Automated method for cold transient fuel compensation calibration

• US 5,474,052 A
• Filed: 12/27/1993
• Issued: 12/12/1995
• Est. Priority Date: 12/27/1993
• Status: Expired due to Term

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Motor Company
• Inventors: Bradley, John E., Messih, Isis A., Aquino, Charles F.
• Primary Examiner(s): WOLFE JR, WILLIS RAY
• Application Number:
  US08/173,884
• Time in Patent Office: 715 Days
• Field of Search: 123/674, 123/675, 123/686, 123/689, 123/480, 123/486, 123/488, 123/492, 123/493, 123/682, 364/431.05, 364/431.03, 364/431.04, 364/431.07, 364/431.12
• US Class Current: 123/675
• CPC Class Codes: F02D 41/047 Taking into account fuel evaporation or wall wetting; special correction after fuel cut-off F02D41/126
• CPC Class Codes: F02D 41/06 for engine starting or warming up F02D41/0255 takes precedence
• CPC Class Codes: F02D 41/2425 Particular ways of programming the data

Abstract

An automated method for generating compensation values for use in an electronic engine controller during transient engine operation comprises an initial step of exposing an engine to an ambient temperature value to set the engine to an initial start temperature. The engine is started and operated in a predetermined manner until the engine reaches a stable operating temperature. The mass flow rate of air into an induction system of the engine is detected to generate a plurality of air flow values, the temperature of engine coolant is detected to generate a plurality of engine coolant temperature values and the composition of exhaust gas produced by the engine is detected to generate a plurality of exhaust gas values. The detected air flow values, engine coolant temperature values and exhaust gas values are stored in a data storage means. The engine is exposed to a plurality of ambient temperatures to generate data indicative of engine operation from a plurality of initial start temperatures. A first set of model values, indicative of a portion of fuel injected by the engine which directly impacts the induction system and a second set of model values indicative of a time constant corresponding to a rate at which fuel leaves the walls of the induction system are calculated as a function of the stored values. The compensation values are then generated as a function of the first and the second model values.

Claims

1. A data acquisition system which controls functions of an internal combustion engine, the engine including an induction system containing a plurality of interior surfaces, an intake valve within the induction system for controlling delivery of an air/fuel mixture into a combustion chamber, and injector means for injecting fuel through a portion of the induction system into the combustion chamber, the data acquistion system receiving signals indicative of operating parameters of the engine which has been exposed to an initial ambient temperature to set the engine to an initial start temperature substantially equal to the initial ambient temperature, the data acquisition system comprising, in combination:

means for operating the engine in a predetermined manner of engine operation which includes changing, over a first period of time, a throttle position of the engine from a first position to a second position, maintaining the second throttle position for a second period of time, changing, over a third period of time, the throttle position of the engine from the second position to the first position, and maintaining the first throttle position for a fourth period of time, said first, second, third and fourth periods of time being of a length appropriate to substantially isolate the effect of induction system wetting on said fuel delay,

means, responsive to a signal indicative of the mass flow rate of air into the induction system, for generating a plurality of air flow values indicative of the mass flow rate of air into the engine,

means, responsive to a signal indicative of engine coolant temperature, for generating a plurality of engine coolant temperature values;

means, responsive to a signal indicative of exhaust gas composition produced by the engine, for generating a plurality of exhaust gas values, each of which is indicative of the composition of exhaust gas produced by the engine at a different point in time;

means for storing the air flow values, engine coolant temperature values and the exhaust gas values in a data storage means;

means for generating as a function of the air flow values, engine coolant temperature values and the exhaust gas values a first set of model values each value being indicative of a portion of fuel injected by the engine which directly impacts interior surfaces of the induction system at a particular engine operating temperature;

means for generating as a function of the air flow values, engine coolant temperature values and the exhaust gas values a second set of model values each of which is indicative of a time constant corresponding to a rate at which fuel leaves the interior surfaces of the induction system at a particular engine operating temperature; and

means for generating a set of compensation values as a function of the first and the second model values.

2. The data acquisition system as set forth in claim 1 wherein the means for generating a set of compensation values comprises a first means for generating a first set of compensation values and a second means for generating a second set of compensation values, each value of the first set of compensation values corresponding to a mass of fuel residue residing on the interior surfaces of the induction system when the engine is at a particular engine operating temperature and air flow rate, each value of the second set of compensation values corresponding to an effective fuel time constant indicative of a time period over which a compensating mass of fuel is added or subtracted by said engine controller to a base fuel value generated by said engine controller while the engine is under a transient state.

