EP2432980B1 - Procédé de fonctionnement d'une soupape d'injection de carburant d'un véhicule à moteur et appareil de commande pour un moteur à combustion interne - Google Patents

Procédé de fonctionnement d'une soupape d'injection de carburant d'un véhicule à moteur et appareil de commande pour un moteur à combustion interne Download PDF

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Publication number
EP2432980B1
EP2432980B1 EP20100717139 EP10717139A EP2432980B1 EP 2432980 B1 EP2432980 B1 EP 2432980B1 EP 20100717139 EP20100717139 EP 20100717139 EP 10717139 A EP10717139 A EP 10717139A EP 2432980 B1 EP2432980 B1 EP 2432980B1
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EP
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Prior art keywords
characteristic curve
injection valve
flight time
fuel injection
internal combustion
Prior art date
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EP20100717139
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German (de)
English (en)
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EP2432980A1 (fr
Inventor
Klaus Joos
Ruben Schlueter
Jens Neuberg
Helerson Kemmer
Holger Rapp
Haris Hamedovic
Joerg Koenig
Anh-Tuan Hoang
Bernd Wichert
Achim Hirchenhein
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Robert Bosch GmbH
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Robert Bosch GmbH
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/20—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
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M47/00—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure
    • F02M47/02—Fuel-injection apparatus operated cyclically with fuel-injection valves actuated by fluid pressure of accumulator-injector type, i.e. having fuel pressure of accumulator tending to open, and fuel pressure in other chamber tending to close, injection valves and having means for periodically releasing that closing pressure
    • F02M47/027—Electrically actuated valves draining the chamber to release the closing pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/20—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
    • F02D2041/2055—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit with means for determining actual opening or closing time

