EP3467285B1 - Steuerungsverfahren zur energieversorgung einer kraftstoffeinspritzung und steuerungsvorrichtung für common-rail-kraftstoffeinspritzung - Google Patents

Steuerungsverfahren zur energieversorgung einer kraftstoffeinspritzung und steuerungsvorrichtung für common-rail-kraftstoffeinspritzung Download PDF

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Publication number
EP3467285B1
EP3467285B1 EP17727703.5A EP17727703A EP3467285B1 EP 3467285 B1 EP3467285 B1 EP 3467285B1 EP 17727703 A EP17727703 A EP 17727703A EP 3467285 B1 EP3467285 B1 EP 3467285B1
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EP
European Patent Office
Prior art keywords
energization
fuel injector
pull
time
fuel
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EP17727703.5A
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English (en)
French (fr)
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EP3467285A1 (de
Inventor
Hiroshi Matsuki
Hirotaka Kaneko
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Robert Bosch GmbH
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Robert Bosch GmbH
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F02D41/064—Introducing corrections for particular operating conditions for engine starting or warming up for starting at cold start
    • 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
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D41/221—Safety or indicating devices for abnormal conditions relating to the failure of actuators or electrically driven elements
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • F02D41/2464—Characteristics of actuators
    • F02D41/2467—Characteristics of actuators for injectors
    • 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
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1012—Engine speed gradient

Definitions

  • the invention relates to an energization control method for a fuel injector and a common rail fuel injection control apparatus and, in particular, to improvement in stability and reliability of a starting characteristic of the fuel injector.
  • a fuel injector that injects fuel into an engine is an essential component of a vehicle system that has a significant impact on quality of an engine operation, and fuel injectors with various configurations have been proposed and commercially available on the basis of a variety of perspectives.
  • a pressure-balanced fuel injector As a fuel injector with merits of reduced power consumption, reduced size, and the like, what is called a pressure-balanced fuel injector has been available.
  • This pressure-balanced fuel injector is basically the same as a so-called ball valve fuel injector, which has conventionally been available, in points that a control chamber capable of controlling inflow/outflow of high pressure fuel is provided near an end of a nozzle needle on an opposite side from an injection hole, so as to assist in seating/separation of the nozzle needle on/from a valve seat and that the inflow/outflow of the fuel to/from the control chamber can be controlled by an electromagnetic valve.
  • usage of the electromagnetic valve, which controls the inflow/outflow of the fuel to/from the control chamber, in the pressure-balanced fuel injector differs from that in the ball valve fuel injector.
  • an armature that constitutes the electromagnetic valve for controlling the inflow/outflow of the fuel to/from the control chamber differs from conventional one and is provided to be in a substantially line contact state with the valve seat in a longitudinal axial direction of the nozzle needle.
  • the ball valve fuel injector is configured that the armature or a valve needle attached to the armature is provided to be in a surface contact state with the valve seat. Accordingly, when the armature or the valve needle is seated on the valve seat, high fuel pressure acts on the valve needle or the armature, and the valve needle or the armature has to be pressed with a large spring set force so as to resist the fuel pressure. Meanwhile, when the valve is opened, an electromagnetic force that overcomes the large spring set force is necessary. For this reason, an energized current is increased, and the power consumption is consequently increased.
  • the high fuel pressure does not act on the armature or the valve needle in the pressure-balanced fuel injector.
  • the electromagnetic force only has to be large enough to separate the armature from the valve seat. Accordingly, various advantages such as the reduced power consumption and reduced size of the electromagnetic valve from the ball valve fuel injector can be achieved. Therefore, the pressure-balanced fuel injector has been adapted for a variety of uses (for example, see PTL 1).
  • the above-described pressure-balanced fuel injector is configured that the above-described valve needle is slidably inserted in the armature, and sludge is possibly accumulated in an extremely small clearance therebetween.
  • sludge is possibly accumulated in an extremely small clearance therebetween.
  • the invention has been made in view of the above circumstances and therefore provides a fuel injector energization control method and a common rail fuel injection control apparatus that suppress or prevent deterioration of a starting characteristic of a fuel injector, which is caused by sludge, at a start of an engine, that can reliably secure desired fuel injection, and that can improve reliability and stability of fuel injection control.
  • a fuel injector energization control method is a fuel injector energization control method that controls energization of a fuel injector at a start of a vehicle, and is configured to: determine whether a cause that deteriorates a starting state of an engine is present at the start of the vehicle; and, when it is determined that the cause that deteriorates the starting state of the engine is present, correct an energization condition of the fuel injector and energize the fuel injector on the basis of the corrected energization condition.
