EP2546499A1 - Schaltungsanordnung für ein Kraftstoffeinspritzsystem - Google Patents

Schaltungsanordnung für ein Kraftstoffeinspritzsystem Download PDF

Info

Publication number
EP2546499A1
EP2546499A1 EP11174004A EP11174004A EP2546499A1 EP 2546499 A1 EP2546499 A1 EP 2546499A1 EP 11174004 A EP11174004 A EP 11174004A EP 11174004 A EP11174004 A EP 11174004A EP 2546499 A1 EP2546499 A1 EP 2546499A1
Authority
EP
European Patent Office
Prior art keywords
voltage
buffer capacitor
injector
target charge
driver stage
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP11174004A
Other languages
English (en)
French (fr)
Other versions
EP2546499B1 (de
Inventor
Joseph Engel
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
BorgWarner Luxembourg Automotive Systems SA
Original Assignee
Delphi Technologies Holding SARL
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Delphi Technologies Holding SARL filed Critical Delphi Technologies Holding SARL
Priority to EP11174004.9A priority Critical patent/EP2546499B1/de
Publication of EP2546499A1 publication Critical patent/EP2546499A1/de
Application granted granted Critical
Publication of EP2546499B1 publication Critical patent/EP2546499B1/de
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • 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
    • F02D2041/2003—Output circuits, e.g. for controlling currents in command coils using means for creating a boost voltage, i.e. generation or use of a voltage higher than the battery voltage, e.g. to speed up injector opening
    • 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
    • F02D2041/2003—Output circuits, e.g. for controlling currents in command coils using means for creating a boost voltage, i.e. generation or use of a voltage higher than the battery voltage, e.g. to speed up injector opening
    • F02D2041/2006—Output circuits, e.g. for controlling currents in command coils using means for creating a boost voltage, i.e. generation or use of a voltage higher than the battery voltage, e.g. to speed up injector opening by using a boost capacitor

