Apparatus and method for accurately controlling fuel injection flow rate

• US 5,771,861 A
• Filed: 07/01/1996
• Issued: 06/30/1998
• Est. Priority Date: 07/01/1996
• Status: Expired due to Term

• Current Assignee: Cummins Incorporated
• Original Assignee: Cummins Incorporated
• Inventors: Wilhelm, Daniel D., Olson, David A., Ross, James H., Holl, Stephen M., Weber, Gregory, Bedapudi, Prakash, Musser, Keith L., Seger, Jeffrey P., Ruth, Michael J., Bolis, David A.
• Primary Examiner(s): Moulis, Thomas N.
• Application Number:
  US08/674,280
• Time in Patent Office: 729 Days
• Field of Search: 123/357, 123/458, 123/510, 123/511, 123/456, 123/459, 364/431.052, 701/104
• US Class Current: 123/357
• CPC Class Codes: F02D 2041/1409 using at least a proportional, integral or derivative controller
• CPC Class Codes: F02D 2041/141 using a feed-forward control element
• CPC Class Codes: F02D 2041/1411 using a finite or infinite state machine, automaton or state graph for controlling or modelling
• CPC Class Codes: F02D 2041/1422 Variable gain or coefficients
• CPC Class Codes: F02D 2041/1426 taking into account control stability
• CPC Class Codes: F02D 2041/2058 using information of the actual current value
• CPC Class Codes: F02D 2200/503 Battery correction, i.e. corrections as a function of the state of the battery, its output or its type
• CPC Class Codes: F02D 2250/21 during a transition between engine operation modes or states
• CPC Class Codes: F02D 2250/31 Control of the fuel pressure
• CPC Class Codes: F02D 41/1401 characterised by the control or regulation method F02D41/1473, F02D41/1477 take precedence
• CPC Class Codes: F02D 41/20 Output circuits, e.g. for controlling currents in command coils
• CPC Class Codes: F02D 41/2416 Interpolation techniques
• CPC Class Codes: F02D 41/3818 for petrol engines
• CPC Class Codes: F02D 41/3845 by controlling the flow into the common rail, e.g. the amount of fuel pumped

Abstract

A system for controlling fuel flow in an internal combustion engine receives a command specifying a desired fuel flow rate from an electronic control module. The system generates a feedforward estimate of actuator current required to produce the desired flow rate. This estimate is combined with a fueling current offset value generated using a proportional-integral feedback controller. A differential pressure between the fuel rail and cylinder gas is converted, by surface interpolation based on a lookup table, to an estimate of actual fuel flow rate. The difference between this actual fuel flow rate and the desired flow rate is provided to the feedback controller as an error signal. The feedback controller preferably uses different gain values depending on an operating mode of the engine (speed control and torque control modes).

Claims

1. A fuel control system for an internal combustion engine for delivering fuel to a fuel rail for distribution to a plurality of fuel injectors, comprising:

computing means for receiving a plurality of operating condition signals indicative of an operating state of the internal combustion engine and for generating a desired fuel quantity signal representing a desired quantity of fuel to be delivered to one of the fuel injectors based on said operating condition signals;

first conversion means connected with said computing means for converting said desired fuel quantity signal into an estimated actuator current signal;

adjusting means connected with said first conversion means and an output of a proportional integral controller means for combining an offset current signal received from said proportional integral controller means with said estimated actuator current signal to produce an actuator current control signal;

actuator means connected with said adjusting means for receiving said actuator current control signal and for controlling the amount of fuel delivered to the fuel rail based on said actuator current control signal;

pressure sensing means connected with the fuel rail for sensing a fuel pressure in the fuel rail and for generating a fuel rail pressure signal corresponding to said fuel pressure;

second conversion means connected with said pressure sensing means for receiving said fuel rail pressure signal and for converting said fuel rail pressure signal into an estimated fuel quantity signal representing an estimated actual fuel delivery rate to one of the injectors; and

comparison means connected with said second conversion means, said computing means and said proportional integral controller means for generating a fuel quantity error signal corresponding to a difference between said estimated fuel quantity signal and said desired fuel quantity signal and for providing said fuel quantity error signal to said proportional integral controller means;

wherein said proportional integral controller means generates an offset current signal based on said fuel quantity error signal.

