CN106968823B - Method for operating a fuel injection system - Google Patents
Method for operating a fuel injection system Download PDFInfo
- Publication number
- CN106968823B CN106968823B CN201610938310.7A CN201610938310A CN106968823B CN 106968823 B CN106968823 B CN 106968823B CN 201610938310 A CN201610938310 A CN 201610938310A CN 106968823 B CN106968823 B CN 106968823B
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- Prior art keywords
- fuel
- fuel injector
- time
- control unit
- pressure sensor
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- 239000000446 fuel Substances 0.000 title claims abstract description 179
- 238000002347 injection Methods 0.000 title claims abstract description 62
- 239000007924 injection Substances 0.000 title claims abstract description 62
- 238000000034 method Methods 0.000 title claims abstract description 14
- 230000003213 activating effect Effects 0.000 claims description 2
- 238000004891 communication Methods 0.000 description 5
- 239000012530 fluid Substances 0.000 description 5
- 230000005540 biological transmission Effects 0.000 description 1
- 230000003628 erosive effect Effects 0.000 description 1
- 239000002828 fuel tank Substances 0.000 description 1
- 230000013011 mating Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000004806 packaging method and process Methods 0.000 description 1
- 230000000750 progressive effect Effects 0.000 description 1
Images
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/06—Fuel or fuel supply system parameters
- F02D2200/0602—Fuel pressure
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Fuel-Injection Apparatus (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
The invention relates to a method of operating a fuel injection system. The fuel injection system (1) comprises a fuel injector (10), and a pressure sensor (20) integrated with the fuel injector (10), and an engine control unit connected to the pressure sensor (20) and the fuel injector (10). The method includes determining, by an engine control unit, a first time indicative of a start of a power supply in the fuel injector (10) based on information received from the pressure sensor (20), and determining a second time indicative of a start of an injection in the fuel injector (10). The method further includes determining a difference between the second time and the first time, comparing the difference between the second time and the first time to a threshold, and supplying current to the fuel injector (10) by the engine control unit to activate the fuel injector (10) based on the comparison.
Description
Technical Field
The present disclosure relates to a method of operating a fuel injection system.
Background
US patent application No. US20120031376 discloses a fuel injection system. The fuel injection system includes a high-pressure fuel pump and at least two fuel injectors. The fuel injection system has a high pressure region which, in operation, contains fuel at a high injection pressure for at least some of the time. The fuel injection system also has a low pressure region which, in operation, does not contain fuel and/or is connected to the outlet. Therefore, a high fuel pressure does not build up in the low pressure region, and a lower pressure prevails than in the high pressure region. The pressure sensor is located in a low pressure region and the transfer means is arranged such that, at least for some time, it applies a force to the sensor corresponding to the fuel pressure in the high pressure region. The force exerted by the transmission device on the sensor is proportional to the pressure in the high pressure region. Because the pressure sensor is located in a low pressure region of the fuel injector, the sensor does not have to have a specific high pressure seal.
Drawings
Embodiments of the present disclosure are described with reference to the following drawings:
FIG. 1 illustrates a fuel injection system according to the present disclosure; and
fig. 2 shows a graph of the pressure induced in a pressure sensor located in the fuel injector and the current induced in the fuel injector of the fuel injection system.
Detailed Description
Fig. 1 shows a method for operating a fuel injection system 1 according to the present disclosure. The fuel injection system 1 includes a fuel injector 10, and a pressure sensor 20 integrated with the fuel injector 10. The engine control unit is connected to the pressure sensor 20 and to the fuel injectors 10. The method includes determining, by the engine control unit, a first time indicative of a start of energy supply in the fuel injector 10 based on information received by the engine control unit from the pressure sensor 20. The method comprises determining, by the engine control unit, a second time indicative of start of injection in the fuel injector 10 based on information received by the engine control unit from the pressure sensor 20, such that a difference between the second time and the first time is determined by the engine control unit. The method further comprises comparing, by the engine control unit, the difference between the second time and the first time to a threshold value, and activating the fuel injector 10 by supplying current to the fuel injector 10 by the engine control unit based on the comparison.
