WO2009049971A1 - Système d'injection et procédé d'utilisation d'un système d'injection - Google Patents

Système d'injection et procédé d'utilisation d'un système d'injection Download PDF

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Publication number
WO2009049971A1
WO2009049971A1 PCT/EP2008/062001 EP2008062001W WO2009049971A1 WO 2009049971 A1 WO2009049971 A1 WO 2009049971A1 EP 2008062001 W EP2008062001 W EP 2008062001W WO 2009049971 A1 WO2009049971 A1 WO 2009049971A1
Authority
WO
WIPO (PCT)
Prior art keywords
injection system
injector
actuator
winding
line
Prior art date
Application number
PCT/EP2008/062001
Other languages
German (de)
English (en)
Inventor
Holger Rapp
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 WO2009049971A1 publication Critical patent/WO2009049971A1/fr

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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
    • F02D41/20—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

Definitions

  • the invention relates to an injection system for injecting a fuel into a vehicle engine. Furthermore, the invention relates to a method for operating such an injection system.
  • a vehicle for injecting a fuel into its vehicle engine has an injector with an actuator.
  • an injector is for example a common rail injector.
  • the actuator in a piezoelectric actuator for example by applying a defined voltage to the actuator, the length of the actuator can be changed.
  • a closing element of the injector coupled to the actuator is displaced between its opening and closing position. This causes an opening or closing of the injector.
  • a desired amount of fuel may be injected through the open injector into the vehicle engine.
  • the charging and discharging of the actuator usually takes place by means of an output stage of a control unit, by means of which a charging or discharging current is provided to the actuator.
  • a conventional injection system with an injector and an output stage of a control device in Fig.l is shown schematically.
  • Fig.l shows a circuit diagram of an injection system for injecting a fuel into a vehicle engine according to the prior art.
  • the schematically illustrated injection system 10 comprises an injector arrangement 12 with three injectors and an otherwise not shown control unit with an output stage 14.
  • the output stage 14 is supplied from a buffer capacitor 16 with an intermediate circuit voltage of, for example, 250 V.
  • the negative pole of the buffer capacitor 16 is connected to a ground 18 of the output stage 14.
  • the positive pole of the buffer capacitor 16 and the ground 18 are respectively connected to a first and a second input 19a and 19b of a half-bridge circuit.
  • the half-bridge circuit includes the Insulated Gate Bipolar Transistor (IGBT) 20a and 20b and the diodes 22a and 22b.
  • the IGBTs 20 a and 20 b are arranged on the side facing the buffer capacitor 16 side. In this case, the IGBT 20a is connected to the positive pole of the buffer capacitor 16 and the IGBT 20b to the ground 18.
  • the diodes 22a and 22b are disposed on the output side facing the half-bridge circuit.
  • the diode 22a is inserted in parallel with the IGBT 20b. Accordingly, the diode 22b is arranged in parallel to the IGBT 20a. In this case, the direction of flow of the diode 22a from the negative pole of the buffer capacitor 16 to the bridge branch 21 of the half-bridge circuit.
  • the direction of flow of the diode 22b extends from the bridge branch 21 of the half-bridge circuit to the positive pole of the buffer capacitor 16.
  • IGBT 20a and 20b other power semiconductors which can be switched on and off can also be used as switching elements, such as, for example, MOSFET and / or bipolar power transistors.
  • the first output 23a is located at a contact point between the two diodes 22a and 22b and the bridge branch 21. At the output 23a, a throttle 24 is connected. The second output 23b is located at a contact point between the diode 22a, the IGBT 20b and the ground 18.
  • the injector assembly 12 has three actuators 26a, 26b and 26c.
  • the actuators 26a, 26b and 26c are each disposed within an injector housing 28a, 28b and 28c, of which in Fig.l, however, only partial walls are shown.
  • An injector housing 28a, 28b and 28c may also include a special housing for its actuator 26a, 26b or 26c, which is arranged in its interior.
  • the actuators 26a, 26b and 26c represent essentially a capacitive load with the capacitance C for the output stage 14. All three actuators 26a, 26b and 26c are activated via the output stage 14. For this purpose, the anodes of the actuators 26a, 26b and 26c are provided with an anode
  • Terminal 30a of the injector 12 is connected.