  • a common rail fuel injection control apparatus is a common rail fuel injection control apparatus in which fuel in a fuel tank is pressurized and pressure-fed to a common rail by a high-pressure pump and which is provided with an electronic control unit capable of executing injection control of high pressure fuel to an engine via a fuel injector connected to said common rail.
  • the electronic control unit is configured to: determine whether a cause that deteriorates a starting state of an engine at a start of a vehicle is present; and, when it is determined that the cause that deteriorates the starting state of the engine is present, correct an energization condition in energization control of the fuel injector; and be able to execute the energization control of the fuel injector on the basis of the corrected energization condition.
  • the energization condition of the fuel injector is corrected, and the energization is performed.
  • an insufficient fuel injection amount can be compensated, and deterioration of a start characteristic of the engine can reliably be avoided.
  • a reduction in an engine speed is reliably suppressed or alleviated, and the deterioration of the start characteristic can thereby be avoided. Therefore, an effect of improving reliability and stability of fuel injection control is exerted.
  • This common rail fuel injection control apparatus is configured by including, as main components: a high-pressure pump device 50 that pressure-feeds high pressure fuel; a common rail 1 that stores the high pressure fuel pressure-fed from this high-pressure pump device 50; plural fuel injectors 2-1 to 2-n, each of which injects the high pressure fuel, which is supplied from this common rail 1, into a cylinder of an engine 3; and an electronic control unit (indicated as an "ECU” in Fig. 1 ) 4 that performs fuel injection control processing, rail pressure control processing, which will be described below, and the like.
  • a high-pressure pump device 50 that pressure-feeds high pressure fuel
  • a common rail 1 that stores the high pressure fuel pressure-fed from this high-pressure pump device 50
  • plural fuel injectors 2-1 to 2-n each of which injects the high pressure fuel, which is supplied from this common rail 1, into a cylinder of an engine 3
  • an electronic control unit indicated as an "ECU” in Fig. 1
  • Such a configuration itself is the same as a basic configuration of a fuel injection control apparatus of this type that has conventionally been well known.
  • the high-pressure pump device 50 has a known/well-known configuration including, as main components, a supply pump 5, a metering valve 6, and a high-pressure pump 7.
  • a return valve 8 is provided between an output side of the supply pump 5 and the fuel tank 9 and thus can return a surplus of the fuel on the output side of the supply pump 5 to the fuel tank 9.
  • the supply pump 5 may be provided as a separate component from the high-pressure pump device 50 on an upstream side of the high-pressure pump device 50 or may be provided in the fuel tank 9.
  • the fuel injectors 2-1 to 2-n are respectively provided for the cylinders of the engine 3. Each of the fuel injectors 2-1 to 2-n is supplied with the high pressure fuel from the common rail 1 and injects the fuel through injection control by the electronic control unit 4.
  • a pressure control valve 12 as an electromagnetic proportional control valve is provided in a return passage (not illustrated) through which a surplus of the high pressure fuel is returned to the tank 9.
  • the pressure control valve 12 is used together with the metering valve 6 to control rail pressure.
  • an operation state of each of the metering valve 6 and the pressure control valve 12 is appropriately changed in accordance with an operation state of the engine 3. In this way, appropriate rail pressure control is realized.
  • the electronic control unit 4 for example, has a microcomputer (not illustrated) with a known/well-known configuration as a principal component and also has storage elements (not illustrated) such as RAM and ROM.
  • the electronic control unit 4 is configured by including, as main components: a drive circuit (not illustrated) that drives the fuel injectors 2-1 to 2-n; and an energization circuit (not illustrated) that energizes the metering valve 6 and the pressure control valve 12.
  • Such an electronic control unit 4 receives a detection signal of a pressure sensor 11 that detects pressure of the common rail 1, and also receives various detection signals such as an engine speed, an accelerator operation amount, and a fuel temperature that are used for operation control and fuel injection control of the engine 3 as well as for the fuel injector energization control processing in the embodiment of the invention, which will be described below, and the like.
  • Such a configuration itself is the same as a basic configuration of a common rail fuel injection control apparatus of this type that has conventionally been known.
  • each of the fuel injectors 2-1 to 2-n in the above configuration for example, a fuel injector with a configuration of a so-called pressure-balanced type is used. Needless to say, the fuel injectors 2-1 to 2-n are not limited thereto. A fuel injector with a configuration of a so-called ball valve type that has conventionally been well known may be used therefor.
  • Fig. 2 and Fig. 3 each schematically illustrate a configuration example of a pressure-balanced fuel injector.
