JP6497973B2 - Switchable valve control method, computer program capable of executing the method, storage medium storing the computer program, and electronic control device including the storage medium - Google Patents

Description

  The present invention relates to a control method for a switchable valve, in particular a vehicle internal combustion engine injection valve, which additionally generates a braking pulse that decelerates the valve motion when driving at least one valve. The invention further relates to a computer program capable of carrying out the method according to the invention, a computer readable storage medium for storing the computer program, and an electronic control device capable of carrying out the method according to the invention.

  In motorcycles or vehicles with more wheels, are the injection valves or solenoid valves used to control fuel injection into the intake duct or combustion chamber of an internal combustion engine directly driven by battery voltage? Or driven by a so-called booster voltage. This booster voltage is formed by converting the battery voltage to a higher voltage level, for example 65V.

  The use of the battery voltage as it is for driving the injection valve is common especially in an internal combustion engine that performs intake pipe injection. In this case, the battery voltage is subject to relatively large fluctuations due to the switch-on / switch-off process of the electric load of the vehicle and due to the regulated charging process by the current generator (eg so-called “alternator”). . Such voltage fluctuation adversely affects the driving of the injection valve, as is well known.

  Furthermore, it is also known that when the injection valve which is the subject of the present application is opened, the valve plunger makes a contact with the stroke stopper. In particular, in the case of a two-wheeled vehicle, the noise is attenuated relatively little by the chassis. For this reason, as is known per se in the case of two-wheeled vehicles, the individual injections are carried out for a predetermined period, preferably for a period determined by experiment, shortly before the valve contacts the stroke stop as described above. Breaking the valve current circuit generates a braking pulse that slows the valve movement. However, the above-described fluctuations in the battery voltage have a great influence on the point and period of such interruption, and the effectiveness of the braking pulse for noise reduction is significantly deteriorated.

  It is further known that the same measure is taken when the injection valve is switched off, i.e. in this case the valve is switched on again for a short period of time. When the battery voltage fluctuates in such a case, as a result, the valve switch-off does not affect the valve noise in the first place, or the valve injection amount changes unintentionally.

  DE 10 2009 047 453 A1 discloses a method for operating an injection valve. According to this document, at the end of the valve opening movement, the movement of the plunger and the valve needle is measured by measuring and evaluating the current or voltage generated in the coil due to the change in the magnetic field in the plunger coil of the aforementioned plunger. The collision information about the end or the time and strength of the collision is determined. In this case, the subsequent drive of the valve is performed based on the obtained collision information. In this way, the contact speed of the electromagnetic plunger or valve needle of this type of valve can be reduced, thereby reducing noise emission and mechanical wear of the components of this type of valve.

DE 10 2009 047 453 A1

  An object of the present invention is to adaptively control and drive the above-described braking pulse for reducing the noise of the injection valve.

  According to the invention, this problem is solved by measuring the voltage value of the supply voltage of at least one of the valves and determining the time and / or duration of the braking pulse based on the measured voltage value. .

  In particular, according to the present invention, the current voltage of a power supply voltage source (for example, an in-vehicle battery) arranged in the vehicle is measured, and based on the measured voltage value, an appropriate time point of the aforementioned braking pulse and an appropriate The period is determined.

  Here, the above (appropriate) time point may be a general time scale, or may be another value temporally correlated with the operation of the internal combustion engine, such as a crank angle.

  If the injection valve is powered only by a power supply voltage source (battery voltage) mounted on an individual vehicle, the level of the braking pulse is adjusted more accurately than in the prior art by considering the current battery voltage. be able to. In this way, it is possible to avoid the phenomenon that noise increases when a deviation occurs in the battery voltage, or it is not necessary to increase the injection amount in order to reduce noise when the deviation occurs in the battery voltage. .

  The invention makes it possible in particular to adjust such a braking pulse precisely with the best possible action or effect for noise reduction, whatever the battery voltage.

  According to a first embodiment of the method according to the invention, the injection valve is initially driven without a braking pulse. In this case, according to the prior art, at least one impact time or contact time of the valve is determined. Based on at least one contact point determined in this way, a braking pulse trigger point and period suitable for noise reduction are determined.

  The period of the braking pulse may be set in advance by experiment, or may be determined depending on the time of collision or the time of contact.

  Depending on the battery voltage currently occurring, the time and duration of the braking pulse is corrected and an appropriately corrected braking pulse is triggered. In this case, the effect of the braking pulse on the aforementioned contact time is measured. In doing so, if it is found that the braking pulse has no noise reduction action, the time and / or duration of the braking pulse is changed and the appropriately changed braking pulse is triggered. Thus, this method can be repeated until an appropriate braking pulse is obtained.

