Method of determining in real time the flow rate characteristic of a fuel injector

• US 7,219,005 B2
• Filed: 01/03/2006
• Issued: 05/15/2007
• Est. Priority Date: 07/16/2003
• Status: Active Grant

• Current Assignee: Magneti Marelli Motopropulsion France SAS (Stellantis NV)
• Original Assignee: Magneti Marelli Motopropulsion France SAS (Stellantis NV)
• Inventors: Mazet, Henri
• Primary Examiner(s): Vo; Hieu T.
• Application Number:
  US11/324,443
• Publication Number:
  US 20060107936A1
• Time in Patent Office: 497 Days
• Field of Search: 701/104, 701/103, 701/102, 123/299, 123/295, 123/305
• US Class Current: 701/104
• CPC Class Codes: F02D 2250/12 Timing of calculation, i.e. specific timing aspects when calculation or updating of engine parameter is performed
• CPC Class Codes: F02D 2250/31 Control of the fuel pressure
• CPC Class Codes: F02D 41/20 Output circuits, e.g. for controlling currents in command coils
• CPC Class Codes: F02D 41/2438 Active learning methods
• CPC Class Codes: F02D 41/247 Behaviour for small quantities
• CPC Class Codes: F02D 41/3809 Common rail control systems common rail apparatus F02M55/025, F02M63/0225
• CPC Class Codes: F02D 41/402 Multiple injections
• CPC Class Codes: Y02T 10/40 Engine management systems

Abstract

The method comprises the steps consisting in assuming that the gain of at least one injector is equal to a theoretical gain or an updated gain, and in replacing each of at least one reference injection of injection control duration controlled by the engine control unit in application of a stored characteristic, with a multiple injection comprising a succession of at least two injections of injection control durations that are assumed to cause the same mass of fuel to be injected as by the replaced reference injection, in determining the fuel mass difference between the reference injection and the multiple injection, in deducing therefrom an error in determining the characteristic, and in modifying the gain and/or the offset of the linear zone of the initial characteristic or at least a table or mathematical relationship for the non-linear zone of said characteristic, so as to compensate the error, and storing the new characteristic as determined in this way. Applications to real time determination as a function of the injection control duration of the flow rate characteristic of fuel injectors for internal combustion engines fed by injection.

Claims

1. A method of determining the flow rate characteristic of at least one electrically-controlled fuel injector feeding an internal combustion engine and mounted in a fuel feed circuit of said engine, the determination being in real time and as a function of an injection control duration, and said circuit comprising at least one pump fed from a fuel tank and connected to a common rail for feeding fuel to the injectors of the engine, each injector being controlled by an engine control unit, including at least one calculator and at least one memory, such that on each cycle of the engine, each injector delivers a mass of fuel to the engine as determined by said injector flow rate characteristic, which expresses the mass injected as an increasing function of the injection control duration of said injector as controlled by said engine control unit, said flow rate characteristic including a zone that is substantially linear, for injection control duration values greater than a minimum time, and defined by a gain corresponding to its slope, and by an offset at the origin where the extension of the linear zone towards the origin of injection control durations intersects the injection control duration axis, and a non-linear zone for small values of injection control durations, between the offset and said linear zone, the nominal theoretical linear and non-linear zones being initially stored in the engine control unit in the form of a theoretical offset and a theoretical gain for the linear zone, together with at least one table or mathematical relationship for the non-linear zone,

the method comprising at least the steps consisting in:

assuming that the gain is equal to the theoretical gain or to an updated gain based on the theoretical gain; and

for each injector whose characteristic is to be determined, replacing each of at least one reference injection having an injection control duration controlled by the engine control unit in compliance with the stored characteristic, with a multiple injection comprising a succession of at least two injections of injection control durations that are assumed to cause the same mass of fuel to be injected as by the replaced reference injection;

in determining the difference in fuel mass between the replaced reference injection and the multiple injection;

in deducing therefrom an error in the determination of said characteristic; and

in modifying the gain and/or the offset of the linear zone or at least of a table or mathematical relationship for the non-linear zone so as to compensate said error, and storing the new characteristic as determined in this way.

