Abstract: A method for operating an internal combustion engine is described, in which fuel is injected by an injector into a combustion chamber. The injector has an activatable piezoactuator. In the method, a precontrol setpoint for activating the piezoactuator is generated. The precontrol setpoint is combined with a charge regulation of the charge quantity conveyed to the piezoactuator.

Abstract: A control device of a fuel injection valve is capable of performing a stable fuel injection even if voltage variation takes place in battery, and performing evacuation operation against error in switching element or auxiliary power supply. The control device includes: an auxiliary power supply 6 for stepping up voltage of main power supply 1; a first switching element 20 for performing rapid power supply from auxiliary power supply 6 to electromagnetic solenoid 27; a second switching element 24 for performing continuous power feed from main power supply 1 to electromagnetic solenoid 27, and implementing ON/OFF control to perform holding power feed; a third switching element 26 for interrupting current of these power feeds; and a control device for controlling the power feeds. Power feed is normally performed in order of rapid power feed, continuous power feed and hold power feed.

Abstract: A device and a method for determining a fuel pressure and/or an injected amount of fuel are described. A fuel injection unit meters the fuel to an internal combustion engine as a function of a first and a second trigger signal. The first trigger signal controls the start and end of fuel metering, and the second trigger signal controls the pressure buildup. The variation of pressure is determined on the basis of at least the first trigger signal and the second trigger signal.

Abstract: A fuel injection and ignition system for an internal combustion engine adapted to apply a power source voltage to an injector, an ignition circuit, an electronic control unit and a fuel pump from a single voltage regulating power source circuit having as a power source a generator driven by the internal combustion engine through a power line and to control a drive current of the fuel pump in a pulse width modulating mode (PWM mode) so as to keep the power line voltage at a value higher than a reference voltage, which is set slightly higher than a voltage corresponding to one higher among the minimum operation voltages for the injector and that for the ignition circuit, in the course where the internal combustion engine starts.

Abstract: A method for controlling a dual coil fuel injector having an opening coil and a closing coil includes issuing an opening coil pulse to the opening coil. The opening coil pulse has an opening coil pulse width (OCPW) and an opening coil turn on time (OCTOT). A closing coil turn on time (CCTOT) is calculated dependent at least in part upon the OCPW. A closing coil pulse is issued to the closing coil at the calculated CCTOT.

Abstract: The force exerted on an injector valve (4, 5), by the piezo-actuator (3) on a main injection, is determined by means of a non-linear actuator model (8) and thus the gradient (−dFHdt) of the drop-off in force after the force maximum (FHmax) and a threshold value (G) are derived, with which a gradient (−dFV/dt) determined for the pre- or post-injection is compared and, depending on the result of the comparison, the signal parameter (p) for the subsequent pre- or post-injection(s) is corrected.

Abstract: In a method and a circuit system for operating a solenoid valve, particularly for actuating an electrohydraulic gas-exchange valve control, an injection valve, or an intake or exhaust valve of an internal combustion engine, to permit the simplest possible driving of the solenoid valve, the solenoid valve is acted upon in a controlled manner in a cycle including three phases, in which in a pull-up phase, the solenoid valve is connected for a predefined time duration to a first voltage of predetermined magnitude for generating a pull-up current, in a holding phase is connected to a second voltage of predetermined magnitude for generating a holding current, and in a de-energize phase is separated from both voltages.

Abstract: An injector driving control apparatus operates with minimum power consumption, while ensuring linearity (proportionality between the current supply duration and fuel injection volume of the injector) in a wide fuel pressure range. A coil current feedback circuit is provided for controlling the current feedback duration according to the fuel pressure after applying the current at a boost voltage. This enables optimal control of the injector, and, hence, an improvement in the fuel injection volume characteristics (linearity) and a reduction in the heat generated in the injector driving control circuits.

Abstract: Minimizing fuel injector opening time greatly improves fuel efficiency and performance. Pre-charging the fuel injector solenoid is an inexpensive means of reducing opening time. The solenoid is pre-charged to a level that is slightly below a current level that would move an armature located near the solenoid for a known period. A larger current is then applied to the solenoid which moves the armature quickly to an open position. A current is then applied that is less than the pre-charging or valve-opening current to hold the armature in a open position. Finally, all current is removed from the solenoid, allowing the armature to return to a closed position.