  The second embodiment of the method according to the invention is based on the known fact that the force exerted by the valve of interest here on the valve seat and thus the closing force of the valve is a function of the control current supplied to the valve. Is. The noise generation level when the valve is closed also depends on the force of this valve. Therefore, it is proposed in this embodiment when reducing noise according to the present invention to trigger the previously described braking pulse only when a predetermined control current is generated, i.e. The time and duration of the braking pulse is determined based on the battery voltage that is present.

  However, since the allowable range of the measurement resistance of the power switch provided for driving the target valve here is relatively wide, the absolute measurement of the control current cannot be performed directly. However, it can be expressed or calculated as a relative control current for a given final value. Based on the ratio of the current values, the triggering of the braking pulse can be activated, and it is also advantageous here that the appropriate value of the braking pulse is determined with respect to the time and period based on the value of the control current ratio. It is to obtain a value.

  In addition, the captured current signal or current course characteristics can be evaluated to determine when the valve needle is lifted or when the valve needle contacts the upper stroke stopper. The current value generated at the time of contact can be additionally used when setting the time and period of the braking pulse.

  That is, the braking pulse trigger time can be set relative to the time when the current value for opening or contacting the needle reaches the individual maximum value. In this way, the time and period of the braking pulse can always be set as optimally as possible without depending on the battery voltage.

  The method according to the invention is particularly applicable to two-wheeled vehicles with internal combustion engines in which intake pipe injection takes place or to vehicles with more wheels. However, the method according to the invention is basically applicable to any type of switchable solenoid valve and is not limited to the fuel injection or direct fuel injection valves described here. Therefore, it is also considered to be used for adjusting the amount of the medium in the urea metering system (HWL), the water amount adjusting system, and the thermotechnology heating system.

  The method according to the invention can be easily automated, for example by implementing it in a correspondingly configured control device or an existing engine control device, for example at the start of the internal combustion engine or at least occasionally during the operation of the internal combustion engine. Can be implemented.

  The following description and the annexed drawings illustrate other advantages and embodiments of the present invention.

  As is obvious, the above-mentioned features and the features to be described below are not limited to the combinations as described, but may be combined with each other, or may be different from each other, or deviate from the scope of the present invention. Can be applied without.

Cross-sectional view schematically showing a solenoid valve of the type known in the prior art and handled in this application The figure which shows the time passage characteristic of the displacement of the valve needle of the solenoid valve shown in FIG. 1 for the purpose of illustrating a known method for obtaining the collision time or contact time of the valve Flowchart showing a first embodiment of the method according to the invention. Flowchart showing a second embodiment of the method according to the invention

  As already described in DE 10 2009 047 453 A1, FIG. 1 shows several components of an electromagnetic valve 10, for example an injection valve of an injector 11 for direct fuel injection of an internal combustion engine. Can be used as In this figure, the solenoid valve 10 is closed. Further, in this figure, the plunger coil 12 is shown together with the plunger 14, and the plunger 14 is drawn into the plunger coil 12 when power is supplied. The movement of the plunger 14 is limited by the lower stroke stopper 16 and the upper stroke stopper 18.

  When the electromagnetic valve 10 is closed, the plunger 14 is placed on the downward stroke stopper 16. The valve needle 20 is guided through an axial hole provided in the plunger 14, and the valve needle 20 is fixedly connected to the disc-shaped plate 22 at the upper end in this figure. A coil spring 24 acts on the plate 22, thereby urging the valve needle 20 in the closing direction.

  In this figure, a valve seat 26 is disposed at the end of the injector 11 which is the lower side. When the valve needle 20 is placed on the valve seat 26, the discharge port 28 is closed. Other members of the electromagnetic valve 10 such as a fuel duct are not shown. All movements are performed vertically in FIG.

  Furthermore, an open-loop and / or closed-loop control device 27 including a computer program 29 and a computer-readable storage medium 31 is drawn symbolically, and this device is responsible for controlling the solenoid valve 10 according to the method described below.

When the plunger coil 12 is supplied with power, the plunger 14 moves upward in this figure by the magnetic field generated at that time. In this case, the plunger 14 first contacts the disc-shaped plate 22 and moves the plate 22 together with the valve needle 20 against the force of the coil spring 24. The movement of the plunger 14 ends at the upper stroke stopper 18. The greater the plunger current flowing through the plunger coil 12, the faster this movement, and the valve needle 20 and plate 22 vibrate for a short period of time slightly beyond the upper stroke stopper 18 of the plunger 14 due to their inertia. However, this point is not drawn in FIG.