  • a description will hereinafter be made particularly on a schematic configuration of a portion near an end of the pressure-balanced fuel injector on an opposite side from an injection hole. Note that portions with hatched lines represent the fuel in Fig. 2 and Fig. 3 .
  • a nozzle needle 23 that opens/closes the injection hole (not illustrated) is slidably provided in a valve body 22 accommodated in a housing 21, and a control chamber 24, into/from which the fuel flows, is formed on a rear end side of the nozzle needle 23, that is, between the portion near the opposite end from the unillustrated injection hole and the valve body 22. Furthermore, it is configured that an electromagnetic valve 25 that controls inflow/outflow of the fuel to/from this control chamber 24 is provided on an end side of the valve body 22.
  • Such a configuration is basically the same as that of a so-called ball valve fuel injector.
  • a ring-shaped valve seat 26 is formed to be projected to an opposite side from the control chamber 24, and a communication passage 27 that communicates with the control chamber 24 is formed in an inner portion of this valve seat 26.
  • Width of the valve seat 26, that is, width thereof in an orthogonal direction to a longitudinal axial direction of the fuel injector (in other words, a longitudinal axial direction of the nozzle needle 23) as a vertical direction of the sheet in Fig. 3 is extremely small.
  • the electromagnetic valve 25 is configured by including, as main components, an electromagnetic coil 31, the armature 32, and a coil spring 33, and the configuration thereof itself is basically the same as that of a conventional electromagnetic valve.
  • the armature 32 for which a magnetic body is used, is configured to be largely divided into: a columnar section 32a that is formed in a hollow cylinder shape; and a disc-shaped plate section 32b that extends orthogonally from an end of the columnar section 32a.
  • a columnar support member 28 is slidably inserted in the columnar section 32a. One end side of this support member 28 is projected outward from the plate section 32b in appropriate length, and the coil spring 33 and a spring receiver plate 34 are attached thereonto. The spring receiver plate 34 is placed on the plate section 32b of the armature 32.
  • the electromagnetic coil 31 is disposed in a manner to surround the coil spring 33.
  • a top surface side of the electromagnetic coil 31 is closed by a closing member 29, and the coil spring 33 is disposed in a space that is substantially defined by the electromagnetic coil 31 and the closing member 29.
  • control chamber 24 is brought into a state having high fuel pressure. Accordingly, the nozzle needle 23 is pressed in a direction toward the injection hole (not illustrated) by the fuel pressure, and the injection hole is thereby brought into a closed state.
  • the electromagnetic coil 31 is energized. Then, the armature 32 is displaced to the electromagnetic coil 31 side against the pressing force of the coil spring 33, and the seating section 32c is separated from the valve seat 26. In this way, the control chamber 24 communicates with a low-pressure chamber 30 via the communication passage 27 (see Fig. 3 ).
  • the fuel in the control chamber 24 flows into the low-pressure chamber 30, and the fuel pressure in the control chamber 24 is reduced.
  • a downward pressing force, which is generated by the fuel pressure, from an upper surface side of the nozzle needle 23 facing the control chamber 24 side is reduced
  • an upward force, which is generated by the fuel pressure, on a lower side of the nozzle needle 23 overcomes the above-described force that presses the nozzle needle 23 downward from the control chamber 24 side.
  • the nozzle needle 23 is instantaneously separated from the injection hole (not illustrated), and the injection is thereby started.
  • the fuel injector energization control method in the embodiment of the invention prevents or suppresses such deterioration of the engine starting state, which is caused by the sludge, at the start of the vehicle, more specifically, a reduced engine speed at the start.
  • a description will hereinafter be made on a procedure of the fuel injector energization control processing in the embodiment of the invention that is performed by the electronic control unit 4.
  • the fuel injector is first energized before the engine starts, and a valve closing time is measured (see steps S102, S104 in Fig. 4 ).
  • step S102 so-called non-injection energization of the fuel injectors 2-1 to 2-n is performed before the engine starts. That is, the fuel injectors 2-1 to 2-n are each energized for a predetermined energization time without supplying the fuel to the engine 3.
  • a valve closing time CT of each of the fuel injectors 2-1 to 2-n, which is associated with termination of the energization, is measured and obtained (see step S104 in Fig. 4 ).
  • the valve closing time CT is duration of time from a time point at which the fuel injectors 2-1 to 2-n stop being energized to a time point at which the armature 32 is seated on the valve seat 26.
  • the valve closing time CT can be measured by using a conventionally well-known method, and the method used for the measurement does not have to be particularly limited. For example, more specifically, a method of obtaining the valve closing time CT by using a counter electromotive force has been available. The counter electromotive force is generated in the electromagnetic coil 31 after the fuel injectors 2-1 to 2-n stop being energized.
