DETERMINATION OF OPENING CHARACTERISTICS OF A FUEL INJECTOR

Abstract

A determination method of opening characteristics of a fuel injector in an internal combustion engine comprising a knock sensor capable of generating a signal representative of vibrations. The knock sensor is used to determine the opening characteristics of the fuel injector. The determination method comprises acquiring the knock sensor signal over a predetermined measurement window synchronised on an injection control signal; and analysing the sensor signal over the measurement window in order to determine a first alternation of a first wave train and to determine the local maximum of the first alternation. The fuel injection is controlled based on the opening characteristic of the injector determined based on this local maximum.

Claims

1. A method of operating an internal combustion engine comprising an engine block with a plurality of combustion cylinders and associated injectors, as well as a knock sensor mounted on the engine block, the knock sensor being capable of generating a knock sensor signal representative of vibrations of the engine block, wherein fuel injection is controlled based on an injector opening characteristic determined via a determination method comprising: acquiring the knock sensor signal over a predetermined measurement window synchronized on an injection control signal; analyzing the knock sensor signal on the predetermined measurement window to: determine a first alternation of a first wave train; and determine the local maximum of the first alternation, wherein the injector opening characteristic is determined based on this local maximum, the knock sensor signal being configured for the acquisition in a frequency range corresponding to the vibrations caused by the actuation of the injector, the acquisition being in the frequency range 600 to 800 kHz.

2. The method according to claim 1, wherein a detection threshold is applied, and the first alternation which exceeds the detection threshold is selected.

3. The method according to claim 1, wherein the local maximum of the first alternation is defined as the injector opening timing.

4. The method according to claim 3, wherein the injector opening timing is corrected to take into account the distance between the knock sensor and the corresponding cylinder.

5. The method according to claim 3, wherein an opening delay is calculated as the difference between the corrected, injector opening timing and the timing of the start of the injection control signal.

6. The method according to claim 4, wherein a transport time constant for each cylinder is determined as the intercept point of the regression line for a set of points representing, for different injectors, the injector opening timing and the corresponding reference opening timing.

7. The method according to claim 1, wherein the start of the measurement window coincides with the start of the injector control signal.

8. The method according to claim 7, wherein the measurement window has a duration between 0.6 and 1.5 ms.

9. The method according to claim 1, wherein the knock sensor comprises an accelerometer.

10. The method according to claim 1, wherein said acquisition of the knock sensor signal over a predetermined measurement window is performed when the engine is operating in a low load area with a torque less than 40 N.Math.m.

11. A method of operating a spark-ignition internal combustion engine, comprising an engine block with a plurality of cylinders with which respective fuel injectors are associated, and at least one knock sensor mounted on the engine block, wherein a calculator is configured to monitor the knock based on the knock sensor signal, and wherein the calculator is configured to implement the operating method according to claim 1 using, at predefined intervals, the knock sensor signal to determine the injector opening characteristic.

12. The method according to claim 11, wherein the calculator is configured to: determine the ignition advance based on a knock index determined based on the knock sensor signal; and determine the duration of the injector control signal based on an opening delay determined based on the method of determining opening characteristics of an injector.

Description

DETAILED DESCRIPTION USING THE FIGURES

[0034] Other features and characteristics of the invention will emerge from the detailed description of at least one advantageous embodiment presented below, by way of illustration, with reference to the accompanying drawings. These show:

[0035] FIG. 1 a principle view of an engine equipped with a knock sensor;

[0036] FIG. 2 a graph illustrating the evolution over time of the injector control voltage and the knock sensor signal;

[0037] FIG. 3 is a detail of FIG. 2;

[0038] FIG. 4 is a graph representing the knock sensor signal as a function of time, around the start of the first wave train; and

[0039] FIG. 5 is a graph illustrating the correlation between the raw opening timing determined based on the knock sensor signal and the opening time measured on the bench.

