EP2546499B1 - Dispositif de commande électrique pour système d'injection de carburant - Google Patents
Dispositif de commande électrique pour système d'injection de carburant Download PDFInfo
- Publication number
- EP2546499B1 EP2546499B1 EP11174004.9A EP11174004A EP2546499B1 EP 2546499 B1 EP2546499 B1 EP 2546499B1 EP 11174004 A EP11174004 A EP 11174004A EP 2546499 B1 EP2546499 B1 EP 2546499B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- voltage
- buffer capacitor
- injector
- driver stage
- target charge
- 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.)
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- 239000000446 fuel Substances 0.000 title claims description 36
- 238000002347 injection Methods 0.000 title claims description 19
- 239000007924 injection Substances 0.000 title claims description 19
- 239000003990 capacitor Substances 0.000 claims description 96
- 230000033228 biological regulation Effects 0.000 claims description 27
- 230000005669 field effect Effects 0.000 claims description 5
- 238000000034 method Methods 0.000 claims description 5
- 239000003792 electrolyte Substances 0.000 description 14
- 238000010586 diagram Methods 0.000 description 4
- 230000001419 dependent effect Effects 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 230000003071 parasitic effect Effects 0.000 description 2
- 238000006243 chemical reaction Methods 0.000 description 1
- 238000002485 combustion reaction Methods 0.000 description 1
- 239000002283 diesel fuel Substances 0.000 description 1
- 230000002349 favourable effect Effects 0.000 description 1
- 230000017525 heat dissipation Effects 0.000 description 1
- 229910044991 metal oxide Inorganic materials 0.000 description 1
- 150000004706 metal oxides Chemical class 0.000 description 1
- 238000012544 monitoring process Methods 0.000 description 1
- 230000010355 oscillation Effects 0.000 description 1
- 239000004065 semiconductor Substances 0.000 description 1
- 238000011144 upstream manufacturing Methods 0.000 description 1
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.
- EP 1 008 740 discloses an injector drive circuit with voltage booster stage with storage capacitors.
- 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 is 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 10.
- the buffer capacitor is charged to a target charge voltage that is determined depending on pre-set conditions including the operating temperature of the buffer capacitor, 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 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. Accordingly, 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 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. This control scheme may be conducted 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.
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- 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)
Claims (12)
- Agencement d'entraînement électrique pour au moins un injecteur de carburant (54) d'un système d'injection de carburant, comprenant :un condensateur tampon (60) adapté pour stocker de l'énergie ;un étage de charge (64 ; 130) pour charger ledit condensateur tampon (60) ;un étage d'entraînement d'injecteur (52) fonctionnellement connecté à un injecteur de carburant (54), ledit étage d'entraînement étant fonctionnellement connecté audit condensateur tampon (60) ;un dispositif de régulation de tension (62) fonctionnellement connecté entre ledit condensateur tampon (60) et ledit étage d'entraînement d'injecteur (52), et configuré pour alimenter une tension de fonctionnement audit étage d'entraînement d'injecteur ; etun contrôleur (82) configuré pour déterminer une tension de charge cible (Vcharge) pour ledit condensateur tampon (60) en dépendance de conditions préétablies ;dans lequel ledit étage de charge (64 ; 130) est adapté pour recevoir depuis ledit contrôleur (82) une entrée représentative de ladite tension de charge cible (Vcharge),caractérisé en ce que ledit contrôleur (82) reçoit à titre d'entrée une information de température représentative de la température de fonctionnement dudit condensateur tampon (60) et est configuré pour adapter ladite tension de charge cible (Vcharge) en dépendance de ladite information de température.
- Agencement selon la revendication 1, dans lequel ledit condensateur tampon (60) est du type électrolytique.
- Agencement selon la revendication 1 ou 2, dans lequel ledit contrôleur (82) reçoit à titre d'entrée une information de tension représentative de la tension (Vreg) à la sortie dudit dispositif de régulation de tension (62), et adapte ladite tension de charge cible (Vcharge) quand ladite information de tension indique que la tension à la sortie dudit dispositif de régulation de tension tombe à l'extérieur d'une plage de tension de fonctionnement prescrite.
- Agencement selon l'une quelconque des revendications précédentes, dans lequel ledit contrôleur (82) est configuré pour adapter ladite tension de charge cible (Vcharge) en dépendance d'un schéma d'injection arrivant au niveau dudit injecteur de carburant.
