EP2986835A1 - Procédé et dispositif de commande d'une vanne de réglage de débit - Google Patents

Procédé et dispositif de commande d'une vanne de réglage de débit

Info

Publication number
EP2986835A1
EP2986835A1 EP14711192.6A EP14711192A EP2986835A1 EP 2986835 A1 EP2986835 A1 EP 2986835A1 EP 14711192 A EP14711192 A EP 14711192A EP 2986835 A1 EP2986835 A1 EP 2986835A1
Authority
EP
European Patent Office
Prior art keywords
control valve
quantity control
value
pressure
holding current
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.)
Pending
Application number
EP14711192.6A
Other languages
German (de)
English (en)
Inventor
Uwe Richter
Rainer Wilms
Joerg Kuempel
Matthias Maess
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP2986835A1 publication Critical patent/EP2986835A1/fr
Pending legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/44—Details, components parts, or accessories not provided for in, or of interest apart from, the apparatus of groups F02M59/02 - F02M59/42; Pumps having transducers, e.g. to measure displacement of pump rack or piston
    • F02M59/46—Valves
    • F02M59/466—Electrically operated valves, e.g. using electromagnetic or piezoelectric operating means
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • F02D41/3836—Controlling the fuel pressure
    • F02D41/3845—Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D1/00—Controlling fuel-injection pumps, e.g. of high pressure injection type
    • F02D1/02—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered
    • F02D1/08—Transmission of control impulse to pump control, e.g. with power drive or power assistance
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/36—Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages to pumping elements or overflow passages
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/36—Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages to pumping elements or overflow passages
    • F02M59/366—Valves being actuated electrically
    • F02M59/367—Pump inlet valves of the check valve type being open when actuated
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/36—Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages to pumping elements or overflow passages
    • F02M59/366—Valves being actuated electrically
    • F02M59/368—Pump inlet valves being closed when actuated
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
    • F02M63/0265—Pumps feeding common rails
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D1/00—Controlling fuel-injection pumps, e.g. of high pressure injection type
    • F02D2001/0085—Arrangements using fuel pressure for controlling fuel delivery in quantity or timing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D1/00—Controlling fuel-injection pumps, e.g. of high pressure injection type
    • F02D1/02—Controlling fuel-injection pumps, e.g. of high pressure injection type not restricted to adjustment of injection timing, e.g. varying amount of fuel delivered
    • F02D1/08—Transmission of control impulse to pump control, e.g. with power drive or power assistance
    • F02D2001/082—Transmission of control impulse to pump control, e.g. with power drive or power assistance electric
    • 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
    • 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
    • F02D2041/2058—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit using information of the actual current value
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0602—Fuel pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2700/00—Mechanical control of speed or power of a single cylinder piston engine
    • F02D2700/02—Controlling by changing the air or fuel supply
    • F02D2700/0269—Controlling by changing the air or fuel supply for air compressing engines with compression ignition
    • F02D2700/0282—Control of fuel supply