Abstract: A method of controlling a fuel injector valve solenoid includes generating a set-point signal which models a desired current profile flowing through the valve solenoid, providing a current controller which is adapted to regulate the current flowing through the valve solenoid, and regulating the current flowing through the valve solenoid such that the current flowing through the valve solenoid closely matches the set point signal. Regulating the current includes measuring the current flowing through the valve solenoid, comparing the current flowing through the valve solenoid to the current profile of the set-point signal, and adjusting the current flowing through the valve solenoid to more closely match the current profile of the set-point signal.

Abstract: Electronic circuit arrangement for controlling at least one actuator, in particular for controlling the valves and/or the injectors of an injection system of an internal combustion engine, having at least one driver circuit (1, 2) with a control input (control line 1, control line 2) and a resetting input (RESET) for electrically controlling the actuator as a function of the data which is incoming at the control input (control line 1, control line 2), a control unit (3, 4) which is connected at the output end to the resetting input (RESET) via a resetting line and to the control input (control line 1, control line 2) of the driver circuit (1, 2) via a control line, and having a signal input (Kl15) which is connected internally to the control unit (3, 4) for the external connection of a switching element, the control unit (3, 4) placing the driver circuit (1, 2) in a predefined state when the switching element is activated via the resetting line, the signal input for the switching element being connected to th

Abstract: The fuel injection system has one high-pressure fuel pump (10) and one fuel injection valve (12) for one cylinder of the engine. The high-pressure fuel pump has a pump work chamber (22), and the fuel injection valve (12) has an injection valve member (28), by which at least one injection opening (32) is controlled and which is movable in an opening direction (29), counter to the force of a closing spring (44), by the pressure prevailing in a pressure chamber (40) communicating with the pump work chamber (22); the closing spring (44) is braced on one end on the injection valve member (28) and on the other on a displaceable deflection piston (50), which on its side remote from the closing spring (44) defines a prechamber (85) that communicates with the pump work chamber (22). The deflection piston (50) is movable into a storage chamber (55) counter to the force of the closing spring (44).

Abstract: A control method for controlling the timing of fuel injection in a fuelling system for an engine comprising a fuel injector supplied with fuel from a source of fuel at high pressure, comprises varying a drive current which is supplied to the fuel injector at a first time so as to initiate or terminate a primary injection of fuel and monitoring the pressure of fuel within the source so as to detect when a variation in fuel pressure occurs. A time delay is measured, which represents the difference in time between the first time and a second, later time at which a variation in fuel pressure within the source is detected.

Abstract: A liquid injection apparatus includes an injection unit having piezoelectric/electrostrictive elements; a solenoid-operated on-off discharge valve for discharging fuel under pressure into the injection unit; and an electrical control unit. The electrical control unit sends a solenoid valve on-off signal to the solenoid-operated on-off discharge valve on the basis of operating conditions of an engine, whereby liquid fuel is fed under pressure to the injection unit from the solenoid-operated on-off discharge valve. When liquid pressure in the injection unit detected by a liquid feed path pressure sensor is judged to be in the process of increasing or lowering, the electrical control unit activates the piezoelectric/electrostrictive elements, thereby atomizing injected fuel. When the detected liquid pressure in the injection unit is judged to be a constant, low pressure, the electrical control unit inactivates the piezoelectric/electrostrictive elements, thereby reducing electrical consumption.

Abstract: There is suggested a simple and cost-economical circuit arrangement for specifying the current through an inductive component, in which the inductive component is acted on by the supply voltage through a switching element. To ensure a rapid and reliable increase of the current in a first phase of the current supply phase, the inductive component is acted on by a constant voltage generated by a constant voltage source during the first phase of the current supply phase, and is acted on by the supply voltage during a subsequent second phase of the current supply phase.

Abstract: Driving circuitry for an electromagnetic fuel injection valve in which the holding current value is made variable to obtain a minimum necessary holding force from the holding current according to the fuel pressure includes a solenoid for driving the fuel injection valve, a capacitor charged by a high-voltage charge control part, a switch circuit for on-off controlling a high-voltage current supplied from the capacitor to the solenoid in response to an injection command signal, and a holding current supply circuit for supplying a holding current from the power supply to the solenoid. When the holding current is supplied, a comparator circuit compares a voltage obtained by converting the value of electric current flowing through the solenoid by a resistor for detection and a voltage corresponding to a fuel pressure sensor signal, and the value of the holding current is varied according to an output signal from the comparator circuit.