2. A method of controlling a quantity of fuel injected into a cylinder of an internal combustion engine during each injection event comprising the steps of:

generating a desired fuel quantity signal indicative of a desired fuel quantity to be delivered to the cylinder of the internal combustion engine;

generating an estimated actuator current signal from said desired fuel quantity signal, said estimated actuator current signal being indicative of an estimated actuator current necessary to deliver said desired fuel quantity to a cylinder of the internal combustion engine;

generating a fuel rail pressure signal indicative of a measured fuel rail pressure;

generating an actual fuel quantity signal from said fuel rail pressure signal, said actual fuel quantity signal being indicative of an actual fuel quantity delivered to a cylinder of the internal combustion engine;

generating a fuel quantity difference signal representing a difference between said desired fuel quantity signal and said actual fuel quantity signal;

generating an actuator current difference signal from said fuel quantity difference signal, said actuator current difference signal being indicative of a difference between said estimated actuator current and an actual actuator current necessary to achieve delivery of said desired fuel quantity to a cylinder of the internal combustion engine;

combining said estimated actuator current signal and said actuator current difference signal to generate an actual actuator current signal indicative of said actual actuator current; and

controlling an actuator in accordance with said actual actuator current signal.

3. The method of claim 2 wherein the quantity of fuel injected into the cylinder of the internal combustion engine is controlled by said fuel rail pressure, and said fuel rail pressure is varied in accordance with said desired fuel quantity to be delivered to the cylinder of the internal combustion engine.

4. The method of claim 3 wherein said measured fuel rail pressure is a differential fuel rail pressure and said step of generating a fuel rail pressure signal indicative of a measured fuel rail pressure comprises the steps of:

measuring a sensed fuel rail pressure;

measuring an intake manifold pressure;

calculating a differential fuel rail pressure equal to a difference between said sensed fuel rail pressure and said intake manifold pressure; and

generating said fuel rail pressure signal indicative of said differential fuel rail pressure.

5. The method of claim 4 wherein said step of calculating a differential fuel rail pressure includes the step of processing said intake manifold pressure to generate an estimate of absolute intake manifold pressure and said differential fuel rail pressure is equal to a difference between said sensed fuel rail pressure and said estimate of absolute intake manifold pressure.

6. The method of claim 5 wherein said intake manifold pressure is a gage pressure.

7. The method of claim 5 wherein said intake manifold pressure is an absolute pressure.

8. The method of claim 3 wherein said measured fuel rail pressure is a differential fuel rail pressure and said step of generating a fuel rail pressure signal indicative of a measured fuel rail pressure comprises the steps of:

measuring a sensed fuel rail pressure;

generating an estimate of boost pressure;

calculating a differential fuel rail pressure equal to a difference between said sensed fuel rail pressure and said estimate of boost pressure; and

generating said fuel rail pressure signal indicative of said differential fuel rail pressure.

9. The method of claim 8 wherein said step of generating an estimate of boost pressure includes the step of accessing a look-up table in response to measured engine operating parameters.

10. The method of claim 9 wherein said engine operating parameters include at least one of engine speed and current fuel rate.

11. The method of claim 3 wherein said measured fuel rail pressure is a differential fuel rail pressure and said step of generating a fuel rail pressure signal indicative of a measured fuel rail pressure comprises the steps of:

measuring a sensed fuel rail pressure;

determining the operational status of an intake manifold pressure sensor;

measuring, when said operational status indicates proper operation of the intake manifold pressure sensor, an intake manifold pressure and calculating a differential fuel rail pressure equal to a difference between said sensed fuel rail pressure and said intake manifold pressure;

generating when said operational status indicates a failure of said intake manifold pressure sensor, an estimate of boost pressure and calculating a differential fuel rail pressure equal to a difference between said sensed fuel rail pressure and said estimate of boost pressure; and

generating said fuel rail pressure signal indicative of said differential fuel rail pressure.

12. The method of claim 2 wherein said step of generating an actual fuel quantity signal comprises the steps of receiving an average engine speed signal indicative of an average engine speed and accessing a look-up table using said average engine speed signal and said fuel rail pressure signal to retrieve data representing said actual fuel quantity delivered to the cylinder of the internal combustion engine.

13. The method of claim 2 wherein said fuel quantity signal is generated in response to measured engine operating parameters.

14. The method of claim 13 wherein said engine operating parameters include at least one of engine speed, accelerator pedal position, idle speed governor setting, maximum RPM governor setting, and temperature.

15. The method of claim 2 further comprising the step of determining an operating state of the internal combustion engine and wherein said step of generating an actuator current difference signal includes the step of selecting at least one gain in accordance with said operating state, said gain being used in a proportional-integral controller to generate said actuator current difference signal.

