EP1218629A1 - Method for measuring the fuel pressure in an injection train of an internal combustion engine - Google Patents

Method for measuring the fuel pressure in an injection train of an internal combustion engine

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Publication number
EP1218629A1
EP1218629A1 EP00967963A EP00967963A EP1218629A1 EP 1218629 A1 EP1218629 A1 EP 1218629A1 EP 00967963 A EP00967963 A EP 00967963A EP 00967963 A EP00967963 A EP 00967963A EP 1218629 A1 EP1218629 A1 EP 1218629A1
Authority
EP
European Patent Office
Prior art keywords
pressure
fuel
opening
opening time
injector
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP00967963A
Other languages
German (de)
French (fr)
Other versions
EP1218629B1 (en
Inventor
Francis René Henri TARROUX
Bertrand Hauet
Alain Aubourg
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Renault SAS
Continental Automotive France SAS
Original Assignee
Siemens Automotive SA
Renault SAS
Siemens VDO Automotive SAS
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens Automotive SA, Renault SAS, Siemens VDO Automotive SAS filed Critical Siemens Automotive SA
Publication of EP1218629A1 publication Critical patent/EP1218629A1/en
Application granted granted Critical
Publication of EP1218629B1 publication Critical patent/EP1218629B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • 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
    • 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
    • F02D41/3809—Common rail control systems
    • F02D41/3836—Controlling the fuel pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/04—Fuel pressure pulsation in common rails

Definitions

  • the present invention is "relating to a method of measuring the fuel pressure prevailing in an electromagnetic mjector of this fuel in one of the cylinders of an internal combustion engine with direct injection, the mjectors associated with said cylinders being supplied with fuel by a common supply rail and their opening time calculated and controlled by a computer.
  • a fuel supply device for an internal combustion engine with direct injection of a known type comprising a tank 1 ⁇ e fuel, a pump 2 supplied by the tank 1 and associated to a pressure regulator 3 for delivering fuel to a second pump 5, through a filter 4, the fuel delivered by the pump 2 being brought to a first pressure level higher than atmospheric pressure, but relatively low, whence the name of "low pressure pump” given to pump 2.
  • the second pump 5 still raises the fuel pressure to a second level higher than the first, suitable for supplying fuel injectors 6 ⁇ , 6 2 , 6 3 , 6 4 mounted on a ramp 7 for supplying fuel to the cylinders of an internal combustion engine with direct injection (not shown).
  • the pressure of the fuel delivered by the pump 5, called “high pressure pump”, is fixed by an electromechanical regulator 8, such as a solenoid valve controlled by a computer 9.
  • a sensor 10 delivers to the computer 9 a signal representative of the pressure of the fuel contained in the ramp 7, to allow the computer to regulate the fuel pressure in this rail at the required predetermined level.
  • the computer 9 is commonly constituted by the engine operation management computer, controlling inter alia the 6 ⁇ mjectors (1 from 1 to 4 in the example shown), and in particular the opening time of these.
  • the fuel not delivered by the mjectors 6 is returned to the tank through a pipe 11, 12 placed at atmospheric pressure.
  • the quantity of fuel which must be injected by a particular injector into the associated cylinder of the engine is calculated by the computer 9 according to a certain number of well-known parameters.
  • the computer also determines the opening time of the injector which is capable of ensuring the entry into the cylinder of a predetermined quantity of fuel. This opening time is a function of this quantity but also of the fuel pressure prevailing in the ramp 7, a pressure which fluctuates over time despite the presence of the regulator 8.
  • it can be constituted by a solenoid valve controlled by the computer 9, to establish a discontinuous fuel leak, capable of ensuring the regulation of the fuel pressure at a predetermined level.
  • FIG. 2 there is shown in 6 X the timing diagram of the opening of the ⁇ injector considered, for a time T x , and in P, the graph of the fuel pressure P in the rail, observed during and around the opening of this mjector.
  • the opening of an electromagnetic mjector requires a high intensity electric current generating strong electromagnetic disturbances capable of distorting the measurement signal emitted by the pressure sensor 10 during this opening.
  • the present invention aims to provide a method for accurately measuring the fuel pressure prevailing in an injector of this fuel in an internal combustion engine with direct injection, this method does not have the drawbacks of the known methods of prior art discussed above.
  • the present invention aims to provide such a method which allows the use of a pressure measurement at current sampling frequency, while being insensitive to electromagnetic disturbances prevailing in the environment of the pressure sensor used.
  • this method makes it possible, from a reliable pressure measurement, since it is not disturbed, to know with precision the average pressure prevailing in a fuel injector when the latter delivers fuel. It is then possible to precisely regulate the opening time of the injector, suitable for causing it to charge a quantity of fuel determined by the computer.