Definitions

  • the injectors known from the prior art have a characteristic of the duration of flight of the valve member of the injection valve as a function of the activation duration, which can be divided essentially into three areas.
  • the injection valve In a first region, the so-called Ambihub Switzerland, the injection valve is activated only very short and it results in a monotonous rising, but not always linear characteristic section.
  • the duration of flight decreases again with increasing activation duration of the injection valve, so that a local maximum is achieved between the partial lift region and the transition region.
  • This transitional area ends at a local minimum.
  • control duration which are greater than the driving time belonging to the local minimum T 2 , begins a third characteristic section in which the characteristic of the flight time increases monotonically again and has a very pronounced linear course.
  • the invention has for its object to expand the scope of the injectors, especially towards small and smallest injection quantities and to increase the Zumessgenautechnik.
  • This object is achieved in that the transition region of the characteristic curve for each injection valve to determine individually and hidden or skipped during operation of the internal combustion engine.
  • the transition range ÜB of a local maximum and a local minimum of a characteristic curve of the duration of flight of a valve member of the fuel injection valve is limited as a function of the activation duration.
  • a monotonically increasing characteristic curve is formed between the activation duration and the duration of flight or the valve member of the injection valve or the injection quantity. This allows a significant expansion of the operating or operational area within which fuel injection quantities can be attributed. In particular, thereby shorter drive times and consequently smaller injection quantities will be realized.
  • Another advantage is the fact that an improvement of the metering accuracy is achieved.
  • the local extreme values can be determined from the interpolation points of the characteristic curve by a multiplicity of methods known from the prior art, so that the individual determination of the transitional region is possible for each injection valve. Furthermore, it is also possible to regularly determine the extreme values during operation of the internal combustion engine and over the entire service life of the injection valves and correct them if necessary, so that a drift in the operating behavior of the injection valves can be detected and taken into account in the activation period. As a result, consistently high metering accuracies can be achieved over the entire service life of the internal combustion engine and of the injection valve, and thus also comply with the legally required emission limit values over the entire service life of the internal combustion engine.
  • the method according to the invention is based on methods known per se for determining the duration of flight of the valve member of an injection valve which, for example, is known from US Pat DE 10 2004 015745 A1 are known.
  • the duration of flight of the valve member is ultimately determined by detecting and evaluating the current and / or the voltage profile at the terminals of the injection valve in a highly resolved manner.
  • this also no additional hardware is required and the process can be repeated regularly with the internal combustion engine, so that the determination of the characteristics over the entire life of the engine performed at regular intervals and the resulting inflection points or local maxima / minima can be determined.
  • a comparatively simple method for determining the local maximum and / or local minimum of the characteristic curve of the fuel injection valve provides that belonging to different driving periods of the injection valve To determine flight durations and to generate a characteristic from the driving times and the associated flight durations.
  • this characteristic is subdivided into areas with a monotone change in the flight durations with changed actuation durations, in particular a partial lift area TH, a transition area UB and a full lift area VH.
  • these regions are delimited from one another by a turning point or a local extreme value.
  • the transition region can be determined by application of methods known per se for determining local extreme values.
  • the local maximum can be assigned a specific flight duration FDWP1.
  • FDWP2 flight duration
  • the flight duration FDWP1 at the local maximum is greater than the flight duration FDWP2 at the local minimum.
  • the invention provides that a change from the use of the characteristic in Operahub Scheme to the characteristic in Vollhub Scheme occurs when the desired flight duration, resulting from the required injection quantity, greater than the flight duration FDWP2 at the local minimum and is less than the flight duration at the local maximum. This ensures that switching over to the characteristic in the full-stroke range is possible if the injection valve can already be actuated in the full-stroke range in such a way that the desired duration of flight is achieved.
  • the change from the use of the characteristic in Operahub Anlagen to the characteristic in Vollhub Symposium done in any case, as long as the desired flight duration is less than the flight time at the first turning point minus a first minimum distance .DELTA.FD, 1.