  • the counter electromotive force is generated in the electromagnetic coil 31 after the fuel injectors 2-1 to 2-n stop being energized.
  • a time point at which the counter electromotive force reaches a peak value matches valve closing timing by the nozzle needle 23.
  • step S106 it is determined whether a cause that deteriorates the starting state of the engine 3 is present on the basis of a determination on whether the valve closing time CT, which is obtained as described above, falls within a specified range (see step S106 in Fig. 4 ). If it is determined that the valve closing time CT falls within the specified range (if YES), the cause that deteriorates the starting state of the engine 3 is absent, and the processing proceeds to step S108.
  • step S110 if it is determined that the valve closing time CT does not fall within the specified range (if NO), the cause that deteriorates the starting state of the engine 3 is present, and the processing proceeds to step S110.
  • step S108 from such a determination result in step S106 that the valve closing time CT falls within the specified range, it is considered that an operation of each of the fuel injectors 2-1 to 2-n is in a normal state. Accordingly, a normal energization time is set, and the fuel injectors 2-1 to 2-n are driven for energization.
  • step S110 from such a determination result in step S106 that the valve closing time CT does not fall within the specified range, it is considered that the operation of each of the fuel injectors 2-1 to 2-n is abnormal, and corrected energization is performed. More specifically, energization conditions in the normal time are corrected. Then, energization control of the fuel injectors 2-1 to 2-n is executed on the basis of the corrected energization conditions.
  • the pull-up current can be said as an energization current that is required to generate a desired initial electromagnetic force at the start of the energization of the fuel injectors 2-1 to 2-n.
  • the electromagnetic force only has to be large enough to maintain the state of the armature 32.
  • a magnitude of the current becomes smaller than that of the pull-up current, and the energization is performed using a so-called "hold current", a magnitude of which is smaller than that of the current at the start of the energization, for example.
  • FIG. 6 illustrates a waveform example of an energization current as described above that is used for the fuel injectors 2-1 to 2-n in the normal time.
  • the energization conditions of the fuel injectors 2-1 to 2-n are defined by calculation and the like on the basis of the operation state of the engine 3 at the time point, and the like.
  • the energization conditions includes, for example, a total energization time, a pull-up current value, an energization time using the pull-up current, and the like.
  • the corrected energization in step S110 is performed as it is considered that the time required for the displacement of the armature 32 is longer than the normal time or that a displacement amount of the armature 32 is insufficient when compared to that in normal energization. Accordingly, the energization conditions are basically corrected by extending the total energization time, increasing the magnitude of the pull-up current, and extending the energization time using the pull-up current.
  • the total energization time is duration of time from the start of the energization to a time point at which the energization current becomes zero, and is indicated as "ETn" in (A) of Fig. 6 .
  • the pull-up current is the required current at the start of the energization of the fuel injectors 2-1 to 2-n, and is indicated as "Ip1" in (A) of Fig. 6 .
  • the pull-up current value is an average value of the pull-up current, from which overshoot thereof at the start of the energization is excluded.
  • the energization time using the pull-up current is duration of time from the start of the energization to a time point at which the pull-up current is switched to the hold current, and is indicated as “ETpn" in (A) of Fig. 6 .
  • a method of computing the total energization time, the pull-up current value, and the pull-up energization time in the corrected energization by correcting the total energization time, the pull-up current value, and the pull-up energization time in the normal time is not particularly limited. However, it is considered to adopt a method of extending the total energization time, increasing the pull-up current value, extending the pull-up energization time, and the like in accordance with a deviation of the valve closing time CT from a reference time.
  • the total energization time, the pull-up current value, and the pull-up energization time in the corrected energization are each extended or increased through the correction in the embodiment of the invention. However, all of these may not have to be corrected. As the simplest method, any one of these or any combination of two of these is preferably extended or increased through the correction.
  • step S112 in Fig. 4 it is determined whether the engine speed exceeds a specified speed Ns (see step S112 in Fig. 4 ) . If it is determined that the engine speed exceeds the specified speed Ns (if YES), the processing returns to the state where the normal energization is performed on the fuel injectors 2-1 to 2-n (see step S108 in Fig. 4 ), and a series of the processing is terminated.
  • the determination on whether to continue the corrected energization is made on the basis of the engine speed.
  • a ground for the determination is not limited thereto.
  • the corrected energization is preferably performed for predetermined duration of time.
  • a value obtained by adding a specified speed, which is set by a test, a simulation, or the like, to the speed achieved by the cranking, or the like is preferably used as the specified speed Nn.