  • step d) above we subtract from the measurement taken a decrease depending on the pressure measured and / or an estimate of the opening time of the injector .
  • an increment according to the calculated opening time is added to the opening time calculated on the basis of the pressure recorded. and the fuel pressure read.
  • FIG. 1 is a diagram of a device for supplying fuel to an engine internal combustion engine with direct injection, described as a preamble to this description and suitable for implementing the method according to the invention, and
  • the invention will be described in its application to the control of an internal combustion engine with direct injection counting four cylinders supplied respectively by the injectors 6 ⁇ , 6, 6 3 and 6 4 .
  • the first situation is illustrated in FIG. 2, already partially described in the preamble to this description, and is encountered in particular when the engine speed is low or medium and the engine load is low or moderate.
  • the injection time T x is then short and the fuel pressure, which varies downwards when the injector opens, cannot be restored before it is closed under the action of the regulator 8.
  • the sensor 10 delivers to the computer (9) an electrical signal containing a measurement of the fuel pressure in the rail 7.
  • the computer eliminates from its calculations the pressure measurement samples taken during the opening time T x of the injector.
  • the samples taken are likewise eliminated immediately after closing the injector, for an additional time interval ⁇ t suitable for allowing the sensor 10 to again deliver undisturbed and restabilized pressure samples.
  • the pressure to be taken into account is then calculated by the computer 9 from a pressure sample acquired, for example, prior to the time to open the injector, and corrected by decrementing suitably the value thus acquired to take account of the fact that, during the opening time T x of the injector, the average pressure or fuel is lowered compared to the pressure measured prior to the opening of the injector.
  • the amplitude of the decrement to be applied to the measurement can be evaluated by bench measurements. It is a function, in particular, of the level of the pressure P measured before opening, and / or of an estimate of the opening time of the injector, an estimate obtained for example by calculating a basic opening time at the set pressure applied to regulator 8.
  • FIG. 3 represents the opening timing diagrams of these mjectors and l 'consecutive evolution of the fuel pressure P in the rail 7.
  • the computer 9 easily detects an opening situation overlapping by at least two mjectors, by comparing the duration between two successive top dead centers (TDC), known by the engine speed, to the opening time of the corresponding injector .
  • TDC top dead centers
  • the computer 9 diagnoses a recovery of the opening times of at least two of the mj ectors. It is then no longer possible to exclude the fuel pressure samples emitted during the opening times of the injectors.
  • the computer 9 requires for the measurement of the fuel pressure in an injector, a sampling of this synchronous measurement at the opening of said injector, whether this opening occurs alone or during the opening time another injector, and corrects the selected sample by decrementing it to take account of the average drop in fuel pressure that results from the opening of the injector considered.
  • the computer 9 can suitably adjust the opening time T ⁇ of each mjector by controlling the instant of its closing.
  • the computer 7 can directly calculate this opening time in adding, to an opening time T x calculated on the basis of the pressure measured, an increment ⁇ T X as a function of the calculated opening time and the pressure recorded, this increment compensating for the drop in pressure observed in the injector at the following the opening of it.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

The injectors (6i) allocated to the cylinders are supplied with fuel by a common injection train and their opening time is calculated and controlled by a computer. According to the invention, a) any possible overlap in the opening time of at least two injectors (6i) is detected, b) in the absence of an overlap, the fuel pressure in the train outside the opening time of the injector concerned is determined, c) if an overlap is present, the pressure of the fuel when the injector concerned is opened is determined and d) the measurement established is corrected according to a predetermined variation in the pressure of the fuel caused by the injector(s) opening.

Description

PROCEDE DE MESURE DE LA PRESSION DE CARBURANT REGNANT METHOD FOR MEASURING THE RELEVANT FUEL PRESSURE
DANS UN INJECTEUR ELECTROMAGNETIQUE DE CE CARBURANT DANSIN AN ELECTROMAGNETIC INJECTOR OF THIS FUEL IN
UN DES CYLINDRES D'UN MOTEUR A COMBUSTION INTERNE AONE OF THE CYLINDERS OF AN INTERNAL COMBUSTION ENGINE HAS
INJECTION DIRECTE La présente invention es" relative à un procédé de mesure de la pression de carburant régnant dans un mjecteur électromagnétique de ce carburant dans un des cylindres d'un moteur à combustion interne à injection directe, les mjecteurs associés auxdits cylindres étant alimentés en carburant par une rampe d'alimentation commune et leur temps d'ouverture calculé et commandé par un calculateur.DIRECT INJECTION The present invention is "relating to a method of measuring the fuel pressure prevailing in an electromagnetic mjector of this fuel in one of the cylinders of an internal combustion engine with direct injection, the mjectors associated with said cylinders being supplied with fuel by a common supply rail and their opening time calculated and controlled by a computer.
