WO2004016927A1 - Procede et dispositif pour la commande d'un actionneur - Google Patents

Procede et dispositif pour la commande d'un actionneur Download PDF

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Publication number
WO2004016927A1
WO2004016927A1 PCT/DE2003/002133 DE0302133W WO2004016927A1 WO 2004016927 A1 WO2004016927 A1 WO 2004016927A1 DE 0302133 W DE0302133 W DE 0302133W WO 2004016927 A1 WO2004016927 A1 WO 2004016927A1
Authority
WO
WIPO (PCT)
Prior art keywords
pressure
injection
actuator
partial injection
fuel
Prior art date
Application number
PCT/DE2003/002133
Other languages
German (de)
English (en)
Inventor
Udo Schulz
Andreas Huber
Johannes-Joerg Rueger
Joerg Nagel
Thomas Baumann
Kai Sutter
Jens-Holger Barth
Oliver Schulz
Thorsten Rick
Egbert Fuchs
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
Priority to EP03787610A priority Critical patent/EP1527265A1/fr
Priority to CNB038033984A priority patent/CN100360783C/zh
Priority to JP2004528329A priority patent/JP2005534862A/ja
Publication of WO2004016927A1 publication Critical patent/WO2004016927A1/fr

Links

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
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • 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
    • F02D41/2096—Output circuits, e.g. for controlling currents in command coils for controlling piezoelectric 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
    • F02D41/24—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
    • F02D41/2409—Addressing techniques specially adapted therefor
    • F02D41/2422—Selective use of one or more tables
    • 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
    • F02D2200/0604—Estimation of fuel pressure
    • 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
    • F02D2200/0606—Fuel temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/04—Fuel pressure pulsation in common rails
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the invention relates to a method and a device for controlling an actuator L5 according to the preambles of the independent claims.
  • EP 1 138 904 discloses a method and a device for controlling a piezo actuator. Such actuators are preferably used to control the injection of fuel into an internal combustion engine. The start of control and the duration
  • control determines the start and duration of the fuel metering.
  • the voltage value at which the actuator opens and / or closes depends on various operating parameters, such as the fuel pressure. It is therefore provided in the prior art that the voltage value depends on the temperature and the fuel pressure.
  • injector supply line induces a pressure wave.
  • the subsequent main injection leads to a pressure increase or a pressure decrease. If the constant injection duration of the main injection is assumed, the amount of fuel injected thus changes.
  • DE 197 12 143 provides that a correction value for correcting the pressure value is determined on the basis of the distance between the pre-injection and main injection and the amount of fuel metered in during pre-injection. The actual activation duration is then calculated on the basis of this corrected pressure value. This procedure compensates for the influence of the rail pressure change due to the pressure wave via a change in the activation duration of the main injection.
  • the voltage value required for this depends on the rail pressure.
  • the value of the voltage is selected such that it is sufficient to open the control valve even at the maximum possible rail pressure.
  • Such a procedure is disadvantageous because it causes unnecessary energy losses in the control unit, since the increased voltage is also provided when it is not required. Furthermore, a higher voltage than necessary causes a greater force of the control valve and thus increased wear.
  • the voltage value with which the injector is controlled depends on the distance between a first partial injection and a second partial injection, the energy and loss line balance can be improved, the wear on the injector reduced and safe opening and holding of the control valve guaranteed.
  • a control unit 100 applies different power to an output stage 110 Signals that determine the control of the injector. These include signals that determine the start and duration or the start and end of fuel metering. Furthermore, the control unit 100 applies a signal TVE to a first specification 120, which characterizes the distance between a first and a second injection. Furthermore, the control unit 100 applies a signal QVE to a second specification 125 that characterizes the amount of fuel that is metered in during the first partial injection. In an alternative embodiment, signal QVE is provided by acquisition 122. A first connection point 130 is applied to the output signal of the first specification 120 and a second connection point 135 is applied to the output signal of the second specification 125.
  • a temperature sensor 140 applies a signal TK to a characteristic curve 145, which in particular corresponds to the fuel temperature.
  • the output signal of the pressure sensor 160 also reaches the characteristic curve 145, which is then designed as a characteristic diagram.
  • the characteristic curve 145 acts on the first
  • Link point 135 and this the second link point 130 with a signal.
  • the first connection point 130 applies a signal to a characteristic diagram 150.
  • node 130 acts on another
  • Link point 132 This further link point 132 then applies a signal to the characteristic diagram 150.
  • the output signal of a characteristic curve 121, to which the pressure signal P of the pressure sensor 160 is supplied, is at the second input of the node 132.
  • connection point 130 and / or the connection point 132 loads a characteristic diagram 151 with a signal.
  • the output signal of the characteristic diagram 151 reaches the connection point 190 via a connection point 191.
  • the output signal of the characteristic diagram 150 is present at the second input of the connection point 191. Only the pressure signal P is then preferably supplied to this characteristic diagram.
  • a pressure signal P is present at the second input of the characteristic diagram 150 and is provided by a pressure sensor 160.
  • the output signal TA of a further temperature sensor 170 arrives at a second characteristic diagram 180 at the second one Input the output signal of the first map 150 is present.
  • the output signal of the first map 150 and the second map 180 is applied to a fourth node 190. This in turn applies a size to the output stage 1 10.
  • the second specification 125 and thus the connection point 135 can be omitted.
  • the output signal of characteristic curve 145 goes directly to node 130.
  • Output signal of node 130 is applied to a third node 195, the signal P is present at the second input.
