System for controlling an injection system of an internal combustion engine

Abstract

System (1; 1') for controlling an injection system (ES) of an internal combustion engine (M), comprising at least one injector unit (10) which can be controlled by means of an energization signal (I1) for injecting a fuel (F) into a combustion chamber (B) of the internal combustion engine (M), characterized in that the at least one injector unit (10) each has its own first control unit (ICU1) with a data storage unit (50), which is designed as a component of the injector unit (10) and is capable of receiving, storing and transmitting at least one actual value (p11, T11, p21, T21) of at least one operating variable (p1, p2, T1, T2) of the injector unit (10), and a second control unit (ICU2) is provided with a data storage unit, which is capable of receiving the at least one actual value (p11, T11, p21, T21) from the first control unit (ICU1) and comparing the at least one actual value (p11, T11, p21, T21) with at least one predetermined desired value (p10, T10, p20, T20) of the at least one operating variable (p1, p2, T1, T2), wherein the second control unit (ICU2) is capable, based on the comparison of the at least one actual value (p11, T11, p21, T21) with the at least one predetermined desired value (p10, T10, p20, T20), of manipulating the energization signal (I1) supplied by a higher-level engine control unit (ECU) for controlling the injector unit (10) to produce a different energization signal, and wherein a result of the comparison of the at least one actual value (p11, T11, p21, T21) with the at least one predetermined desired value (p10, T10, p20, T20) and the different energization signal resulting therefrom can be stored by the second control unit (ICU2).

Description

The invention relates to a system for controlling an injection system of an internal combustion engine, comprising at least one injector unit, which can be actuated by means of an energization signal, for injecting a fuel into a combustion chamber of the internal combustion engine, according to the preamble of patent claim 1.The entire combustion chamber of an internal combustion engine (also referred to as an internal combustion engine) is distributed over the individual combustion chambers of the cylinders present. Depending on the use and desired performance of the respective engine, the total number of cylinders may be different. Thus, for example, 4 or 8 cylinders and, in the case of a marine diesel engine, 16 or 24 cylinders can also be arranged.A cylinder has a first end that configures the cylinder head. This generally comprises the connections for the air supply and the air discharge as well as the bearing seat of an injection nozzle. Adjacent to the second end of the cylinder, for example, the bearing for the crankshaft is arranged. The crankshaft, together with the connecting rod, provides for the eccentric pivot mounting of a first end of the individual pistons, the second end of which is displaceably mounted within the cylinders.By means of a stroke movement of the piston in the direction of the second end of the cylinder, air is sucked in. During a stroke movement of the piston in the direction of the first end of the cylinder, the air is strongly compressed and thereby heated. Shortly before the end of this compression stroke, fuel is injected, dispersed and atomized in the hot air. The high temperature of the air self-ignites the resulting mixture in a diesel engine.An important task of internal combustion engines, in particular of diesel engines, is to emit as few pollutants as possible. By optimizing the ratio of air to fuel ("mixture"), which is present in the combustion chamber at the time of ignition, it can be ensured that the fuel burns as completely and efficiently as possible. For this purpose, the fuel must be injected into the combustion chamber at the correct time and with the correct quantity at the highest possible pressure. The fuel is injected into the combustion chamber via the injection nozzle (also called injector) arranged on the cylinder, which nozzle has the function of a valve.In modern diesel engines, such as the common rail diesel engine, the pressure generation is separated from the actual injection process. This makes it possible to determine the injection time and injection quantity of the fuel by a corresponding energization signal (current signal or voltage signal) of the electronic engine control. This signal activates the injector and the injection process is carried out.According to the prior art, the injector takes over only the injection itself, i.e. it can be actuated only by means of the energization signal of the electronic engine control. However, it would be desirable to obtain feedback about the states within the immediate vicinity of the injector in order to be able to detect any deviations from the normal state. It would also be desirable to provide an injection system whose individual components are designed as souver as possible.DE 10 2012 211 301 B4 relates to a system for controlling an injection system during a fuel injection of an internal combustion