On a représenté à la figure 1 du dessin annexé un dispositif d'alimentation en carburant d'un moteur à combustion interne à injection directe, d'un type connu comprenant un réservoir 1 αe carburant, une pompe 2 alimentée par le réservoir 1 et associée à un régulateur de pression 3 pour délivrer du carburant à une deuxième pompe 5, à travers un filtre 4, le carburant délivré par la pompe 2 étant porté à un premier niveau de pression supérieur à la pression atmosphérique, mais relativement bas, d'où le nom de "pompe basse pression" donné à la pompe 2. La deuxième pompe 5 relève encore la pression du carburant jusqu'à un deuxième niveau supérieur au premier, convenant à l'alimentation d' mjecteurs de carburant 6χ, 62, 63, 64 montés sur une rampe 7 d'alimentation en carburant des cylindres d'un moteur à combustion interne à injection directe (non représenté). La pression du carburant délivré par la pompe 5, dite "pompe haute pression", est fixée par un régulateur électromécanique 8, tel qu'une électrovanne commandée par un calculateur 9. Dans ce dernier cas, un capteur 10 délivre au calculateur 9 un signal représentatif de la pression du carburant contenu dans la rampe 7, pour permettre au calculateur d'assurer la régulation de la pression du carburant dans cette rampe au niveau prédéterminé requis . Le calculateur 9 est couramment constitué par le calculateur de gestion du fonctionnement du moteur, commandant entre autres les mjecteurs 6± (1 de 1 à 4 dans l'exemple représenté), et notamment le temps d'ouverture de ceux-ci.There is shown in Figure 1 of the accompanying drawing a fuel supply device for an internal combustion engine with direct injection, of a known type comprising a tank 1 αe fuel, a pump 2 supplied by the tank 1 and associated to a pressure regulator 3 for delivering fuel to a second pump 5, through a filter 4, the fuel delivered by the pump 2 being brought to a first pressure level higher than atmospheric pressure, but relatively low, whence the name of "low pressure pump" given to pump 2. The second pump 5 still raises the fuel pressure to a second level higher than the first, suitable for supplying fuel injectors 6χ, 6 2 , 6 3 , 6 4 mounted on a ramp 7 for supplying fuel to the cylinders of an internal combustion engine with direct injection (not shown). The pressure of the fuel delivered by the pump 5, called "high pressure pump", is fixed by an electromechanical regulator 8, such as a solenoid valve controlled by a computer 9. In the latter case, a sensor 10 delivers to the computer 9 a signal representative of the pressure of the fuel contained in the ramp 7, to allow the computer to regulate the fuel pressure in this rail at the required predetermined level. The computer 9 is commonly constituted by the engine operation management computer, controlling inter alia the 6 ± mjectors (1 from 1 to 4 in the example shown), and in particular the opening time of these.
Le carburant non débité par les mjecteurs 6 est renvoyé au réservoir par un conduit 11, 12 mis à pression atmosphérique . La quantité de carburant qui doit être injectée par un mjecteur particulier dans le cylindre associe du moteur est calculée par le calculateur 9 en fonction d'un certain nombre de paramètres bien connus. Le calculateur détermine aussi le temps d'ouverture de l'injecteur qui est propre à assurer l'entrée dans le cylindre d'une quantité de carburant prédéterminée. Ce temps d'ouverture est fonction de cette quantité mais aussi de la pression de carburant régnant dans la rampe 7, pression qui fluctue dans le temps malgré la présence du régulateur 8. Comme on l'a vu plus haut, celui-ci peut être constitué par une électrovanne commandée par le calculateur 9, pour établir une fuite discontinue de carburant, propre à assurer la régulation de la pression de carburant à un niveau prédéterminé. A chaque fois que l'un des mjecteurs 6X s'ouvre pour introduire du carburant dans le cylindre associé, cette ouverture crée, dans la rampe 7, une deuxième fuite de carburant dont les conséquences sont illustrées à la figure 2. Sur cette figure, on a représenté en 6X le chronogramme d'ouverture de l'injecteur β considéré, pendant un temps Tx, et en P, le graphe de la pression P de carburant dans la rampe, observée pendant et autour de l'ouverture de cet mjecteur. Comme illustré, après l'instant to d'ouverture de l'injecteur, la pression P dans la rampe tombe du fait de la fuite de carburant ainsi créée, et ceci éventuellement jusqu'à l'instant tf = to + X de fermeture de l'injecteur, la pression ne se rétablissant à son niveau stable antérieur qu'après un intervalle de temps supplémentaire. Pour tenir compte de cette chute de pression, on propose, dans le brevet français n° 2 715 440 au nom de la demanderesse, de mesurer continûment la pression régnant dans un mjecteur de carburant pendant le temps d'ouverture de celui-ci de manière que le calculateur puisse en déduire par intégration la quantité de carburant réellement injectée dans les cylindres pendant cette ouverture de l'injecteur, et de commander la fermeture de ce dernier quand la quantité de carburant a introduire est atteinte. Ce procédé exige cependant que l'on opère une mesure en continu de la pression de carburant dans la rampe ou, du moins, que cette mesure soit réalisée avec une fréquence d'échantillonnage très élevée, compatible avec le temps d'ouverture très court des mjecteurs (quelques ms) . De surcroit, l'ouverture d'un mjecteur électromagnétique exige un courant électrique de grande intensité générateur de fortes perturbations électromagnétiques susceptibles de fausser le signal de mesure émis par le capteur de pression 10 pendant cette ouverture. La présente