  • the output signal of the connection point 195 arrives at the characteristic diagram 150, which can then advantageously be designed as a characteristic curve.
  • the sensors 140, 160 and 170 can both be designed as sensors that directly detect the corresponding signals. It is particularly advantageous if not the direct signals, but rather processed, in particular mean values or variables derived from other variables are used. Furthermore, substitute values can be taken into account for the variables that characterize the corresponding variables or similar ones
  • the temperature of the actuator TA can be replaced by the value of the fuel temperature that is measured directly in front of the actuator.
  • the effects of the pressure wave, which are caused by the first partial injection, on the rail pressure and thus on the required actuator voltage are taken into account. This is done by correcting the mean wheel pressure P with the change in the wheel pressure caused by the pressure wave.
  • the change in the wheel pressure P depends on the distance TVE from the end of the first partial injection and the start of the second partial injection, as well as on the
  • Fuel temperature TK which is preferably detected by means of the sensor 140.
  • a value is stored in the first characteristic curve 145, which takes into account the dependence of the pressure wave on the viscosity.
  • the characteristic curve 145 also takes into account the dependence of the pressure wave on the Rail pressure P.
  • a value is stored in the first specification 120, which takes into account the dependence of the pressure wave on the distance between the first and second partial injection. In the second specification the dependence of the correction value on the
  • the temperature-dependent factor stored in characteristic curve 145 is corrected in node 130 and possibly 135. It is particularly advantageous if, starting from the rail pressure P, a further correction factor is specified, which takes into account that the start amplitude of the pressure wave depends on the rail pressure P.
  • the voltage value dependent on this value and the rail pressure P is stored in the characteristic diagram 150.
  • Actuator temperature TA and the rail pressure-dependent correction factor, which is stored in map 180, are corrected again.
  • the voltage is stored in the characteristic diagram 150 as a function of the pressure P.
  • the pressure signal P is corrected in the third connection point 195 depending on the fuel temperature TK, the distance TVE between the first and second partial injection and the fuel quantity QVE injected during the first partial injection.
  • This link in node 195 is preferably additive.
  • the first specification 120 takes into account that the end of the first partial injection causes the
  • the rail pressure actually present at the start of the second partial injection ie the pressure increase or the pressure reduction, is therefore dependent on the distance from the end of the first to the start of the second partial injection.
  • the characteristic curve 145 takes into account the influence, because the fuel temperature TK has on the viscosity and thus on the speed of propagation of the pressure wave.
  • the Specification 125 takes into account the influence that the injection quantity of the preceding partial injection has on the amplitude of the pressure wave.
  • another variable that characterizes the injected fuel quantity can also be used.
  • One such variable is the activation duration.
  • the electrical control duration the distance between the start and end of the
  • Control of the actuator corresponds, and / or the hydraulic control duration, which corresponds to the distance between the opening and closing of the control element and / or a control valve, are used.
  • Map 150 stores the actuator voltage depending on the rail pressure and the corrected output signal of the characteristic curve 145.
  • the characteristic 151 specifies a correction value for the actuator voltage based on the corrected output signal of the characteristic 145. This means that a correction voltage is calculated on the basis of the calculated pressure amplitude.
  • the calculation of the correction value that describes the pressure wave of the wheel pressure is described in more detail below.
  • the first specification 120 describes the behavior of the pressure wave for a specific injector and associated components under reference conditions. A certain are used as reference conditions
  • Fuel temperature, fuel quantity and rail pressure assumed. This means that in the first specification 120 a basic value for the pressure amplitude at the time of the start of the second partial injection is stored as a function of the time interval TVE of the two partial injections. Deviations from the reference conditions are taken into account through various corrections.
  • the temperature TK of the fuel and the rail pressure P influence the speed of sound and thus the propagation of the pressure wave, in particular the frequency of the pressure wave. This effect is taken into account by a corresponding factor that is provided by the characteristic curve 145.
  • the pressure wave arises from a superposition of a partial pressure wave at the beginning and at the end of the first partial injection.
  • the phase shift between these two partial pressure waves and thus the resulting pressure wave depends on the hydraulic duration of the first partial injection from.
  • this hydraulic duration of the first partial injection is not known, which is why the electrical control duration or another variable characterizing the injected fuel quantity is used as the variable. This correction is determined in the specification 125.
  • the start amplitude of the pressure wave essentially depends on the rail pressure P. This influence is taken into account by the characteristic curve 121.
  • the corrected basic value of the pressure amplitude corresponds to the deviation of the pressure from the measured rail pressure P on the basis of the pressure wave at the time of the start of the second partial injection as a function of the distance between the two partial injections and the further correction variables.
  • the basic value for the pressure amplitude corrected in this way can, as a function of the configuration for correcting the pressure signal P in the node 195
  • the characteristic diagram 150 specifies the actuator voltage as a function of the pressure P and the corrected basic value of the pressure amplitude.
  • the characteristic map specifies a correction value for the actuator voltage depending on the corrected basic value of the pressure amplitude.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Fuel-Injection Apparatus (AREA)

