Method and apparatus for controlling fuel injection into an engine

• US 20070079798A1
• Filed: 09/27/2006
• Published: 04/12/2007
• Est. Priority Date: 10/12/2005
• Status: Active Grant

• Current Assignee: GM Global Technology Operations LLC (General Motors Company)
• Original Assignee: GM Global Technology Operations Incorporated (General Motors Company)
• Inventors: Siewert, Robert
• Granted Patent: US 7,464,689 B2
• Time in Patent Office: Days
• US Class Current: 123/299
• CPC Class Codes: F02B 23/101 the injector being placed on or close to the cylinder centre axis, e.g. with mixture formation using spray guided concepts
• CPC Class Codes: F02D 2250/38 Control for minimising smoke emissions, e.g. by applying smoke limitations on the fuel injection amount
• CPC Class Codes: F02D 41/402 Multiple injections
• CPC Class Codes: Y02T 10/40 Engine management systems

Abstract

A method for controlling fuel injection into a direct injection, compression-ignition internal combustion engine is provided. The engine preferably comprises a diffusion-combustion engine equipped with a fuel-injection system comprising a high-pressure fuel system and a plurality of fuel injectors each adapted to inject fuel directly into a combustion chamber of the engine and a controller. The controller is adapted to monitor engine operation and an operator torque request, and determine a quantity of fuel to inject into one of the combustion chambers during a combustion cycle. Each fuel injector is actuated to selectively execute one of one, two, and three fuel injection events to deliver the determined quantity of fuel to the combustion chamber during the combustion cycle.

Claims

1. Method for controlling fuel injection into a direct injection, compression-ignition engine, comprising:

determining an engine operating point;

determining a quantity of fuel to inject during a combustion cycle; and

,

selectively executing one of one, two, and three fuel injection events during the combustion cycle based upon the engine operating point and the quantity of fuel to inject.

2. The method of claim 1, further comprising selectively executing one of the one, two, and three fuel injection events based upon a minimum controllable flowrate of the fuel injector.

3. The method of claim 1, wherein selectively executing two fuel injection events further comprises injecting substantially equal quantities of fuel during each of the two fuel injection events.

4. The method of claim 3, further comprising initiating the first fuel injection event at a crank angle determined based upon a crank angle at which fifty percent of the quantity of fuel injected during the combustion cycle for the two injection event is substantially the same as for an optimized single injection event for injecting the quantity of fuel.

5. The method of claim 1, wherein selectively executing three fuel injection events further comprises injecting substantially equal quantities of fuel during each of the three fuel injection events.

6. The method of claim 5, further comprising:

having a first dwell time between an end of the first injection event and a start of the second injection event substantially equal to a second dwell time between an end of the second injection event and a start of the third injection event.

7. The method of claim 6, wherein the first and second dwell times each comprise an elapsed time effective to minimize particulate mass emissions and optimize the engine thermal efficiency.

8. The method of claim 7, wherein selectively executing the three fuel injection events further comprises initiating the first fuel injection event during a compression stroke immediately prior to a top-dead-center point of piston travel.

9. The method of claim 5, wherein a crank angle for initiating injection of the first fuel injection event is determined based upon a crank angle at which fifty percent of the quantity of fuel injected during the combustion cycle for the three injection event is substantially the same as for an optimized single injection event for injecting the quantity of fuel.

10. The method of claim 1, wherein the engine operating point is determined based upon engine load.

11. The method of claim 1, wherein determining the quantity of fuel to inject during the combustion cycle based upon the engine operating point and an operator torque request.

12. Method for optimizing operation of a direct injection, compression-ignition engine, comprising:

determining an engine operating point;

determining a quantity of fuel to inject during a combustion cycle; and

,

selectively executing one of one, two, and three fuel injection events during the combustion cycle based upon engine combustion efficiency and exhaust emissions.

13. The method of claim 12, further comprising selectively executing the one of one, two, and three fuel injection events during the combustion cycle based upon the engine operating point and the quantity of fuel to inject.

14. Internal combustion engine, comprising:

a diffusion-combustion engine equipped with a fuel-injection system comprising a high-pressure fuel system and a plurality of fuel injectors each adapted to inject fuel directly into a combustion chamber of the engine; and

,

a controller, adapted to;

monitor engine operation and an operator torque request;

determine a quantity of fuel to inject into one of the combustion chambers during a combustion cycle;

actuate one of the fuel injectors to selectively execute one of one, two, and three fuel injection events to deliver the determined quantity of fuel to the combustion chamber during the combustion cycle; and

,

initiate a start of injection of the first fuel injection event effective to minimize particulate mass emissions and optimize engine thermal efficiency.

15. The internal combustion engine of claim 14, wherein the controller adapted to initiate the start of injection of the first fuel injection event effective to minimize particulate mass emissions and optimize the engine thermal efficiency further comprises the controller adapted to initiate the start of injection at a crank angle determined based upon a crank angle at which fifty percent of the quantity of fuel injected during the combustion cycle is substantially the same as for a single injection event to inject the quantity of fuel.

16. The internal combustion engine of claim 14, wherein the diffusion combustion engine comprises a direct injection compression-ignition engine.

17. The internal combustion engine of claim 14, wherein the high-pressure fuel system is effective to operate at a fuel pressure of 1800 bar.

18. The internal combustion engine of claim 14, wherein the controller is adapted to selectively actuate one of the fuel injectors to execute three fuel injection events to deliver the determined quantity of fuel based upon engine load.

19. System to control exhaust gas emissions in a direct-injection, diesel-cycle, internal combustion engine, comprising:

i) a compression-ignition engine, comprising;

a) a plurality of cylinders, each cylinder having a combustion chamber formed therewithin;

b) a fuel injection system, comprising a plurality of fuel injectors fluidly connected to a pressurized fuel line;

each injector having a plurality of fuel-distributive nozzles having a low flow number, each injector operable to receive pressurized fuel from the fuel rail, and, operable to directly inject a quantifiable mass of fuel into a combustion chamber of the engine; and

,

ii) a control system;

operable to;

monitor engine operation, and, control the fuel injection system;

the control system having a computer program encoded therein for effecting a method to control operation of the fuel injection system, the method comprising;

injecting a first mass of fuel immediately prior to the piston reaching a top-dead center location in the combustion chamber during a compression stroke; and

,

injecting a second mass of fuel substantially equal to the first mass of fuel into the combustion chamber during an expansion stroke occurring immediately thereafter, after a predetermined dwell period.