Definitions

  • the present invention generally relates to automotive fuel injection and, more particularly, to an electrical drive arrangement for use in such a fuel injection system.
  • Modern automotive vehicle engines are generally equipped with fuel injectors for injecting fuel (e.g. gasoline or diesel fuel) into the individual cylinders of the engine.
  • the fuel injectors are coupled to a source of high-pressure fuel that is delivered to the injectors by way of a fuel delivery system.
  • the fuel injectors typically employ a valve needle that is actuated to disengage and re-engage an associated valve seat so as to control the amount of high-pressure fuel that is metered from the fuel delivery system and injected into a corresponding engine cylinder.
  • solenoid-operated injectors in which an electrically driven solenoid is operably connected to the valve needle. Energizing the solenoid causes the valve needle to disengage from its seat, thus permitting fuel delivery, and de-energizing the solenoid causes the valve needle to re-engage its seat, thus preventing fuel delivery.
  • the injectors of the engine are controlled by an electrical drive arrangement that typically includes an injector driver stage that is supplied with power from a vehicle power supply, typically the vehicle battery, and provides power and control inputs to one or more fuel injectors.
  • an electrical drive arrangement typically includes an injector driver stage that is supplied with power from a vehicle power supply, typically the vehicle battery, and provides power and control inputs to one or more fuel injectors.
  • the injector driver stage is a circuit arrangement that is configured to select a specific one of the injectors for operation and to apply an operating voltage thereto.
  • the functionality of the injector driver stage is controlled by an Engine Control Unit (ECU) of the vehicle within which it is installed.
  • ECU Engine Control Unit
  • a known problem is that such electrical drive arrangements do not operate under ideal conditions and are typically supplied with electrical power that is subject to spurious electrical oscillations, also referred to as 'noise'.
  • a significant proportion of power supply noise can be compensated for by the injector drive stage under the control of the ECU since some sources of noise are predictable. However, some sources of noise are not predictable and such noise affects detrimentally the level of control that the ECU has over the operational timing of the injectors.
  • Voltage instability or voltage droop are particularly problematic with solenoid-actuated injectors because in such electromagnetic devices, the current flowing through the coil builds-up following an exponential curve when a constant driving voltage is applied. The slope at the beginning of this curve is a function of the applied voltage.
  • boost voltage supply 2 to drive the solenoid in the fuel injectors 4.
  • This arrangement illustrated in Fig.1 , avoids a direct connection of the battery 6 to the injector drive stage 8.
  • the boost voltage supply 2 typically comprises a DC-to-DC converter, which stores energy in a buffer capacitor 10 at a fixed voltage.
  • the buffer capacitor 10 is then discharged into the solenoid of injector 4 to perform the scheduled injections. Because the buffer capacitor 10 is always fully charged to a fixed voltage prior to discharge, the pull-in current waveform is very repeatable. Also, the use of such capacitor permits, by way of the boost converter 2, to be loaded at a higher voltage than the battery voltage, and thus to pull open the injector with a higher voltage, thereby reducing its response time.
  • a shortcoming of such injector drive arrangement is however the temperature dependence of the capacitors, namely of widely used electrolytic type capacitors. Indeed, at cold temperatures a non-negligible voltage drop may exist in the capacitor, which will affect the available voltage for charging the injector coils and thus delay the actuation of the injectors.
  • the object of the present invention is to provide an improved electrical drive arrangement for a fuel injector.
  • an electrical drive arrangement for a fuel injector of a fuel injection system comprises:
  • a voltage regulation device is operatively connected between the buffer capacitor and the injector driver stage and configured to supply an operating voltage to the driver stage from the buffer capacitor.
  • a controller is configured to determine the target charge voltage for the buffer capacitor depending on pre-set conditions; the charging stage being in turn adapted to receive from the controller an input representative of the so-determined target charge voltage.
  • a voltage regulation device is thus inserted between the buffer capacitor and the injector driver.
  • the charging voltage of the buffer capacitor may be adapted (increased) under certain predetermined conditions, while the set point of the voltage regulation device is unaffected. This design allows providing an operating margin in the buffer capacitor, while the output voltage regulation device is not meant to be modified.
  • increasing the charge voltage of the buffer capacitor allows compensating for low temperatures (i.e. high resistance) of the capacitor electrolyte, in order to alleviate (or avoid) droop in the voltage supplied by the voltage regulator device to the injector driver stage and thus maintain an acceptable response time of the injectors.
