刘二喜，郭树满，陈礼勇，吴学舜，裴毅强，苏万华.高压共轨喷油器可变续流驱动电路的设计研究[J].内燃机工程,2017,38(2):107-113.
高压共轨喷油器可变续流驱动电路的设计研究
Research on Common Rail Injector Variable Freewheeling Drive Circuitry
DOI：
关键词:电控喷油器  驱动电路  驱动电流  续流电路
Key Words:electronically controlled CR injector  drive circuitry  solenoid current  freewheeling circuitry
基金项目:国家“八六三”高技术研究发展计划项目（2012AA111714）
作者单位
刘二喜，郭树满，陈礼勇，吴学舜，裴毅强，苏万华 天津大学 内燃机国家重点实验室，天津 300072 
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摘要:基于提升＆保持(Peak ＆ Hold)驱动方式不同电流释放阶段对下降速率的需求，进行了可变续流喷油器驱动电路设计与性能研究。电路设计采用高、低边及单电源驱动，在高边MOS源极设置反向二极管及电容接地，在低边MOS漏极设置二极管接驱动电源。通过改变不同阶段高低边MOS开关逻辑，使用不同有效续流回路决定电流下降快慢以满足Peak ＆ Hold需求。试验表明：与通过匹配阻抗而折中电流下降速率的RD续流（R=10 Ω）相比，可变续流驱动电路喷油量控制精度提高，喷油器关闭阶段时间缩短了30 μs，喷油量循环变动率在大油量时下降了0.36%，在小油量时降低了2.86%；此外，可变续流驱动电路在电流关闭阶段利用喷油器线圈释放电磁能向驱动电源充电，使喷油器电磁铁驱动能耗降低。在大油量时，可变续流驱动电路驱动电源电压下降幅度减少了1.5 V，其恢复时间缩短了0.5 ms。由于能耗降低，电路发热量减少，可变续流驱动电路最高温度仅37 ℃，比RD续流下降了127 ℃。
Abstract:In order to meet the demands of the Peak & Hold drive mode for the current decline rate in the solenoid current release stage, the design and performance of a new common rail injector variable freewheeling drive circuitry were studied. To this end, a high side and low side MOS scheme and a single power supply drive mode were adopted in the circuit design. The high side MOS power supply electrode was provided with a reverse diode and capacitance grounding, and the low side MOS drain electrode was set with a diode connected drive power supply. The different effective freewheeling circuits were used to decide the current decline rate to satisfy the demands of Peak & Hold by changing the switching logic of high side and low side MOS in different stages. Results show that compared with the traditional RD freewheeling (R=10 Ω) circuitry, the new design can improve the control precision of variable freewheeling fuel injection quantity. The injector closing time can be shortened by 30 μs, and the injection cycle change rate reduced by 0.36% in a large amount of fuel, while in the small amount of fuel reduced by 2.86%. Moreover, in the current closing stage, the injector can be used to release the electromagnetic energy to the drive power supply, so that the fuel injector solenoid drive energy consumption is reduced. This allows reducing the voltage drop of drive power supply and the recovery time by 1.5 V and 0.5 ms respectively in a large amount of fuel. Since the heat release of the circuit is reduced due to the reduction of energy consumption, the maximum is only 37 ℃, which is 127 ℃ lower than the traditional design.
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