engine.DE 103 05 772 A1 discloses a fuel injection device and a fuel injection system comprising an electronic compensator containing information relevant to the specific fuel injection device.DE 10 2006 059 007 B3 is directed to a device for controlling an internal combustion engine.EP 1 961 952 A1 shows an injector with a sensor module and an injection system.DE 10 2014 207 452 A1 relates to a fuel injection valve.EP 2 031 228 A2 relates to an injection control for an internal combustion engine.It is therefore an object of the present invention to provide an intelligent injector system.This object is achieved according to the features of claim 1.An essential point of the invention is that in a system for controlling an injection system of an internal combustion engine, comprising at least one injector unit, which can be actuated by means of an energization signal, for injecting a fuel into a combustion chamber of the internal combustion engine, the at least one injector unit each has its own first control unit, which is designed as a component of the injector unit and is capable of receiving, storing and forwarding at least one ACTUAL value of at least one operating variable of the injector unit.The injector unit preferably comprises exactly one injector.It is understood that the format in which the actual value of the at least one operating variable can be received, stored and / or forwarded can naturally be changed.The at least one operating variable is preferably a pressure prevailing at a specific point in time and / or a temperature prevailing at a specific point in time. The at least one operating variable is preferably measurable in the immediate vicinity of the injector unit. The at least one operating variable is preferably measurable continuously, i.e. as a function of time. For example, a measurement of the at least one operating variable can be measured only during the injection process or during the entire working cycles of the internal combustion engine.The first control unit of the injector unit thus preferably comprises at least one data storage unit and / or at least one first data interface.According to the present invention, the first control unit is configured as a component of the injector unit. As a result, the first control unit forms a structural unit with the remainder of the injector unit. An exchange of the injector unit is thus synonymous with an exchange of the associated first control unit. The advantage here is that data which are assigned to a specific injector unit are also expanded together with the latter. Reading out and evaluating the data independently of the installation state of the injector unit and assigning the data to the specific injector unit are therefore possible without problems.Since each injector unit has its own first control unit, conclusions can be drawn about the assignment of a specific injector unit to a specific cylinder via the collected data.The injector unit according to the invention is preferably replaceable according to the plug-and-play principle with a conventional injector unit (without its own control unit) or with a further injector unit according to the invention; therefore, no adaptations of the hardware used and of the software used are preferably necessary in the case of such a replacement. In addition, it should be mentioned that, depending on the design of the hardware and / or software and depending on the control unit used, access rights may be necessary.The respective operating variable is preferably continuously recorded and / or stored. The data can be transmitted continuously or at at least one predetermined time and / or on the basis of a predetermined signal ("trigger") to the first control unit. It is possible to delete or retain already transmitted data from the data storage unit of the first control unit.In addition, the own control unit forms a kind of redundancy for the entire system, since in the event of a failure of one of the control units at least the data which can be assigned to the remaining injector units can be detected, stored and forwarded by means of the control units.Overall, it is therefore possible to systematically gather and store a profile of the operating variables.The system comprises a second control unit, which is capable of receiving the at least one ACTUAL value from the first control unit and of carrying out a comparison of the at least one ACTUAL value with at least one predetermined setpoint value of the at least one operating variable.A single second control unit is provided for all the existing first control units. Alternatively and also preferably, a single second control unit is provided for all the existing first control units of a group of first control units. This case applies in particular when there is a higher number of cylinders and accordingly a higher number of first control units. Here, it may be useful to define groups of cylinders, which each comprise a specific number of cylinders and accordingly a specific number of first control units, and to assign a second control unit to each of these groups.A deviation between the at least one actual