  • the cathodes of the actuators 26a, 26b and 26c are connected via the switches 32a, 32b and 32c to a common cathode terminal 30b.
  • each actuator 26a, 26b and 26c In series with a cathode of each actuator 26a, 26b and 26c is thus in each case a switch 32a, 32b and 32c, for example a low-side switch attached. If an actuator 26a, 26b or 26c is to be activated during operation of the injector arrangement 12, then always the switch 32a, 32b or 32c associated with the actuator 26a, 26b or 26c to be controlled. The other switches 32a, 32b or 32c are locked during this time. For example, in a situation where the actuator 26b is driven, the switch 32b is closed. The switches 32a and 32c are opened in this case.
  • the common anode terminal 30 a of the injector 12 is connected via a line 34 to the throttle 24.
  • a line 36 connects the second output 23b of the half-bridge circuit to the cathode terminal 30b. In this way, if the associated switch 32a, 32b or 32c is closed, each actuator 26a, 26b or 26c connected to the ground 18 of the output stage 14.
  • the charge or discharge current provided by the output stage 14 is controlled via the half-bridge circuit.
  • the IGBT 20a In order to increase the charging current, the IGBT 20a is turned on. If, on the other hand, the IGBT 20a is blocked, the current flow commutates to the diode 22a, which causes a reduction of the charging current. Accordingly, the IGBT 20b is turned on to increase the discharge current. A decrease in the discharge current takes place as soon as the IGBT 20b is blocked and the current flow commutates to the diode 22b.
  • the throttle 24 serves as a smoothing reactor for smoothing the charging and discharging.
  • an actuator 26a, 26b or 26c During an activation of an actuator 26a, 26b or 26c, its cathode is thus at ground potential, while the anode potential of the actuator 26a, 26b or 26c is raised or lowered rapidly. In this way, a length of the actuator 26 a, 26 b or 26 c can be varied, which causes opening or closing of the associated injector of the injector 12.
  • the actuators 26a, 26b and 26c of the injector 12 have not only an actuator capacity.
  • parasitic coupling capacitances between the anodes and cathodes of the actuators 26a, 26b or 26c and the associated injector housing 28a, 28b or 28c are additionally charged or discharged.
  • the injector housings 28a, 28b and 28c are connected to a ground potential via the engine block.
  • an actuator 26a, 26b or 26c when driven, not only its actuator capacitance but also its parasitic coupling capacitance is charged from its anode to the associated injector housing 28a, 28b or 28c.
  • the parasitic coupling capacitances between the anodes and the cathodes of the adjacent actuators 26a, 26b or 26c and their injector housings 28a, 28b or 28c are also charged.
  • the charging current of the parasitic coupling capacitances also flows from the output stage 14 to the anodes of the injector arrangement 12. This is also referred to as parasitic charging currents.
  • parasitic charging currents do not flow back to the negative pole of the buffer capacitor 16 via the cathodes of the actuators 26a, 26b and 26c and the line 36. Instead, the parasitic charging currents are returned to the control unit via a so-called parasitic current path.
  • This (unspecified) parasitic current path includes the engine block with its earth straps, the vehicle body and the connection of the controller to the ground collection point.
  • the high-frequency pulsed parasitic charging currents flow around a relatively large area on the line 34 and the parasitic current path. This causes a significant electromagnetic interference radiation. This noise emission can lead to problems with the reception of electromagnetic signals by in-vehicle devices. For example, a reception of a car radio can be affected by the noise emission.
  • the injection system 10 in addition to a throttle 38.
  • the throttle 38 is a common-mode or common-mode throttle (CM throttle). It comprises two windings 40a and 40b on a common core. The two windings 40a and 40b usually have the same number of turns.
  • the line 34 is guided over the first winding 40 a. Accordingly, the line 36 is guided over the second winding 40b.
  • CM throttle common-mode or common-mode throttle
  • the charging and discharging current and the parasitic charging current flow from the output stage 14 to the anode terminal 30a via the first winding 40a.
  • the charging and discharging current also flows back from the cathode terminal 30b to the final stage 14 via the second winding 40b.
  • the regular charge and discharge current flows equally across both windings 40a and 40b, and thus does not cause a magnetic field in the common core of the reactor 38. Therefore, the choke 38 has no effects on the desired charge and discharge current.
