Method of estimating the injection pressure of an internal combustion engine

Abstract

A method of estimating an injection pressure for an internal combustion engine of an automotive system is disclosed that is well-suited for use with a digital pressure sensor, which periodically acquires injection pressure signals. An updated injection pressure value is calculated starting from an injection pressure signal and compensated with a pressure-correcting parameter, based on an elapsed time from the injection pressure signal acquisition, an actual engine speed and an actual fuel injection quantity.

Claims

1. An internal combustion engine comprising a fuel injection system provided with a digital pressure sensor, the fuel injection system being operable to: periodically acquire an injection pressure signal from the digital pressure sensor; calculate an updated injection pressure value, starting from the injection pressure signal; compensate the updated injection pressure value with a pressure correcting parameter, based on an elapsed time from the injection pressure signal acquisition, an actual engine speed and an actual fuel injection quantity; and control the fuel injection based on the compensated updated pressure value.

2. The internal combustion engine of claim 1 comprising a computer program including non-transitory computer-code.

3. The internal combustion engine of claim 2 comprising a memory on which the computer program is stored.

4. The internal combustion engine of claim 2 comprising a control apparatus having an electronic control unit, a data carrier associated to the electronic control unit and the computer program.

5. A method of estimating an injection pressure for an internal combustion engine having a fuel injection system with a digital pressure sensor which periodically acquires injection pressure signals, the method comprising: calculating an updated injection pressure value, starting from an injection pressure signal; compensating the updated injection pressure value with a pressure correcting parameter, based on an elapsed time from the injection pressure signal acquisition, an actual engine speed and an actual fuel injection quantity; and controlling the fuel injection based on the compensated updated pressure value.

6. The method according to claim 5, wherein said elapsed time is calculated by setting an internal counter to zero, when an angular-based task is scheduled, incrementing said internal counter, until said angular-based task is called, and resetting said internal counter to zero when an injection pressure signal is acquired by the digital pressure sensor.

7. The method according to claim 6, further comprising calculating said pressure correcting parameter from a calibrated map whose input parameters are an actual engine speed, an actual fuel quantity and a value assumed by said internal counter, wherein said calculation takes place when said angular-based task is called.

8. The method according to claim 6, wherein said internal counter is a time-based counter.

9. The method according to claim 5, wherein said internal counter is an angular-based counter.

10. The method according to claim 5, wherein said pressure correcting parameter is an adding factor and said updated injection pressure value is calculated by algebraically summing said injection pressure signal and said adding factor.

11. The method according to claim 5, wherein said pressure correcting parameter is a multiplying factor and said updated injection pressure value is calculated by multiplying said injection pressure signal and said multiplying factor.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) The present disclosure will hereinafter be described in conjunction with the following drawing figures, wherein like numerals denote like elements.

(2) FIG. 1 shows an automotive system;

(3) FIG. 2 is a section of an internal combustion engine belonging to the automotive system of FIG. 1;

(4) FIG. 3 is a graph depicting the digital pressure signal and the ECU angular-based task, highlighting the unpredictable reciprocal position;

(5) FIG. 4 shows the injection pressure behavior in steady-state conditions;

(6) FIG. 5 schematized the counter which takes into account the time difference between the digital pressure signal and the ECU angular-based task; and

(7) FIG. 6 is a block diagram illustrating the method of estimating the injection pressure according to the present disclosure.

DETAILED DESCRIPTION OF THE DRAWINGS

(8) The following detailed description is merely exemplary in nature and is not intended to limit the present disclosure or the application and uses of the present disclosure. Furthermore, there is no intention to be bound by any theory presented in the preceding background or the following detailed description.

(9) Some embodiments may include an automotive system 100, as shown in FIGS. 1 and 2, that includes an internal combustion engine (ICE) 110 having an engine block 120 defining at least one cylinder 125 having a piston 140 coupled to rotate a crankshaft 145. A cylinder head 130 cooperates with the piston 140 to define a combustion chamber 150.

(10) A fuel and air mixture (not shown) is disposed in the combustion chamber 150 and ignited, resulting in hot expanding exhaust gasses causing reciprocal movement of the piston 140. The fuel is provided by at least one fuel injector 160 and the air through at least one intake port 210. The fuel is provided at high pressure to the fuel injector 160 from a fuel rail 170 in fluid communication with a high pressure fuel pump 180 that increase the pressure of the fuel received from a fuel source 190. The fuel injection system with the above disclosed components is known as Common Rail Diesel Injection System (CR System). It is a relative new injection system for passenger cars. The main advantage of this injection system, compared to others, is that due to the high pressure in the system and the electromagnetically controlled injectors it is possible to inject the correct amounts of fuel at exactly the right moment. This implies lower fuel consumption and fewer emissions.

