# US 9,518,526 B2 · Method for controlling an injector > Agents: this data is available as JSON from the patentgrep API and MCP server — see https://patentgrep.com/llms.txt - Number: US 9,518,526 B2 - Document ID: US9518526B2 - Status: Granted - Kind: B2 - Application number: 14/201,023 - Filed: 2014-03-07 - Published: 2014-09-11 - Granted: 2016-12-13 - Earliest claimed: 2013-03-11 - Assignees: Robert Bosch GmbH - Applicants: Robert Bosch GmbH - Inventors: Andrej Elsinger; Ulrich Doebler; Cornelia Giessler - Web page: https://patentgrep.com/patent/US9518526B2 ## CPC - F02D 41/3005: {Details not otherwise provided for} - F02D 41/20: Output circuits, e.g. for controlling currents in command coils - F02D 41/2096: {for controlling piezoelectric injectors (drive and control circuit for piezoelectric devices in general H10N30/802)} - F02D 41/30: Controlling fuel injection {(F02D41/182, F02D41/24 take precedence)} - F02D 41/40: with means for controlling injection timing or duration - F02D 41/042: {for stopping the engine} - F02D 41/062: {for starting (F02D41/061 takes precedence)} - F02D 41/2464: {Characteristics of actuators} - F02D 2041/1433: {using a model or simulation of the system} - F02D 2041/2055: {with means for determining actual opening or closing time} - F02D 2041/2058: {using information of the actual current value} - F02M 51/0603: {using piezoelectric or magnetostrictive operating means} - F02M 61/08: the valves opening in direction of fuel flow {(F02M61/047 takes precedence)} - Y02T 10/12: Improving ICE efficiencies - F02D: CONTROLLING COMBUSTION ENGINES (vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed B60K31/00; conjoint control of vehicle sub-units of different type or different function, road vehicle drive control systems for purposes other than the control of a single sub-unit B60W) - F02M: SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF - Y02T: CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION ## Abstract In a method for controlling a valve which injects fuel into a combustion chamber of an engine and which has a valve member which closes a valve opening, and an electric actuator which drives the valve member to carry out strokes for releasing the valve opening and to which electrical control signals are applied for triggering valve member strokes of a defined stroke size, in order to compensate for an age-related stroke reduction of the valve member and deteriorated metering of the injected fuel related thereto, a stroke loss model into which temperature and temperature changes at the valve as well as the number of strokes carried out by the valve member are continuously incorporated is used to predict a reduction of the stroke size as a stroke loss and to correct the control signals using the predicted stroke loss. ## Claims ### Claim 1 A method for controlling a valve which injects fuel into a combustion chamber of an internal combustion engine, the valve having (i) a valve member which closes a valve opening and (ii) an electric actuator which drives the valve member to carry out strokes for releasing the valve opening, the method comprising: applying electrical control signals to the actuator for triggering valve member strokes of a defined stroke size; predicting, with the aid of a stroke loss model, a reduction of the stroke size as a stroke loss, wherein temperature and temperature changes at the valve as well as the number of strokes carried out by the valve member are continuously incorporated into the stroke loss model; correcting, by using the predicted stroke loss, the control signals to compensate for the reduction of the stroke size; and empirically ascertaining parameters of the stroke loss model at the valve which is separated from the internal combustion engine. ### Claim 2 (depends on 1) The method as recited in claim 1, wherein the incorporation of temperature changes is carried out separately for active and passive phases of the internal combustion engine, the active phase being initiated when the engine starts up and the passive phase being initiated when the engine stops. ### Claim 3 (depends on 2) The method as recited in claim 2, wherein in the stroke loss model, the number of all active temperature changes and the number of all passive temperature changes and the number of the strokes of the valve member per active phase of the internal combustion engine are taken into consideration, the active temperature changes being defined as a temperature in the valve when the engine stops and the passive temperature changes being defined as the maximum temperature in the valve after a predetermined post-heating time period has elapsed following the engine stop. ### Claim 4 (depends on 3) The method as recited in claim 3, wherein in the stroke loss model, classes having a predefined temperature range and a stroke loss per temperature change, which is empirically ascertained and assigned to each class are provided, and the number of all active and all passive temperature changes is detected in such a way that the detected number is separated according to classes, and the detected number is multiplied by the stroke loss per temperature change assigned to the particular class, and all products obtained through this multiplication are added to one temperature-related stroke loss. ### Claim 5 (depends on 4) The method as recited in claim 4, wherein an operation-time related stroke loss is taken into consideration in the stroke loss model. ### Claim 6 (depends on 5) The method as recited in claim 5, wherein in the stroke loss model, an empirically ascertained stroke loss is provided per predefined value of the operation time and the operation-time related stroke loss is obtained with the aid of multiplication of the instantaneous operation time by the stroke loss per predefined value of the operation time. ### Claim 7 (depends on 4) The method as recited in claim 4, wherein in the stroke loss model, classes having a predefined stroke number range and regeneration factors which are assigned to the classes and which are empirically ascertained for the particular class are provided, and a regeneration factor is retrieved from a particular class to which the number of strokes of the valve member accrued during a particular active phase of the internal combustion engine is to be assigned. ### Claim 8 (depends on 4) The method as recited in claim 4, wherein in the stroke loss model, classes having predefined number ranges for the number of all accrued temperature changes and having aging factors which are assigned to the classes and are empirically determined for the particular class are provided, and an aging factor is retrieved from a particular class to which an instantaneously accrued number of temperature changes is to be assigned. ### Claim 9 (depends on 8) The method as recited in claim 8, wherein the predicted stroke loss is determined as the sum of the temperature-change related stroke loss and the operation-time related stroke loss which is multiplied by the regeneration factor and the aging factor. ### Claim 10 (depends on 9) The method as recited in claim 9, wherein a stroke size of the valve member, having the predicted stroke loss, which is predefined based on the operating data of the internal combustion engine is added to an effective stroke size, and the effective stroke size is transformed into an electrical control signal which triggers a stroke of the valve member corresponding to the effective stroke size. ### Claim 11 (depends on 9) The method as recited in claim 9, wherein the temperature is measured at the valve. ### Claim 12 (depends on 9) The method as recited in claim 9, wherein the temperature at the valve is derived from an estimated temperature model. ### Claim 13 A control device for controlling a valve which injects fuel into a combustion chamber of an internal combustion engine, the valve having (i) a valve member which closes a valve opening, (ii) an electric actuator which drives the valve member to carry out strokes for releasing the valve opening, and (iii) a control input for electrical control signals, the control device comprising: an engine control unit which is connected to the control input and which generates the control signals as a function of operating data of the internal combustion engine, wherein the engine control unit has a stroke loss model which predicts a reduction of the stroke size as a stroke loss, wherein the engine control unit is configured to continuously incorporate temperature and temperature changes at the valve as well as the number of strokes carried out by the valve member into the stroke loss model, and the engine control unit corrects, by using the predicted stroke loss, the control signals to compensate for the reduction of the stroke size, and wherein parameters of the stroke loss model are empirically ascertained at the valve which is separated from the internal combustion engine.