Methods and system for improving fuel delivery amount accuracy

Patent metadata

Field	Value
Publication number	US-10422296-B2
Application number	US-201615131861-A
Country	US
Kind code	B2
Filing date	Apr 18, 2016
Priority date	Jun 11, 2015
Publication date	Sep 24, 2019
Grant date	Sep 24, 2019

Abstract

Methods and systems for simultaneously operating port fuel injectors and direct fuel injectors of an internal combustion engine are described. In one example, a duration of a port fuel injection window is increased to improve engine performance and a direct fuel injector fuel pulse width is dynamically adjusted to improve accuracy of an amount of fuel delivered during a cylinder cycle.

First claim

The invention claimed is:

1. An engine fueling method, comprising:
port injecting fuel to a cylinder in a cylinder cycle via a first fuel pulse width, the first fuel pulse width not adjusted responsive to engine operating conditions after being scheduled for delivery;
directly injecting fuel to the cylinder in the cylinder cycle via a second fuel pulse width, the second fuel pulse width selectively adjusted after being scheduled for delivery, where the second fuel pulse width is selectively adjusted in response to a change in estimated cylinder air amount, where the second fuel pulse width is scheduled before an end of the first fuel pulse width, and where the first pulse width is greater than a threshold pulse width; and
port injecting fuel to the cylinder in a second cylinder cycle via a third fuel pulse width, the third fuel pulse width adjusted one or more times after being scheduled for delivery, the third fuel pulse width less than the threshold pulse width.

2. The method of claim 1 , where the port injecting of fuel is performed within a port fuel injection window, where the port fuel injection window begins at intake valve closing of the cylinder in a cylinder cycle immediately preceding the cylinder cycle, and where the port fuel injection window ends a predetermined number of crankshaft degrees before intake valve closing during the cylinder cycle.

3. The method of claim 2 , where the directly injecting of fuel is performed within a direct fuel injection window, where the direct fuel injection window begins at intake valve closing of the cylinder in the cylinder cycle, and where the direct fuel injection window ends a predetermined number of crankshaft degrees before a top dead center compression stroke of the cylinder cycle.

4. The method of claim 3 , where the port fuel injection window is defined by a first crankshaft angle at or after intake valve closing of the cylinder cycle immediately preceding the cylinder cycle and a second crankshaft angle at or before the intake valve closing for the cylinder cycle and after an intake valve opening for the cylinder cycle.

5. The method of claim 4 , where the direct fuel injection window is defined by a third crankshaft angle at or after the intake valve opening and a fourth crankshaft angle at or before the top dead center compression stroke of the cylinder cycle.

6. An engine fueling method, comprising:
providing a port fuel injection window defined by a first crankshaft angle in a cylinder cycle immediately preceding a first cylinder cycle and a second crankshaft angle before or in the first cylinder cycle and adjusting a port fuel injection pulse width one or more times before injecting fuel via a port fuel injector during the port fuel injection window according to the port fuel injection pulse width;
port injecting fuel during the port fuel injection window;
providing a direct fuel injection window defined by a third crankshaft angle before or in the first cylinder cycle and a fourth crankshaft angle in the first cylinder cycle;
directly injecting fuel to a cylinder during the direct fuel injection window, an amount of a direct injection of fuel selectively adjusted in response to variation in an ending time of the port injected fuel after first scheduling the port injected fuel for the first cylinder cycle; and
combusting the port injected fuel and the directly injected fuel in the first cylinder cycle.

7. The method of claim 6 , where the direct injection of fuel is adjusted in response to variation in the ending time of the port injected fuel in response to a port fuel injection pulse width being less than a threshold, and further comprising:
increasing an amount of fuel injected during the port fuel injection window in response to a load of a particulate filter exceeding a threshold.

8. The method of claim 7 , where the direct injection of fuel is not adjusted in response to variation in the ending time of the port injected fuel in response to the port fuel injection pulse width being greater than the threshold.

9. The method of claim 6 , where the port fuel injector provides a maximum of one fuel injection during the port fuel injection window, and where an amount of fuel directly injected is decreased in response to a later or retarded ending time of the port injected fuel.

10. The method of claim 6 , where the cylinder cycle is from top dead center of a first intake stroke to top dead center of a second intake stroke; and further comprising:
scheduling the port injected fuel and updating the port injected fuel one or more times before an end of the port fuel injection window of the first cylinder cycle.

11. The method of claim 10 , where the port fuel injection window at least partially overlaps the direct fuel injection window.

12. The method of claim 6 , where the second crankshaft angle is a port fuel injection abort angle.

13. A system, comprising:
an engine including a port fuel injector and a direct fuel injector providing fuel to a cylinder; and
a controller including executable instructions stored in non-transitory memory for adjusting a direct fuel injection pulse width supplied to the direct fuel injector based on an end of port fuel injection time and in response to a port fuel injection pulse width being less than a threshold, and not adjusting the direct fuel injection pulse width based on the end of port fuel injection time in response to the port fuel injection pulse width being greater than the threshold, and additional instructions to adjust a duration of a port fuel injection window in response to retarding an abort angle of the port fuel injection window.

14. The system of claim 13 , further comprising adjusting the direct fuel injection pulse width based on a change in cylinder air amount when the port fuel injector pulse width is greater than the threshold.

15. The system of claim 14 , further comprising additional instructions to increase an amount of fuel injected during the port fuel injection window in response to a load of a particulate filter exceeding a threshold.

16. The system of claim 15 , where the port fuel injection window is defined by a first crankshaft angle at or after an intake valve closing and a second crankshaft angle at or before an intake valve opening.

17. The system of claim 13 , further comprising additional instructions to limit an actual total number of port fuel injections during a cylinder cycle in response to the port fuel injection pulse width being greater than the threshold.

18. The system of claim 17 , where the actual total number of port fuel injections is limited to only one port fuel injection.

Assignees

• Ford Global Tech Llc

Inventors

• Hollar Paul
• Sanborn Ethan D
• Dusa Daniel
• Zhang Xiaoying
• Thomas Joseph Lyle

Classifications

• F02D41/18

  by measuring intake air flow · CPC title

• F02D41/3094 Primary

  the fuel injection being effected by at least two different injectors, e.g. one in the intake manifold and one in the cylinder · CPC title