16. The method of claim 15 wherein said operating state is one of a speed control state, a torque control state, and a starting state.

17. The method of claim 16 wherein said at least one gain is a proportional gain of said proportional-integral controller.

18. The method of claim 17 wherein said operating state is said speed control state and said proportional gain is 0.0005 Amp/mm³ /stroke.

19. The method of claim 17 wherein said operating state is said torque control state and said proportional gain is 0.0005 Amp/mm³ /stroke.

20. The method of claim 17 wherein said operating state is said starting state and said proportional gain is 0.0010 Amp/mm³ /stroke.

21. The method of claim 16 wherein said at least one gain is an integral gain of said proportional-integral controller.

22. The method of claim 21 wherein said operating state is said speed control state and said integral gain is 0.00001 Amp/mm³ /stroke.

23. The method of claim 21 wherein said operating state is said torque control state and said integral gain is 0.00005 Amp/mm³ /stroke.

24. The method of claim 21 wherein said operating state is said starting state and said integral gain is 0.00001 Amp/mm³ /stroke.

25. The method of claim 15 further comprising the step of detecting a change in operating state of the internal combustion engine from a first operating state to a second operating state and said step of selecting at least one gain in accordance with said operating state includes the step of establishing at least one incremental gain value used to incrementally vary said at least one gain from a first value corresponding to said first operating state to a second value corresponding to said second operating state.

26. The method of claim 25 wherein said at least one gain is a proportional gain of said proportional-integral controller and said incremental gain value is 0.00010 Amp/mm³ /stroke.

27. The method of claim 25 wherein said at least one gain is an integral gain of said proportional-integral controller and said incremental gain value is 0.00001 Amp/mm³ /stroke.

28. A system for controlling a quantity of fuel injected from a fuel rail into a cylinder of an internal combustion engine during each injection event, wherein the fuel pressure in the fuel rail is varied using an actuator to control the desired quantity of fuel to be injected into the cylinder of the internal combustion engine, comprising:

processing means for generating a desired fuel quantity signal indicative of a desired fuel quantity to be delivered to the cylinder of the internal combustion engine;

fuel-to-current conversion means connected with said processing means for receiving said desired fuel quantity signal and generating an estimated actuator current signal from said desired fuel quantity signal, said estimated actuator current signal being indicative of an estimated actuator current necessary to deliver said desired fuel quantity to the cylinder of the internal combustion engine during the injection event;

fuel rail pressure measuring means connected with the fuel rail of the internal combustion engine for measuring a sensed fuel rail pressure and for generating a fuel rail pressure signal in response thereto;

pressure-to-fuel conversion means connected with said fuel rail pressure measuring means for receiving said fuel rail pressure signal and for generating an actual fuel quantity signal from said fuel rail pressure signal, said actual fuel quantity signal being indicative of an actual fuel quantity delivered to a cylinder of the internal combustion engine;

first comparison means connected with said processing means and said pressure-to-fuel conversion means for receiving said desired fuel quantity signal and said actual fuel quantity signal, for calculating a difference between said desired fuel quantity signal and said actual fuel quantity signal, and for generating a fuel quantity difference signal representing said difference;

controller means connected with said first comparison means for receiving said fuel quantity difference signal and for generating an actuator current difference signal from said fuel quantity difference signal, said actuator current difference signal being indicative of a difference between said estimated actuator current and an actual actuator current necessary to achieve delivery of said desired fuel quantity to a cylinder of the internal combustion engine;

second comparison means connected with said controller means and said fuel-to-current conversion means for receiving said estimated actuator current signal and said actuator current difference signal, and for combining said estimated actuator current signal and said actuator current difference signal to generate an actual actuator current signal indicative of said actual actuator current; and

current control means connected with said second comparison means for controlling the supply of current to the actuator in accordance with said actual actuator current signal.

29. The system of claim 28 wherein said sensed fuel rail pressure is a differential fuel rail pressure and said fuel rail pressure measuring means further comprises:

intake manifold pressure measuring means for measuring an intake manifold pressure;

pressure processing means connected with said intake manifold pressure measuring means and said fuel rail pressure measuring means for calculating a differential fuel rail pressure equal to a difference between said sensed fuel rail pressure and said intake manifold pressure, and for generating said fuel rail pressure signal indicative of said differential fuel rail pressure.