invention a pour but de fournir un procédé permettant de mesurer avec une bonne précision la pression de carburant régnant dans un mjecteur de ce carburant dans un moteur à combustion interne à injection directe, ce procédé ne présentant pas les inconvénients des procédés connus de la technique antérieure évoquée ci-dessus .The fuel not delivered by the mjectors 6 is returned to the tank through a pipe 11, 12 placed at atmospheric pressure. The quantity of fuel which must be injected by a particular injector into the associated cylinder of the engine is calculated by the computer 9 according to a certain number of well-known parameters. The computer also determines the opening time of the injector which is capable of ensuring the entry into the cylinder of a predetermined quantity of fuel. This opening time is a function of this quantity but also of the fuel pressure prevailing in the ramp 7, a pressure which fluctuates over time despite the presence of the regulator 8. As we saw above, it can be constituted by a solenoid valve controlled by the computer 9, to establish a discontinuous fuel leak, capable of ensuring the regulation of the fuel pressure at a predetermined level. Each time one of the 6 X mjectors opens to introduce fuel into the associated cylinder, this opening creates, in the ramp 7, a second fuel leak, the consequences of which are illustrated in FIG. 2. In this figure , there is shown in 6 X the timing diagram of the opening of the β injector considered, for a time T x , and in P, the graph of the fuel pressure P in the rail, observed during and around the opening of this mjector. As illustrated, after the instant to open the injector, the pressure P in the manifold drops due to the fuel leak thus created, and this possibly until the instant t f = to + X of closure of the injector, the pressure only restoring to its previous stable level after an additional time interval. To take account of this pressure drop, it is proposed, in French patent No. 2,715,440 in the name of the applicant, to continuously measure the pressure prevailing in a fuel injector during the opening time thereof so that that the computer can deduce by integration the amount of fuel actually injected into the cylinders during this opening of the injector, and control the closing of the latter when the amount of fuel to be introduced is reached. This process however requires that a continuous measurement of the fuel pressure in the rail is carried out or, at least, that this measurement be carried out with a very high sampling frequency, compatible with the very short opening time of the mjectors (a few ms). In addition, the opening of an electromagnetic mjector requires a high intensity electric current generating strong electromagnetic disturbances capable of distorting the measurement signal emitted by the pressure sensor 10 during this opening. The present invention aims to provide a method for accurately measuring the fuel pressure prevailing in an injector of this fuel in an internal combustion engine with direct injection, this method does not have the drawbacks of the known methods of prior art discussed above.
En particulier, la présente invention a pour but de fournir un tel procédé qui autorise l'emploi d'une mesure de pression à fréquence d'échantillonnage courante, tout en étant insensible aux perturbations électromagnétiques régnant dans l'environnement du capteur de pression utilise .In particular, the present invention aims to provide such a method which allows the use of a pressure measurement at current sampling frequency, while being insensitive to electromagnetic disturbances prevailing in the environment of the pressure sensor used.
On atteint ce but de l'invention, ainsi que d'autres qui apparaîtront à la lecture de la description qui va suivre, avec un procédé de mesure de la pression de carburant régnant dans un mjecteur électromagnétique de ce carburant dans un des cylindres d'un moteur a combustion interne à injection directe, les mjecteurs associés auxdits cylindres étant alimentes en carburant par une rampe d'alimentation commune et leur temps d'ouverture calculé et commandé par un calculateur, ce procédé étant remarquable en ce que a) on détecte un recouvrement éventuel des temps d'ouverture d'au moins deux desdits mjecteurs, b) en l'absence d'un tel recouvrement, on relève la pression du carburant dans la rampe en dehors du temps d'ouverture de l'injecteur considère, c) en présence d'un tel recouvrement, on relève la pression du carburant à l'ouverture de l'injecteur considéré, et d) on corrige la mesure relevée en fonction d'une variation prédéterminée de la pression de carburant, induite par l'ouverture du ou des mjecteurs .This object of the invention is achieved, as well as others which will appear on reading the description which follows, with a method of measuring the fuel pressure prevailing in an electromagnetic mjector of this fuel in one of the cylinders of an internal combustion engine with direct injection, the mjectors associated with said cylinders being supplied with fuel by a common fuel rail and their opening time calculated and controlled by a computer, this process being remarkable in that a) a possible overlapping of the opening times of at least two of the said injectors, b) in the absence of such overlapping, the fuel pressure in the rail is noted outside the opening time of the injector considered, c ) in the presence of such an overlap, the fuel pressure is noted at the opening of the injector considered, and d) the measurement taken is corrected as a function of a predetermined variation in the fuel pressure ant, induced by the opening of the injector (s).