value and the at least one target value of the at least one operating variable can result, for example, from a fault such as wear or damage to components involved in the injection process, such as the injector unit itself, the piston and / or the cylinder. Operating alternatives such as the use of structurally different injector units or the use of different fuels can likewise have an influence on the at least one actual value.By this evaluation of the ACTUAL values, it is possible to detect and log errors and deviations from the desired state. An evaluation of the data is thus also possible without problems afterwards. An evaluation of the data can include, for example, that a specific deviation can be assigned to a specific error or a specific alternative to operation. This assignment can preferably be stored.The second control unit and / or the electronic engine control unit thus preferably comprise at least one data storage unit and / or at least one first data interface. For example, results of the manipulation and / or the logical context between deviations and manipulations can be stored on the data storage unit of the second control unit and / or on the data storage unit of the electronic motor controller.For example, the data of a first injector unit comprise a specific deviation of an operating state. By the subsequent removal of this first injector unit and inspection of the associated cylinder, for example, a fault in the form of damage to the material is detected on the cylinder. The relationship between the determined deviation and the cylinder damage is then stored. Preferably, when this determined deviation occurs, a signal is generated which corresponds, for example, to an error code and / or prompts the cylinder and / or the injector unit to be checked.Likewise, a relationship between a further specific deviation and an alternative of operation can be stored in the form of a use of a specific fuel. Preferably, a signal is also generated when this determined deviation occurs. This signal can be generated, for example, in the form of information that, on the basis of the changed operating parameter in the form of the use of the specific fuel, a deviation from the SETPOINT state is to be expected.It is preferred if the injector unit has a first end facing the combustion chamber, on which at least one first sensor is arranged, which is capable of detecting the ACTUAL value of the operating variable prevailing there and transmitting it to the first control unit. Preferably, an outlet opening of the injector for the injected fuel is arranged at the first end of the injector unit.Furthermore, it is alternatively or cumulatively preferred if the injector unit has a second end facing away from the combustion chamber, on which at least one second sensor is arranged, which is capable of detecting the ACTUAL value of the operating variable prevailing there and transmitting it to the first control unit. Preferably, the second end of the injector unit is arranged at an upper end of the cylinder head. For example, an upper boundary of the combustion chamber is formed by means of the cylinder head.The first and / or the second sensor preferably forms a structural unit with the injector unit. An exchange of the injector unit is thus preferably synonymous with an exchange of the first and / or the second sensor. If an injection system is to be equipped for the first time with such an injector unit, this configuration also eliminates the need for separate installation of the first and / or the second sensor. In addition, this ensures the smallest possible tolerance with respect to a reference position between the first and / or the second sensor and the injector unit, so that the comparison of the actual values detected by means of the first and / or second sensor between an injector unit and further injector units is always ensured.The second control unit or an engine control unit higher in level with the first control unit and the second control unit is able to manipulate the energization signal for driving the injector unit to form a deviating energization signal on the basis of the comparison of the at least one actual value with the at least one predetermined setpoint value.The system is therefore preferably also capable of reacting to deviations between the ACTUAL value and the TARGET value by a manipulation of the energization signal. Since, as described above, the energization signal critically also influences the ratio between air and fuel, an operation of the internal combustion engine optimized in terms of emission and efficiency is thus possible. The influences on the operating behavior of internal combustion engines, such as different fuels, mechanical wear, different temperatures and injection pressures, are thus automatically compensated for and a neutral engine behavior is ensured.A deviation may mean that the comparison of the at least one actual value with the at least one predetermined target value yields a deviation at least with respect to one or more, for example temporally consecutive, values of the operating variable. For example, a deviation is