine can be brought about, wherein an actual pressure value of the pressure accumulator (18) is compared with an assigned setpoint pressure value in order to determine the minimum current value.
  7. Internal combustion engine having a fuel injection system (10) which comprises a high-pressure pump (16) to which a quantity control valve (15) having a solenoid valve (22) which can be activated electromagnetically by a coil (21) and has the purpose of feeding in fuel is assigned, wherein the quantity of fuel delivered by the high-pressure pump (16) can be controlled by the quantity control valve (15) by energizing the coil (21) of the solenoid valve (22) according to a setpoint variable in order to close said solenoid valve (22) in order to feed in fuel to the high-pressure pump (16), and the current in the coil (21) is measured and controlled in such a way that said current follows the profile of the setpoint variable, wherein when the solenoid valve (22) closes the setpoint variable can be lowered from a predefined first current setpoint value to a predefined second current setpoint value in order to at least partially reduce irradiation of audible sound which occurs when the solenoid valve (22) closes during operation of the internal combustion engine, wherein the high-pressure pump (16) is connected to a pressure accumulator (18) to which at least one injection valve (19) is connected, characterized in that the predefined second current setpoint value corresponds to a minimum current value with which complete closure of the solenoid valve (22) can be brought about during operation of the internal combustion engine, wherein an actual pressure value of the pressure accumulator (18) is compared with an assigned setpoint pressure value in order to determine the minimum current value.
EP09796658A 2008-12-16 2009-12-03 Method for controlling a magnetic valve of a rate control in an internal combustion engine Active EP2379868B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE200810054702 DE102008054702A1 (en) 2008-12-16 2008-12-16 Method for controlling a solenoid valve of a quantity control in an internal combustion engine
PCT/EP2009/066339 WO2010072536A1 (en) 2008-12-16 2009-12-03 Method for controlling a magnetic valve of a rate control in an internal combustion engine

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EP2379868A1 EP2379868A1 (en) 2011-10-26
EP2379868B1 true EP2379868B1 (en) 2013-04-03

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EP (1) EP2379868B1 (en)
KR (1) KR101609013B1 (en)
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WO (1) WO2010072536A1 (en)

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US8833342B2 (en) 2014-09-16
EP2379868A1 (en) 2011-10-26
KR101609013B1 (en) 2016-04-04
WO2010072536A1 (en) 2010-07-01
CN102245882A (en) 2011-11-16
CN102245882B (en) 2014-11-26
DE102008054702A1 (en) 2010-06-17
KR20110110118A (en) 2011-10-06
US20110315124A1 (en) 2011-12-29

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