  • step S204 If it is determined in step S204 that the engine speed exceeds the specified speed Nn (if YES), the cause that deteriorates the starting state of the engine 3 is absent, and the operation of each of the fuel injectors 2-1 to 2-n is in the normal state. Accordingly, the fuel injectors 2-1 to 2-n are energized under setting of the normal energization time (see step S206 in Fig. 5 ).
  • step S204 determines whether the engine speed does not exceed the specified speed Nn (if NO)
  • the cause that deteriorates the starting state of the engine 3 is present, and the operation of each of the fuel injectors 2-1 to 2-n is abnormal. Accordingly, the corrected energization is performed. Note that the corrected energization has already been described in step S110 (see Fig. 4 ) and thus the detailed description thereon will not be repeated.
  • step S210 in Fig. 5 it is determined again whether the engine speed exceeds the specified speed Nn (see step S210 in Fig. 5 ). If it is determined that the engine speed exceeds the specified speed Nn (if YES), the processing returns to the state where the normal energization is performed on the fuel injectors 2-1 to 2-n (see step S206 in Fig. 5 ), and a series of the processing is terminated.
  • the fuel injectors 2-1 to 2-n are the pressure-balanced fuel injectors in the above-described embodiment of the invention.
  • the invention can be applied to the common rail fuel injection control apparatus that is desired to reliably suppress or prevent deterioration of a fuel injection characteristic due to generation of the sludge at the start of the vehicle.

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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)
  • Combined Controls Of Internal Combustion Engines (AREA)

Claims (12)

  1. Steuerungsverfahren zur Energieversorgung einer Kraftstoffeinspritzdüse, das die Energieversorgung einer Kraftstoffeinspritzdüse (2-1 ... 2-n) bei einem Start eines Fahrzeugs steuert, wobei die Kraftstoffeinspritzdüse (2-1) einen in einem Gehäuse (21) untergebrachten Ventilkörper (22), eine Düsennadel (23), die ein Einspritzloch öffnet oder schließt und die verschiebbar in dem Ventilkörper (22) vorgesehen ist, und eine Steuerkammer (24) umfasst, in die oder aus der Kraftstoff fließt und die an einer hinteren Seite der Düsennadel (23) ausgebildet ist, und ein elektromagnetisches Ventil (25), wobei auf einer Oberseite des Ventilkörpers (22) ein ringförmiger Ventilsitz (26) so ausgebildet ist, dass er auf eine der Steuerkammer (24) gegenüberliegende Seite vorsteht, und ein mit der Steuerkammer (24) verbundener Verbindungskanal (27) in einem Innenabschnitt dieses Ventilsitzes (26) ausgebildet ist, wobei das elektromagnetische Ventil (25) eine elektromagnetische Spule (31), einen aus einem Magnetkörper hergestellten Anker (32) und eine Schraubenfeder (33) aufweist, wobei ein säulenförmiges Trägerelement (28) verschiebbar in einen säulenförmigen Abschnitt (32a) des Ankers (32) eingesetzt ist und ein Ende des Trägerelements (28) von einem Plattenabschnitt (32b) des Ankers (32) nach außen vorsteht, wobei die Schraubenfeder (33) an dem Trägerelement (28) befestigt ist, die in einem Innenraum des elektromagnetischen Ventils angeordnet ist, und der Anker (32) durch die Schraubenfeder (33) Kraft empfängt, und wobei in einem nicht mit Energie versorgtem Zustand der Einspritzdüse (2-1 ... 2-n) der Anker (32) durch eine Druckkraft der Schraubenfeder (33) in einen Zustand gebracht wird, in dem sein Sitzabschnitt (32c) auf dem Ventilsitz (26) sitzt, wobei das Verfahren umfasst:
    Bestimmen, ob eine Ursache, die einen Startzustand eines Motors (3) verschlechtert, beim Start des Fahrzeugs vorhanden ist, wobei die den Startzustand verschlechternde Ursache Schlamm ist, der sich in einem Zwischenraum zwischen dem Anker (32) und dem Trägerelement (28) ansammelt; und
    wenn bestimmt wird, dass die den Startzustand des Motors (3) verschlechternde Ursache vorhanden ist, Korrigieren einer Energieversorgungsbedingung der Kraftstoffeinspritzdüse (2-1 ... 2-n) und Versorgen der Kraftstoffeinspritzdüse (2-1 ... 2-n) mit Energie auf Grundlage der korrigierten Energieversorgungsbedingung.