  • the controller may be configured to receive as input a temperature information representative of the operating temperature of the buffer capacitor and to adapt the target charge voltage depending on this temperature information.
  • a calibrated map of target charge voltage vs. temperature may be used, as an increased target charge voltage would be required when the capacitor operating temperature is less than normal temperature (say 20-25°C).
  • the controller may thus be configured to receive as input a voltage information representative of the voltage at the output of the voltage regulation device, and to adapt (typically increase) the target charge voltage when the voltage information indicates that the voltage at the output of said voltage regulation device falls outside a prescribed operating voltage range.
  • a further droop counter-measure may be to purposively adapt the target charge voltage ahead of an upcoming injection scheme, where it is known that it will increase the load on the drive arrangement, e.g. due to overlapping injection actuations.
  • the charging stage may comprise a boost converter or a step-down converter, or both.
  • the boost converter comprises an input terminal connected to the power source (e.g. battery) and an inductance connected to the input terminal and serially connected with a MOSFET connected such that the coil is connected to input terminal and return.
  • the voltage regulation device may be designed in any appropriate way to deliver a constant output voltage. It may for example include a field effect transistor connected between the buffer capacitor and the injector driver stage in a source follower configuration.
  • a filter device may be operatively connected between the gate terminal of the field effect transistor and the input of terminal of the voltage regulation device, thereby supplying a filtered voltage from the buffer capacitor as an input to the gate terminal.
  • a corresponding method of operating a fuel injection system with an electrical drive arrangement is proposed in claim 11.
  • the buffer capacitor is charged to a target charge voltage that is determined depending on pre-set conditions, and the so-determined target charge voltage is applied as input parameter to said charging stage.
  • the target charge voltage is dependent on operating circumstances, and used as charging set-point in the buffer capacitor.
  • Fig.1 shows a conventional electrical drive arrangement for fuel injectors comprising a boost converter and buffer capacitor.
  • the injector actuation can be performed by supplying the injector solenoid from the buffer capacitor 10 and not directly from the battery 6. Thanks to the boost converter 2, the voltage in the buffer capacitor 10 can be set much higher than in the battery 6, which allows pulling open the injector 4 with a much higher voltage. Since this capacitor 10 is typically only partially discharged during injector actuation (opening), the voltage remains as constant as possible.
  • the electrolyte temperature may significantly affect the performance of the arrangement.
  • Fig.2 there is shown the effect of the temperature on a buffer capacitor of the electrolytic type (widely used for cost reasons). At low temperatures, the resistance of the electrolyte increases significantly and leads to a perceptible voltage drop.
  • Fig. 2a The voltage drop across the electrolyte reduces the voltage available for driving the solenoid and affects the response time of the solenoid and thus of the injector.
  • line 20 indicates the current level in the solenoid vs. time, when the electrolyte is at normal (ambient) temperature.
  • line 22 indicates the increase of the current in the solenoid over the same time period, when the capacitor electrolyte is cold (below 0°C).
  • a given current level e.g. 14 A
  • Fig.2 b shows the voltage level in the buffer capacitor over the same time period.
  • Line 24 indicates the relatively constant voltage when the electrolyte is at ambient temperature.
  • Line 26 by contrast shows the significant voltage drop in the case of a cold electrolyte.
  • Fig.3 shows a principle diagram of one embodiment of the present electrical drive arrangement 50 for a fuel injector system in which an injector driver stage 52 provides power and control inputs to one or more fuel injectors 54 (only two are shown).
  • the injector driver stage 52 is a circuit arrangement that is configured to select a specific one of the injectors 54 for operation and to electrically drive the latter (by application of an operating voltage) in order to deliver a predetermined quantity of fuel.
  • the functionality of the injector driver stage 52 is controlled by an Engine Control Unit 56 (ECU) of the internal combustion engine on which it is installed.
  • ECU Engine Control Unit
  • the configuration of the injector driver stage 52 is known in the art and is not the focus of the invention, and so will not be described in further detail herein.
  • the injector driver stage 52 is electrically supplied from a buffer capacitor 60 via a voltage regulation device 62.
  • the buffer capacitor 60 is discharged into the injector 54 solenoid under the control of the driver stage 52.