  • the first minimum distance .DELTA.FD, 1 is advantageously selected so that it intercepts the drift in the characteristic curve to be expected during normal operation between two rotational detections of the characteristic curve and thus stable injection valve control is possible at all times.
  • a change from the use of the characteristic curve in the full-stroke range to the characteristic curve in the partial stroke range takes place at the latest when the desired flight duration is less than the flight duration at the local minimum plus a second minimum distance ⁇ FD, 2. This also ensures that the characteristic is not used in the immediate vicinity of the local minimum and that the method according to the invention proceeds stably.
  • the local maximum and the local minimum are re-determined at regular intervals.
  • a specific operating period of the internal combustion engine can be counted and, after a predetermined operating time, the characteristic curve of the injection valve including the local extreme values detected and belonging to the local extreme values flight times are updated and stored in a memory.
  • each injection valve of an internal combustion engine is operated according to the method according to the invention and that the local extreme values are determined individually for each injection valve. This makes it possible to optimally operate each cylinder of the internal combustion engine over its entire service life, so that the total emissions of the internal combustion engine also remain at a constantly low level.
  • the computer program may be stored, for example, on an electronic storage medium, wherein the storage medium in turn may be contained for example in the control unit.
  • FIGS. 1a to 1c shows an embodiment of an intended for the fuel injection injector 10 for an internal combustion engine in various operating conditions of an injection cycle.
  • FIG. 1a shows the injection valve 10 in its idle state, in which it is not controlled by the associated control unit 22 to him.
  • a solenoid valve spring 111 in this case presses a valve ball 105 into a seat of the outlet throttle 112 provided for this purpose, so that a fuel pressure corresponding to the rail pressure can build up in the valve control chamber 106, as it also prevails in the area of the high-pressure port 113.
  • the rail pressure is also present in the chamber volume 109, which surrounds the valve needle 116 of the injection valve 10.
  • the applied by the rail pressure on the end face of the control piston 115 forces and the force of the nozzle spring 107 hold the valve needle 116 against an opening force acting on the pressure shoulder 108 of the valve needle 116, closed.
  • FIG. 1b shows the injection valve 10 in its open state, it under the control of the control unit 22 in the following manner, starting from the in FIG. 2a illustrated idle state:
  • the present by the in FIG. 2a designated magnetic coil 102 and the solenoid 102 cooperating with the magnetic armature 102 formed electromagnetic actuator 102, 104 is acted upon by the control unit 22 with a drive signal forming a drive current I to cause opening of the present acting as a control valve solenoid valve 104, 105, 112.
  • the magnetic force of the electromagnetic actuator 102, 104 in this case exceeds the spring force of the valve spring 111 (FIG. FIG. 1a ), so that the armature 104 lifts the valve ball 105 from its valve seat and hereby opens the outlet throttle 112.
  • the outlet throttle 112 With the opening of the outlet throttle 112 can now fuel from the valve control chamber 106 in the according FIG. 2b overlying cavity, cf. the arrows, and flow through a fuel return 101 back to an unillustrated fuel tank.
  • the inlet throttle 114 prevents a complete pressure equalization between the rail pressure applied in the region of the high-pressure port 113 and the pressure in the valve control chamber 106, so that the pressure in the valve control chamber 106 decreases. As a result, the pressure in the valve control space 106 becomes smaller than the pressure in the chamber volume 109, which still corresponds to the rail pressure.
  • the reduced pressure in the valve control chamber 106 causes a correspondingly reduced force on the control piston 115 and thus leads to the opening of the injection valve 10, that is, to the lifting of the valve needle 116 from its valve needle seat in the area of the injection holes 110.
  • This operating state is in FIG. 1b illustrated.
  • valve needle 116 executes a substantially ballistic trajectory primarily under the action of the hydraulic forces in the chamber volume 119 and in the valve control chamber 106.
  • the valve needle 116 in its opening movement also reach an unillustrated Nadelhubanschlag, which defines the maximum needle stroke. In this case, it is spoken of an operation of the injection valve 10 in its Vollhub Symposium.
  • valve spring 111 pushes the magnet armature 104 as in Figure 2c shown, down, so that the valve ball 105 then closes the outlet throttle 112.
  • the rail pressure builds up again in the control room 106.
  • This now increased pressure in the control chamber 106 exerts a greater force on the control piston 115 which, together with the force of the nozzle spring 107 exceeds the force acting on the valve needle 116 in the region of the chamber volume 109 and thus spools the valve needle 116 back into its closed position.