Abstract: A method for controlling a dual coil fuel injector having an opening coil and a closing coil includes issuing an opening coil pulse to the opening coil. The opening coil pulse has an opening coil pulse width (OCPW) and an opening coil turn on time (OCTOT). A closing coil turn on time (CCTOT) is calculated dependent at least in part upon the OCPW. A closing coil pulse is issued to the closing coil at the calculated CCTOT.

Abstract: A fuel injection valve driving method by means of a fuel supply pressure detector involves various types of delay including a response lag of the fuel supply pressure detector, a lag produced by a noise filter of a signal processing circuit, and a lag produced by a software filter provided in an arithmetic unit. These delay factors produce a lag in increasing the value of current supplied to the fuel injection valve despite the fact that an actual fuel supply pressure is already high. Then, no attractive force for overcoming the fuel supply pressure is generated in the fuel injection valve, so that a condition arises in which fuel is not injected due to the fuel injection valve not being opened.

Abstract: It is an object of the present invention to provide a controller for an internal combustion engine having a fuel injection system, which can realize an optimum injection even with a smaller inductance of a solenoid due to a smaller fuel injection valve (injector) and has a good property of minimum amount of fuel injection.

Abstract: A method of metering fuel with a fuel injector, in particular a fuel injector for fuel injection systems in internal combustion engines is described, having a piezoelectric or magnetostrictive actuator and a valve closing body which is operable by the actuator with a valve lift, cooperating with a valve seat face provided on a valve seat body to form a sealing seat. The valve lift may be adjusted variably as a function of a variable control signal triggering an actuator to produce a variable fuel flow at the sealing seat. To produce afitted curve, the fuel flow of the fuel jet sprayed by the fuel injector is measured as a function of the control signal to produce a fitted curve, and a predetermined fuel flow is set with the control signal by using the fitted curve.

Abstract: An apparatus for determining a failure of an electromagnetic clutch, which is capable of properly determining whether or not a failure, a typically a layer short-circuit, has occurred due to a change in a resistance value of a solenoid coil of the electromagnetic clutch. The electromagnetic clutch is configured such that the engagement force thereof is varied according to an amount of current flowing through the coil. An output control value for control of the amount of current is calculated by feedback control such that an actual amount of current actually flowing through the coil becomes equal to a desired amount of current. A predetermined reference control value is stored which defines a standard for the output control value and has a standard relationship with respect to the amount of current. The actual amount of current is detected. The calculated output control value is compared with the predetermined reference control value corresponding to the detected actual amount of current.

Abstract: An electromagnetic injection valve is proposed. The electromagnetic valve includes two magnetic coils that are wound in opposite directions and have the same characteristics on the same magnetic circuit, causing the forces of the magnetic coils to cancel each other out at the same excitation current. The two magnetic coils with canceling effect transforms the actual turn-on action of the valve, i.e., the opening of, the valve, into a turn-off action in one of the two coils. A rapid current drop is then determined by an extinction voltage. This makes it possible to achieve rapid force increase times without increasing the supply voltage. The valve can be controlled with a conventional switching output stage or with a current-regulated switching output stage. Reversing a differential current at turn-off also makes it possible to shorten the closing action.

Abstract: A device and a method for determining a fuel pressure and/or an injected amount of fuel are described. A fuel injection unit meters the fuel to an internal combustion engine as a function of a first and a second trigger signal. The first trigger signal controls the start and end of fuel metering, and the second trigger signal controls the pressure buildup. The variation of pressure is determined on the basis of at least the first trigger signal and the second trigger signal.

Abstract: An electromagnetic fuel injector is provided with a first coil having a large rate of change in time of magnetomotive force and a second coil having a smaller rate of change in time of magnetomotive force than the first coil. During a valve opening operation at the time of opening the valve, current is passed through at least the first coil, and then current of a smaller current value than in the opening operation is caused to flow so as to hold the valve open, using the first and second coils.