  • Reference sign 64 indicates a charging stage of the buffer capacitor 60, preferably a DC-to-DC boost converter.
  • boost converter 64 permits charging the buffer capacitor 60 at a voltage higher than the power source 65 (e.g. a battery) to which it is connected, this being favorable for response time of the injector solenoid as explained above.
  • the charging stage 64 is connected to an input terminal 66 of the buffer capacitor 60 via a first voltage supply line 68 and an output terminal 70 of the buffer capacitor 60 is connected to an input 72 of the voltage regulator device 62 via a second voltage supply line 74.
  • the voltage regulator device 62 has an output terminal 76 connected to an input terminal 78 of the injector driver stage 52 via a third voltage supply line 80.
  • the buffer capacitor 60 with the boost converter 64 thus form the power supply of the injector driver stage 52.
  • the voltage regulator device 62 inserted between the buffer capacitor 60 and the injector driver stage 52 is, by definition, designed to maintain a constant voltage level at its output. This constant voltage is typically set in accordance with the operating voltage of the injector driver stage 52 as required for the driving the injectors. Accordingly, the voltage Vreg at terminal 76 is normally substantially equal to the operating voltage required for the driver stage 52.
  • the regulator device 62 is also advantageously designed to stabilize the voltage supplied to the injector driver stage 52 against the voltage instabilities from the power supply side.
  • the use of the voltage regulation device 62 furthermore allows operating the power supply formed by the buffer capacitor 60 with a higher voltage than the regulator output voltage Vreg at terminal 76.
  • the buffer capacitor 60 can be charged to a target voltage that is higher than the regulator output voltage Vreg. This hence allows storing more energy than required in the buffer capacitor 60, in order to be able to discharge enough energy there from, as may be required under certain operating conditions.
  • the present electrical drive arrangement 50 includes a controller 82 configured to determine a target charge voltage level for the buffer capacitor 60 depending on pre-set conditions. As it will be understood, this controller may be part of the ECU 56.
  • one parameter that may significantly affect the charging of the injector solenoid, and thus the injector response time is the operating temperature of the buffer capacitor 60. And this is particularly critical for electrolytic capacitors, where at low temperatures (say below room temperature ⁇ less than 20-25°C) of the electrolyte, the internal losses in the buffer capacitor start to sensibly increase.
  • the controller 82 is advantageously configured to receive a temperature information reflecting the temperature of the buffer capacitor and adapt the target charge voltage V charge of the capacitor 60 depending on the operating temperature of the buffer capacitor 60.
  • the temperature may be measured by a sensor and the corresponding temperature signal, indicated T in Fig.3 , is applied as input to the controller 82.
  • the controller 82 determines the appropriate target charge level of the buffer capacitor 60 and then a signal representative of the target charge voltage V charge is applied to the boost converter 64.
  • the controller 82 may use a map of the target charge voltages in function of the buffer capacitor temperature. Above 20 or 25°C, no compensation is needed and a single target value V charge may be used. The map is thus calibrated to compensate for the losses in the buffer capacitor 60 due to temperature.
  • the present arrangement may include a closed loop control of the regulator output voltage Vreg.
  • a line 86 may connect output terminal 76 to an input in the controller 82.
  • the controller may then be configured to increase the target charge voltage in case Vreg is too low (i.e. Vreg is less than a predetermined threshold).
  • This closed-loop measure can be implemented alone or together with the buffer capacitor temperature control.
  • the controller 82 may be configured to adapt the charging voltage on the basis of an upcoming injection scheme. This information is available in the ECU, e.g. from the fuel injection scheduler 84, which computes the injection parameters. If the controller 82 determines (is informed) that upcoming injection events are to be performed, where there may be concomitant or overlapping injection events, it can be programmed so as to increase in advance the target charge voltage to be able to cope with the increased load. Again, this control scheme may be conducted alone or in combination with the other schemes.
  • lines 90 and 92 show, respectively, the hot (room temperature) and cold voltage traces of the buffer capacitor output in a conventional drive arrangement as in Fig.2 .
  • the result of the dramatic decrease of buffer cap voltage indicated by line 92 leads to a wrong current through the injector as indicated by line 94 in Fig.4b ), compromising the injection timing.
  • line 96 represents the voltage regulation output voltage Vreg in the present drive arrangement as obtained with a cold electrolyte in the buffer capacitor 60. It is to be appreciated that the cold injector current trace as obtained with the present drive arrangement coincides with the hot current trace obtained with the conventional drive arrangement of Fig.1 , as indicated by line 98.