3. A method for generating compensation values for use in an electronic engine controller to compensate for fuel delay during transient operation of an internal combustion engine, the engine including an induction system comprised of interior surfaces, the method comprising the steps of:

(a) exposing the engine to an ambient temperature to set the engine to an initial engine start temperature;

(b) starting the engine and operating the engine in a predetermined manner of engine operation which comprises at least one transient engine operating conditions;

(c) monitoring the mass flow rate of air into the induction system during the engine operation to generate a plurality of air flow values;

(d) monitoring the temperature of engine coolant within the engine during the engine operation to generate a plurality of engine coolant temperature values;

(e) monitoring the composition of exhaust gas produced by the engine to generate a plurality of exhaust gas composition values each of which is indicative of an air/fuel ratio ignited by said engine to produce said exhaust gas;

(f) storing the air flow values, engine coolant temperature values and the exhaust gas composition values to a data file;

(g) repeating steps (a) through (f) for a plurality of ambient temperatures to develop a plurality of data files, each data file containing air flow values, engine coolant temperature values and exhaust gas composition values corresponding to engine operation from a particular initial engine start temperature;

(h) generating via a substantially automated method, a first set and a second set of model values as a function of the values contained in the plurality of data files, each value of the first set of model values being indicative of a portion of fuel injected by the engine which directly impacts the interior surfaces of the induction system at a particular engine operating temperature and each value of the second set of model values being indicative of a time constant corresponding to a rate at which fuel leaves the interior surfaces of the induction system by vaporization or other means; and

(i) generating via a substantially automated method, the compensation values as a function of the first and the second model values, the compensation values comprising a first set and a second set of compensation values, each value of the first set of compensation values corresponding to a mass of fuel residue residing on the interior surfaces of the induction system when the engine is at a particular engine operating temperature and air flow rate, each value of the second set of compensation values corresponding to an effective fuel time constant indicative of a time period over which a compensating mass of fuel is added or subtracted by said engine controller to a base fuel value generated by said engine controller whle the engine is under a transient state.

4. The method as set forth in claim 3 wherein the second set of compensation values comprise a set of acceleration effective fuel time constant values and a set of deceleration effective fuel time constant values, the acceleration effective fuel time constant values indicative of a time period over which a compensating mass of fuel is added or subtracted by said engine controller to a base fuel value generated by said engine controller while the engine is under acceleration, and the deceleration effective fuel time constant values corresponding to an effective fuel time constant indicative of a time period over which a compensating mass of fuel is added or subtracted by said engine controller to a base fuel value generated by said engine controller while the engine is under deceleration.

5. The method as set forth in claim 4 wherein the first set of model values comprises a set of acceleration model values indicative of a portion of fuel injected by the engine which directly impacts the interior surfaces of the induction system at a particular engine operating temperature during acceleration and wherein the first set of model values further comprises a set of deceleration model values indicative of a portion of fuel injected by the engine which directly impacts the interior surfaces of the induction system at a particular engine operating temperature during deceleration.

6. The method as set forth in claim 5 comprising an additional step of generating a plurality of load values corresponding to said stored air flow values and wherein the first set of compensation values are generated according to the following relationship:

space="preserve" listing-type="equation">EISF=(X*TAU*AIRMASS)/A/F

where,

EISF is a value from the first set of compensation values corresponding to a particular engine operating temperature and load value;

X corresponds to a value from the first set of model values and is indicative of a portion of fuel injected by the engine which directly impacts the induction system at the particular engine operating temperature,

TAU corresponds to a value from the second set of model values and is indicative of a time constant corresponding to a rate of fuel leaving the walls of the induction system for a given mass of fuel on the interior surfaces of said induction system at the particular engine operating temperature;

AIRMASS is a value corresponding to a measured mass flow rate of air in lbs/sec into the induction system, and

A/F corresponds to a desired steady state air/fuel ratio at a particular engine operating temperature and load value.

7. The method as set forth in claim 6 wherein the acceleration effective fuel time constant values are generated according to the following relationship:

space="preserve" listing-type="equation">EFTCA=(1-X)*TAU

where,

EFTCA is the acceleration effective fuel time constant value for a particular engine operating temperature and engine load,

X corresponds to a value from the first set of acceleration model values and is indicative of a portion of fuel injected by the engine which directly impacts the induction system at the particular engine operating temperature, and

TAU is a value from said set of acceleration model values corresponding to the particular engine operating temperature.