  • the fuel injection is terminated as soon as the valve needle 116 reaches its valve pin seat in the area of the injection holes 110 and closes it, cf.
  • Figure 1c In the FIG. 2 the characteristic curve of an injection valve 10 is shown by way of example, the driving time T A being plotted on the X axis and the flight time FD being plotted on the Y axis.
  • the characteristic curve 25 can be divided into three areas.
  • the first area begins in the immediate vicinity of the origin and ends at time T 1 .
  • This first area is referred to as Railhub Scheme TH, as in this area, the valve needle 13 does not open completely and does not abut the stroke stop.
  • the characteristic curve 25.1 is relatively steep and often not linear.
  • the operating range of the injection valve is limited to the full-stroke range VH with activation periods t A > T 2 , since especially in the transition region UB the metering accuracy decreases and, in particular, the scatter between different copies of identical injectors greatly increases. This also reduces the metering accuracy.
  • the injection valve 10 can be actuated with activation periods t A ⁇ TU 1 for small injection quantities.
  • the range between TU 1 and TU 2 is never activated, except for the determination of the extreme values, so that the transition range ÜB is masked out. This makes it possible to increase the metering accuracy and thus to improve the operating behavior of the internal combustion engine.
  • An essential feature of the transition region is that a local maximum is present between the first section 25.1 and the second section 25.2 of the characteristic curve 25.
  • the local maximum can according to the invention be used to separate the Operahub Scheme TH from the transition area ÜB. In a corresponding manner, it is possible to separate these areas from one another by the local minimum WP 2 , which is located between the second section 25. 2 and the third section 25. 3 of the characteristic curve 25.
  • the characteristic 25 is composed of three straight pieces.
  • the first section 25.1 and the second section 25.2 are not linear in many injection valves manufactured in series, so that curved and non-linear sections of the characteristic curve 25 can also occur, which can also be handled with the method according to the invention.
  • FIG. 2 an embodiment of the method according to the invention is shown, in which a hysteresis is provided when hiding the transition area ÜB, so that the change from the first portion 25.1 of the characteristic to the third portion 25.3 of the characteristic is performed less frequently and thereby results in a more stable method.
  • the section 25.1 of the characteristic is used for the calculation of the flight time FD. This is carried out until the activation time t A approaches the value T 1 . More specifically, the flight duration FD resulting from the drive duration is checked as to whether the desired flight duration required for obtaining a predetermined injection amount is smaller than the flight duration FD WP1 at the local maximum minus a first minimum distance ⁇ FD 1 . The first minimum distance ⁇ FD 1 is in FIG. 4 entered. This change from the first part 25.1 to the third part 25.3 of the characteristic curve with increasing activation duration t A is indicated by a first arrow 27 in FIG FIG. 4 indicated. For further increasing injection quantities, the activation duration t A is then calculated with the aid of the third region 25.3 of the characteristic curve 25.
  • T 2 is the activation duration that results when the local minimum WP 2 of the characteristic is actuated.
  • the activation duration t A or the resulting flight duration FD is less than the flight duration FD WP2 at the second inflection point plus a second minimum distance ⁇ FD, 2 , the first range 25.1 of the characteristic curve is changed again. This change is indicated by a second arrow 29.
  • FIG. 5 an embodiment of the method according to the invention is shown as a block diagram.
  • a first functional block 31 the so-called pilot control of the injection valve is performed.
  • a first decision block 33 it is queried whether a first local maximum and a second local minimum are present. If this query is answered with no, the transition range UB of the characteristic curve is measured in a second function block 35.
  • the detection of the flight durations can take place according to a method known from the prior art. So you can, for example, the reference points of the characteristic in normal operation and extended characteristic useful range or capture in a special injection mode.
  • a query is made in a second query block 37 as to whether a cyclic remeasurement of the characteristic curve 25 and determination of the extreme points or the transition region is required. If this query is answered with "yes”, the method branches to the second function block 35 and there is a remeasurement of the characteristic curve and determination of the transitional range UB as a function of the newly determined extreme points WP 1 and WP 2 . If the query in the second branching block 37 is negative, the transitional range UB in the characteristic curve is skipped and a monotone characteristic curve from the areas 25.1 and 25.3 of the characteristic curve 25 is composed.