  • Fig.5 now illustrates a principle electrical diagram corresponding to an embodiment of the present drive arrangement according to Fig.3 . Same elements are indicated by same reference signs.
  • the boost converter 64 may comprise an inductance 100 connected to an input terminal 102 and serially connected with a MOSFET 104 connected such that the coil 100 is connected to input terminal 102 and return. Hence the coil will be charged with magnetic energy during the ON-state of the transistor, until the transistor 104 is commanded off. During off state of the transistor 104, the stored energy and the associated current in the coil 100 is transferred across the diode 106 into the capacitor 60, closing the loop across the return wire and the engine supply system. This operation will be repeated until the charge state of the capacitor 60 matches the target charge voltage.
  • boost converters are known in the art and any appropriate circuit able to charge the capacitor 60 at a voltage higher than supply 65 may be considered instead of the above described converter design.
  • buffer capacitor 60 For the buffer capacitor 60, only one capacitor is illustrated, but it may comprise an assembly of capacitors.
  • the voltage regulation device 62 may be designed as described e.g. in WO 2008/152039 . It comprises an N-channel metal oxide semiconductor field-effect transistor 110 (hereinafter 'MOSFET'), which includes a drain terminal 112, a source terminal 114 and a gate terminal 116.
  • the drain terminal 112 of the MOSFET 110 is connected to the input terminal 72 of the voltage regulation device 62 and the source terminal 114 of the MOSFET 110 is connected to the output terminal 76 of the voltage regulation device 62.
  • the gate terminal 116 of the MOSFET 110 is connected to the input terminal 72 of the voltage regulation device 62 through a low pass filter 118 comprising a resistor element 120 and a capacitor element 122 that are connected to each other at a node 124.
  • the gate terminal 116 of the MOSFET 110 is connected to the node 124 and is, therefore, connected to the input terminal 72 through the resistor element 120 and is connected to a ground connection 126 through the capacitor element 122.
  • the low pass filter 118 generates a filtered output voltage V F at the node 124, which forms an input voltage signal to the gate terminal 116 of the MOSFET 110.
  • the values of the resistor element 120 and the capacitor element 122 are advantageously configured to the electrical dynamics of the injector such that the low pass filter 118 operates to block those frequencies present on the voltage supply line 74 that the ECU 56 cannot compensate and pass those frequencies which the ECU 56 can compensate.
  • resistor element 120 and capacitor element 122 are preferably selected so as to provide the low pass filter 118 with a time constant of approximately 1 millisecond (ms), which corresponds to a filter cut-off frequency of approximately 160 Hertz (Hz).
  • the value of the capacitor element 122 is selected to be significantly greater than the parasitic capacitance of the MOSFET 110, preferably, between ten and one hundred times greater than the parasitic capacitance.
  • the MOSFET 110 is arranged in a 'source follower', or 'common drain', configuration such that voltage between the gate terminal 116 and the source terminal 114, which is derived from the low pass filter 118, determines the conductivity of the MOSFET 110 from the drain terminal 112 to the source terminal 114.
  • the conductivity of the MOSFET 110 from the drain terminal 112 to the source terminal 114 is substantially constant.
  • the voltage present at the source terminal 114 of the MOSFET 110, and therefore the voltage present at the output terminal 76 of the voltage regulation device 62 are substantially free from noise.
  • the charging stage of the buffer capacitor 60 can be designed as step up converter, (see Figs. 3 and 5 ), or as step down converter to charge the buffer capacitor at lower voltages than the power source 65, or even with both types of converters.
  • Fig.6 This latter option is illustrated in Fig.6 , where a step down converter and a step up converter are arranged in sequence before the buffer capacitor 60.
  • the step down converter 130 has an input terminal 132 connected to the power supply 65 and an output terminal 134 connected to the input of the boost converter 64.
  • a MOSFET 136 is commutated such that the coil 100 is connected to input terminal 132 and the output diode 106. Hence the coils will be charged with magnetic energy during the ON-state of the transistor, until the transistor 136 is commanded off. During off state of the transistor 136, the stored energy and the associated current in the coil 100 is transferred across the diode 140 into the capacitor 60, closing the loop across the return wire. This operation will be repeated until the charge state of the capacitor matches the target.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Fuel-Injection Apparatus (AREA)
EP11174004.9A 2011-07-14 2011-07-14 Schaltungsanordnung für ein Kraftstoffeinspritzsystem Active EP2546499B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP11174004.9A EP2546499B1 (de) 2011-07-14 2011-07-14 Schaltungsanordnung für ein Kraftstoffeinspritzsystem