2. A method according to claim 1, comprising at least steps consisting in initially determining the real offset Or of said linear zone of said characteristic, by replacing each of at least one reference injection of injection control duration T by a number n≧

2 injections having a common injection control duration;

$\frac{T-\mathrm{Ot}}{n}+\mathrm{Ot}$

that is greater than the minimum time, and in which Ot is the nominal or theoretical offset, and in determining that the real offset Or is given by the formula;

$\mathrm{Or}=\frac{\mathrm{Mr}-{\mathrm{Mr}}^{\mathrm{\prime <br><br>}}}{\left(n-1\right)·<br><br>G}+\mathrm{Ot}$

where Mr and Mr′

are the masses of fuel injected respectively during applications of the reference injections and of the multiple injections, n is the number of injections of each multiple injection, G is the gain of the injector or of the injectors in question, assuming that the real gain is equal to the theoretical or nominal gain stored in the engine control unit, which also stores the nominal or theoretical offset Ot.

3. A method according to claim 2, comprising at least the steps consisting in determining said non-linear zone after determining said linear zone, and in replacing each of at least one reference injection of injection control duration T in said linear zone, corresponding to an injected mass M, with a multiple injection comprising a succession of n≧

2 injections assumed to give the same injected mass of fuel M as the replaced reference injection and having a common injection control duration situated in the non-linear zone, so as to identify the flow rate characteristic at the corresponding point of its non-linear zone, for which the control duration of each injection of a multiple injection

$\mathrm{Tn}=\frac{T-\mathrm{Or}}{n}+\mathrm{Or}$

corresponds to an injected mass of fuel M/n, and in varying n and/or Tn in order to identify at least a fraction of the non-linear zone.

4. A method according to claim 2, comprising at least the steps consisting in determining the non-linear zone after determining the linear zone, and in imposing an injection control duration T2 in the non-linear zone for which it is desired to determine the characteristic, and in replacing each of at least one reference injection of injection control duration T in the linear zone corresponding to an injected mass M with a multiple injection of n≧

2 injections assumed to give the same injected mass of fuel M as the replaced reference injection, and one of which has an injection control duration T1 situated in the linear zone, corresponding to an injected mass M1, while each of the other (n−

1) injection(s) has a common imposed injection control duration T2, each corresponding to an injected mass M2 such that;

$M<br><br><br><br>2=\frac{M-M<br><br><br><br>1}{n-1}$

and in varying T2, less than the minimum time (TinfL), and/or varying n, so as to determine at least a portion of the non-linear zone.

5. A method according to claim 1 wherein said injected fuel mass difference is determined by taking account of the variation of the richness of the air/fuel mixture, on the basis of a signal delivered to the engine control unit by a λ

probe detecting the oxygen content in the exhaust gas of the engine, and on the basis of the mass of air admitted to the engine.

6. A method according to claim 5, wherein said injected fuel mass difference is calculated by the engine control unit on the basis of the signal from the λ

probe and an objective mass of fuel to be injected, said objective mass being established by taking account of the mass of air admitted to the engine and an objective richness signal.

7. A method according to claim 1, wherein, when the fuel feed circuit is of the type having a fixed volume without a permanent return of fuel from downstream to upstream of said pump which is delivery-rate controlled, and in which the engine control unit has in its memory a model of the behavior of the circuit, said injected fuel mass difference is determined on the basis of said circuit behavior model, as a function of the variation of pressure in the fuel circuit after an imposed disturbance to the operation of the pump.

8. A method according to claim 7, wherein said injected fuel mass difference is determined as a function of pressure drop in the feed circuit resulting from stopping said feed pump, firstly while applying at least one reference injection, and secondly while applying the replacement multiple injection(s), the circuit behavior model providing a correspondence between each pressure drop and an injected mass of fuel.

9. A method according to claim 1, the method being applied either to all of the injectors of an engine, or else to a single injector at a time.

10. A method according to claim 9, the method being applied in succession to each of the injectors of the engine in order to discover their individual characteristics.