Methods and system for engine control

• US 10,018,143 B2
• Filed: 08/19/2016
• Issued: 07/10/2018
• Est. Priority Date: 08/19/2016
• Status: Active Grant

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: Ranga, Adithya Pravarun Re, Surnilla, Gopichandra, Thomas, Joseph Lyle, Sanborn, Ethan D., Linenberg, Mark Thomas, Behr, Kenneth John, Guo, Yichao
• Primary Examiner(s): Kwon, John
• Assistant Examiner(s): Hoang, Johnny H
• Application Number:
  US15/242,050
• Publication Number:
  US 20180051646A1
• Time in Patent Office: 690 Days
• Field of Search: 701103, 701104, 701114, 7311441, 7311451, 7311466, 7311472, 7311477, 123295-299
• CPC Class Codes: F02D 2041/224 Diagnosis of the fuel system
• CPC Class Codes: F02D 2041/227 Limping Home, i.e. taking specific engine control measures at abnormal conditions
• CPC Class Codes: F02D 2041/389 for injecting directly into the cylinder
• CPC Class Codes: F02D 2200/08 Exhaust gas treatment apparatus parameters
• CPC Class Codes: F02D 41/1454 the characteristics being an oxygen content or concentration or the air-fuel ratio
• CPC Class Codes: F02D 41/221 relating to the failure of actuators or electrically driven elements
• CPC Class Codes: F02D 41/2467 for injectors
• CPC Class Codes: F02D 41/263 the program execution being modifiable by physical parameters
• CPC Class Codes: F02D 41/3094 the fuel injection being effected by at least two different injectors, e.g. one in the intake manifold and one in the cylinder
• CPC Class Codes: F02D 41/402 Multiple injections

Abstract

Systems and methods for determining air-fuel error in an engine fueled via direct and port fuel injection. Errors associated with individual fuel injection systems are distinguished from a common error based on trends in the error correction coefficients of the individual fuel injection systems. Adaptive fuel multipliers for each injection system are updated to account for the common error.

Claims

1. A method for fueling a cylinder, comprising:

injecting fuel to the cylinder via a first fuel injector and a second fuel injector; and

distinguishing, by processing an exhaust sensor and determining an error associated with the first fuel injector or the second fuel injector from a common fuel system error as a function of a rate of change of air-fuel ratio error and a fraction of fuel injected via the first fuel injector or the second fuel injector, including learning at least a portion of the air-fuel ratio error as the common fuel system error based on whether a first ratio of the rate of change of air-fuel ratio error to the fraction of fuel injected via the first fuel injector is within a threshold of a second ratio of the rate of change of air-fuel ratio error to the fraction of fuel injected via the second fuel injector and whether each of the first ratio and the second ratio is higher than a threshold value.

2. The method of claim 1, wherein the common fuel system error includes one or more of an airflow error associated with an airflow path delivering air to both the first fuel injector and the second fuel injector, and a fuel-type error associated with the fuel injected by both the first fuel injector and the second fuel injector.

3. The method of claim 1, wherein the distinguishing further includes:

if the first ratio is not within the threshold difference of the second ratio, learning the air-fuel ratio error as the error associated with the first fuel injector when the first ratio is higher than the threshold value; and

learning the air-fuel ratio error as the error associated with the second fuel injector when the second ratio is higher than the threshold value.

4. The method of claim 3, further comprising:

adjusting a transfer function of the first fuel injector responsive to learning the air-fuel ratio error as the error associated with the first fuel injector;

adjusting a transfer function of the second fuel injector responsive to learning the air-fuel ratio error as the error associated with the second fuel injector; and

adjusting the transfer function of each of the first fuel injector and the second fuel injector responsive to learning the air-fuel ratio error as the common fuel system error.

5. The method of claim 3, further comprising:

in response to the error associated with the first fuel injector being higher than a threshold error, fueling an engine via the second fuel injector only;

in response to the error associated with the second fuel injector being higher than a threshold error, fueling the engine via the first fuel injector only; and

in response to the common error, maintaining fueling of the engine via both the first and second fuel injectors.

6. The method of claim 3, further comprising comparing the error associated with the first fuel injector to the error associated with the second fuel injector;

and based on the comparison, deactivating one of the first and second fuel injectors having a larger error and fueling the engine with a remaining one of the first and second fuel injectors having a smaller error.

7. The method of claim 1, wherein learning at least a portion of the air-fuel ratio error as the common fuel system error includes learning a first portion of the air-fuel ratio error as the common fuel system error and a second, remaining portion of the air-fuel ratio error as the error associated with the first fuel injector or the second fuel injector, wherein the first portion is based on a minimum of the first ratio and the second ratio.