Comme on le verra plus loin en détail, ce procédé permet, à partir d'une mesure de pression fiable, car non perturbée, de connaître avec précision la pression moyenne régnant dans un mjecteur de carburant quand celui-ci débite du carburant. On peut alors régler avec précision le temps d'ouverture de l'injecteur, propre à lui faire débiter une quantité de carburant déterminée par le calculateur.As will be seen below in detail, this method makes it possible, from a reliable pressure measurement, since it is not disturbed, to know with precision the average pressure prevailing in a fuel injector when the latter delivers fuel. It is then possible to precisely regulate the opening time of the injector, suitable for causing it to charge a quantity of fuel determined by the computer.
Suivant une autre caractéristique du procédé selon l'invention, à l'étape d) ci-dessus, on retranche de la mesure relevée un décrément fonction de la pression mesurée et/ou d'une estimation du temps d'ouverture de l'injecteur. Suivant une autre caractéristique de ce procédé, lorsqu'il est appliqué au calcul du temps d'ouverture des mjecteurs du moteur, on ajoute au temps d'ouverture calculé sur la base de la pression relevée, un incrément fonction du temps d'ouverture calculé et de la pression de carburant relevée.According to another characteristic of the method according to the invention, in step d) above, we subtract from the measurement taken a decrease depending on the pressure measured and / or an estimate of the opening time of the injector . According to another characteristic of this process, when it is applied to the calculation of the opening time of the engine mjectors, an increment according to the calculated opening time is added to the opening time calculated on the basis of the pressure recorded. and the fuel pressure read.
D'autres caractéristiques et avantages de la présente invention apparaîtront a la lecture de la description qui va suivre et a l'examen du dessin annexe dans lequel : la figure 1 est un schéma d'un dispositif d'alimentation en carburant d'un moteur à combustion interne à injection directe, décrit en preamoule de la présente description et propre à la mise en oeuvre du procédé suivant l'invention, etOther characteristics and advantages of the present invention will appear on reading the description which follows and on examining the appended drawing in which: FIG. 1 is a diagram of a device for supplying fuel to an engine internal combustion engine with direct injection, described as a preamble to this description and suitable for implementing the method according to the invention, and
- les figures 2 et 3 sont des graphes illustrant ce procédé .- Figures 2 and 3 are graphs illustrating this process.
A titre d'exemple îllustratif et non limitatif seulement, l'invention sera décrite dans son application à la commande d'un moteur à combustion interne a injection directe comptant quatre cylindres alimentés respectivement par les mjecteurs 6ι, 6 ,63 et 64.By way of illustrative and nonlimiting example only, the invention will be described in its application to the control of an internal combustion engine with direct injection counting four cylinders supplied respectively by the injectors 6ι, 6, 6 3 and 6 4 .
Suivant la présente invention, on distingue deux situations selon que, pendant l'ouverture de l'un de ces mjecteurs, celui-ci est seul ouvert ou que, au contraire, au moins un autre des mjecteurs est ouvert également .According to the present invention, there are two situations depending on whether, during the opening of one of these mjectors, it is only open or that, on the contrary, at least one other of the mjectors is also open.