[0040] FIG. 1 schematically represents a conventional internal combustion engine 10, here of the spark ignition type. The engine block 12 comprises a cylinder block 14 with three cylinders 16 closed by a cylinder head 18. A piston is slidably mounted in each cylinder 16, the upper face of the cylinder defining with the side walls of the cylinder and the cylinder head a combustion chamber 22. The pistons 20 are each connected by a connecting rod 24 to a crankshaft 26. The crankshaft 26 is rotatably coupled to the camshaft 28 in the cylinder head 18, for the purpose of actuating the valves (not shown) mounted in the cylinder head for the entry and exit of fluids. The reference sign 28 designates injectors mounted so as to allow direct injection of fuel (gasoline or others) into the combustion chamber. An ignition plug (not shown) is also associated with each cylinder to trigger the combustion on command. The engine comprises a vehicle calculator 29 (ECU) programmed to control the operation of the engine and particularly to manage the combustion, in particular via the fuel injection control and the ignition timing.

[0041] As known, in an internal combustion engine, the combustion of the air/gasoline mixture normally begins after the spark generated by the plug. The flame front propagates and its blast pushes a part of the mixture against the walls of the cylinder and the top of the piston. The rise in pressure and temperature is sometimes large enough for the unburned mixture to reach its self-ignition point and self-ignite in one or more places. This phenomenon is called knocking. Knocking is primarily an abnormal combustion phenomenon in spark ignition engines, noticeable externally by a metallic noise coming from the engine which results from the appearance of pressure waves in the combustion chamber. These parasitic explosions produce vibrations in the acoustic domain and beyond (typically of the range of 5 to 80 KHz). They are very strong and can quickly lead to a localized heating. Over time, the knocking leads to damage to the metal of the piston and/or the walls of the cylinder and the segments. The knocking can therefore ultimately lead to the destruction of engine components. The estimation of knocking provides a combustion control that limits the knocking effect and does not damage the engine. For this purpose, the engines are conventionally equipped with a knock sensor mounted on the engine block. In FIG. 1, a knock sensor 30 is fastened to the cylinder block 14.

[0042] The knock sensor 30 is for example an accelerometer, in particular of the piezoelectric type. Conventionally, such a sensor is screwed onto the engine block. It comprises a piezoelectric transducer for detecting detonation vibrations, which are typically transmitted thereto via a seismic mass arranged in the box between the transducer and a part linked to the engine.

[0043] The knock sensor therefore emits electrical signals generated by the vibrations of the cylinder block, during each combustion cycle. These signals are transmitted to the calculator, which filters the frequencies which do not relate to the detonation vibration frequencies. Also, the signal is only considered over a predetermined measurement window, defined for a part of the combustion cycle (crankshaft angle), which corresponds to the ignition/combustion phase. A knocking value is calculated, and compared to a threshold.

[0044] The knock sensor thus allows checking, for each combustion cycle, the presence or absence of knocking.

[0045] On a three- or four-cylinder gasoline engine, a knock sensor is sufficient to measure the knocking on the differents cylinders, since the combustions are offset. For more precision in a 4-cylinder engine, two knock sensors can be mounted, placed between the first two and the last two engines. In a 6-cylinder V engine, a knock sensor can be used on each cylinder block.

[0046] The present invention takes advantage of the conventional knock sensor for determining opening characteristics of the injectors, in particular for detecting the opening timing of the injector as well as the opening delay.

[0047] Indeed, the actuation (opening/closing) of a fuel injector generates a noise which is detectable by the knock sensor, as explained in the introductory part. The injector noise is generally present over a wide frequency band (white noise) and over a frequency range of interest for the combustion analysis.

[0048] The graph in FIG. 2 comprises, in its upper part, the trace of the injector control signal (voltage) applied to an injector in a cylinder, and in its lower part, the corresponding trace of the knock sensor signal. The control signal is of conventional form: it starts with a step to take off the injector needle and then continues with a sequence of oscillations which aim to keep the needle in the open position. The start of the rising edge of the control signal, which corresponds to the injection start logic signal, is denoted to.

[0049] As known, feeding the injector solenoid actuator generates an electric field which attracts an armature controlling the opening force on the needle. When the armature comes to the end of its travel, it abuts against the structure of the injector, typically against a pole piece, which generates a so-called opening noise. The vibrations of the opening noise propagate through the engine block and are recorded by the knock sensor, resulting in the first wave train, denoted P1, observed on the sensor trace. The term wave train, or even packet, here designates the series of oscillations of the signal representing waves arriving chronologically on the sensor, therefore between a start and an end.

[0050] When the injector closes, the impact of the needle on its seat generates a closing noise, which produces the second wave train P2.

[0051] In accordance with the present method, the conventional engine knock sensor is used to determine the opening timing of the injector.