8. The method of claim 1, wherein the injecting is performed in each of a plurality of engine air mass flow regions and wherein the error associated with the first fuel injector or the second fuel injector and the common fuel system error is learned in each of the plurality of engine air mass flow regions as a function of air mass flow.

9. The method of claim 1, where the first fuel injector is a direct fuel injector and where the second fuel injector is a port fuel injector.

10. A method for an engine fuel system, comprising:

injecting fuel to an engine cylinder via a first fuel injector and a second fuel injector during a cylinder cycle, the first and second fuel injectors having distinct types of fuel injection;

selectively assigning, by processing an exhaust sensor and determining an air-fuel error from the cylinder during the cylinder cycle to a common error associated with the fuel system based on each of a first fuel fraction provided by the first fuel injector, a second fuel fraction provided by the second fuel injector, and the air-fuel error, wherein the selectively assigning includes;

learning a first rate of change in the air-fuel error with a change in the first fuel fraction;

learning a second rate of change in the air-fuel error with a change in the second fuel fraction; and

if the first rate is within a threshold difference of the second rate, and each of the first rate and the second rate is higher than a threshold, assigning the air-fuel error to the common error.

11. The method of claim 10, wherein the selectively assigning further includes:

if the first rate is outside the threshold difference of the second rate while the first and second rates are higher than the threshold, assigning a first portion of the air-fuel error to the first fuel injector, the first portion based on the first fuel fraction provided by the first fuel injector; and

assigning a second portion of the air-fuel error to the second fuel injector, the second portion based on the second fuel fraction provided by the second fuel injector.

12. The method of claim 11, where the selectively assigning the air-fuel error further includes assigning an adapted fuel multiplier corresponding to the common error to each of the first fuel injector and the second fuel injector.

13. The method of claim 12, wherein the adapted fuel multiplier corresponding to the common error is a first multiplier that is distinct from a second multiplier corresponding to the first portion of the air-fuel error that is assigned to only the first fuel injector, and is also distinct from a third multiplier corresponding to the second portion of the air-fuel error that is assigned to only the second fuel injector.

14. The method of claim 11, further comprising limiting operation of the first fuel injector or the second fuel injector in response to a greater of the first portion and the second portion of the air-fuel error.

15. An engine system, comprising:

an engine including a cylinder;

a port fuel injector in fluidic communication with the cylinder;

a direct fuel injector in fluidic communication with the cylinder;

an exhaust air-fuel ratio sensor; and

a controller including executable instructions stored in non-transitory memory to;

while operating the engine with closed loop air-fuel ratio control based on feedback from the exhaust air-fuel ratio sensor to provide an air-fuel error, differentiate a determined engine fueling error due to degradation of one or more of the port fuel injector and the direct fuel injector from an engine fueling error determined based on the feedback due to a common error in airflow to both the port and direct fuel injectors based on a ratio of a change in air-fuel error to a change in fuel fraction from the port and direct fuel injectors during engine fueling; and

adjust fueling via one or more of the port fuel injector and direct fuel injector responsive to the differentiating, wherein the differentiating includes;

indicating degradation of the port fuel injector when the ratio of the change in air-fuel error to the change in fuel fraction from the port fuel injector is higher than a threshold;

indicating degradation of the direct fuel injector when the ratio of the change in air-fuel error to the change in fuel fraction from the direct fuel injector is lower than a threshold;

indicating engine fueling error due to the common error when the ratio of the change in air-fuel error to the change in fuel fraction from each of the port fuel injector and the direct fuel injector is higher than the threshold and the ratio of the change in air-fuel error to the change in fuel fraction from the port fuel injector is within a threshold of the ratio of the change in air-fuel error to the change in fuel fraction from the direct injector.

16. The system of claim 15, wherein the air-fuel error is based on a difference between a commanded air-fuel ratio and an actual air-fuel ratio estimated by a air-fuel ratio sensor, and wherein the change in air-fuel ratio error is learned as a change in an adapted fuel multiplier commanded to each of the port fuel injector and the direct fuel injector.

17. The system of claim 16, wherein adjusting the fueling includes:

updating the adapted fuel multiplier commanded to the direct fuel injector while disabling the port fuel injector responsive to degradation of the port fuel injector; and

updating the adapted fuel multiplier commanded to the port fuel injector while disabling the direct fuel injector responsive to degradation of the direct fuel injector.