  FIG. 2 shows a time chart regarding the displacement 32 (“stroke”) during the opening phase of the valve needle 20 of the electromagnetic valve 10 shown in FIG. The horizontal axis 34 represents time, and the vertical axis represents the displacement 32. A time point 36 indicating the start of displacement of the solenoid valve 10 is written near the coordinate origin at the lower left of the time chart. The curve representing the displacement 32 follows a course 38 that starts from this point and rises steeply in a substantially straight line. This course 38 shows the first movement phase of the electromagnetic valve 10. A horizontal broken line 40 written in the upper part of this time chart represents the upper stroke stopper 18 for the plunger movement. At time 42, the upper stroke stopper 18 is reached once.

  As can be seen from this figure, the valve needle 20 continues to move beyond the upper stroke stopper 18 of the plunger 14 by a displacement amount 44 and then turns and impacts the plunger 14 in the opposite direction at a time 46. Since the kinetic energy of the valve needle 20 colliding in the reverse direction is transmitted to the plunger 14 at that time, both the valve needle 20 and the plunger 14 are then pushed back from the upper stroke stopper 18 by the displacement amount 48 in the reverse direction. This movement is continued until the plunger 14 is pushed again toward the upper stroke stopper 18 by magnetic force in the subsequent process 49. At approximately time 50, the opening phase of the solenoid valve 10 is finished, the power supply state of the plunger coil 12 is changed or the power supply is interrupted, and the solenoid valve 10 is closed at the curved portion 52 located on the right side thereof. .

  Thus, the plunger 14 collides with the upper stroke stopper 18 at the time point 42, and as a result, strong negative acceleration occurs in the plunger 14, and the voltage and / or current of the plunger coil 12 changes. Pushed by the valve needle 20 that collided in the opposite direction at the time 46, also causes further negative acceleration in the plunger 14, resulting in a change in the voltage and / or current of the plunger coil 12 as well. As shown in FIG. 2, the above-described second acceleration process in the plunger 14 is somewhat weaker than the first time. Represented by the difference value 54 is the “flying time” or “excess stroke time” of the valve needle 20 during which time the valve needle 20 lifts away from the plunger 14 and exceeds the upper stroke stopper 18. Jump up.

  In order to accurately determine when the upper stroke stopper 18 has been hit, the stated changes in the voltage and / or current of the plunger coil 12 are detected and evaluated according to the embodiment of the method according to the invention shown in FIG. Next, this embodiment will be described with reference to FIG.

  According to the routine shown in FIG. 3 corresponding to the first embodiment of the invention, the injection valve is first driven without a braking pulse (step 300). At that time, in accordance with the method shown in FIG. 3 (step 305 surrounded by a broken line), a plurality of contact points are determined for a single injection valve (step 310), and the average contact point is determined from the determined values. Calculated (step 315). Based on the value of the contact time calculated in this way, a braking pulse trigger time suitable as much as possible for noise reduction is determined (step 320). Similarly, a braking pulse period that is as suitable as possible for noise reduction can be determined by experiment and fixedly set, or can be calculated or set depending on the average contact time determined each time ( Step 325).

  Advantageously, both the time and duration of triggering the braking pulse are corrected (step 335) depending on the current battery voltage measured (step 330). In this embodiment, for example, appropriate correction is performed based on a correction table 333 in which correction data obtained in advance by experiment or the like is stored.

  According to this embodiment, in the correction table 333, a pair of values consisting of the time and period of the braking pulse is entered depending on the battery voltage. However, the detailed structure or arrangement of these data sets is not important here, so correction data may be made available in other ways. The use of this type of table is merely an example, as can be seen from the broken line, and the correction value can be calculated in real time.

  Thereafter, the individual injection valves are driven by appropriately corrected braking pulses (step 340), at which time the noise reduction effect of the braking pulses with respect to the aforementioned contact time is measured (step 345).

  This effect can be measured by vibration sensors, acoustic microphones or piezoelectric microphones, especially when the method according to the invention is automated.

  If it is determined in the subsequent determination step 350 that the braking pulse does not have the above-described action, the time and / or period of the braking pulse is changed (step 355), and the steps 340 to 350 described above are changed. Is newly executed. Thus, for example, this method can be repeated until a braking pulse suitable for noise reduction is obtained. In this case, the acquired braking pulses, i.e. the time and period, for example, are stored according to step 360, after which the values can be used to drive one or more injection valves of the internal combustion engine.