Abstract: Method and apparatus for retrofitting a low impedance fuel injection system to a high impedance fuel injection system internal combustion engine is disclosed. The original high impedance electronic control system may be retained, while system modification circuitry is added along the fuel injector control path. In one aspect, an original fuel injector control signal is intercepted along the fuel injector control wire. The intercepted signal is then modified from a simple on-off signal to a signal which varies the fuel injector current as a function of time, such that the on-state from the original high impedance system is converted to a current controlled signal. Moreover, using a plurality of parameters, the fuel injector pulsewidth may be modified, as well as the peak and hold current levels provided to the fuel injectors.

Abstract: The invention concerns a method which consists in using an injector supplied with fuel whereof the pressure (Pcarb) is an increasing function of the amount of fuel (Q) to be injected, the opening of the injector being electromagnetically triggered by energizing the electric coil integral with the injector with a current peak of predetermined duration (T1). The invention is characterized in that the duration (T1) of the current peak in an increasing function of the pressure (Pcarb) of the fuel. Thus, the dynamics of the injector is increased.

Abstract: A fuel injector control system and method provides precise fuel injection timing while eliminating the need for a voltage regulator by estimating or predicting ramp times between voltage application and actual fuel injection. In one embodiment, an estimated ramp time injection is calculated from a measured voltage and is used to delay or advance application of the voltage on the coil so that the load current reaches a desired current level at a desired injection start time. In another embodiment, an actual ramp time for a given injection is measured and used to predict future ramp times. A current regulator prevents excessive emissions from being generated when controlling the load current.

Abstract: A method is described for operating a fuel injector for fuel injection systems of internal combustion engines, particularly for the direct injection of fuel into a combustion chamber of an internal combustion engine. The fuel injector has a magnetic coil, an armature acted upon in a closing direction by a resetting spring, and a valve needle, frictionally connected to the armature, for actuating a valve-closure member which, together with a valve-seat surface, forms a sealing seat. The method includes exciting the magnetic coil with a basic current intensity during an opening phase of the fuel injector, shortly before the end of the opening phase, exciting the magnetic coil with a current pulse that is increased compared to the basic current intensity, and, at the end of the opening phase, switching off the current exciting the magnetic coil.

Abstract: When common rail pressure Pr is predetermined pressure Prai, which is low such that it is lower than the pressure for the initiation of fuel injection by the injectors (step 1), air-extraction pulse width Pwai, which is elected in accordance with a fixed value or the engine rotation speed (step 6), is elected as the final pulse width Pwf (step 7). Also, since air that is entrained with fuel is discharged at low pressure, along with fuel, from the pressure control chamber of the injectors, via a open/close valve, which opens based on pulse width Pwai, and via a discharge path, it is possible to avoid the effect, on the combustion characteristic, that arises due to the injection of entrained air, along with fuel, from nozzle holes into the combustion chamber.

Abstract: A common rail fuel injection device for ensuring the main injection start timing by correcting a pulse start time of a main injection command pulse, in accordance with the length of an interval between the main injection and a pilot injection. The recovery degree of current energy for driving an injector varies in accordance with the length of the interval Tint from a pilot injection end (T4) to an main injection start time (T6), and this variation affects the main injection start time. By taking a longer value for an injector drive delay time (Td) as the length of the interval Tint is shorter, a pulse start time (T5) of a main injection command pulse CPm for performing the main injection is corrected as a more advanced timing, and hence the fuel injection for the main injection can be performed at a prescribed injection start timing.

Abstract: The invention describes a method and an apparatus for a fuel injection system with a piezoelectric element for controlling the amount of injected fuel by charging and/or discharging the piezoelectric element, wherein the fuel injection system comprises a current flow controller for charging and/or discharging the piezoelectric element based upon the gradient of a voltage across the piezoelectric element due to a charge the piezoelectric element is carrying.

Abstract: A fuel injector for fuel injection systems of internal combustion engines, in particular for the direct injection of fuel into a combustion chamber of an internal combustion engine, includes a solenoid coil, an armature that is acted upon in a closing direction by a resetting spring, and a valve needle that is in a form-locking connection with the armature for actuating a valve-closure member, which together with a valve seat surface forms a sealing seat. A cooperates with the resetting spring such that the spring forces of the resetting spring and of the are added together. In this context, the resetting spring is biased over a total lift of the armature and the is biased only over a residual lift of the armature, which is smaller than the total lift.