  • the parasitic parasitic currents do not flow back to the final stage 14 via the cathode terminal 30b and the line 36.
  • the parasitic interference currents flow only via the first winding 40a of the throttle 38 from the output stage to the anode terminal 30a and therefore cause a flooding of the inductor 38.
  • the main inductance of the throttle 38 is effective for the current path across the winding 40a of the inductor 38 and the parasitic coupling capacitances to the vehicle housing and from there back to the controller.
  • the Throttle 38 thus causes a limitation of the rate of rise of the parasitic parasitic currents. This leads to a reduction of the disturbance radiation.
  • the invention provides an injection system with the features of claim 1 and a method for operating such an injection system with the features of claim 9.
  • the present invention is based on the finding that by means of a connection of the injector housing to the ground of the control device, the parasitic currents are at least partially discharged via the connection. As a result, those parasitic currents which flow off via the parasitic current path described above are reduced. Since the connection of the injector housing formed by means of the connection line to the mass of the control device encloses a smaller area than the parasitic current path, the interference radiation generated by the outflowing parasitic charging currents can be significantly reduced in this way.
  • the at least one injector housing which is connected via the connecting line to the ground of the control unit, comprises at least one actuator housing of the at least one actuator.
  • the connection of the injector to the ground of the controller is thus chosen so that a flow of parasitic charging currents through the connection is well possible.
  • the first line, the second line and the connecting line are guided together in a cable harness. In this way, the area enclosed by the lines can be minimized. This also contributes to reducing the noise emission.
  • the control device preferably comprises an output stage with a buffer capacitor for providing the voltage applied to the at least one actuator.
  • the mass of the Control unit is then arranged in the power amplifier. In this way, a relatively high proportion of the parasitic interference currents can flow to the negative pole of the buffer capacitor.
  • the first line extends via a first winding and the second line via a second winding of a common-mode or common-mode throttle (CM throttle).
  • CM throttle common-mode or common-mode throttle
  • the connecting line runs over a third winding of the common mode or CM choke.
  • the parasitic charging currents are dissipated to a much greater extent over the desired current path. At most a negligible proportion of these currents still flows in this case via the parasitic current path. In this way, the noise emission is reduced significantly to the same extent.
  • the first, the second and the third winding may have the same number of turns. In a preferred development, however, the first and the second winding have a first number of turns and the third winding has a second number of turns different from the first number of turns. In this way, the interaction of the windings can be controlled such that the highest possible proportion of the parasitic charging currents flows via the connecting line and only the smallest possible proportion of the parasitic charging currents flows via the parasitic current path.
  • a first distance between the first and the second winding may also deviate from a second distance between the second and the third winding. This offers a further possibility for controlling the interaction of the windings mounted on a common core in such a way that the noise radiation generated due to the parasitic charging currents flowing away via the parasitic current path is reduced.
  • Fig.l a circuit diagram of an injection system for injecting a fuel into a vehicle engine according to the prior art
  • FIG. 3 shows a circuit diagram of a second embodiment of the invention
  • FIG. 2 shows a circuit diagram of a first embodiment of the injection system according to the invention.
  • the injection system 44 shown has the already described components 12 to 36 of the injection system 10 of FIG. A repeated description of these components 12 to 36 is omitted here.
  • the injection system 44 additionally has a connecting line 46, which connects the injector housings 28a, 28b and 28c to the line 36 and thus to the output 23b of the output stage 14.
  • the connection line 46 is guided with the lines 34 and 36 in a common wiring harness.