not registered as such until a deviation can be detected by comparing the at least one actual value with the at least one predetermined target value for the entire duration of a predefined time interval.In this case, the manipulation of the energization signal can mean to influence the energization signal, that is to say the strength and / or the profile of the energization signal over time, over a partial region of its duration or over its entire duration. It is also possible to extend or shorten the duration of the energization signal.In order to meet the requirements of practice, it is expedient to apply tolerances in the comparison between the actual value and the desired value. It is therefore preferred that, in the comparison explained above, no manipulation of the current supply signal takes place at least when the ACTUAL value lies in an applicable range / frame which can be defined in the control unit. For example, the applicable range is maintained when the actual value is in a range of 0.95 to 1.05 times the target value. If the applicable range is exceeded or undershot, it is, however, preferred that a manipulation of the energization signal takes place as described above.Thus, a deviation between the actual value and the desired value is preferably counteracted by changing the current supply signal. This change in the current supply signal is known from the field of so-called "chip tuning", as a result of which, for example, a subsequent increase in the performance of an internal combustion engine is to be achieved.As described above, the manipulation of the energization signal for driving the injector unit to form a deviating energization signal takes place according to a first case by means of the second control unit or according to a second case by means of the superordinate (electronic) motor control unit.The first case is advantageous when the electronic motor controller is embodied "closed", which means that reprogramming the electronic motor controller, the hardware and software of which often represent external shopping systems, is not possible at least with regard to the relevant energization signal or is associated, for example, only with loss of the operating guarantee. Likewise, it can be easier to program a separate control unit in the form of the second control unit with regard to the manipulation of the energization signal instead of the electronic motor controller, the hardware and software of which control unit can be controlled at least for the most part by separate technicians. Thus, for example, after an update of the software of the electronic motor controller, the manipulation of the energization signal does not have to be additionally implemented again in the software.The second case provides that the electronic motor controller supplies the original energization signal and manipulates it to the deviating energization signal. This can be advantageous if too little voltage can be tapped off from the second control unit in order to manipulate the energization signal.Preferably, it is not provided to manipulate the energization signal by means of the first control unit. Thus, the manipulation can be controlled at a higher level, which simplifies the control of the manipulation.A result of the comparison of the at least one actual value with the at least one predetermined target value and the resulting deviating energization signal can be stored by the second control unit and / or the higher-order motor control unit.It is therefore preferred that the behavior of the system can be stored and optionally retrieved again if a similar deviation is present between the at least one ACTUAL value and the at least one predetermined TARGET value.It is equally expedient if, after a manipulation has taken place, a further comparison is carried out between the at least one ACTUAL value and the at least one predetermined TARGET value and the result of this further comparison is compared with the result of a comparison before the manipulation. It can be derived from the comparison of the results whether the manipulation was successful and in particular resulted in a smaller deviation between the at least one ACTUAL value and the at least one predetermined TARGET value.If the manipulation was successful, it is preferred if the underlying deviation and the successful manipulation assigned to it are stored in the logical context.If the manipulation was not successful, it may also be preferred if the underlying deviation and the manipulation associated therewith are stored in the logical context in order to avoid repetition of the behavior. Alternatively or cumulatively, it can likewise be expedient to store the underlying deviation and a manipulation optimized on the basis of the manipulation assigned to it in the logical context.Preferably, all or a part of the collected data and / or values can be used to calculate a usage intensity and / or a remaining usage duration of an individual injector unit. Furthermore, the first and / or the second control unit can evaluate a comparison with at least one stored setpoint behavior, which was detected, for example, on