Abstract: A fuel injection apparatus including a controller to output an injection time command signal and an opening movement time command signal to command an opening movement time from a closed state to an open state of an electromagnetic fuel injection valve and a control circuit, coupled to the controller, to change an electric current flowing in a coil of the electromagnetic fuel injection valve between when the electromagnetic fuel injection valve is closed and opened. The controller sends both the injection time command signal and the opening movement time command signal through the same signal line to the control circuit.

Abstract: A capacitive actuator element, in particular of a fuel injection valve of an internal combustion engine, is charged with different charging times. In order to shorten the charging time, the charging oscillatory circuit is switched over to a freewheeling circuit, and in order to prolong the charging time, switching back from the freewheeling circuit to the charging circuit takes place, it being possible to switch backwards and forwards repeatedly between the freewheeling circuit and charging circuit.

Abstract: A fuel injection apparatus of an internal combustion engine includes a valve body movably disposed for back and forth movement in a fuel passage to open and close a fuel injection hole of the fuel injection apparatus. An armature is attached to the valve body. A valve-opening solenoid coil drives the armature in a valve-opening direction. A valve-closing solenoid coil drives the armature in a valve-closing direction. A controller that sets an overlap time, which is a time by which starting of electrifying of the valve-closing solenoid coil precedes stopping of electrifying of the valve-opening solenoid coil, controls the solenoid coils in accordance with a fuel pressure supplied to the fuel injection apparatus such that a valve-closing force on the valve body does not exceed an open valve holding force on the valve body prior to the time when stopping of the electrifying of the valve-opening solenoid coil occurs.

Abstract: A method of triggering a piezoelectric actuator which controls the injection of fuel into the combustion chamber of an internal combustion engine via a valve is described in which the operating situation of the engine is determined and the derivative with respect to time of the voltage, which can be picked off at the piezoelectric actuator, is selected as a function of the operating situation. Furthermore, a control unit for controlling a fuel injection system is described, in which a piezoelectric element is triggered in such a way that the derivative with respect to time of the voltage, which can be picked off at the piezoelectric actuator, is adjusted to the operating situation of the engine. Additionally described is a fuel injection system, having at least one piezoelectric actuator which is triggered accordingly.

Abstract: A method for control of an injector in an internal combustion engine in which for a specific engine cycle, a control unit calculates a desired value of the opening time of the injector and forwards this desired value to a drive circuit of the injector, a supervision device calculates an actual value of the opening time of the injector during the injection phase, compares this actual value with the desired value and generates an error signal if the difference between the desired value and the actual value is outside a predetermined acceptability range.

Abstract: A control circuit for an actuator (1, 1.1, 1.2), in particular for an electromagnetic actuator for an injector of an injection system for an internal combustion engine, having a power supply (Vbat) and a first switching element (Q1), which is connected to the actuator (1, 1.1, 1.2) and to the power supply (Vbat), for switching the actuator (1, 1.1, 1.2) on or off, with the first switching element (Q1) being driven by a control signal (Vin), and having an energy storage element (C1), which is connected to the actuator (1, 1.1, 1.2), for temporary storage of at least a part of the energy which is stored in the actuator (1, 1.1, 1.2), while switching off the actuator (1, 1.1, 1.2) or for feeding back at least a part of the temporarily stored energy while the actuator (1, 1.1, 1.2) is once again switched on.

Abstract: Minimizing fuel injector opening time greatly improves fuel efficiency and performance. Pre-charging the fuel injector solenoid is an inexpensive means of reducing opening time. The solenoid is pre-charged to a level that is slightly below a current level that would move an armature located near the solenoid for a known period. A larger current is then applied to the solenoid which moves the armature quickly to an open position. A current is then applied that is less than the pre-charging or valve-opening current to hold the armature in a open position. Finally, all current is removed from the solenoid, allowing the armature to return to a closed position.

Abstract: A fuel injector control circuit reduces the number of gates required by arranging high side and low side gates in a matrix. Each coil is selectively activated by activating a unique pair of a high side gate and a low side gate, thus reducing the total number of gates required.