La première situation est illustrée à la figure 2, déjà partiellement décrite en préambule de la présente description, et se rencontre notamment lorsque le régime du moteur est faible ou moyen et la charge du moteur faible ou modérée. Le temps d' injection Tx est alors court et la pression du carburant, qui varie à la baisse à l'ouverture de l'injecteur, ne peut se rétablir avant sa fermeture sous l'action du régulateur 8. Comme on l'a vu plus haut, le capteur 10 délivre au calculateur (9) un signal électrique contenant une mesure de la pression de carburant dans la rampe 7. Cependant, pendant l'ouverture de l'injecteur 6X considéré, classiquement commandée par l'envoi d'un fort courant dans un bobinage électrique, le fort champ électromagnétique qui en resuite est susceptible de perturber le signal électrique relativement faible émis par le capteur, et donc de fausser la mesure de pression prise en compte par le calculateur (9) pour régler le temps d'ouverture Tx de l'injecteur, en fonction d'une quantité d'essence prédéterminée à injecter dans le cylindre associe du moteur, cette quantité étant évidemment fonction de la pression du carburant et de ce temps d'ouverture. Suivant la présente invention, on pallie cet inconvénient en ne prenant pas en compte, dans l'évaluation de la pression du carburant, les mesures ainsi faussées et en procédant à cette évaluation par correction d'une mesure fiable. Plus précisément, le capteur de pression délivrant une mesure de la pression échantillonnée avec une période convenable, de 4 ms par exemple, compatible avec la précision à obtenir sur le réglage du temps d'ouverture des mjecteurs, le calculateur (9) élimine de ses calculs les échantillons de mesure de pression prélevés pendant le temps d'ouverture Tx de l'injecteur. De préférence, on élimine de même les échantillons prélevés immédiatement après la fermeture de l'injecteur, pendant un intervalle de temps Δt supplémentaire propre à permettre au capteur 10 de délivrer de nouveau des échantillons de pression non perturbés et restabilisés .The first situation is illustrated in FIG. 2, already partially described in the preamble to this description, and is encountered in particular when the engine speed is low or medium and the engine load is low or moderate. The injection time T x is then short and the fuel pressure, which varies downwards when the injector opens, cannot be restored before it is closed under the action of the regulator 8. As seen above, the sensor 10 delivers to the computer (9) an electrical signal containing a measurement of the fuel pressure in the rail 7. However, during the opening of the injector 6 X considered, conventionally controlled by sending a strong current into an electrical coil, the strong electromagnetic field which results from it is likely to disturb the relatively weak electrical signal emitted by the sensor, and therefore to distort the pressure measurement taken into account by the computer ( 9) to adjust the opening time T x of the injector, as a function of a predetermined quantity of petrol to be injected into the associated cylinder of the engine, this quantity obviously being a function of the fuel pressure and of this time d 'opening. According to the present invention, this disadvantage is overcome by not taking into account, in the evaluation of the fuel pressure, the measurements thus distorted and by carrying out this evaluation by correcting a reliable measurement. More precisely, the pressure sensor delivering a measurement of the pressure sampled with a suitable period, of 4 ms for example, compatible with the precision to be obtained on the adjustment of the opening time of the mjectors, the computer (9) eliminates from its calculations the pressure measurement samples taken during the opening time T x of the injector. Preferably, the samples taken are likewise eliminated immediately after closing the injector, for an additional time interval Δt suitable for allowing the sensor 10 to again deliver undisturbed and restabilized pressure samples.
La pression à prendre en compte est alors calculée par le calculateur 9 à partir d'un échantillon de pression acquis, par exemple, antérieurement à l'instant to d'ouverture de l'injecteur, et corrigé en décrémentant convenablement la valeur ainsi acquise pour tenir compte du fait que, pendant le temps d'ouverture Tx de l'injecteur, la pression moyenne ou carburant est abaissée par rapport à la pression mesurée antérieurement à l'ouverture de l'injecteur. L'amplitude du décrément a appliquer à la mesure peut être évaluée par des mesures au banc. Il est fonction, en particulier, du niveau de la pression P mesurée antérieurement a l'ouverture, et/ou d'une estimation du temps d'ouverture de l'injecteur, estimation obtenue par exemple en calculant un temps d'ouverture de base a la pression de consigne appliquée au régulateur 8.The pressure to be taken into account is then calculated by the computer 9 from a pressure sample acquired, for example, prior to the time to open the injector, and corrected by decrementing suitably the value thus acquired to take account of the fact that, during the opening time T x of the injector, the average pressure or fuel is lowered compared to the pressure measured prior to the opening of the injector. The amplitude of the decrement to be applied to the measurement can be evaluated by bench measurements. It is a function, in particular, of the level of the pressure P measured before opening, and / or of an estimate of the opening time of the injector, an estimate obtained for example by calculating a basic opening time at the set pressure applied to regulator 8.
Lorsque le moteur tourne a régime élevé et/ou sous forte charge, il peut y avoir recouvrement de plusieurs temps d'ouverture des mjecteurs 6X du moteur, comme illustré à la figure 3 qui représente les chronogrammes d'ouverture de ces mjecteurs et l'évolution consécutive de la pression P de carburant dans la rampe 7.When the engine is running at high speed and / or under heavy load, there may be overlapping of several times of opening of the engine X 6 mjectors, as illustrated in FIG. 3 which represents the opening timing diagrams of these mjectors and l 'consecutive evolution of the fuel pressure P in the rail 7.