  The steps performed within the dashed line 365 are only an advantageous embodiment and are necessary if the corrected braking pulse applied according to step 340 already exerts a sufficient noise reduction effect. Depending on the case, these steps may be omitted. Further, for example, these steps can also be carried out in advance on the test table or inspection table of the internal combustion engine or the internal combustion engine injection system for the purpose of creating the above correction table before the actual operation of the internal combustion engine. .

  FIG. 4 shows another routine according to the second embodiment of the present invention. The injection valve is first driven without a braking pulse (step 400), and the control current generated during this driving is measured (step 405). As already mentioned, this control current can be regarded as a measure of the noise action level that occurs especially when the valve is closed. Accordingly, in step 410, it is then checked whether the measured control current has exceeded a preset threshold, for example by experiment. If the threshold is not exceeded, the routine jumps back to the beginning of the routine (step 400) again, and the above-described steps 400 to 410 are newly executed.

  If it is determined in the determination step 410 that the control current exceeds the threshold value, the current battery voltage is measured (step 415), and the initial value (for example, the internal combustion engine) determined in advance for the time and period of the braking pulse is measured. The particular type of engine or injection system structure, particular type, or standard value for a particular production lot) is corrected appropriately (as described in FIG. 3) (step 420). Therefore, in this case, the injection valve drive 425 using the braking pulse is activated only when a predetermined control current (which is a measure for the generation of the predetermined noise) is generated.

  Thereafter, in order to obtain the data required for the most effective braking pulse (ie in particular the time and period), the subsequent steps 430 to 430 already shown in FIG. 445 can be implemented as an option. In other words, also in this case, the noise reduction effect of the braking pulse at the contact point described above is measured (step 430), and it is determined whether or not the braking pulse has the aforementioned effect (step 435). If the braking pulse does not have a noise reducing effect, the time and / or period of the braking pulse can be changed (step 440), and steps 425 to 435 can be newly executed. The braking pulse obtained in this way can also be stored (step 445).

Instead of measuring the control current as described above (step 405), it is also possible to represent the control current relative to a certain maximum value or final value obtained by measurement in advance. In this case, the trigger of the braking pulse can be activated depending on the obtained current value ratio I _momentan / I _max . Furthermore, an appropriate value (time point and / or period) of the braking pulse can be determined based on the value of the current ratio.

  It is also possible to set the trigger time point of the braking pulse relative to the time point when the current value for opening or contacting the valve needle reaches the respective maximum value. In this way, the time and period of the braking pulse can always be set as optimally as possible without depending on the battery voltage.

  The method described so far may be implemented as a control program for an electronic control device for controlling an internal combustion engine, or may be implemented as one or more corresponding electronic control units (ECUs). .

Claims (12)

Additionally generating a braking pulse that decelerates the valve motion when driving at least one valve;
In the control method of the switchable valve,
Measuring a voltage value of the power supply voltage of at least one of said valves (330), the time and / or duration of the braking pulse, determined based on said measured voltage value (335),
Measure a control current supplied to at least one of the valves during driving (405), determine whether the measured control current exceeds a first threshold (410), and set the first threshold to If so, the time and / or duration of the braking pulse is corrected based on the measured voltage value (335) and then a correspondingly corrected at least one braking pulse is triggered (425). )
Switchable valve control method. At least one of the valves is driven without a braking pulse (300), the contact time of the valve is determined (310, 315), and one or more to be triggered later based on the determined contact time Determining (320) the time and / or duration of the braking pulse of
The method of claim 1. Experimentally determining the time and / or duration of the braking pulse;
The method according to claim 1 or 2. Correcting the time and / or duration of the braking pulse based on the measured voltage value (335) and then triggering a correspondingly corrected at least one braking pulse (340);
4. A method according to any one of claims 1 to 3. Measure the effect of the braking pulse on the determined contact time when triggering at least one corrected braking pulse (345), and the corrected trigger of the braking pulse is the contact time in the case where has had a smaller effect than the second threshold value, the change the time and / or duration of the braking pulse (355), triggering a braking pulse is changed to correspond (340),
The method of claim 4. The effect on the contact point is measured by a vibration sensor, an acoustic microphone or a piezoelectric microphone.
The method of claim 5. Expressing the control current relative to a constant value and triggering at least one braking pulse depending on the ratio of the current values;
The method according to any one of claims 1 to 6 . Based on the ratio of the current values, the time and / or duration of the braking pulse is determined.
The method of claim 7 . The switchable valve is an injection valve of a vehicle internal combustion engine;
9. A method according to any one of claims 1 to 8 . Computer program (29) configured to carry out the steps of the method according to any one of claims 1 to 9 . A computer-readable storage medium (31) in which the computer program (29) according to claim 10 is stored. Electronic control device (27) comprising a computer-readable storage medium (31) according to claim 11 .

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