[0052] As the opening noise occurs as a consequence of the opening control signal, the knock sensor signal is recorded on a measurement window set with respect to the start of injection, and the start of which preferably coincides with the start of the rising edge, i.e. to t0 on the graph. The duration of the measurement window is predefined, preferably taking into account other engine events. The duration of the measurement window may for example be of the order of 1 ms.

[0053] The measurement signal obtained for this measurement window is advantageously acquired with a high frequency, for example between 600 kHz and 800 kHz. A low-pass filter is then advantageously applied to smooth the signal. It is this filtered signal that is shown in FIGS. 2 and 3.

[0054] According to the present method, it is considered that the first alternation of the first wave train after the time t0 is due to the opening of the injector, and that the local maximum of this alternation corresponds to the opening timing of the injector.

[0055] In practice, this point can be detected in a simple manner by applying a detection threshold Sd, and by determining the time corresponding to the local maximum of the first alternation above the threshold after the measurement window start (t0). This is illustrated in FIG. 3.

[0056] The detection threshold Sd is a value calibrated for each cylinder, so as to eliminate the background noise after starting the injection. In practice, according to the engine configuration, the first alternation of the first wave train can be positive or negative. Thus the detection threshold can be positive or negative. The calibration of the threshold Sd can consist of an optimization per cylinder with several injectors (e.g 3 or more), in order to seek the best compromise between the elimination of the noise before the wave and the detection of the first peak.

[0057] The timing corresponding to the opening is the first local maximum, denoted t1, which follows the crossing of the threshold Sd.

[0058] The horizontal arrow in FIG. 3 represents the delay between the start of the injection control signal and the timing of detection of the needle lift (start of injection).

[0059] It should be noted that the time t1 determined above is biased by the reaction time of the knock sensor and by the transport time of the waves between the cylinder concerned (#1, #2 or #3) and the knock sensor 30. When the knock sensor 30 is placed at one end of the cylinder block, as in FIG. 1, it will be understood that the wave transport time is greater for cylinder 2 than for cylinder 1, and even more for cylinder 3.

[0060] It is therefore desirable to apply a correction which takes into account the distance between the sensor and the cylinder concerned. The principle of this correction is explained below.

[0061] FIG. 4 is a graph which represents the traces of the knock sensor 30 for the injectors A, B and C, on the same cylinder (here cylinder 1). These three injectors were selected on a specific hydraulic test bench (system with cylinder pressure measurement) for their different opening times.

[0062] This is well reflected in the graph, where we can observe three different opening timings, denoted t1A, t1B and t1C. Each time, the opening timing is identified as the first local maximum following the crossing of the detection threshold Sd.

[0063] FIG. 5 is a graph which comprises on the abscissa the reference injector opening delay and on the ordinate the opening delay t1 determined according to the method described above. This graph therefore establishes a correlation between the opening delays t1 which are raw delays measured using the knock sensor, that is to say t1A, t1 B and t1C, and the reference opening times of these same injectors, which are determined on the test bench, and this for each of the engine cylinders (1, 2 and 3). It should be noted that on the test bench the opening timings are determined with precision and therefore considered as the reference.

[0064] For each of the cylinders, a linear correlation between the three points is observed. The intercept point of the regression line, for each cylinder, is then determined.

[0065] Indeed, for each cylinder, what differentiates the values obtained for the opening timing is related to the opening delay of the injector. The transport time per cylinder is the same. By making this linear correlation assumption, the intercept point represents the contribution of the transport (and sensor reaction) time in the measured opening timing value. The intercept point is therefore a transport time constant, denoted CT.

[0066] For each cylinder we can therefore calculate the corrected opening timing t1corr as: t1corr=t1CT

[0067] And the opening delay can be calculated as OD=t1corrt0.

[0068] Of course, if we have t0=0, then we have directly OD=t1CT.

[0069] The calculator 29 can be programmed to implement the present method in order to determine the opening delay of the injector. The knock sensor signal is then used for the determination of the injector opening delay, instead of the knocking index. The new calculated opening delay value is then updated in the calculator, and can be used in the injection control, in particular for the calculation of the duration of the injector control signal.

[0070] The timings at which the calculator implements the present method can be predefined, at regular or irregular intervals. The present method is preferably implemented in low load/torque areas, e.g. less than 40 n.m.