The method further comprises the following steps: determining, by the engine control unit, a third time indicative of an end of injection in the fuel injector 10; determining, by the engine control unit, a difference between the third time and the first time; the difference between the third time and the first time is compared with a threshold value by the engine control unit and the fuel injector 10 is deactivated by the engine control unit switching off the current to the fuel injector 10 based on the comparison.
The fuel injection system 1 includes a high-pressure fuel pump 32 and a fuel injector 10. The fuel injector 10 is in fluid communication with an outlet 36 of the high pressure fuel pump 32. The fuel injection system 1 comprises a pressure sensor 20, which pressure sensor 20 is located in the fuel injector 10 in such a way that the pressure sensor 20 is adapted to measure the fuel pressure in the fuel injector 10.
The fuel injector 10 includes a recess 18 and a pressure sensor 20, the pressure sensor 20 being located in the recess 18 in such a way that a chamber 22 is formed in the recess 18 between an end wall 24 of the recess 18 and the pressure sensor 20. The fuel injector 10 includes a flow path that extends from a fuel flow path of the fuel injector 10 to the recess 18 such that fuel from the fuel flow path flows into the chamber 22. The fuel injector 10 includes an inlet 42 and an outlet 38, wherein the inlet 42 is in fluid communication with the outlet 36 of the high pressure fuel pump 32. The pressure sensor 20 is located in the recess 18 of the fuel injector 10 in such a way that the time taken for the pressure to be measured by the pressure sensor 20 is less than the time between injection events in the fuel injector 10.
For a better understanding of the present disclosure, we consider an embodiment of the fuel injection system 1 in the case where the fuel injection system 1 has a single fuel injector 10. Thus, for the fuel injection system 1, the fuel injector is labeled 10 in FIG. 1. The fuel injection system 1 includes a high-pressure fuel pump 32 and a single fuel injector 10. The fuel injector 10 is in fluid communication with an outlet 36 of the high pressure fuel pump 32. The fuel injection system 1 is characterized in that: the pressure sensor 20 is located in the fuel injector 10 in such a way that the pressure sensor 20 is adapted to measure the pressure of the fuel passing through the fuel injection system 1. The pressure sensor 20 is adapted to transmitting the pressure of the fuel passing through the fuel injection system 1 to the engine control unit.
The detailed layout of the fuel injection system 1 and the components of the fuel injection system 1 can be explained as follows. The high-pressure fuel pump 32 receives fuel from a fuel tank through a low-pressure circuit including a feed pump and a filter. The components comprised in the low-pressure circuit of the fuel injection system 1 will be known to those skilled in the art. For the purposes of this disclosure, we will focus on the fuel injector 10 and the fuel injection system 1 downstream of the high-pressure fuel pump 32. The high pressure fuel pump 32 has an outlet 36 connected to the fuel injector 10. The outlet 36 of the high pressure fuel pump 32 is in fluid communication with the inlet 42 of the fuel injector 10. Fuel flows from the inlet 42 into the fuel flow path within the fuel injector 10. The fuel injector 10 includes a recess 18 and a pressure sensor 20, the pressure sensor 20 being located in the recess 18 in such a way that a chamber 22 is formed in the recess 18 between an end wall 24 of the recess 18 and the pressure sensor 20. The fuel injector 10 includes a flow path that extends from a fuel flow path of the fuel injector 10 to the recess 18 such that fuel from the fuel flow path flows into the chamber 22. The fuel injector 10 includes an inlet 42 and an outlet 38. The inlet 42 is in fluid communication with the outlet 36 of the high pressure fuel pump 32. The pressure sensor 20 is located in the recess 18 of the fuel injector 10 in such a way that the time taken to measure the pressure by means of the pressure sensor 20 is less than the time between two injection events of the fuel injector 10. The pressure sensor 20 is located in the recess 18 using internal threads in the recess 18 and mating threads provided on the pressure sensor 20. When tightened, the threaded joint between the threads on the recess 18 and the pressure sensor 20 generates the axial force required to seal the high pressure interface between the fuel injector 10 and the pressure sensor 20. The pressure sensor 20 is mounted on the fuel injector 10 along an axis perpendicular or oblique to the main axis of the injector to accommodate engine/vehicle packaging. The electrical interface of the pressure sensor 20 is used to transmit the pressure signal to the electronic control unit. A drive current for injector actuation is received through an electrical interface.