Definitions

  • the invention relates to a method for controlling a quantity control valve of a high pressure pump according to the preamble of claim 1.
  • the invention also relates to a computer program, an electrical storage medium and a control and regulating device.
  • the known quantity control valve is realized as a magnetically actuated by a solenoid solenoid valve with a magnet armature and associated Wegbegrenzungsanellen. From the market known are such quantity control valves, which are closed in the de-energized state of the solenoid. In this case, to open the quantity control valve, the solenoid is driven at a constant voltage or a pulsed voltage (Pulse Width Modulation - "PWM”), whereby the current in the solenoid coil is characteristically increased. After switching off the voltage, the current again falls in a characteristic manner, whereby the quantity control valve closes. Also known are solenoid valves that are open in the energized state of the coil. In these solenoid valves is moved accordingly, wherein when switching off the voltage and the characteristic drop of the current, the solenoid valve opens.
  • PWM Pulse Width Modulation -
  • the electromagnetic field is actuating device shortly before the end of the opening movement energized again like a pulse.
  • a braking force is applied to the armature, before it contacts the stop. The braking force reduces the speed, which reduces the impact noise.
  • a high-pressure pump is used to generate the necessary fuel pressure.
  • the high-pressure pump is operated with volume control.
  • the delivery rate of the pump can be set via a volume control valve from 0 to 100%.
  • the control of this quantity control valve is of particular importance, since the switching operation of MSV must take place in a very short time and despite high magnetic forces due to the high speed and the associated high drive frequency, without the hub-to-stroke fluctuations and thus the flow rate fluctuations too large become. This would lead to a lack of quality railroad.
  • very high demands are placed on the noise of the high-pressure pump at low engine speeds. For this reason, numerous control concepts have already been developed to reduce the impact dynamics and thus to reduce the acoustic level. In this case, both the tightening movement and the falling movement of the solenoid is slowed down.
  • the quantity control valve is kept closed above the top dead center by the pressure in the delivery chamber of the high-pressure pump. When the delivery chamber pressure drops, the quantity control valve falls back into the original, normally de-energized open position, spring-driven and unrestrained.
  • the quantity control valve is supplied beyond the top dead center with a holding current, so that the MSV does not drop directly. Only after the pressure reduction in the delivery chamber, the current is lowered in a characteristic manner, so that the quantity control valve during this small
  • the holding current should be known as precisely as possible, so that the currents for holding and the start of the movement can be set as accurately as possible.
  • the current supply must be completed before the following bottom dead center, so that the next delivery process is not disturbed.
  • the invention relates to a quantity control valve which, when activated with a first activation value, assumes a closed state and the activation with a second activation value enables the quantity control valve to assume an open state.
  • the properties of the quantity control valve differ from item to item, there is an effective reduction of the impact noise if during the current application specimen properties, such as the borderline holding stream, are taken into account.
  • the current level or the supply of the quantity control valve which is precontrolled by a PWM signal is thus adapted to the specimen tolerances, so that the CSS method for acoustic improvement functions optimally.
  • the marginal holding current is determined on the basis of a fuel pressure signal. Since the fuel pressure signal is evaluated, no further sensors are needed. Furthermore, this signal is available with sufficient accuracy.
  • a pressure increase can be detected simply by extending the flow of the quantity control valve beyond the bottom dead center.
  • the activation value is increased, starting from a start value at which the quantity control valve remains open, until an increase in the fuel pressure signal occurs, that the limit value holding current is determined starting from the activation signal at which the pressure increase takes place. In this case, the operation is only slightly disturbed and the driving behavior is not affected.
  • the drive value is reduced starting from a start value at which the quantity control valve remains closed until there is a drop in the fuel pressure signal, and the limit holding current is determined from the drive signal at which the pressure drop occurs.
  • Figure 1 is a schematic representation of a fuel injection system of an internal combustion engine with a high-pressure pump and a quantity control valve;
  • FIG. 2 is a schematic representation of the relationship between the control signal and the state of the quantity control valve
  • FIG. 3 shows a second schematic representation of the time profile of the control signal and the time profile of the state of the quantity control valve
  • FIG. 4 shows a flowchart for clarifying the procedure according to the invention.