  2. Steuerungsverfahren zur Energieversorgung einer Kraftstoffeinspritzdüse gemäß Anspruch 1,
    dadurch gekennzeichnet, dass
    die Bestimmung des Vorhandenseins oder Nichtvorhandenseins der den Startzustand des Motors (3) verschlechternden Ursache durch Durchführen der Energieversorgung der Kraftstoffeinspritzdüse (2-1 ... 2-n), ohne den Motor (3) beim Start des Fahrzeugs mit Kraftstoff zu versorgen, Messen einer mit der Beendigung der Energieversorgung verknüpften Ventilschließzeit (CT) und Bestimmen, ob die Ventilschließzeit (CT) einen festgelegten Bereich überschreitet, vorgenommen wird,
    wenn bestimmt wird, dass die Ventilschließzeit (CT) den festgelegten Bereich überschreitet, die den Startzustand des Motors (3) verschlechternde Ursache vorhanden ist,
    die Energieversorgungsbedingung mindestens eine oder eine Kombination von zwei oder mehreren einer gesamten Energieversorgungszeit, eines Pull-up-Stromwertes und einer Pull-up-Energieversorgungszeit ist, und
    die gesamte Energieversorgungszeit die Zeitdauer vom Beginn der Energieversorgung der Kraftstoffeinspritzdüse (2-1 ... 2-n) bis zu einem Zeitpunkt ist, zu dem ein Stromwert aufgrund eines Beendens der Energieversorgung null wird, der Pull-up-Stromwert ein erforderlicher Energieversorgungsstromwert ist, um eine anfängliche elektromagnetische Kraft zu Beginn der Energieversorgung des Kraftstoffeinspritzventils (2- 1 ... 2-n) zu erzeugen, und die Pull-up-Energieversorgungszeit eine Energieversorgungszeit unter Verwendung des Pull-up-Stroms ist,
    wobei das Korrigieren einer Energieversorgungsbedingung mindestens eines von Verlängern der gesamten Energieversorgungszeit, Erhöhen des Pull-up-Stromwertes und Verlängern der Pull-up-Energieversorgungszeit beinhaltet.
  3. Steuerungsverfahren zur Energieversorgung einer Kraftstoffeinspritzdüse gemäß Anspruch 2,
    dadurch gekennzeichnet, dass
    die Energieversorgung der Kraftstoffeinspritzdüse (2-1 ... 2-n) basierend auf der korrigierten Energieversorgungsbedingung fortgesetzt wird, bis eine Motordrehzahl eine festgelegte Drehzahl überschreitet.
  4. Steuerungsverfahren zur Energieversorgung einer Kraftstoffeinspritzdüse gemäß Anspruch 2,
    dadurch gekennzeichnet, dass
    die Energieversorgung der Kraftstoffeinspritzdüse (2-1 ... 2-n) basierend auf der korrigierten Energieversorgungsbedingung für eine festgelegte Zeit durchgeführt wird.
  5. Steuerungsverfahren zur Energieversorgung einer Kraftstoffeinspritzdüse gemäß Anspruch 1,
    dadurch gekennzeichnet, dass
    die Bestimmung des Vorhandenseins oder Nichtvorhandenseins der den Startzustand des Motors (3) verschlechternden Ursache durch Bestimmen vorgenommen wird, ob eine Motordrehzahl nach dem Beginn des Anlassens eine festgelegte Drehzahl überschreitet,
    wenn bestimmt wird, dass die Motordrehzahl die festgelegte Drehzahl unterschreitet, die den Startzustand des Motors (3) verschlechternde Ursache vorhanden ist, die Energieversorgungsbedingung mindestens eine oder eine Kombination von zwei oder mehreren einer Gesamtenergieversorgungszeit, eines Pull-up-Stromwertes und einer Pull-up-Energieversorgungszeit ist, und
    die gesamte Energieversorgungszeit die Zeitdauer vom Beginn der Energieversorgung der Kraftstoffeinspritzdüse (2-1 ... 2-n) bis zu einem Zeitpunkt ist, zu dem ein Stromwert aufgrund eines Beendens der Energieversorgung null wird, der Pull-up-Stromwert ein erforderlicher Energieversorgungsstromwert ist, um eine anfängliche elektromagnetische Kraft zu Beginn der Energieversorgung des Kraftstoffeinspritzventils zu erzeugen, und die Pull-up-Energieversorgungszeit eine Energieversorgungszeit unter Verwendung des Pull-up-Stroms ist,
    wobei das Korrigieren einer Energieversorgungsbedingung mindestens eines von Verlängern der gesamten Energieversorgungszeit, Erhöhen des Pull-up-Stromwertes und Verlängern der Pull-up-Energieversorgungszeit beinhaltet.