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP11174004.9A EP2546499B1 (de) 2011-07-14 2011-07-14 Schaltungsanordnung für ein Kraftstoffeinspritzsystem

Publications (2)

Publication Number Publication Date
EP2546499A1 true EP2546499A1 (de) 2013-01-16
EP2546499B1 EP2546499B1 (de) 2020-04-15

Family

ID=45065550

Family Applications (1)

Application Number Title Priority Date Filing Date
EP11174004.9A Active EP2546499B1 (de) 2011-07-14 2011-07-14 Schaltungsanordnung für ein Kraftstoffeinspritzsystem

Country Status (1)

Country Link
EP (1) EP2546499B1 (de)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2016174820A1 (ja) * 2015-04-27 2016-11-03 株式会社デンソー 制御装置
JP2019060306A (ja) * 2017-09-27 2019-04-18 株式会社デンソー インジェクタ駆動装置

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5844786A (en) * 1994-11-11 1998-12-01 Komatsu Ltd. DC-DC converter circuit and inductive load driver using it
EP1008740A1 (de) * 1998-12-09 2000-06-14 MAGNETI MARELLI S.p.A. Schaltungsanordnung zum Treiben induktiver Lasten
US20050126534A1 (en) * 2003-12-12 2005-06-16 Denso Corporation Actuator drive system and fuel injection system
WO2008152039A1 (en) 2007-06-12 2008-12-18 Delphi Technologies, Inc. Electrical drive arrangement for a fuel injection system

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5844786A (en) * 1994-11-11 1998-12-01 Komatsu Ltd. DC-DC converter circuit and inductive load driver using it
EP1008740A1 (de) * 1998-12-09 2000-06-14 MAGNETI MARELLI S.p.A. Schaltungsanordnung zum Treiben induktiver Lasten
US20050126534A1 (en) * 2003-12-12 2005-06-16 Denso Corporation Actuator drive system and fuel injection system
WO2008152039A1 (en) 2007-06-12 2008-12-18 Delphi Technologies, Inc. Electrical drive arrangement for a fuel injection system

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2016174820A1 (ja) * 2015-04-27 2016-11-03 株式会社デンソー 制御装置
CN107532535A (zh) * 2015-04-27 2018-01-02 株式会社电装 控制装置
US10280864B2 (en) 2015-04-27 2019-05-07 Denso Corporation Control apparatus
CN107532535B (zh) * 2015-04-27 2020-12-08 株式会社电装 控制装置
JP2019060306A (ja) * 2017-09-27 2019-04-18 株式会社デンソー インジェクタ駆動装置

Also Published As

Publication number Publication date
EP2546499B1 (de) 2020-04-15

Similar Documents

Publication Publication Date Title
US10598114B2 (en) Fuel injection controller and fuel injection system
US8081498B2 (en) Internal combustion engine controller
EP1903202B1 (de) Vorrichtung für den Antrieb elektromagnetischer Ventile
US20110273812A1 (en) Controlling current flow by a coil drive of a valve using a current integral
US20140124601A1 (en) Fuel injection controller and fuel-injection-control system
US10648419B2 (en) Fuel injection control device and fuel injection system
EP2546499B1 (de) Schaltungsanordnung für ein Kraftstoffeinspritzsystem
US20090093944A1 (en) Method of controlling fuel injection apparatus
US9194345B2 (en) Fuel injection device
CN101558229B (zh) 用于体积流量调节的调节方法
US10569777B2 (en) Stabilizing power supply voltage to a load during auto start
US20120227710A1 (en) Device for controlling an injection valve actuator for an internal combustion engine
JP6508077B2 (ja) 燃料噴射制御装置
JP7106869B2 (ja) 燃料噴射制御装置
JP6411918B2 (ja) ハイブリッド自動車
JP5886685B2 (ja) 内燃機関の燃料供給制御装置
US11391233B2 (en) Method for controlling a high-pressure fuel injector
CN107061034B (zh) 用于喷射器的驱动及控制模块及其操作方法
JP2021085378A (ja) 噴射制御装置
WO2008152039A1 (en) Electrical drive arrangement for a fuel injection system
JP6398683B2 (ja) 高圧インジェクタ制御装置
JP2013174200A (ja) 燃料噴射弁の駆動装置
JP6488770B2 (ja) 燃料噴射制御装置
US20190326044A1 (en) Injection control device
JP6464988B2 (ja) 電子制御装置