The operation of the fuel injection system 1 and the fuel injector 10 will be described in detail in the following description. The fuel pressurized in the high-pressure fuel pump 32 flows from the outlet 36 toward the inlet 42 of the fuel injector 10. As previously mentioned, fuel from the inlet 42 flows into the fuel flow path within the fuel injector 10 and at least a portion of the fuel flows out of the outlet 38 of the fuel injector 10. As fuel from the fuel flow path enters the flow path, it enters the chamber 22. When fuel collects in chamber 22, it applies pressure to pressure sensor 20. The pressure exerted on the components of the pressure sensor 20 is used to provide signals to the electronic control unit of the fuel injection system 1. The electronic control unit thus receives fuel pressure information from the pressure sensor 20.
During operation of the fuel injection system 1, the pressure sensor 20 provided in the fuel injector 10 is able to provide fuel pressure information of the entire fuel injection system 1. When fuel enters the fuel injector 10, the pressure accumulated in the fuel injection system 1 is sensed by a pressure sensor 20 provided in the fuel injector 10. When an injection event occurs, such as in the fuel injector 10, the fuel pressure in the entire fuel injection system 1 may decrease. The pressure sensor 20 is adapted to measure the pressure of the fuel passing through the fuel injection system 1 and to further control the fuel supplied to the high-pressure fuel pump 32 of the fuel injection system 1. Measuring the fuel pressure using the pressure sensor 20 further allows pressure control of the entire fuel injection system 1, since the fuel pressure information can be used for metering the fuel in the fuel injection system 1.
Fig. 2 shows a graph of the pressure induced in the pressure sensor 20 located in the fuel injector 10 and the current induced in the fuel injector 10. The first graph is a graphical representation of time versus current in the fuel injector 10. Specifically, the point at which current is applied to the fuel injector 10 is depicted on the graph as point a. The point at which the current is disconnected from the fuel injector 10 is depicted on the graph as point B. The second graph is a graphical representation of the pressure determined in the fuel injector 10 by the pressure sensor 20 versus time. Point C or first time depicts the start of energizing as determined by the pressure sensor 20 at the beginning of a pressure change occurring in the fuel injector 10. Point D or second time depicts the beginning of fuel injection in the fuel injector 10. From point D or the second time, the pressure detected by the pressure sensor 20 is rapidly reduced due to the injection of fuel from the outlet of the fuel injector 10. Point E or the third time depicts the lowest point of the pressure detected by the pressure sensor 20. Since the pressure detected by the pressure sensor 20 does not change significantly after the point E or the third time, the point E or the third time may be regarded as the end of the fuel injection in the fuel injector 10.
The engine control unit receives from the pressure sensor 20 the difference between a second time or point D defined as the start of fuel injection and a first time or point C defined as the start of injector energizing to determine the point at which injection begins in the fuel injector 10. Similarly, the engine control unit receives from the pressure sensor 20 the difference between a third time or point E defined as the end of fuel injection and a first time or point C defined as the start of injector energizing to determine the point at which injection ends in the fuel injector 10. Over a period of time, the difference between the start of fuel injection (point D or second time) and the start of injector energization (point C or first time) changes due to the progressive erosion of the fuel injector 10. Also, the difference between the end of fuel injection (point E or third time) and the start of injector energization (first time or point C) also changes. The time at which the injector 10 can be supplied with current is determined based on a comparison with a threshold value by the engine control unit based on a change in the start of fuel injection (second time or point D) and the start of injector energization (first time or point C). Similarly, based on the end of fuel injection (third time or point E) and the start of injector energizing (first time or point C), the time at which the injector 10 can be deactivated by stopping the supply of current is determined based on a comparison with a threshold value by the engine control unit. Therefore, when the fuel injector 10 is gradually worn out over a period of time, it may be possible to accurately control the start of fuel injection and the end of fuel injection of the fuel injector 10 over a period of time.
By using a fuel injector 10 according to the present disclosure with an integrated pressure sensor 20, it may be possible to dispense directly from the high pressure pump 32. The fuel injection system 1 as disclosed can be designed with a small number of components and is therefore inexpensive. Since the pressure sensor 20 is located in the fuel injector 10 itself, the pressure can be easily measured even in a system without a central accumulator. Thus, it may be possible to use a simple and cheap sensor.