  6. Steuerungsverfahren zur Energieversorgung einer Kraftstoffeinspritzdüse gemäß Anspruch 5,
    dadurch gekennzeichnet, dass
    die Energieversorgung der Kraftstoffeinspritzdüse (2-1 ... 2-n) basierend auf der korrigierten Energieversorgungsbedingung fortgesetzt wird, bis die Motordrehzahl die festgelegte Drehzahl überschreitet.
  7. Steuerungsvorrichtung zur Common-Rail-Kraftstoffeinspritzung, bei der Kraftstoff in einem Kraftstofftank (9) durch eine Hochdruckpumpe (7) unter Druck gesetzt und unter Druck einer Common-Rail (1) zugeführt wird und die mit einem elektronischen Steuergerät (4) versehen ist, das in der Lage ist, eine Einspritzsteuerung von Hochdruckkraftstoff in einen Motor (3) über eine Kraftstoffeinspritzdüse (2-1 ... 2-n) auszuführen, die mit der Common-Rail (11) verbunden ist, wobei die Kraftstoffeinspritzdüse (2-1) einen in einem Gehäuse (21) untergebrachten Ventilkörper (22), eine Düsennadel (23), die ein Einspritzloch öffnet oder schließt und die verschiebbar in dem Ventilkörper (22) vorgesehen ist, und eine Steuerkammer (24) umfasst, in die oder aus der Kraftstoff fließt, die an einer hinteren Seite der Düsennadel (23) ausgebildet ist, und ein elektromagnetisches Ventil (25), wobei auf einer Oberseite des Ventilkörpers (22) ein ringförmiger Ventilsitz (26) so ausgebildet ist, dass er auf eine der Steuerkammer (24) gegenüberliegende Seite vorsteht, und ein mit der Steuerkammer (24) verbundener Verbindungskanal (27) in einem Innenabschnitt dieses Ventilsitzes (26) ausgebildet ist, wobei das elektromagnetische Ventil (25) eine elektromagnetische Spule (31), einen aus einem Magnetkörper hergestellten Anker (32) und eine Schraubenfeder (33) aufweist, wobei ein säulenförmiges Trägerelement (28) verschiebbar in einen säulenförmigen Abschnitt (32a) des Ankers (32) eingesetzt ist und ein Ende des Trägerelements (28) von einem Plattenabschnitt (32b) des Ankers (32) nach außen vorsteht, wobei die Schraubenfeder (33) an dem Trägerelement (28) befestigt ist, die in einem Innenraum des elektromagnetischen Ventils angeordnet ist, und der Anker (32) durch die Schraubenfeder (33) Kraft empfängt, und wobei in einem nicht mit Energie versorgten Zustand der Einspritzdüse (2-1 ... 2-n) der Anker (32) durch eine Druckkraft der Schraubenfeder (33) in einen Zustand gebracht wird, in dem sein Sitzabschnitt (32c) auf dem Ventilsitz (26) sitzt, wobei das Verfahren umfasst:
    wobei das elektronische Steuergerät (4) dazu ausgelegt ist:
    zu bestimmen, ob eine einen Startzustand des Motors (3) verschlechternde Ursache bei einem Start eines Fahrzeugs vorhanden ist, wobei die den Startzustand verschlechternde Ursache Schlamm ist, der sich in einem Zwischenraum zwischen dem Anker (32) und dem Trägerelement (28) ansammelt;
    wenn bestimmt wird, dass die den Startzustand des Motors (3) verschlechternde Ursache vorhanden ist, eine Energieversorgungsbedingung in der Energieversorgungssteuerung der Kraftstoffeinspritzdüse (2-1 ... 2-n) zu korrigieren; und
    in der Lage zu sein, die Energieversorgungssteuerung der Kraftstoffeinspritzdüse (2-1 ... 2-n) basierend auf der korrigierten Energieversorgungsbedingung auszuführen.