- Agencement selon l'une quelconque des revendications précédentes, dans lequel ledit condensateur tampon (60) comprend un ou plusieurs condensateurs.
- Agencement selon l'une quelconque des revendications précédentes, dans lequel ledit étage de charge (64) comprend un convertisseur amplificateur et/ou un convertisseur réducteur.
- Agencement selon la revendication 6, dans lequel ledit convertisseur amplificateur (64) comprend une borne d'entrée (102) connectée à une source de puissance (65) et une inductance (100) connectée à ladite borne d'entrée (102) et connectée en série avec un transistor MOSFET (104) connecté de telle façon que la bobine (100) est connectée à la borne d'entrée (102) et au retour.
- Agencement selon l'une quelconque des revendications précédentes, dans lequel le dispositif de régulation de tension (62) inclut un transistor à effet de champ connecté entre ledit condensateur tampon (60) et l'étage d'entraînement d'injecteur (52) dans une configuration du type suiveur de source.
- Agencement selon la revendication 8, dans lequel un dispositif filtre est fonctionnellement connecté entre la borne de grille du transistor à effet de champ et l'entrée de borne du dispositif de régulation de tension, alimentant ainsi une tension filtrée depuis le condensateur tampon à titre d'entrée vers la borne de grille.
- Procédé de fonctionnement d'un système d'injection de carburant avec un agencement d'entraînement électrique comprenant : un condensateur tampon (60) adapté pour stocker de l'énergie ; un étage de charge (64 ; 130) pour charger ledit condensateur tampon (60) ; un étage d'entraînement d'injecteur (52) fonctionnellement connecté audit condensateur tampon (60) ; un dispositif de régulation de tension (62) fonctionnellement connecté entre le condensateur tampon (60) et l'étage d'entraînement d'injecteur (52) et configuré pour alimenter une tension de fonctionnement à l'étage d'entraînement,
dans lequel ledit condensateur tampon est chargé à une tension de charge cible qui est déterminée en dépendance des conditions préfixées, et la tension de charge de cible ainsi déterminée est appliquée à titre de paramètre d'entrée à chaque étage de charge,
caractérisé en ce qu'une condition préétablie est la température de fonctionnement de ladite capacité tampon (60). - Procédé selon la revendication 10, dans lequel ladite tension de charge cible est adaptée lorsque la tension à la sortie dudit dispositif de régulation de tension tombe à l'extérieur d'une plage de tension de fonctionnement prescrite.
- Procédé selon la revendication 10 ou 11, dans lequel ladite tension de charge cible est adaptée en dépendance d'un schéma d'injection de carburant.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
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EP11174004.9A EP2546499B1 (fr) | 2011-07-14 | 2011-07-14 | Dispositif de commande électrique pour système d'injection de carburant |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
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EP11174004.9A EP2546499B1 (fr) | 2011-07-14 | 2011-07-14 | Dispositif de commande électrique pour système d'injection de carburant |
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EP2546499A1 EP2546499A1 (fr) | 2013-01-16 |
EP2546499B1 true EP2546499B1 (fr) | 2020-04-15 |
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EP11174004.9A Active EP2546499B1 (fr) | 2011-07-14 | 2011-07-14 | Dispositif de commande électrique pour système d'injection de carburant |
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JP6327195B2 (ja) * | 2015-04-27 | 2018-05-23 | 株式会社デンソー | 制御装置 |
JP6972844B2 (ja) * | 2017-09-27 | 2021-11-24 | 株式会社デンソー | インジェクタ駆動装置 |
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JP3422002B2 (ja) * | 1994-11-11 | 2003-06-30 | 株式会社小松製作所 | Dc−dcコンバータ回路およびこのdc−dcコンバータ回路を用いた誘導負荷駆動装置 |
IT1303596B1 (it) * | 1998-12-09 | 2000-11-14 | Magneti Marelli Spa | Dispositivo circuitale di pilotaggio di carichi induttivi. |
JP4148127B2 (ja) * | 2003-12-12 | 2008-09-10 | 株式会社デンソー | 燃料噴射装置 |
US7552718B2 (en) | 2007-06-12 | 2009-06-30 | Delphi Technologies, Inc. | Electrical drive arrangement for a fuel injection system |
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