(11) Each of the cylinders 125 has at least two valves 215, actuated by a camshaft 135 rotating in time with the crankshaft 145. The valves 215 selectively allow air into the combustion chamber 150 from the port 210 and alternately allow exhaust gases to exit through a port 220. In some examples, a cam phaser 155 may selectively vary the timing between the camshaft 135 and the crankshaft 145.

(12) The air may be distributed to the air intake ports 210 through an intake manifold 200. An air intake duct 205 may provide air from the ambient environment to the intake manifold 200. In other embodiments, a throttle body 330 may be provided to regulate the flow of air into the manifold 200. In still other embodiments, a forced air system such as a turbocharger 230, having a compressor 240 rotationally coupled to a turbine 250, may be provided. Rotation of the compressor 240 increases the pressure and temperature of the air in the duct 205 and manifold 200. An intercooler 260 disposed in the duct 205 may reduce the temperature of the air. The turbine 250 rotates by receiving exhaust gases from an exhaust manifold 225 that directs exhaust gases from the exhaust ports 220 and through a series of vanes prior to expansion through the turbine 250. The exhaust gases exit the turbine 250 and are directed into an exhaust system 270. This example shows a variable geometry turbine (VGT) with a VGT actuator 290 arranged to move the vanes to alter the flow of the exhaust gases through the turbine 250. In other embodiments, the turbocharger 230 may be fixed geometry and/or include a waste gate.

(13) The exhaust system 270 may include an exhaust pipe 275 having one or more exhaust after-treatment devices 280. The after-treatment devices may be any device configured to change the composition of the exhaust gases. Some examples of after-treatment devices 280 include, but are not limited to, catalytic converters (two and three way), oxidation catalysts, lean NOx traps, hydrocarbon adsorbers, selective catalytic reduction (SCR) systems, and particulate filters. Other embodiments may include an exhaust gas recirculation (EGR) system 300 coupled between the exhaust manifold 225 and the intake manifold 200. The EGR system 300 may include an EGR cooler 310 to reduce the temperature of the exhaust gases in the EGR system 300. An EGR valve 320 regulates a flow of exhaust gases in the EGR system 300.

(14) The automotive system 100 may further include an electronic control unit (ECU) 450 in communication with one or more sensors and/or devices associated with the ICE 110 and equipped with a data carrier 40. The ECU 450 may receive input signals from various sensors configured to generate the signals in proportion to various physical parameters associated with the ICE 110. The sensors include, but are not limited to, a mass airflow and temperature sensor 340, a manifold pressure and temperature sensor 350, a combustion pressure sensor 360, coolant and oil temperature and level sensors 380, a fuel rail pressure sensor, which can be a digital pressure sensor 400, a cam position sensor 410, a crank position sensor 420, exhaust pressure and temperature sensors 430, an EGR temperature sensor 440, and an accelerator pedal position sensor 445. Furthermore, the ECU 450 may generate output signals to various control devices that are arranged to control the operation of the ICE 110, including, but not limited to, the fuel injectors 160, the throttle body 330, the EGR Valve 320, the VGT actuator 290, and the cam phaser 155. Note, dashed lines are used to indicate communication between the ECU 450 and the various sensors and devices, but some are omitted for clarity.

(15) Turning now to the ECU 450, this apparatus may include a digital central processing unit (CPU) in communication with a memory system and an interface bus. The CPU is configured to execute instructions stored as a program in the memory system, and send and receive signals to/from the interface bus. The memory system may include various storage types including optical storage, magnetic storage, solid state storage, and other non-volatile memory. The interface bus may be configured to send, receive, and modulate analog and/or digital signals to/from the various sensors and control devices. The program may embody the methods disclosed herein, allowing the CPU to carryout out the steps of such methods and control the ICE 110.

(16) As mentioned, the ECU utilizes an ECU angular-based task, to control the closest incoming injection, which is scheduled by an ECU time-based task and calculated as follows. Starting from the following TDC (top dead center) position, the angular-based task is calculated by subtracting (all operations are in angles) the injection timing, a safety margin, the HWIO (hardware input-output) delay and the fuel calculation run time. Of course, to control the injection, the ECU angular-based task needs a reliable rail pressure value. Using the digital pressure sensor, the injection pressure sampling, used for the injection control and, particularly, for the injector energizing time (ET) calculation function, happens inside a period in an unpredictable position. Being that the rail pressure behavior is strongly affected by cyclical oscillations of its pressure value; the unpredictable position penalizes the injection accuracy, thereby increasing the injector quantity deviation.