  8. Steuerungsvorrichtung zur Common-Rail-Kraftstoffeinspritzung gemäß Anspruch 7
    dadurch gekennzeichnet, dass
    das elektronische Steuergerät (4) dazu ausgelegt ist, die Energieversorgung der Kraftstoffeinspritzdüse (2-1 ... 2-n) beim Start des Fahrzeugs ohne Zuführen von Kraftstoff zum Motor (3) durchzuführen, eine mit der Beendigung der Energieversorgung verknüpfte Ventilschließzeit (CT) zu messen und zu bestimmen, dass die den Startzustand des Motors (3) verschlechternde Ursache vorhanden ist, wenn die Ventilschließzeit (CT) einen festgelegten Bereich überschreitet,
    die Energieversorgungsbedingung mindestens eine oder eine Kombination von zwei oder mehreren einer gesamten Energieversorgungszeit, eines Pull-up-Stromwertes und einer Pull-up-Energieversorgungszeit ist, und
    die gesamte Energieversorgungszeit die Zeitdauer vom Beginn der Energieversorgung der Kraftstoffeinspritzdüse (2-1 ... 2-n) bis zu einem Zeitpunkt ist, zu dem ein Stromwert aufgrund eines Beendens der Energieversorgung null wird, der Pull-up-Stromwert ein erforderlicher Energieversorgungsstromwert ist, um eine anfängliche elektromagnetische Kraft zu Beginn der Energieversorgung der Kraftstoffeinspritzdüse (2-1 ... 2-n) zu erzeugen, und die Pull-up-Energieversorgungszeit eine Energieversorgungszeit unter Verwendung des Pull-up-Stroms ist,
    wobei das Korrigieren einer Energieversorgungsbedingung mindestens eines von Verlängern der gesamten Energieversorgungszeit, Erhöhen des Pull-up-Stromwertes und Verlängern der Pull-up-Energieversorgungszeit beinhaltet.
  9. Steuerungsvorrichtung zur Common-Rail-Kraftstoffeinspritzung gemäß Anspruch 8
    dadurch gekennzeichnet, dass
    das elektronische Steuergerät (4) dazu ausgelegt ist, die Energieversorgung der Kraftstoffeinspritzdüse (2-1 ... 2-n) auf der Grundlage der korrigierten Energieversorgungsbedingung fortzusetzen, bis eine Motordrehzahl eine festgelegte Drehzahl überschreitet.
  10. Steuerungsvorrichtung zur Common-Rail-Kraftstoffeinspritzung gemäß Anspruch 8
    dadurch gekennzeichnet, dass
    das elektronische Steuergerät (4) dazu ausgelegt ist, die Energieversorgung der Kraftstoffeinspritzdüse (2-1 ... 2-n) auf der Grundlage der korrigierten Energieversorgungsbedingung für eine festgelegte Zeit durchzuführen.
  11. Steuerungsvorrichtung zur Common-Rail-Kraftstoffeinspritzung gemäß Anspruch 7
    dadurch gekennzeichnet, dass
    das elektronische Steuergerät (4) dazu ausgelegt ist, zu bestimmen, dass die den Startzustand des Motors (3) verschlechternde Ursache vorhanden ist, wenn eine Motordrehzahl nach dem Beginn des Anlassens eine festgelegte Drehzahl unterschreitet,
    die Energieversorgungsbedingung mindestens eine oder eine Kombination von zwei oder mehreren einer gesamten Energieversorgungszeit, eines Pull-up-Stromwertes und einer Pull-up-Energieversorgungszeit ist, und
    die gesamte Energieversorgungszeit die Zeitdauer vom Beginn der Energieversorgung der Kraftstoffeinspritzdüse (2-1 ... 2-n) bis zu einem Zeitpunkt ist, zu dem ein Stromwert aufgrund eines Beendens der Energieversorgung null wird, der Pull-up-Stromwert ein erforderlicher Energieversorgungsstromwert ist, um eine anfängliche elektromagnetische Kraft zu Beginn der Energieversorgung der Kraftstoffeinspritzdüse (2-1 ... 2-n) zu erzeugen, und die Pull-up-Energieversorgungszeit eine Energieversorgungszeit unter Verwendung des Pull-up-Stroms ist,
    wobei das Korrigieren einer Energieversorgungsbedingung mindestens eines von Verlängern der gesamten Energieversorgungszeit, Erhöhen des Pull-up-Stromwertes und Verlängern der Pull-up-Energieversorgungszeit beinhaltet.
  12. Steuerungsvorrichtung zur Common-Rail-Kraftstoffeinspritzung gemäß Anspruch 11
    dadurch gekennzeichnet, dass
    das elektronische Steuergerät (4) dazu ausgelegt ist, die Energieversorgung der Kraftstoffeinspritzdüse (2-1 ... 2-n) auf der Grundlage der korrigierten Energieversorgungsbedingung fortzusetzen, bis die Motordrehzahl die festgelegte Drehzahl überschreitet.
EP17727703.5A 2016-05-24 2017-04-26 Steuerungsverfahren zur energieversorgung einer kraftstoffeinspritzung und steuerungsvorrichtung für common-rail-kraftstoffeinspritzung Active EP3467285B1 (de)

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PCT/IB2017/052408 WO2017212350A1 (ja) 2016-05-24 2017-04-26 燃料噴射弁通電制御方法及びコモンレール式燃料噴射制御装置

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