Method of determining the timing and quantity of fuel injection to operate an internal combustion engine

Patent metadata

Field	Value
Publication number	US-9845736-B2
Application number	US-201615004408-A
Country	US
Kind code	B2
Filing date	Jan 22, 2016
Priority date	Jan 22, 2015
Publication date	Dec 19, 2017
Grant date	Dec 19, 2017

Abstract

A method of determining the timing and quantity of fuel injection to operate an internal combustion engine is disclosed. While operating the fuel injector to perform a fuel injection; a signal of a fuel pressure within the fuel rail during the fuel injection is sampled. The signal is used to determine first and second integral transforms yielding as output a value of first and second functions having as variables the fuel rail pressure drop caused by the fuel injection and the timing parameter indicative of the instant when the fuel injection started. Values of the first and second functions are used to calculate a value of the fuel rail pressure drop caused by the fuel injection and a value of the timing parameter. A value of a fuel quantity injected by the fuel injection is calculated as a function of the value of the fuel rail pressure drop.

First claim

What is claimed is:

1. A method of operating an internal combustion engine having a fuel rail in fluid communication with a fuel pump and a fuel injector, the method comprising:
operating the fuel injector to perform a fuel injection;
sampling a pressure signal representative of a fuel pressure within the fuel rail during the fuel injection;
using the pressure signal as a first input of a first integral transform yielding a first function value based on a fuel rail pressure drop caused by the fuel injection and a timing parameter indicative of an instant when the fuel injection started;
using the pressure signal as a second input of a second integral transform yielding a second function value based on the fuel rail pressure drop caused by the fuel injection and the timing parameter indicative of the instant when the fuel injection started;
using the first function value and the second function value to calculate a value of the fuel rail pressure drop caused by the fuel injection and a value of the timing parameter; and
calculating a value of a fuel quantity injected by the fuel injection as a function of the calculated value of the fuel rail pressure drop.

2. The method according to claim 1 , wherein the fuel rail pressure signal is sampled in a crankshaft angular domain.

3. The method according to claim 1 , wherein the value of the first function is calculated with the following integral transform:
L α =∫ 0 2π P (θ)·cos(θ) d (θ)≅ T α (Δ P inj ,γ inj )=Δ P inj ·sin γ inj

wherein L α is the value of the first function T α , P is the fuel rail pressure, Θ is an angular position of a crankshaft, 0 is a predetermined starting value of an integration interval [0, 2π] in the crankshaft angular domain, 2π is a predetermined final value of the integration interval [0, 2π] in the crankshaft angular domain, ΔP inj is the fuel rail pressure drop caused by the fuel injection, γ inj is an angular distance of the fuel injection from the staring value 0 of the integration interval.

4. The method according to claim 1 , wherein the value of the second function is calculated with the following integral transform:
L β =∫ 0 2π P (θ)·sin(θ) d (θ)≅ T β (Δ P inj ,γ inj )=Δ P inj ·(1−cos γ inj )

wherein L β is the value of the second function T β , P is the fuel rail pressure, Θ is an angular position of a crankshaft, 0 is a predetermined starting value of an integration interval [0, 2π] in the crankshaft angular domain, 2π is a predetermined final value of the integration interval [0, 2π] in the crankshaft angular domain, ΔP inj is the fuel rail pressure drop caused by the fuel injection, γ inj is the angular distance of the fuel injection from the starting value of the integration interval.

5. The method according to claim 3 , wherein the starting value of the integration interval is an angular position of the engine crankshaft for which a piston of the fuel pump has already completed the compression stroke.

6. The method according to claim 1 , wherein the fuel injection performed by the fuel injector includes a single injection pulse.

7. The method according to claim 1 , wherein the fuel injection performed by the fuel injector includes a plurality of injection pulses.

8. The method according to claim 1 further comprising:
calculating a difference between the calculated value of the fuel injected quantity and a predetermined target value thereof; and
using the calculated difference to correct an energizing time of the fuel injector.

9. The method according to claim 1 further comprising:
calculating a difference between the calculated value of the timing parameter and a predetermined target value thereof; and
using the calculated difference to correct a start of injection of the fuel injector.

10. A non-transitory computer readable medium having computer program comprising a computer code that when executed on a processor performs the method according to claim 1 .

11. A method of operating an internal combustion engine having a fuel rail in fluid communication with a fuel pump and a fuel injector, the method comprising:
operating the fuel injector to perform a fuel injection;
sampling a pressure signal representative of a fuel pressure within the fuel rail during the fuel injection;
using the pressure signal as a first input of a first integral transform yielding a first function value based on a fuel rail pressure drop caused by the fuel injection and a timing parameter indicative of an instant when the fuel injection started;
using the pressure signal as a second input of a second integral transform yielding a second function value based on the fuel rail pressure drop caused by the fuel injection and the timing parameter indicative of the instant when the fuel injection started;
using the first function value and the second function value to calculate a value of the fuel rail pressure drop caused by the fuel injection and a value of the timing parameter; and
calculating a value of a fuel quantity injected by the fuel injection as a function of the calculated value of the fuel rail pressure drop, wherein the value of the fuel quantity injected by the fuel injection is calculated taking into account a hydraulic capacitance of the fuel rail.

12. The method according to claim 11 , wherein the value of the hydraulic capacitance is varied on the basis of an average value of the pressure within the fuel rail.

13. The method according to claim 11 , wherein the value of the hydraulic capacitance is determined with a learning procedure, which is performed while the engine is in a fuel cut-off condition and further comprising:
operating the fuel pump to deliver a predetermined volume of fuel into the fuel rail per compression stroke;
measuring a value of a fuel rail pressure increment due to the delivery of said volume of fuel; and
calculating the value of the hydraulic capacitance as a function of the volume of fuel delivered into the fuel rail and the measured value of the fuel rail pressure increment.

14. The method according to claim 13 , wherein the learning procedure further comprises:
calculating an average value of the fuel rail pressure during the delivery of said volume of fuel; and
memorizing the calculated value of the hydraulic capacitance, thereby correlating it to the calculated average value of the fuel rail pressure.

15. An internal combustion engine comprising a fuel pump in fluid communication with a fuel injector through a fuel rail, and an electronic control unit configured to:
operate the fuel injector to perform a fuel injection;
sample a pressure signal representative of a fuel pressure within the fuel rail during the fuel injection;
use the pressure signal as a first input of a first integral transform yielding a value of a first function value based on a fuel rail pressure drop caused by the fuel injection and a timing parameter indicative of an instant when the fuel injection started;
use the pressure signal as second input of a second integral transform yielding a second function value based on the fuel rail pressure drop caused by the fuel injection and the timing parameter indicative of the instant when the fuel injection started;
use the first function value and the second function value to calculate a value of the fuel rail pressure drop caused by the fuel injection and a value of the timing parameter; and
calculate a value of a fuel quantity injected by the fuel injection as a function of the calculated value of the fuel rail pressure drop, wherein the value of the fuel quantity injected by the fuel injection is calculated taking into

Assignees

• Gm Global Tech Operations Llc

Inventors

• Nieddu Stefano
• Mollar Andrea

Classifications

• F02D41/3827 Primary

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• F02D2200/0616

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• F02M26/47

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• F02M26/05

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• F02M26/25

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