Abstract

L'invention concerne un dispositif et un procédé pour la commande d'un actionneur, notamment d'un actionneur piézoélectrique servant à commander l'injection de carburant dans un moteur à combustion interne. Selon l'invention, une valeur de tension avec laquelle l'actionneur est sollicité pendant la commande dépend de l'écart entre une première injection partielle et une deuxième injection partielle.
PCT/DE2003/002133 2002-07-31 2003-06-26 Procede et dispositif pour la commande d'un actionneur WO2004016927A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
EP03787610A EP1527265A1 (fr) 2002-07-31 2003-06-26 Procede et dispositif pour la commande d'un actionneur
CNB038033984A CN100360783C (zh) 2002-07-31 2003-06-26 控制执行器的方法和装置
JP2004528329A JP2005534862A (ja) 2002-07-31 2003-06-26 アクチュエータを駆動制御する方法および装置

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE10234847.2 2002-07-31
DE10234847 2002-07-31
DE10321999.4 2003-05-16
DE10321999A DE10321999A1 (de) 2002-07-31 2003-05-16 Verfahren und Vorrichtung zur Ansteuerung eines Aktors

Publications (1)

Publication Number Publication Date
WO2004016927A1 true WO2004016927A1 (fr) 2004-02-26

Family

ID=31889087

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE2003/002133 WO2004016927A1 (fr) 2002-07-31 2003-06-26 Procede et dispositif pour la commande d'un actionneur

Country Status (5)

Country Link
EP (1) EP1527265A1 (fr)
JP (1) JP2005534862A (fr)
CN (1) CN100360783C (fr)
DE (1) DE10321999A1 (fr)
WO (1) WO2004016927A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN100394008C (zh) * 2004-06-04 2008-06-11 西门子公司 用于控制阀门的方法和装置
JP2009503357A (ja) * 2005-08-02 2009-01-29 ローベルト ボツシユ ゲゼルシヤフト ミツト ベシユレンクテル ハフツング 内燃機関の噴射システムを制御するための方法及び装置
DE102018111695B4 (de) 2017-10-24 2023-04-06 Denso Corporation Kraftstoffeinspritzsteuervorrichtung