8. The method as set forth in claim 7 wherein the deceleration effective fuel time constant values are generated according to the following relationship:

space="preserve" listing-type="equation">EFTCD=(1-X)*TAU

where,

EFTCD is the deceleration effective fuel time constant value for a particular engine operating temperature and engine load,

X corresponds to a value from the first set of deceleration model values and is indicative of a portion of fuel injected by the engine which directly impacts the induction system at the particular engine operating temperature, and

TAU is a value from said set of deceleration model values corresponding to the particular engine operating temperature.

9. The method as set forth in claim 7 wherein the predetermined manner of engine operation comprises the steps of:

(i) changing, over a first period of time, a throttle position of the engine from a first position to a second position;

(ii) maintaining the second throttle position for a second period of time;

(iii) changing, over a third period of time, the throttle position of the engine from the second position to the first position;

(iv) maintaining the first throttle position for a fourth period of time, said first, second, third and fourth periods of time being of a length appropriate to substantially isolate the effect of induction system wetting on said fuel delay;

(v) repeating steps (i) through (iv) until the engine coolant reaches a predetermined temperature indicative of a steady state engine operating temperature.

10. A method for generating compensation values for use in an electronic engine controller to compensate for fuel delay during transient operation of an internal combustion engine, the engine including an induction system comprised of interior surfaces, the method comprising the steps of:

(a) exposing the engine to an ambient temperature to set the engine to an initial engine start temperature;

(b) starting the engine and operating the engine in a predetermined manner of engine operation which comprises at least one transient engine operating conditions;

(c) monitoring the mass flow rate of air into the induction system during the engine operation to generate a plurality of air flow values;

(d) monitoring the temperature of engine coolant within the engine during the engine operation to generate a plurality of engine coolant temperature values;

(e) monitoring the composition of exhaust gas produced by the engine to generate a plurality of exhaust gas composition values each of which is indicative of an air/fuel ratio ignited by said engine to produce said exhaust gas;

(f) storing the air flow values, engine coolant temperature values and the exhaust gas composition values to a data file;

(g) repeating steps (a) through (f) for a plurality of ambient temperatures to develop a plurality of data files, each data file containing air flow values, engine coolant temperature values and exhaust gas composition values corresponding to engine operation from a particular initial engine start temperature;

(h) generating via a substantially automated method, a first set and a second set of model values as a function of the values contained in the plurality of data files, each value of the first set of model values being indicative of a portion of fuel injected by the engine which directly impacts the interior surfaces of the induction system at a particular engine operating temperature and each value of the second set of model values being indicative of a time constant corresponding to a rate at which fuel leaves the interior surfaces of the induction system by vaporization or other means; and

(i) generating the compensation values as a function of the first and the second model values.

11. The method as set forth claim 10 wherein the predetermined manner of engine operation comprises the step of:

(i) changing, over a first period of time, a throttle position of the engine from a first position to a second position;

(ii) maintaining the second throttle position for a second period of time;

(iii) changing, over a third period of time, the throttle position of the engine from the second position to the first position;

(iv) maintaining the first throttle position for a fourth period of time, said first, second, third and fourth periods of time being of a length appropriate to substantially isolate the effect of induction system wetting on said fuel delay;

(v) repeating steps (i) through (iv) until the engine coolant reaches a predetermined temperature indicative of a steady state engine operating temperature.

12. The method as set forth in claim 10 wherein the second set of model values comprises a set of acceleration model values corresponding to a rate at which fuel leaves the interior surfaces of the induction system by vaporization or other means while the engine is under acceleration, and wherein the second set of model values further comprises a set of deceleration model values corresponding to a rate at which fuel leaves the interior surfaces of the induction system by vaporization or other means while the engine is under deceleration.

13. The method as set forth in claim 12 wherein the first set of model values comprises a set of acceleration model values indicative of a portion of fuel injected by the engine which directly impacts the interior surfaces of the induction system at a particular engine operating temperature during acceleration and wherein the first set of model values further comprises a set of deceleration model values indicative of a portion of fuel injected by the engine which directly impacts the interior surfaces of the induction system at a particular engine operating temperature during deceleration.