It should be understood that the embodiments explained in the above description are only illustrative and do not limit the scope of the present invention. Many other modifications and variations of such embodiments and the embodiments explained in the description are conceivable. The scope of the invention is limited only by the scope of the claims.
Claims (2)
1. A method for operating a fuel injection system (1), the fuel injection system (1) comprising a fuel injector (10), and a pressure sensor (20) integrated with the fuel injector (10), and an engine control unit connected to the pressure sensor (20) and the fuel injector (10), the method comprising:
determining, by the engine control unit, a first time indicative of a start of energy supply in the fuel injector (10) based on information received by the engine control unit from the pressure sensor (20);
determining, by the engine control unit, a second time indicative of start of injection in the fuel injector (10) based on information received by the engine control unit from the pressure sensor (20);
determining, by the engine control unit, a difference between the second time and the first time;
comparing, by the engine control unit, the difference between the second time and the first time to a threshold; and
activating the fuel injector (10) by the engine control unit supplying current to the fuel injector (10) based on the comparison.
2. The method for operating a fuel injection system (1) according to claim 1, further comprising:
determining, by the engine control unit, a third time indicative of an end of injection in the fuel injector (10);
determining, by the engine control unit, a difference between the third time and the first time;
comparing, by the engine control unit, the difference between the third time and the first time to a threshold value; and
-deactivating the fuel injector (10) by the engine control unit disconnecting current to the fuel injector (10) based on the comparison.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| IN5741CH2015 | 2015-10-26 | ||
| IN5741/CHE/2015 | 2015-10-26 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN106968823A CN106968823A (en) | 2017-07-21 |
| CN106968823B true CN106968823B (en) | 2021-10-29 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201610938310.7A Active CN106968823B (en) | 2015-10-26 | 2016-10-25 | Method for operating a fuel injection system |
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| Country | Link |
|---|---|
| CN (1) | CN106968823B (en) |
Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2001041088A (en) * | 1999-07-28 | 2001-02-13 | Toyota Motor Corp | Fuel pump control device |
| JP2006250136A (en) * | 2005-03-14 | 2006-09-21 | Komotetsuku:Kk | Fuel supplying device for cylinder fuel injection engine |
| CN101397962A (en) * | 2007-09-14 | 2009-04-01 | 德尔菲技术公司 | Injection control system |
| CN101846006A (en) * | 2009-03-25 | 2010-09-29 | 株式会社电装 | Fuel injection detecting device |
| CN102812227A (en) * | 2010-03-12 | 2012-12-05 | 丰田自动车株式会社 | Fuel injection control apparatus |
| CN103016182A (en) * | 2011-09-26 | 2013-04-03 | 株式会社电装 | Control apparatus |
| CN103216350A (en) * | 2012-01-19 | 2013-07-24 | 福特环球技术公司 | Methods and systems for controlling fuel injection |
-
2016
- 2016-10-25 CN CN201610938310.7A patent/CN106968823B/en active Active
Patent Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2001041088A (en) * | 1999-07-28 | 2001-02-13 | Toyota Motor Corp | Fuel pump control device |
| JP2006250136A (en) * | 2005-03-14 | 2006-09-21 | Komotetsuku:Kk | Fuel supplying device for cylinder fuel injection engine |
| CN101397962A (en) * | 2007-09-14 | 2009-04-01 | 德尔菲技术公司 | Injection control system |
| CN101846006A (en) * | 2009-03-25 | 2010-09-29 | 株式会社电装 | Fuel injection detecting device |
| CN102812227A (en) * | 2010-03-12 | 2012-12-05 | 丰田自动车株式会社 | Fuel injection control apparatus |
| CN103016182A (en) * | 2011-09-26 | 2013-04-03 | 株式会社电装 | Control apparatus |
| CN103216350A (en) * | 2012-01-19 | 2013-07-24 | 福特环球技术公司 | Methods and systems for controlling fuel injection |
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| Publication number | Publication date |
|---|---|
| CN106968823A (en) | 2017-07-21 |
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