  • the routing of the lines 34, 36 and 46 in the harness is done in a meaningful way spatially very close.
  • the lines 34, 36 and 46 can be summarized in the wiring harness or twisted together. In this way, the lines 34, 36 and 46 span a negligible area.
  • the parasitic charging currents not only via the parasitic current path, which runs over the engine block, the grounding strap, the body, the ground-collecting point and the control unit, but also flow via the connecting line 46.
  • the area enclosed by the lead 46 and the lead 34 is relatively small compared to the area defined by the parasitic current path and the lead 34. A drainage of the parasitic charging currents via the connecting line 46 therefore hardly generates a noise emission.
  • the connecting line 46 thus provides a new desired current path to drain the parasitic charging currents.
  • FIG. 3 shows a circuit diagram of a second embodiment of the injection system according to the invention.
  • the illustrated injection system 50 also has the already described components 12 to 36 of the injection system 10 of FIG. 1.
  • the injection system 50 is equipped with a three-coil throttle 52 instead of the two-coil throttle 38.
  • the points represent the winding sense of the windings 54a to 54c of the throttle 52 again.
  • the conduit 34 which connects the throttle 24 to the anode terminal 30a, passes over the first winding 54a.
  • the line connecting the cathode terminal 30b to the ground 18 of the output stage 14 extends over the second winding 54b.
  • the injection system 50 has a connection line 56, which connects each injector housing 28a, 28b and 28c to the output 23b of the output stage 14.
  • the terminals of all the injector housings 28a, 28b and 28c are interconnected at a collection point. This collection point is connected via the output 23b to the negative terminal of the buffer capacitor 16 and to the ground 18.
  • the connecting line 56 is connected to the lines 34 and 36 in a common, not shown harness. This ensures the advantages already described for the injection system 44.
  • the third winding 54c has the same winding sense as the second winding 54b, over which the line 36 extends, which connects the cathode terminal 30b to the negative terminal of the buffer capacitor 16 and the mass 18 connects.
  • a parasitic charging current which flows via the first winding 54a from the output stage 14 to the anode terminal 30a and flows back via the third winding 54c from the cathode terminal 30b to the output stage 14, thus causes no magnetic field in the core of the choke 52 in contrast to a parasitic charging current, which flows back via the engine block and body to the mass 18 back. Therefore, in the injection system 50, a relatively high proportion of the parasitic charging currents flow back to the final stage 14 via the desired current path, the connecting line 56. Only a significantly reduced proportion of the parasitic charging currents flows through the parasitic current path. This causes a significant reduction in the noise emission.
  • the provision of the injection system 50 with the three-coil throttle 52 instead of a two-coil throttle 38 does not significantly increase the manufacturing cost of the injection system 50.
  • the injection system 50 thus represents a cost-effective solution for reducing the noise emission.
  • the three-coil choke 52 requires hardly any more building space.
  • the choke 52 can be designed in such a way that the current flow via its third winding 54c leads specifically to the formation of a small stray flux which causes the other windings 54a and 54b 54b of the throttle 52 does not surround.
  • a slightly higher stray inductance acts on the desired current path than in the current path for the regular charging and discharging current of the actuators 26a, 26b and 26c. Since this stray inductance is substantially lower than the main inductance of the inductor 52, a high proportion of the parasitic charging currents will continue to flow over the desired current path.
  • the third winding 54c may have a different winding number than the first and second windings 54a and 54b. Accordingly, a geometric distance between the windings 54a and 54b and the windings 54b and 54c can be varied.
  • the housing connection of the injectors to the control unit in the wiring harness can be configured as a screen around the previous injector connection lines. In this way, the noise radiation, which is emitted by a flow of the parasitic charging current on the desired current path, can be further reduced.
  • the present invention has been described in FIGS. 2 and 3 using the example of an injector with three actuators 26a, 26b and 26c. However, it is not limited to this example.

