Methods and system for engine control

• US 10,018,144 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
• Primary Examiner(s): Kwon, John
• Assistant Examiner(s): Hoang, Johnny H
• Application Number:
  US15/242,188
• Publication Number:
  US 20180051647A1
• Time in Patent Office: 690 Days
• Field of Search: 701103, 701104, 701114, 123295-299, 7311441, 7311451, 7311466, 7311472, 7311477
• CPC Class Codes: F02D 2041/389 for injecting directly into the cylinder
• CPC Class Codes: F02D 35/0092 by means of fuel injection
• CPC Class Codes: F02D 41/1454 the characteristics being an oxygen content or concentration or the air-fuel ratio
• CPC Class Codes: F02D 41/2467 for injectors
• CPC Class Codes: F02D 41/26 using computer, e.g. microprocessor
• 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 of an engine with injectors, comprising:

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

obtaining and distinguishing an error associated with the first fuel injector or the second fuel injector from a common fuel system error, common to both the first and second injectors, as a function of a time rate of change of air-fuel ratio error based on exhaust sensor feedback and a fraction of fuel injected via the first fuel injector or the second fuel injector, and correcting each of the first and second errors based on the common fuel system error by determining a correction based on the common fuel system error; and

reducing each of the first error and the second error by applying the correction.

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, where estimating as a function of the air-fuel ratio error and the fraction includes:

dividing the time rate of change of air-fuel ratio error by the fraction of fuel injected via the first fuel injector to determine a first slope;

dividing the time rate of change of air-fuel ratio error by the fraction of fuel injected via the second fuel injector to determine a second slope; and

if the first slope is within a threshold difference of the second slope, and each of the first slope and the second slope is higher than a threshold value, learning a minimum of the first slope and the second slope as the common fuel system error.

4. The method of claim 1, further comprising:

adjusting a transfer function of the first fuel injector with the reduced first error;

adjusting a transfer function of the second fuel injector with the reduced second error; and

adjusting fueling of the cylinder using the adjusted transfer functions of the first and second fuel injectors.

5. The method of claim 3, wherein the estimating further includes:

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

6. The method of claim 1, further comprising comparing the reduced first error with the reduced second error;

deactivating the first injector when the first error is larger and fueling the engine with the second fuel injector; and

deactivating the second injector when the second error is larger and fueling the engine with the first fuel injector.

7. The method of claim 1, wherein the injecting is performed in each of a plurality of engine air mass flow regions and wherein each of the first, second, and common errors is learned in each of the plurality of engine air mass flow regions as a function of air mass flow.

8. 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.

9. A method for an engine fuel system with injectors, 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;

obtaining and assigning a first portion of an air-fuel error from the cylinder during the cylinder cycle to a first error associated with the first fuel injector;

obtaining and assigning a second portion of the air-fuel error to a second error associated with the second fuel injector; and

obtaining and assigning a third portion of the air-fuel error to a common error associated with the fuel system, wherein each of the first, second, and third portions is 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, the air-fuel error based on exhaust gas sensor feedback, wherein the assigning includes;

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

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

if the first time rate is within a threshold difference of the second time rate, and each of the first and second time rates is higher than a threshold, assigning a minimum of the first time rate and the second time rate to the common error.

10. The method of claim 9, wherein the assigning further includes:

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

assigning the second portion based on the second fuel fraction provided by the second fuel injector.

11. The method of claim 9, further comprising:

assigning a first adaptive fuel multiplier corresponding to the first error to the first fuel injector;

assigning a second adaptive fuel multiplier corresponding to the second error to the second fuel injector;

updating each of the first and second adaptive fuel multipliers with a correction factor based on the common error; and

adjusting fueling of the engine with each of the updated first and second adaptive fuel multipliers.

12. The method of claim 9, further comprising:

limiting operation of the first fuel injector in response to the first portion of the air-fuel error being greater than the second portion; and

limiting operation of the second fuel injector in response to the second portion of the air-fuel error being greater than the first portion.

13. The method of claim 12, wherein limiting operation of the first fuel injector includes fueling the engine via only the second fuel injector and wherein limiting operation of the second fuel injector includes fueling the engine via only the first fuel injector.

14. The method of claim 9, wherein each of the first, second, and third portions is learned as a function of air mass flow.

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 for;

while operating the engine with closed loop air-fuel ratio control based on feedback from the air-fuel ratio sensor, updating an adaptive fuel multiplier for each of the port fuel injector and the direct fuel injector with a correction factor based on a common error in airflow to both the port fuel injector and the direct fuel injector, the common error estimated based on a ratio of a change in air-fuel error to a change in fuel fraction from the port fuel injector and the direct fuel injector during engine fueling; and

adjusting fueling via one or more of the port and direct fuel injectors using the adaptive fuel multipliers, the air-fuel error based on an exhaust gas sensor, wherein the adaptive fuel multiplier for the port fuel injector is based on a first ratio of the change in air-fuel error to the change in fuel fraction from the port fuel injector, wherein the adaptive fuel multiplier for the direct fuel injector is based on a second ratio of the change in air-fuel error to the change in fuel fraction from the direct fuel injector, wherein the common error is based on a minimum of the first ratio and the second ratio when the first ratio and the second ratio are within a threshold of each other, and wherein the updating includes reducing the adaptive fuel multiplier for each of the port fuel injector and the direct fuel injector.

16. The system of claim 15, further comprising:

indicating degradation of the port fuel injector when the adjusted adaptive fuel multiplier for the port fuel injector is higher than a threshold;

indicating degradation of the direct fuel injector when the adjusted adaptive fuel multiplier for the direct fuel injector is higher than the threshold; and

indicating engine fueling error due to the common error when the adjusted adaptive fuel multiplier for each of the port fuel injector and the direct fuel injector has a common directionality and each adjusted adaptive fuel multiplier is higher than the threshold.

17. The system of claim 16, wherein the air-fuel error is based on a difference between a commanded air-fuel ratio and an actual air-fuel ratio estimated by the air-fuel ratio sensor, and wherein the adjusting the fueling includes:

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