Dans ce cas, les ouvertures successives des divers mjecteurs font chacune chuter cette pression, qui tend à remonter ensuite, sous l'action du régulateur 8, pour chuter de nouveau a l'ouverture suivante d'un mjecteur. On observe cependant, en pratique, qu'à tout instant, deux mjecteurs au maximum sont ouverts simultanément, ce qui limite l'effet cumulatif des perturbations de pression engendrées par leurs ouvertures successives.In this case, the successive openings of the various mjectors each cause this pressure to drop, which tends to rise again, under the action of the regulator 8, to fall again on the next opening of an mjector. However, in practice, it is observed that at any time, a maximum of two mjectors are opened simultaneously, which limits the cumulative effect of the pressure disturbances generated by their successive openings.
Le calculateur 9 détecte aisément une situation d'ouverture en recouvrement d'au moins deux mjecteurs, en comparant la durée entre deux points morts haut (P.M. H.) successifs, connue par le régime du moteur, au temps d'ouverture de l'injecteur correspondant. Lorsque ce temps d'ouverture est supérieur à la durée de l'intervalle entre 2 PMH, le calculateur 9 diagnostique un recouvrement des temps d'ouverture d'au moins deux des mj ecteurs . Il n'est plus possible alors d'exclure les échantillons de pression de carburant émis pendant les temps d'ouverture des mjecteurs.The computer 9 easily detects an opening situation overlapping by at least two mjectors, by comparing the duration between two successive top dead centers (TDC), known by the engine speed, to the opening time of the corresponding injector . When this opening time is greater than the duration of the interval between 2 PMH, the computer 9 diagnoses a recovery of the opening times of at least two of the mj ectors. It is then no longer possible to exclude the fuel pressure samples emitted during the opening times of the injectors.
Suivant la présente invention, dans cette situation, le calculateur 9 impose pour la mesure de la pression de carburant dans un mjecteur, un échantillonnage de cette mesure synchrone à l'ouverture dudit mjecteur, que cette ouverture intervienne seule ou pendant le temps d'ouverture d'un autre mjecteur, et corrige en le décrémentant l'échantillon sélectionné pour tenir compte de la chute de pression moyenne du carburant qui résulte de l'ouverture de l'injecteur considéré.According to the present invention, in this situation, the computer 9 requires for the measurement of the fuel pressure in an injector, a sampling of this synchronous measurement at the opening of said injector, whether this opening occurs alone or during the opening time another injector, and corrects the selected sample by decrementing it to take account of the average drop in fuel pressure that results from the opening of the injector considered.
Il est apparu en effet que c'est à l'ouverture de l'injecteur que l'échantillon de la pression délivrée est le moins perturbé et donc le plus propre à approcher, après une décrémentation convenable, la pression moyenne dans l'injecteur considéré pendant l'ouverture de celui- ci .It has indeed appeared that it is at the opening of the injector that the sample of the pressure delivered is the least disturbed and therefore the most suitable for approaching, after a suitable decrementation, the average pressure in the injector considered during the opening of this one.
Connaissant ainsi, en toutes circonstances, cette pression moyenne, le calculateur 9 peut ajuster convenablement la durée d'ouverture T± de chaque mjecteur en commandant l' instant de sa fermeture.Knowing thus, in all circumstances, this average pressure, the computer 9 can suitably adjust the opening time T ± of each mjector by controlling the instant of its closing.
Plutôt que de décrémenter la pression tirée d'un échantillon de mesure de pression sélectionné comme indiqué ci-dessus, pour calculer cette pression moyenne puis le temps d'ouverture de l'injecteur, le calculateur 7 peut directement calculer ce temps d'ouverture en ajoutant, à un temps d'ouverture Tx calculé sur la base de la pression relevée, un incrément ΔTX fonction du temps d'ouverture calculé et de la pression relevée, cet incrément compensant la baisse de pression observée dans l'injecteur à la suite de l'ouverture de celui-ci.Rather than decrementing the pressure taken from a pressure measurement sample selected as indicated above, to calculate this average pressure then the opening time of the injector, the computer 7 can directly calculate this opening time in adding, to an opening time T x calculated on the basis of the pressure measured, an increment ΔT X as a function of the calculated opening time and the pressure recorded, this increment compensating for the drop in pressure observed in the injector at the following the opening of it.
Il apparaît maintenant que l'invention permet bien d'atteindre le but annoncé à savoir assurer une commande précise du temps d'ouverture des mjecteurs, à partir du prélèvement d'un échantillon non perturbé de la pression du carburant et d'une correction convenable dudit échantillon. It now appears that the invention does indeed achieve the stated aim of ensuring precise control of the opening time of the mjectors, from the taking an undisturbed sample of the fuel pressure and a suitable correction of said sample.