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

Claims (11)

  1. Procédé pour le fonctionnement d'une soupape (10), en particulier d'une soupape d'injection de carburant (10) d'un moteur à combustion interne d'un véhicule automobile, la soupape d'injection de carburant (10) étant sollicitée avec au moins une grandeur de commande, en particulier un courant de commande (I) et/ou une tension de commande (U), pendant une durée de commande (tA), afin d'influencer un état de fonctionnement de la soupape d'injection de carburant (10), caractérisé en ce que les durées de commande (tA) de la soupape d'injection de carburant (10) sont supprimées dans une plage de transition (TWP2-TWP1), la plage de transition (TWP2-TWP1) étant limitée par un maximum local (WP1) et par un minimum local (WP2) d'une courbe caractéristique (25) de la durée de vol (FD) d'un organe de soupape de la soupape d'injection de carburant (10) en fonction de la durée de commande (tA).
  2. Procédé selon la revendication 1, caractérisé en ce que le maximum local (WP1) et/ou le minimum local (WP2) de la courbe caractéristique (25) de la soupape d'injection de carburant (10) sont déterminés en déterminant les durées de vol (FDi) appartenant à différentes durées de commande (tA,i) et la courbe caractéristique (25) est divisée en des régions de variation monotone des durées de vol (FDi) dans le cas de durées de commande modifiées (tA,i), en particulier en une plage de course partielle (TH avec 0<tA<T1), une plage de transition (ÜB avec T1<tA<T2) et une plage de course totale (VH avec T2<tA), en ce que le premier point d'inflexion (WP1) se situe à la transition (T1, FDWP,1) entre la région de course partielle (TH) et la région de transition (ÜB), et en ce que le deuxième point d'inflexion (WP2) se situe au niveau de la transition (T2, FDWP,2) entre la région de transition (ÜB) et la région de course totale (VH).
  3. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce qu'une durée de vol (FDWP1) est associée au maximum local (WP1) et en ce qu'une durée de vol (FDWP2) est associée au minimum local (WP2), et en ce que la durée de vol (FDWP1) au niveau du maximum local (WP1) est supérieure à la durée de vol (FDWP2) au niveau du deuxième minimum local (WP2.
  4. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce qu'un changement d'utilisation de la courbe caractéristique (25.1) dans la région de course partielle (TH) à la courbe caractéristique (25.3) dans la région de course totale (VH) se produit lorsque la durée de vol souhaitée (FD) est supérieure à la durée de vol (FDWP2) au minimum local (WP2) et est inférieure à la durée de vol (FDWP1) au maximum local (WP1).
  5. Procédé selon la revendication 4, caractérisé en ce qu'un changement d'utilisation de la courbe caractéristique (25.1) dans la région de course partielle (TH) à la courbe caractéristique (25.3) dans la région de course totale (VH) se produit lorsque la durée de vol souhaitée (FD) est supérieure à la durée de vol (FDWP1) au maximum local (WP1) moins une première distance minimale (ΔFD,1) (FD > [FDWP1 - ΔFD,1]).
  6. Procédé selon la revendication 4 ou 5, caractérisé en ce qu'un changement d'utilisation de la courbe caractéristique (25.3) dans la région de course totale (VH) à la courbe caractéristique (25.1) dans la région de course partielle (TH) se produit lorsque la durée de vol souhaitée (FD) est inférieure à la durée de vol (FDWP2) au minimum local (WP2) plus une deuxième distance minimale (ΔFD,2) (FD < [FDWP2 + ΔFD,2]).
  7. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que le maximum local (WP1) et/ou le minimum local (WP2) de la courbe caractéristique (25) sont déterminés à nouveau à intervalles réguliers.
  8. Procédé selon l'une quelconque des revendications précédentes, dans lequel plusieurs soupapes d'injection de carburant (10) sont prévues dans un moteur à combustion interne, caractérisé en ce que chaque soupape d'injection de carburant (10) est entraînée individuellement selon un procédé selon l'une quelconque des revendications précédentes.
  9. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que les points nodaux des courbes caractéristiques (25) sont déterminés pendant le fonctionnement normal et/ou pendant un mode de fonctionnement spécial.
  10. Programme informatique, caractérisé en ce qu'il est programmé pour mettre en oeuvre le procédé selon l'une quelconque des revendications 1 à 8.
  11. Appareil de commande (22) pour une soupape d'injection de carburant (10) d'un moteur à combustion interne d'un véhicule automobile, caractérisé en ce qu'il est réalisé pour mettre en oeuvre le procédé selon l'une quelconque des revendications 1 à 9.
EP20100717139 2009-05-19 2010-05-03 Procédé de fonctionnement d'une soupape d'injection de carburant d'un véhicule à moteur et appareil de commande pour un moteur à combustion interne Active EP2432980B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE200910003214 DE102009003214A1 (de) 2009-05-19 2009-05-19 Verfahren zum Betreiben eines Kraftstoffeinspritzventils einer Brennkraftmaschine und Steuergerät für eine Brennkraftmaschine
PCT/EP2010/055957 WO2010133441A1 (fr) 2009-05-19 2010-05-03 Procédé de fonctionnement d'une soupape d'injection de carburant d'un véhicule à moteur et appareil de commande pour un moteur à combustion interne

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EP2432980A1 EP2432980A1 (fr) 2012-03-28
EP2432980B1 true EP2432980B1 (fr) 2015-04-22

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US (1) US8996280B2 (fr)
EP (1) EP2432980B1 (fr)
JP (1) JP5591324B2 (fr)
CN (1) CN102428261B (fr)
DE (1) DE102009003214A1 (fr)
WO (1) WO2010133441A1 (fr)

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CN102428261B (zh) 2015-09-30
JP2012527564A (ja) 2012-11-08
CN102428261A (zh) 2012-04-25
EP2432980A1 (fr) 2012-03-28
US20120152207A1 (en) 2012-06-21
US8996280B2 (en) 2015-03-31
DE102009003214A1 (de) 2010-11-25
JP5591324B2 (ja) 2014-09-17
WO2010133441A1 (fr) 2010-11-25

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