(17) FIG. 3 shows the digital pressure sensor signals 600 and the ECU angular-based tasks 610. The pressure value that the ECU would assume when the angular-based task is called is derived by the last pressure signal. As can be seen, if the distance between two angular-based tasks is not a multiple of the distance between two digital pressure sensor signals, the distance between the last pressure signal and the angular-based task is completely random. This behavior could generate an aliasing in rail pressure signal and in the fuel injected quantity.

(18) It has to be observed (see for example FIG. 4, showing an injection pressure behavior 625 vs. time in steady-state conditions) that the injection pressure behavior 625 is strongly variable, mainly due to pressure oscillations, caused by the dynamic of the physical phenomena: the effect of the incoming fuel, pumped by the injection pump, and the exiting fuel, injected by the fuel injectors. However, such pressure oscillations for a given engine operating condition (engine speed, fuel quantity) are almost repeatable in a time frame. This means, in other words, that knowing the pressure value at an initial condition (time- or angular-based) and a time or angular interval, it would be possible to estimate the pressure value at the end of such interval.

(19) The concept behind the present disclosure is therefore to update the acquired pressure value, as function of the engine operating conditions and taking into account the interval between the last pressure signal, provided by the digital pressure sensor, and the ECU angular-based task. In FIG. 5, an ECU internal counter 630 is defined and set to zero when the angular-based ECU task is scheduled and then incremented on a time or angular-based scale; the ECU internal counter is reset to zero whenever the digital rail pressure signal 600 is converted by the ECU. Finally, when the angular-based task is called, an updated rail pressure value is calculated starting from the pressure signal coming from the digital pressure sensor and modifying it with a correcting parameter taking into account the value the ECU internal counter has assumed and the engine working conditions.

(20) FIG. 6 shows a block diagram illustrating the method. An injection pressure signal coming from the digital pressure sensor is periodically acquired 500. Then, as soon as the ECU angular-based task is scheduled 510 by the ECU, an ECU internal counter is set to zero and incremented 520 on a time-based scale or on an angular-based scale, until the angular-based task is called from the ECU. Whenever a new pressure signal is acquired, the ECU internal counter is reset to zero. Therefore, in particular, the counter will be reset to zero when the last pressure signal before the ECU angular-based task is acquired and then the ECU internal counter will be incremented until the ECU angular-based task is called by the ECU itself. At this moment, a pressure correcting parameter is calculated 550 from a calibrated map, whose input parameters are an engine speed 530, a fuel quantity 540 and the value the ECU internal counter has assumed. Finally, an updated injection pressure value is calculated 560 from the injection pressure signal and the pressure correcting parameter.

(21) As mentioned, the ECU internal counter can be based on a time scale or an angular scale. In the first case, the implementation of this new strategy is very easy, since it is possible to link the ECU internal counter to the internal ECU clock, which is already available. In the second case the angular-based counter would be a new implementation in the ECU and consequently can be refined as needed, in order to have a more precise indication of the really elapsed time between the injection pressure signal acquisition and the ECU angular task.

(22) According to the method, the pressure correcting parameter could be an adding factor and the updated injection pressure value is calculated by algebraically summing the injection pressure signal and the adding factor. It can be easily obtained for each engine application, by performing a simple test in steady-state conditions and observing the injection pressure behavior (for example, as the one shown in FIG. 4). Alternatively, the pressure correcting parameter is a multiplying factor and the updated injection pressure value is calculated by multiplying the injection pressure signal per the multiplying factor. The multiplying factor can be the outcome of several tests in which the injection pressure behavior trend has been noticed for each engine application, and, therefore, it may be reusable in different engine applications.

(23) Summarizing, by using this method, the random effect of the distance between the pressure signal and the angular task is taken into account and the rail pressure used by the ECU to control the fuel injection is the most proper one.

(24) While at least one exemplary embodiment has been presented in the foregoing summary and detailed description, it should be appreciated that a vast number of variations exist. It should also be appreciated that the exemplary embodiment or exemplary embodiments are only examples, and are not intended to limit the scope, applicability, or configuration in any way. Rather, the foregoing summary and detailed description will provide those skilled in the art with a convenient road map for implementing at least one exemplary embodiment, it being understood that various changes may be made in the function and arrangement of elements described in an exemplary embodiment without departing from the scope as set forth in the appended claims and their legal equivalents.