30. The system of claim 29 wherein said pressure processing means further operates to process said intake manifold pressure to generate an estimate of absolute intake manifold pressure and said differential fuel rail pressure is equal to a difference between said sensed fuel rail pressure and said estimate of absolute intake manifold pressure.

31. The system of claim 30 wherein said intake manifold pressure is a gage pressure.

32. The system of claim 30 wherein said intake manifold pressure is an absolute pressure.

33. The system of claim 28 wherein said sensed fuel rail pressure is a differential fuel rail pressure and said fuel rail pressure measuring means further comprises:

boost pressure estimating means for generating an estimate of boost pressure;

pressure processing means for calculating a differential fuel rail pressure equal to a difference between said sensed fuel rail pressure and said estimate of boost pressure and, for generating said fuel rail pressure signal indicative of said differential fuel rail pressure.

34. The system of claim 33 wherein said boost pressure estimating means further operates to access a look-up table in response to measured engine operating parameters.

35. The system of claim 34 wherein said engine operating parameters include at least one of engine speed and current fuel rate.

36. The system of claim 28 wherein said sensed fuel rail pressure is a differential fuel rail pressure and said fuel rail pressure measuring means further comprises:

sensor error detecting means for determining the operational status of an intake manifold pressure sensor and generating a sensor status signal indicative thereof;

pressure processing means connected with said sensor error detecting means for receiving said sensor status signal and when said sensor status signal indicates proper operation of the intake manifold pressure sensor, for measuring an intake manifold pressure and calculating a differential fuel rail pressure equal to a difference between said sensed fuel rail pressure and said intake manifold pressure, and when said sensor status signal indicates a failure of said intake manifold pressure sensor, for generating an estimate of boost pressure and calculating a differential fuel rail pressure equal to a difference between said sensed fuel rail pressure and said estimate of boost pressure, and for generating said fuel rail pressure signal indicative of said differential fuel rail pressure.

37. The system of claim 28 wherein said pressure-to-fuel conversion means further operates to receive an average engine speed signal indicative of an average engine speed and to access a look-up table using said average engine speed signal and said fuel rail pressure signal to retrieve data representing said actual fuel quantity delivered to the cylinder of the internal combustion engine.

38. The system of claim 28 wherein said processing means further operates to receive measured engine operating parameters and wherein said desired fuel quantity signal is generated in response to said measured engine operating parameters.

39. The system of claim 38 wherein said engine operating parameters include at least one of engine speed, accelerator pedal position, idle speed governor setting, maximum RPM governor setting, and temperature.

40. The system of claim 28 wherein said controller means comprises a proportional-integral controller and further operates to receive operating state data representing an operating state of the internal combustion engine and selects at least one gain in accordance with said operating state data, said gain being used in said proportional-integral controller to generate said actuator current difference signal.

41. The system of claim 40 wherein said operating state is one of a speed control state, a torque control state, and a starting state.

42. The system of claim 41 wherein said at least one gain is a proportional gain of said proportional-integral controller.

43. The system of claim 42 wherein said operating state is said speed control state and said proportional gain is 0.0005 Amp/mm³ /stroke.

44. The system of claim 42 wherein said operating state is said torque control state and said proportional gain is 0.0005 Amp/mm³ /stroke.

45. The system of claim 42 wherein said operating state is said starting state and said proportional gain is 0.0010 Amp/mm³ /stroke.

46. The system of claim 41 wherein said at least one gain is an integral gain of said proportional-integral controller.

47. The system of claim 46 wherein said operating state is said speed control state and said integral gain is 0.00001 Amp/mm³ /stroke.

48. The system of claim 46 wherein said operating state is said torque control state and said integral gain is 0.00005 Amp/mm³ /stroke.

49. The system of claim 46 wherein said operating state is said starting state and said integral gain is 0.00001 Amp/mm³ /stroke.

50. The system of claim 40 wherein said controller means further operates to detect a change in operating state of the internal combustion engine from a first operating state to a second operating state and operates to select said at least one gain in accordance with said operating state by establishing at least one incremental gain value used to incrementally vary said at least one gain from a first value corresponding to said first operating state to a second value corresponding to said second operating state.

51. The system of claim 50 wherein said at least one gain is a proportional gain of said proportional-integral controller and said incremental gain value is 0.00010 Amp/mm³ /stroke.

52. The system of claim 50 wherein said at least one gain is an integral gain of said proportional-integral controller and said incremental gain value is 0.00001 Amp/mm³ /stroke.