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

Abstract

La présente invention concerne un système d'injection (50) destiné à injecter un carburant dans le moteur d'un véhicule, et qui présente un système d'injecteurs (12) qui présente au moins un boîtier d'injecteur (28a, 28b, 28c) et au moins un actionneur (26a, 26b, 26c) disposé dans chaque boîtier d'injecteur (28a, 28b, 28c) et qui ouvre et ferme le ou les injecteurs du système d'injecteurs (12), un appareil de commande (14) qui applique une tension sur le ou les actionneurs (26a, 26b, 26c), un premier et un deuxième conducteur (34, 36) qui relient l'appareil de commande (14) à une borne d'anode (30a) et à une borne de cathode (30b) du ou des actionneurs (26a, 26b, 26c), ainsi qu'un conducteur de raccordement (56) qui relie le ou les boîtiers d'injecteurs (28a, 28b, 28c) à une masse (18) de l'appareil de commande (14). L'invention concerne en outre un procédé d'utilisation d'un tel système d'injection (50).
PCT/EP2008/062001 2007-10-17 2008-09-10 Système d'injection et procédé d'utilisation d'un système d'injection WO2009049971A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007049712.3 2007-10-17
DE200710049712 DE102007049712A1 (de) 2007-10-17 2007-10-17 Einspritz-System und Verfahren zum Betreiben eines Einspritz-Systems

Publications (1)

Publication Number Publication Date
WO2009049971A1 true WO2009049971A1 (fr) 2009-04-23

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Application Number Title Priority Date Filing Date
PCT/EP2008/062001 WO2009049971A1 (fr) 2007-10-17 2008-09-10 Système d'injection et procédé d'utilisation d'un système d'injection

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DE (1) DE102007049712A1 (fr)
WO (1) WO2009049971A1 (fr)

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6256185B1 (en) * 1999-07-30 2001-07-03 Trombetta, Llc Low voltage direct control universal pulse width modulation module
DE10117809A1 (de) * 2001-04-10 2002-10-17 Bosch Gmbh Robert System und Verfahren zum Erfassen von Informationen
WO2005093240A1 (fr) * 2004-03-27 2005-10-06 Robert Bosch Gmbh Dispositif et procede destines a reduire la contamination d'un detecteur
US7092814B1 (en) * 2004-09-16 2006-08-15 Yazaki North America, Inc. Sequential engine function control system
DE102006029083B3 (de) * 2006-06-24 2007-04-19 Mtu Friedrichshafen Gmbh Einrichtung zur Steuerung einer Brennkraftmaschine
EP1837243A1 (fr) * 2006-03-24 2007-09-26 MAN Nutzfahrzeuge Aktiengesellschaft Faisceau de câbles destinés à la commande de ventilateurs d'injection

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6256185B1 (en) * 1999-07-30 2001-07-03 Trombetta, Llc Low voltage direct control universal pulse width modulation module
DE10117809A1 (de) * 2001-04-10 2002-10-17 Bosch Gmbh Robert System und Verfahren zum Erfassen von Informationen
WO2005093240A1 (fr) * 2004-03-27 2005-10-06 Robert Bosch Gmbh Dispositif et procede destines a reduire la contamination d'un detecteur
US7092814B1 (en) * 2004-09-16 2006-08-15 Yazaki North America, Inc. Sequential engine function control system
EP1837243A1 (fr) * 2006-03-24 2007-09-26 MAN Nutzfahrzeuge Aktiengesellschaft Faisceau de câbles destinés à la commande de ventilateurs d'injection
DE102006029083B3 (de) * 2006-06-24 2007-04-19 Mtu Friedrichshafen Gmbh Einrichtung zur Steuerung einer Brennkraftmaschine

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Publication number Publication date
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