Legal Events

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

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A1

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

AX Request for extension of the european patent

Extension state: BA ME

17P Request for examination filed

Effective date: 20130716

RAX Requested extension states of the european patent have changed

Extension state: BA

Payment date: 20130716

Extension state: ME

Payment date: 20130716

RBV Designated contracting states (corrected)

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

RAP1 Party data changed (applicant data changed or rights of an application transferred)

Owner name: DELPHI INTERNATIONAL OPERATIONS LUXEMBOURG S.A.R.L

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

Free format text: STATUS: EXAMINATION IS IN PROGRESS

17Q First examination report despatched

Effective date: 20170302

RAP1 Party data changed (applicant data changed or rights of an application transferred)

Owner name: DELPHI TECHNOLOGIES IP LIMITED

RAP1 Party data changed (applicant data changed or rights of an application transferred)

Owner name: DELPHI AUTOMOTIVE SYSTEMS LUXEMBOURG S.A.

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

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

Free format text: STATUS: GRANT OF PATENT IS INTENDED

INTG Intention to grant announced

Effective date: 20191219

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

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

Free format text: STATUS: THE PATENT HAS BEEN GRANTED

AK Designated contracting states

Kind code of ref document: B1

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

AX Request for extension of the european patent

Extension state: BA ME

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

Ref country code: GB

Ref legal event code: FG4D

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 602011066234

Country of ref document: DE

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

REG Reference to a national code

Ref country code: AT

Ref legal event code: REF

Ref document number: 1257571

Country of ref document: AT

Kind code of ref document: T

Effective date: 20200515

REG Reference to a national code

Ref country code: NL

Ref legal event code: MP

Effective date: 20200415

REG Reference to a national code

Ref country code: LT

Ref legal event code: MG4D

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200815

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200415

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200716

Ref country code: NO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200715

Ref country code: NL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200415

Ref country code: SE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200415

Ref country code: LT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200415

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200817

REG Reference to a national code

Ref country code: AT

Ref legal event code: MK05

Ref document number: 1257571

Country of ref document: AT

Kind code of ref document: T

Effective date: 20200415

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BG

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200715

Ref country code: HR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200415

Ref country code: LV

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200415

Ref country code: RS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200415

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: AL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200415

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 602011066234

Country of ref document: DE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200415

Ref country code: AT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200415

Ref country code: ES

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200415

Ref country code: CZ

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200415

Ref country code: IT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200415

Ref country code: RO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200415

Ref country code: SM

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200415

Ref country code: EE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200415

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

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

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: PL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200415

Ref country code: SK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200415

Ref country code: MC

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200415

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

26N No opposition filed

Effective date: 20210118

REG Reference to a national code

Ref country code: BE

Ref legal event code: MM

Effective date: 20200731

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20200714

Ref country code: LI

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20200731

Ref country code: CH

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20200731

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20200731

Ref country code: SI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200415

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20200714

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: TR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200415

Ref country code: MT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200415

Ref country code: CY

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200415

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20200415

P01 Opt-out of the competence of the unified patent court (upc) registered

Effective date: 20230327

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20230614

Year of fee payment: 13

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: GB

Payment date: 20240613

Year of fee payment: 14

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 20240613

Year of fee payment: 14

REG Reference to a national code

Ref country code: GB

Ref legal event code: 732E

Free format text: REGISTERED BETWEEN 20240718 AND 20240724