14. The method as set forth in claim 13 wherein the compensation values comprise a first set and a second set of compensation values, each value of the first set of compensation values corresponding to a mass of fuel residue residing on the interior surfaces of the induction system when the engine is at a particular engine operating temperature and air flow rate, each value of the second set of compensation values corresponding to an effective fuel time constant indicative of a time period over which a compensating mass of fuel is added or subtracted by said engine controller to a base fuel value generated by said engine controller while the engine is under a transient state.

15. The method as set forth in claim 14 wherein the predetermined manner of engine operation comprises the steps of:

(i) changing, over a first period of time, a throttle position of the engine from a first position to a second position;

(ii) maintaining the second throttle position for a second period of time;

(iii) changing, over a third period of time, the throttle position of the engine from the second position to the first position;

(iv) maintaining the first throttle position for a fourth period of time, said first, second, third and fourth periods of time being of a length appropriate to determine the effect of induction system wetting effects on said fuel delay;

(v) repeating steps (i) through (iv) until the engine coolant reaches a predetermined temperature indicative of a steady state engine operating temperature.

16. The method as set forth in claim 15 wherein the second set of compensation values comprise a set of acceleration effective fuel time constant values and a set of deceleration effective fuel time constant values, each of the acceleration effective fuel time constant values indicative of a time period over which a compensating mass of fuel is added or subtracted by said engine controller to said base fuel value generated by said engine controller while the engine is under acceleration and at a particular engine coolant temperature and load and each of the deceleration effective fuel time constant values indicative of a time period over which a compensating mass of fuel is added or subtracted by said engine controller to said base fuel value generated by said engine controller while the engine is under deceleration and at a particular engine coolant temperature and load.

17. The method as set forth in claim 16 comprising an additional step of generating a plurality of load values corresponding to said stored air flow values and wherein the first set of compensation values are generated according to the following relationship:

space="preserve" listing-type="equation">EISF=(X*TAU*AIRMASS)/A/F

where,

EISF is a value from the first set of compensation values corresponding to a particular engine operating temperature and load value;

X corresponds to a value from the first set of model values and is indicative of a portion of fuel injected by the engine which directly impacts the induction system at the particular engine operating temperature,

TAU corresponds to a value from the second set of model values;

AIRMASS is a value corresponding to a measured mass flow rate of air in lbs/sec into the induction system, and

A/F corresponds to a desired steady state air/fuel ratio at a particular engine operating temperature and load value.

18. The method as set forth in claim 17 wherein the acceleration effective fuel time constant values are generated according to the following relationship:

space="preserve" listing-type="equation">EFTCA=(1-X)*TAU

where,

EFTCA is the acceleration effective fuel time constant value for a particular engine operating temperature and engine load,

X corresponds to a value from the first set of acceleration model values and is indicative of a portion of fuel injected by the engine which directly impacts the induction system at the particular engine operating temperature, and

TAU is a value from said set of acceleration model values corresponding to the particular engine operating temperature.

19. The method as set forth in claim 18 wherein the deceleration effective fuel time constant values are generated according to the following relationship:

space="preserve" listing-type="equation">EFTCD=(1-X)*TAU

where,

EFTCD is the deceleration effective fuel time constant value for a particular engine operating temperature and engine load,

X corresponds to a value from the first set of deceleration model values and is indicative of a portion of fuel injected by the engine which directly impacts the induction system at the particular engine operating temperature, and

TAU is a value from said set of deceleration model values corresponding to the particular engine operating temperature.

20. The method as set forth in claim 19 wherein each of the values of the second set of model values is generated by the steps of:

(i) generating an initial value for said first set and said second set of model values for a particular engine operating temperature;

(ii) generating a plurality of air/fuel ration values from said measured exhaust gas composition values,

(iii) integrating said plurality of air/fuel ratio values over time to generate a time dependent measured air/fuel response;

(iv) generating a time dependent predicted air/fuel response from said generated value of said first set of model values and from said value for said second set of model values;

(v) comparing said predicted air/fuel response to said measured air/fuel response to generate an air/fuel response difference value;

(vi) comparing said air/fuel response difference value to a predetermined air/fuel response threshold value;

(vii) altering said value for said second set of model values and repeating steps (ii) through (vi) if said air/fuel response difference value is greater than or equal to said predetermined air/fuel response threshold value, and modifying said value from said first set of model values and repeating steps (i) through (vii) if said air/fuel response difference value is less than said predetermined air/fuel response value, to generate a plurality of values for said first set of model values, each of said values corresponding to a particular engine operating temperature.