Claims

REVENDICATIONS 1. Procédé de mesure de la pression de carburant > régnant dans un injecteur électromagnétique ( 6 ) de ce carburant dans un des cylindres d'un moteur à combustion interne à injection directe, les injecteurs (6X) associés auxdits cylindres étant alimentés en carburant par une rampe d'alimentation (7) commune et leur temps d'ouverture (Tx) calculé et commandé par un calculateur (9), caractérisé en ce que : a) on détecte un recouvrement éventuel des temps d'ouverture d'au moins deux desdits injecteurs (6X), b) en l'absence d'un tel recouvrement, en relève la pression du carburant dans la rampe (7) en dehors du temps d'ouverture de l'injecteur considéré, c) en présence d'un tel recouvrement, on relève la pression du carburant à l'ouverture de l'injecteur considéré, et d) on corrige la mesure relevée en fonction d'une variation prédéterminée de la pression de carburant, induite par l'ouverture du ou des injecteurs (6X) .CLAIMS 1. Method for measuring the fuel pressure> prevailing in an electromagnetic injector (6) of this fuel in one of the cylinders of an internal combustion engine with direct injection, the injectors (6 X ) associated with said cylinders being supplied with fuel by a common supply rail (7) and their opening time (T x ) calculated and controlled by a computer (9), characterized in that: a) a possible overlapping of the opening times of at least two of said injectors (6 X ), b) in the absence of such an overlap, the fuel pressure in the rail (7) is raised outside the opening time of the injector considered, c) in presence of such an overlap, the fuel pressure is noted at the opening of the considered injector, and d) the measurement taken is corrected as a function of a predetermined variation in the fuel pressure, induced by the opening of the or injectors (6 X ).
2. Procédé conforme à la revendication 1, caractérisé en ce que, à l'étape d) , on retranche de la mesure relevée un décrément fonction de la pression mesurée et/ou d'une estimation du temps d'ouverture (Tx) . 2. Method according to claim 1, characterized in that, in step d), a decrease is taken from the measurement taken as a function of the pressure measured and / or an estimate of the opening time (T x ) .
3. Procédé conforme à la revendication 1, appliqué au calcul du temps d'ouverture (Tx) des injecteurs du moteur, caractérisé en ce qu'on ajoute au temps d'ouverture calculé sur la base de la pression relevée, un incrément (ΔTX) fonction du temps d'ouverture calculé et de la pression de carburant relevée.3. Method according to claim 1, applied to the calculation of the opening time (T x ) of the engine injectors, characterized in that one adds to the opening time calculated on the basis of the pressure recorded, an increment ( ΔT X ) as a function of the calculated opening time and the measured fuel pressure.
4. Procédé conforme à la revendication 1, caractérisé en ce que, à l'étape b) , on relève la pression de carburant par sélection d'un échantillon de mesure de cette pression, choisi parmi une suite de tels échantillons, en éliminant les échantillons prélevés pendant le temps d'ouverture des injecteurs.4. Method according to claim 1, characterized in that, in step b), the fuel pressure is raised by selection of a measurement sample of this pressure, chosen from a series of such samples, eliminating the samples taken during the opening time of the injectors.
5. Procédé conforme à la revendication 4, caractérisé en ce que la période d'échantillonnage est de 4 à 10 ms environ.5. Method according to claim 4, characterized in that the sampling period is from 4 to 10 ms approximately.
6. Procédé conforme à la revendication 1, caractérisé en ce que, à l'étape c) , on impose un échantillonnage synchrone à la commande d'ouverture de 1 ' injecteur . 6. Method according to claim 1, characterized in that, in step c), a synchronous sampling is imposed on the opening command of the injector.
EP00967963A 1999-10-08 2000-10-06 Method for measuring the fuel pressure in an injection train of an internal combustion engine Expired - Lifetime EP1218629B1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
FR9912573A FR2799544B1 (en) 1999-10-08 1999-10-08 METHOD FOR MEASURING THE FUEL PRESSURE OF AN ELECTROMAGNETIC FUEL INJECTOR IN ONE OF THE CYLINDERS OF A DIRECT INJECTION INTERNAL COMBUSTION ENGINE
FR9912573 1999-10-08
PCT/FR2000/002778 WO2001027454A1 (en) 1999-10-08 2000-10-06 Method for measuring the fuel pressure in an injection train of an internal combustion engine

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EP1218629A1 true EP1218629A1 (en) 2002-07-03
EP1218629B1 EP1218629B1 (en) 2004-12-08

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FR2799544A1 (en) 2001-04-13
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WO2001027454A1 (en) 2001-04-19
KR100733800B1 (en) 2007-07-02
US6705295B1 (en) 2004-03-16
FR2799544B1 (en) 2002-01-04
DE60016612T2 (en) 2005-05-25
ES2228615T3 (en) 2005-04-16
DE60016612D1 (en) 2005-01-13
EP1218629B1 (en) 2004-12-08
JP4471550B2 (en) 2010-06-02

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