the basis of known measured values, and react to this with corrections or, if the actual behavior deviates from the setpoint behavior to such an extent that no corrective reaction is possible, report an error to the second control unit or the higher-level engine controller and / or store it in the memory.Preferably, the first control unit and / or the second control unit each comprise a service interface in the form of a wired or wireless data interface. For example, the data interface is a CAN bus, an Ethernet interface, a USB connection, a Bluetooth module, an RFID module, an NFC module or the like.Advantageous embodiments are evident from the dependent claims.Advantages and convenience can be seen from the following description in conjunction with the drawing.The following are shown: FIG. 1 a shows a schematic overview of a first embodiment of the system according to the invention; FIG. 1 b shows a schematic overview of a second embodiment of the system according to the invention; FIG. 2 is an overview of a method for controlling an injection system; FIG. 3 is a greatly simplified view of an internal combustion engine.FIG. 3 shows in a greatly simplified manner a diesel internal combustion engine M (four-stroke cycler) with in the present case four cylinders Z 1, Z 2, Z 3, Z 4 and the piston K 1, K 2, K 3, K 4 movable therein with an injection system ES according to the prior art.The first cylinder Z 1 is in the first stroke. Air A reaches cylinder Z 1 through opened intake valve IV. The piston K1 moves downwards, whereby air A is sucked in.The second cylinder Z 2 is in the second stroke. The air is highly compressed (to, for example, 50 bar) by the piston K2 moving upward with the valves IV and OV closed. As a result, the temperature increases (for example to above 600° C.). Shortly before top dead center, fuel F is injected into the cylinder under high pressure by an injector 10 (for illustration, the injection procedure according to cylinder Z 2 is shown, although piston K 2 is not yet just before top dead center).The third cylinder Z 3 is in the third stroke. The high temperature of the air A results in explosive combustion of the mixture of fuel F and air A. The pressure and temperature in the cylinder Z 3 increase abruptly. The piston K3 is moved downward due to the high pressure and performs mechanical work. The up and down movement of the piston K 3 is converted into a rotational movement via the connecting rod PR and the crankshaft CS.The fourth cylinder Z 4 is in the fourth stroke. The piston K 4 moves upwards again and pushes the combustion gases G out of the cylinder Z 4 through the opened outlet valve OV. Subsequently, the process starts again with cycle 1.The following description applies preferably in connection with an internal combustion engine M according to FIG. 3.In the following, the common features of FIGS. 1 aand 1 bwill be described first. A system 1; 1' for controlling an injection system of an internal combustion engine M. A higher-order electronic engine control ECU is supplied in the present case by means of a 24-V direct voltage source. The first ICU1 and the second control unit ICU2 are supplied with a 48-V direct voltage source.The system 1; 1' comprises in each case at least one injector unit 10 that can be actuated by means of an energization signal I 1 for injecting a fuel F into a combustion chamber B (indicated schematically between the lower end 11 of the injector unit 10 and the piston K) of the internal combustion engine M. In the present case, four injector units 10 are arranged, which are each assigned to a cylinder Z of an internal combustion engine M having a total of four cylinders Z; however, only one injector unit 10 is shown for the sake of clarity.The cylinder Z has a first end (cylinder head), which in the present case comprises the connections for the air supply and the air discharge (not shown) and the seat of an injection nozzle 13.The system 1; 1' for controlling an injection system of an internal combustion engine M, comprising at least one injector unit 10, which can be actuated by means of an energization signal I 1 (see schematic illustration according to FIGS. 1 aand 1 b ) and is intended for injecting a fuel F into a combustion chamber B of the internal combustion engine M, is now characterized in that the at least one injector unit 10 has in each case its own first control unit ICU 1, which is designed as a component of the injector unit 10 and is capable of receiving, storing and forwarding at least one ACTUAL value p 11, T 11, p 21, T 21 of at least one operating variable p 1, p 2, T 1, T 2 of the injector unit ICU 1.In this case, the injector unit 10 comprises exactly one injector 13 (injection nozzle).In the present case, the detectable operating variables p 1, p 2, T 1, T 2 are a pressure prevailing at a specific point in time and a temperature prevailing at a specific point in time, wherein the pressure and the temperature are each measured at two locations. As described in more detail below, the pressure is detected as an operating variable p 1 by the first sensor S 1 and optionally additionally as an