  • a fuel injection system bears the reference numeral 10 as a whole. It comprises an electric fuel pump 12, with which fuel is supplied from one
  • Fuel tank 14 is conveyed to a high-pressure pump 16.
  • the high-pressure pump 16 compresses the fuel to a very high pressure and promotes it further into a fuel rail 18.
  • To this several injectors 20 are connected, which inject the fuel in them associated combustion chambers.
  • the pressure in the fuel rail 18 is detected by a pressure sensor 22.
  • the high-pressure pump 16 is a piston pump with a delivery piston 24, which can be offset by a camshaft, not shown, in a reciprocating motion (double arrow 26).
  • the delivery piston 24 delimits a delivery chamber 28, which can be connected to the outlet of the electric fuel pump 12 via a quantity control valve 30. Via an outlet valve 32, the delivery chamber 28 can also be connected to the fuel rail 18.
  • the quantity control valve 30 includes, for example, an electromagnetic actuator 34 which operates in the energized state against the force of a spring 36. In the form of the embodiment, the quantity control valve 30 is open in the de-energized state, in the energized state, it has the function of a normal inlet check valve.
  • the high-pressure pump 16 and the quantity control valve 30 operate as follows (see FIG. 2):
  • a stroke of the piston 34 and below a drive signal over time are plotted above.
  • the drive signal is denoted by the reference "A" designated.
  • the value of the drive signal is between a first drive value, which is designated “0" in FIG. 2, and a second drive value, which is designated “1" in FIG.
  • the first drive value corresponds to the non-energized state of the electromagnetic actuator 34
  • the second value corresponds to the energized state.
  • the high pressure pump 16 is shown schematically in various operating conditions.
  • the solenoid 44 is de-energized, whereby the actuating plunger 48 is pressed by the spring 36 against the valve member 38 and moves it to its open position. In this way, fuel can flow from the electric fuel pump 12 into the delivery chamber 28.
  • the delivery stroke of the delivery piston 24 begins. This is shown in Figure 2 in the middle.
  • the solenoid 44 is still de-energized, whereby the mass control valve 30 is further forced to open.
  • the fuel is discharged from the delivery piston 24 via the open quantity control valve 30 to the electric fuel pump 12.
  • the exhaust valve 32 remains closed. A promotion in the fuel rail 18 does not take place.
  • the solenoid coil 44 is energized, whereby the actuating plunger 48 is pulled away from the valve element 38. It should be noted at this point that in Figure 2, the course of the energization of the solenoid 44 is shown only schematically. It should be noted that the actual coil current is not constant, but may simulate the course of typical transients due to mutual induction effects. In the case of a pulse-width-modulated drive voltage, moreover, the coil current is wavy or jagged.
  • the time t 1 By varying the time t 1, the amount of fuel delivered by the high-pressure pump 16 to the fuel rail 18 is influenced.
  • the time tl is determined by a control and regulating device 54 ( Figure 1) so that an actual pressure in the fuel rail 18 as closely as possible corresponds to a desired pressure.
  • 54 signals supplied by the pressure sensor 22 are processed in the control and regulating device.
  • the valve element 38 Due to the pressure in the delivery chamber 28, the valve element 38 applies to the valve seat 42, the quantity control valve 30 is thus closed.
  • a pressure can build up in the delivery chamber 28, which leads to an opening of the exhaust valve 32 and to a delivery into the fuel rail 18. This is shown in Figure 2 on the far right. Shortly after reaching the top dead center OT of the delivery piston 24, the energization of the solenoid 44 is terminated, whereby the quantity control valve 30 returns to its forced open position.
  • the actuating plunger 48 When stopping the energization of the solenoid 44, the actuating plunger 48 is moved against a first stop 50. In order to reduce the impact velocity at the first stop 50, a temporarily falling waveform 56 is generated, by which the moving speed of the actuating plunger 48 is reduced before hitting the first stopper 50. During a second falling waveform 58, the drive signal is brought to the first drive value. This second falling signal curve 58 may be given, for example, by a rapid quenching of the coil current of the electromagnetic actuator 34.
  • FIG. 3 shows an exemplarily selected time course 100 of the drive signal designated by "A” and the time profile 102 of the state of the quantity control valve 30.
  • At time t1 the value of the drive signal is increased from the second drive value 64 to the first drive value 66 , As a result, the quantity control valve 30 goes from the open state 60 into the closed state 62 and closes
  • Event 104 During a hold phase 106, the quantity control valve 30 remains closed. Due to the pressure in the delivery chamber 28, which keeps the quantity control valve 30 closed, the activation signal can assume the second activation value 64 during a period of time 108, that is, for example, be de-energized. In a further variant of the method, the holding current can also be maintained during the period 108 by attaching the first actuation value. Before reaching the top dead center 120 of the delivery piston 24 or before opening 122 of the outlet valve 32, the value of the activation signal is raised again to the first activation value 66. From time 82, a new control. In order for the Reduced noise emissions, according to the invention, the value of the control signal at the time at which the pressure in the delivery chamber 28 has dropped so far that he no longer holds the quantity control valve 30 in the closed state 62, based on a limit holding current.