Abstract: A fuel injector control circuit reduces the number of gates required by arranging high side and low side gates in a matrix. Each coil is selectively activated by activating a unique pair of a high side gate and a low side gate, thus reducing the total number of gates required.

Abstract: A fuel injector control circuit reduces the number of gates required by arranging high side and low side gates in a matrix. Each coil is selectively activated by activating a unique pair of a high side gate and a low side gate, thus reducing the total number of gates required.

Abstract: A fuel injector control circuit reduces the number of gates required by arranging high side and low side gates in a matrix. Each coil is selectively activated by activating a unique pair of a high side gate and a low side gate, thus reducing the total number of gates required.

Abstract: A method and apparatus for trimming a fuel injector that delivers multiple injections or injection segments per engine cycle is provided. Trimming a fuel injector comprises determining a first fuel quantity to be delivered by the plurality of injectors, partially suspending fuel delivery by one selected injector, determining a second fuel quantity, and determining a fuel characteristic of the selected injector in response to the first and second fuel quantities.

Abstract: A method and device for driving an injector in an internal combustion engine in which a current wave which is variable over time, which comprises an initial section substantially of a pulse type and having a relatively high current intensity, an intermediate section during which the current intensity is rapidly reduced to substantially zero values and a final section having a substantially constant and relatively low current intensity, is caused to circulate through a control circuit of the injector.

Abstract: The device has an electric circuit for generating a first electric current of such a predetermined value as to excite the electromagnet to open the metering valve, and a second electric current of a lower value such as to keep the electromagnet excited; and a timing device for controlling the electric circuit as a function of operating conditions of the engine. The timing device also controls the electric circuit in such a manner as to vary the duration of the first current as a function of the operating temperature of the engine.

Abstract: A batteryless fuel injection apparatus for a multi-cylinder internal combustion engine adapted to generate a start injection command signal for each of cylinders in predetermined order whenever a reference pulse signal is generated by a signal generation device in case that which cylinder the reference pulse signal corresponds to cannot be judged to inject a fuel from the injector for each of the cylinders and to generate the injection command signal for each of the cylinders at a regular injection start position after which cylinder the reference pulse signal corresponds to is judged.

Abstract: The target peak current value, where a current value is reduced in conformity to a drop in the voltage of a battery 18 is stored in target peak current storage unit 68. ON-signals are sent from current control circuit 56 to power transistor 50 in response to the injection command pulse coming from engine controller 58 so that current is applied to coil 20. Then, the current flowing to coil 20 is detected by the current detecting resistor 52. Comparator 62 compares this detected current and the target peak current value read from the target peak current storage unit 68 conforming to the voltage of battery 18. If agreement is found between these two values, OFF-signals are sent to power transistor 50 from current control circuit 56 in response to the switching command coming from comparator 62. Then, On/Off signals to effect holding of the coil 20 are sent from current control circuit 56 to power transistor 50. The linearity of the injection volume despite changes in battery voltage can be maintained.

Abstract: A liquid fuel injection system includes an injection unit for atomizing liquid through application to the fuel vibration energy induced by the operation of piezoelectric/electrostriction elements, and a discharge valve for discharging pressurized fuel into the injection unit. Only during a period of time when an intake valve of an internal combustion engine is closed, an electric controller supplies a drive voltage signal of a certain frequency to the piezoelectric/electrostriction elements of the injection unit so as to operate the piezoelectric/electrostriction elements, and a valve-opening drive signal to the discharge valve so as to discharge fuel into the injection unit from a fuel path of the discharge valve.

Abstract: The invention relates to a common rail injector having an injector housing (2), which communicates via a fuel inlet (3) with a central high-pressure reservoir, which is supplied with fuel from a fuel tank, which fuel, as a function of the position of a 3/2-way magnet valve (4), passes into a high-pressure bore (5) of an injection nozzle (6), and the 3/2-way magnet valve (4) has a control piston (14), which can be moved back and forth between a closed and an open valve position and which on one of its two ends is coupled with an armature (15) and whose other end projects into a pressureless chamber (9), and in the open valve position the fuel inlet (3) communicates with the high-pressure bore (5) of the injection nozzle (6), and in the closed valve position, the fuel inlet (3) is closed by the control piston (14) and the high-pressure bore (5) of the injection nozzle (6) communicates with a fuel outlet (12) and with the pressureless chamber (9).