operating variable p 2 by the second sensor S 2. Analogously, the temperature is detected as an operating variable T 1 by the first sensor S 1 and optionally additionally as an operating variable T 2 by the second sensor S 2.The first control unit ICU 1 of the injector unit 10 comprises a data storage unit 50 and a first data interface 60 in the present case. the first control unit ICU 1 and the second control unit ICU 2 are incorporated in a common CAN bus system in the present case. Preferably, with respect to managing data access within the CAN bus system, the second control unit ICU2 represents the master and the first control units ICU1 each represents a slave. In addition to the CAN bus system, a connection of the first control unit ICU 1 and the second control unit ICU 2 by means of another interface such as Ethernet would also be conceivable here.In the data storage unit 50, which can preferably also be used for the measurement signal processing, data are stored in the present case, such as processed measurement data 501 of the first S 1 and / or of the second sensor S 2, data 502 which allow a conclusion to be drawn about the time frame in which the four injector units 10 were used jointly, data 503 which comprise information about the production of the injector units 10 and / or of the first S 1 and / or of the second sensor S 2, and optionally further data 504.In the present case, the first control unit ICU 1 and the second control unit ICU 2 each comprise a service interface in the form of a wired or wireless second 61 and third 62 data interface.In the present case, the first control unit ICU 1 is configured as a component of the injector unit 10. In addition, the injector unit 10 can be exchanged in the present case according to the plug-and-play principle with a conventional injector unit (without its own control unit) or with a further injector unit according to the invention.In the present case, the system 1, 1' comprises the second control unit ICU2, which is capable of receiving the at least one ACTUAL value p11, T11, p21, T21 from the first control unit ICU1 and of carrying out a comparison of the at least one ACTUAL value p11, T11, p21, T21 with at least one predetermined desired value p10, T10, p20, T20 of the at least one operating variable p1, p2, T1, T2. In the present case, a single second control unit ICU 2 is provided for all four first control units ICU 1.It can be seen that the injector unit 10 has a first end 11 facing the combustion chamber B, on which a first sensor S 1 is arranged, which is capable of detecting the ACTUAL value p 11, T 11 of the operating variables p 1, T 1 prevailing there and transmitting it to the first control unit ICU 1. In the present case, an outlet opening for the injected fuel F is arranged at the first end 11 of the injector unit 10.It is also shown that the injector unit 10 has a second end 12 facing away from the combustion chamber B, on which a second sensor S 2 is arranged, which is capable of detecting the ACTUAL value p 21, T 21 of the operating variables p 2, T 2 prevailing there and transmitting it to the first control unit ICU 1.In the present case, the first sensor S 1 and the second sensor S 2 form a structural unit with the injector unit 10. Here, NFC is the transmission standard used here.It is also provided that the second control unit ICU 2 or the engine control unit ECU higher-order than the first control unit ICU 1 and the second control unit ICU 2 is capable of manipulating the energization signal I 1 for driving the injector unit 10 to form a deviating energization signal on the basis of the comparison of the at least one actual value p 11, T 11, p 21, T 21 with the at least one predetermined target value.In this case, the manipulation of the energization signal I 1 for actuating the injector unit 10 to form a deviating energization signal takes place according to a first case (see system 1 according to FIG. 1 a ) by means of the second control unit ICU 2 and according to a second case (see system 1' according to FIG. 1 b ) by means of the higher-level electronic motor control unit ECU. This is indicated by arranging the output stage(s) 90 as part of the second control unit ICU 2 (in the present case four output stages 90; one for each cylinder Z) or of the electronic engine control unit ECU (in the present case one output stage 90).It is schematically illustrated that the second control unit ICU 2 can store and access correction functions 70, 71, 72, 73 with subfunctions 701, 702, 703 (shown only for the correction function 70 of the first cylinder) which serve for the manipulation of the energization signal I 1 for each individual cylinder Z. The subfunction 701 is a material damage function; that is, information about an manipulated energization signal that was necessary due to material damage. Analogously, subfunction 702 is a wear correction function and subfunction 703 is a fuel correction function.It is furthermore provided that a result of the comparison of the at least one ACTUAL value p11, T11, p21, T21 with the at least one predetermined target value p10, p20, T10, T20 and the resulting