  • the borderline holding current is the holding current at which the quantity control valve remains in its closed state during a previous energization. If a higher current than the limit holding current is selected, the quantity control valve remains closed. If a smaller current is selected, the quantity control valve opens.
  • the current In order to detect whether the currently output current is above or below the borderline holding current, the current is extended beyond the bottom dead center of the high-pressure pump. If the quantity control valve is still tightened, because the current is above the borderline holding current, full delivery of the high-pressure pump takes place. This full delivery can be easily detected by the pressure increase in the rail with the rail pressure sensor. If the borderline holding current falls below, then there is no promotion and no pressure increase.
  • the prolonged flow is successively raised progressively from delivery to delivery until an increase in pressure is detected.
  • the borderline holding current associated with the currently present quantity control valve item is detected under the respective boundary conditions.
  • the extended flow is successively lowered progressively from delivery to delivery until a pressure drop is detected.
  • a first step 300 the adaptation process starts.
  • the following query 305 checks whether the switch-on conditions for the adaptation are fulfilled.
  • the switch-on conditions should ensure as uniform as possible boundary conditions for the adaptation process. Therefore, the adaptation is carried out only in a certain speed range, vehicle speed range, battery voltage range, rail pressure range, load range, temperature range, preferably at idle the engine but also at a more uniform
  • a start value for the holding current is set. Furthermore, the energization is extended beyond the bottom dead center of the high-pressure pump. This ensures that the quantity control valve remains closed with appropriate energization until the next delivery stroke, which begins after bottom dead center. If the volume control valve is energized with a current value above the borderline holding current it remains closed in this case and there is a pressure build-up. If the quantity control valve is energized with a current value below the borderline holding current, the quantity control valve can open when the pressure has dropped. Preferably, the starting value is set so that the quantity control valve opens when the pressure has dropped.
  • step 315 the current value is incremented by a certain value.
  • step 320 the rail pressure in the high-pressure region after
  • the subsequent query 325 checks whether the rail pressure has risen. For this purpose, for example, it is checked whether the gradient of the rail pressure is greater than a threshold value. Respectively. it will check if since the last capture of
  • Rail pressure has risen by more than a threshold.
  • step 315 the current value is incremented by a certain value. If a rail pressure rise is detected in step 325, step 330 follows. In step 330, the adaptation ends.
  • the current value, or the current value before the last incrementation, is used as borderline holding current. Alternatively, a value calculated from the two values, in particular the mean value of these two values, can also be used as limit-value holding current.
  • step 335 the parameters for the CSS current from the borderline holding current are determined. Furthermore, the duration of the parameters for the CSS current from the borderline holding current are determined. Furthermore, the duration of the parameters
  • This marginal holding current is then used for the correct CSS drive by calculating or correcting the current flow of the CSS method as a function of this detected borderline holding current.
  • the holding current before the CSS phase which corresponds to the period before the delivery chamber pressure drops, is selected with a suitable increase relative to the determined borderline holding current so that the quantity control valve is reliably kept closed.
  • the current value for the deliberate dropping into the open position of the quantity control valve is selected, for example, with a current reduced by a suitable amount compared to the determined marginal holding current. This is to be achieved on the one hand, that the quantity control valve is held reliably until the start of movement is to be initiated and on the other hand, the maximum braking effect of the current is achieved during the movement of the quantity control valve. In this phase, the current is chosen just below the holding current required for the specimen.
  • the characterization of the respective quantity control valve item obtained with the adaptation method can not only be used to improve the CSS method. An additional use would be in the context of normal control, the determination of the marginal holding current to reduce the effective current level and the power loss.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Computer Hardware Design (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Magnetically Actuated Valves (AREA)