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102004052238B4 (de) * 2004-10-27 2007-03-29 Vw Mechatronic Gmbh & Co. Kg Verfahren zum Ansteuern eines piezoelektrischen Aktors während einer Startphase einer Brennkraftmaschine und Vorrichtung hierfür
JP4479764B2 (ja) * 2007-08-31 2010-06-09 株式会社デンソー 燃料噴射制御装置およびそれを用いた燃料噴射システム
DE102010030545B4 (de) * 2010-06-25 2016-12-08 Continental Automotive Gmbh Verfahren zur Regelung eines Kraftstoffeinspritzsystems einer Brennkraftmaschine
FR2990998B1 (fr) * 2012-05-23 2016-02-26 Continental Automotive France Procede de pilotage d'au moins un actionneur piezoelectrique d'injecteur de carburant d'un moteur a combustion interne

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19712143A1 (de) * 1997-03-22 1998-09-24 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
DE19937148A1 (de) * 1999-08-06 2001-02-15 Daimler Chrysler Ag Verfahren zur Bestimmung der Kraftstoff-Einspritzmengen
EP1138904A1 (fr) * 2000-04-01 2001-10-04 Robert Bosch GmbH Procédé et appareil pour charger un élément piézoélectrique
WO2002006655A1 (fr) * 2000-07-18 2002-01-24 Robert Bosch Gmbh Procede et dispositif pour commander un moteur a combustion interne

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19903555C2 (de) * 1999-01-29 2001-05-31 Daimler Chrysler Ag Vorrichtung zur Steuerung eines Piezoelement-Einspritzventils
DE10002270C1 (de) * 2000-01-20 2001-06-28 Bosch Gmbh Robert Ventil zum Steuern von Flüssigkeiten
DE10014737A1 (de) * 2000-03-24 2001-10-11 Bosch Gmbh Robert Verfahren zur Bestimmung des Raildrucks eines Einspritzventils mit einem piezoelektrischen Aktor
DE60043181D1 (de) * 2000-04-01 2009-12-03 Bosch Gmbh Robert Verfahren und Vorrichtung zur Regelung von Spannungen und Spannungsgradienten zum Antrieb eines piezoelektrischen Elements
JP4239401B2 (ja) * 2000-11-30 2009-03-18 株式会社デンソー 内燃機関の燃料噴射装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19712143A1 (de) * 1997-03-22 1998-09-24 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
DE19937148A1 (de) * 1999-08-06 2001-02-15 Daimler Chrysler Ag Verfahren zur Bestimmung der Kraftstoff-Einspritzmengen
EP1138904A1 (fr) * 2000-04-01 2001-10-04 Robert Bosch GmbH Procédé et appareil pour charger un élément piézoélectrique
WO2002006655A1 (fr) * 2000-07-18 2002-01-24 Robert Bosch Gmbh Procede et dispositif pour commander un moteur a combustion interne

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See also references of EP1527265A1 *

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN100394008C (zh) * 2004-06-04 2008-06-11 西门子公司 用于控制阀门的方法和装置
JP2009503357A (ja) * 2005-08-02 2009-01-29 ローベルト ボツシユ ゲゼルシヤフト ミツト ベシユレンクテル ハフツング 内燃機関の噴射システムを制御するための方法及び装置
KR101046836B1 (ko) * 2005-08-02 2011-07-06 로베르트 보쉬 게엠베하 엔진의 분사 시스템 제어 방법 및 장치
JP4914442B2 (ja) * 2005-08-02 2012-04-11 ローベルト ボツシユ ゲゼルシヤフト ミツト ベシユレンクテル ハフツング 内燃機関の噴射システムを制御するための方法及び装置
DE102018111695B4 (de) 2017-10-24 2023-04-06 Denso Corporation Kraftstoffeinspritzsteuervorrichtung

Also Published As

Publication number Publication date
JP2005534862A (ja) 2005-11-17
DE10321999A1 (de) 2004-02-12
EP1527265A1 (fr) 2005-05-04
CN100360783C (zh) 2008-01-09
CN1628211A (zh) 2005-06-15

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