deviating energization signal can be stored by the second control unit ICU2 and / or the higher-order motor control unit ECU.Also included in the CAN-BUS system is a condition monitoring system 80 (German: "state monitoring system") which uses the collected data to perform calculations and assignments 801, 802, 803. A usage intensity 801 and a remaining usage duration 802 of an individual injector unit 10 are thus calculated and the individual data are assigned 803 to the individual cylinders.FIG. 2 shows an overview of a preferred method 100. A first step 101 comprises starting the internal combustion engine M. According to step 102, ACTUAL values p11, T11, p21 and / or T21 are detected by means of the first S1 and / or by means of the second sensor S2, which are stored in accordance with step 103 on the data storage unit 50 of the first control unit ICU1. According to step 104, the ACTUAL values p11, T11, p21 and / or T21 are transmitted to the second control unit ICU2. There, according to step 105, a comparison of the ACTUAL values p11, T11, p21 and / or T21 with the SETPOINT values p10, T10, p20 and / or T20 takes place.If it is determined according to step 106 a that a deviation is present, then according to step 107, the energization signal I 1 can be manipulated by the second control unit ICU 2 or the engine controller ECU if, for example, the deviation lies outside a permissible value range. Likewise optional are in each case step 108, according to which an optimization of the manipulation is carried out, and step 109, according to which the results of the manipulation and / or the logical context between deviations and manipulations are stored. Subsequently, the method 100 continues again at step 102.If it is determined according to step 106 bthat there is no deviation or no deviation outside an admissible value range, the method 100 proceeds again to step 102.List of reference characters1, 1' System 10 Injector unit 11, 12 End 13 Injection nozzle 50 Data storage unit 60, 61 Data interface 70, 71, 72, 73 Correction function 80 Condition monitoring system 501, 502, 503, 504 Data 701, 702, 703 Subfunction 801, 802 Calculation 803 Assignment 90 Final stage A Air B Combustion chamber CAN bus CAN bus system CS Crankshaft ECU Electronic engine control unit ES Injection system F Fuel G Combustion gas I1 Energization signal IV Inlet valve ICU1, ICU2 Control unit K, K1, K2, K3, K4 Piston M Internal combustion engine OV Outlet valve p, p1, p2, T, T1, T2 Operating variable p10, p20, T10, T20 TARGET value p11, p21, T11, T21 ACTUAL value PR connecting rod S1, S2 sensor Z, Z1, Z2, Z3, Z4 cylinder

Claims

System (1; 1') for controlling an injection system (ES) of an internal combustion engine (M), comprising at least one injector unit (10), which can be actuated by means of an energization signal (I1), for injecting a fuel (F) into a combustion chamber (B) of the internal combustion engine (M), characterized in that the at least one injector unit (10) has in each case its own first control unit (ICU1) with a data storage unit (50), which is designed as a component of the injector unit (10) and is capable of receiving, storing and transmitting at least one ACTUAL value (p11, T11, p21, T21) of at least one operating variable (p1, p2, T1, T2) of the injector unit (10), and a second control unit (ICU2) with a data storage unit is provided, which is capable of receiving the at least one ACTUAL value (p11, T11, p21, T21) from the first control unit (ICU1) and of carrying out a comparison of the at least one ACTUAL value (p11, T11, p21, T21) with at least one predetermined target value (p10, T10, p20, T20) of the at least one operating variable (p1, p2, T1, T2), wherein the second control unit (ICU2) is capable of carrying out, on the basis of the comparison of the at least one ACTUAL value (p11, T11, p21, T21) with the at least one predetermined target value (p10, T10, p20, T 20) to manipulate the energization signal (I 1) supplied by a higher-order engine control unit (ECU) to actuate the injector unit (10) to form a deviating energization signal, and wherein a result of the comparison of the at least one actual value (p11, T11, p21, T21) with the at least one predetermined target value (p10, T10, p20, T20) and the deviating energization signal resulting therefrom can be stored by the second control unit (ICU2).System (1) according to Claim 1, characterized in that the injector unit (10) has a first end (11) facing the combustion chamber (B), at which at least one first sensor (S1) is arranged, which is capable of detecting the ACTUAL value (p11, T11) of the operating variable (p1, T1) prevailing there and transmitting it to the first control unit (ICU1).System (1) according to Claim 1 or 2, characterized in that the injector unit (10) has a second end (12), which is remote from the combustion chamber (B) and on which at least one second sensor (S2) is arranged, which is capable of detecting the ACTUAL value (p21, T21) of the operating variable (p2, T2) prevailing there and of transmitting it to the first control unit (ICU1).

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