Abstract

L'invention concerne un système de carburant (10) d'un moteur à combustion interne, dans lequel le carburant est transporté dans une rampe d'injection de carburant (18) par une pompe haute pression (16). La quantité de carburant transporté est influencée par une vanne de réglage de débit (30) actionnée par un dispositif actionneur électromagnétique (34). pour cela, selon l'invention, on détermine un seuil de courant de maintien auquel la vanne de réglage de débit reste encore dans son état fermé ou s'ouvre juste.
EP14711192.6A 2013-04-15 2014-03-12 Procédé et dispositif de commande d'une vanne de réglage de débit Pending EP2986835A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102013206674.0A DE102013206674A1 (de) 2013-04-15 2013-04-15 Verfahren und Vorrichtung zur Ansteuerung eines Mengensteuerventils
PCT/EP2014/054792 WO2014170068A1 (fr) 2013-04-15 2014-03-12 Procédé et dispositif de commande d'une vanne de réglage de débit

Publications (1)

Publication Number Publication Date
EP2986835A1 true EP2986835A1 (fr) 2016-02-24

Family

ID=50336286

Family Applications (1)

Application Number Title Priority Date Filing Date
EP14711192.6A Pending EP2986835A1 (fr) 2013-04-15 2014-03-12 Procédé et dispositif de commande d'une vanne de réglage de débit

Country Status (7)

Country Link
US (1) US9714632B2 (fr)
EP (1) EP2986835A1 (fr)
KR (1) KR102114914B1 (fr)
CN (1) CN105102795B (fr)
DE (1) DE102013206674A1 (fr)
RU (1) RU2651266C2 (fr)
WO (1) WO2014170068A1 (fr)

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Publication number Priority date Publication date Assignee Title
WO2016117400A1 (fr) * 2015-01-21 2016-07-28 日立オートモティブシステムズ株式会社 Appareil d'alimentation en carburant à haute pression pour moteur à combustion interne
DE102016219954B3 (de) * 2016-10-13 2018-01-25 Continental Automotive Gmbh Verfahren zum Überprüfen eines Drucksensors eines Hochdruckeinspritzsystems, Steuervorrichtung, Hochdruckeinspritzsystem und Kraftfahrzeug
DE102016219956B3 (de) * 2016-10-13 2017-08-17 Continental Automotive Gmbh Verfahren zum Einstellen eines Dämpfungsstroms eines Einlassventils eines Kraftfahrzeug-Hochdruckeinspritzsystems, sowie Steuervorrichtung, Hochdruckeinspritzsystem und Kraftfahrzeug
EP3346121B1 (fr) * 2017-01-10 2019-09-11 Continental Automotive GmbH Électrovanne pour un système d'injection de carburant et pompe haute pression à carburant
DE102017204482A1 (de) * 2017-03-17 2018-09-20 Robert Bosch Gmbh Verfahren zum Betreiben einer Hochdruckpumpe

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KR102114914B1 (ko) 2020-05-25
CN105102795A (zh) 2015-11-25
US9714632B2 (en) 2017-07-25
WO2014170068A1 (fr) 2014-10-23
CN105102795B (zh) 2018-05-18
RU2651266C2 (ru) 2018-04-19
RU2015148817A (ru) 2017-05-19
US20160076501A1 (en) 2016-03-17
DE102013206674A1 (de) 2014-10-16
KR20150141959A (ko) 2015-12-21

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