EP1218629B1 - 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 Download PDFInfo
- Publication number
- EP1218629B1 EP1218629B1 EP00967963A EP00967963A EP1218629B1 EP 1218629 B1 EP1218629 B1 EP 1218629B1 EP 00967963 A EP00967963 A EP 00967963A EP 00967963 A EP00967963 A EP 00967963A EP 1218629 B1 EP1218629 B1 EP 1218629B1
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- Prior art keywords
- pressure
- fuel
- injector
- opening time
- opening
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- 239000000446 fuel Substances 0.000 title claims abstract description 64
- 238000002347 injection Methods 0.000 title claims abstract description 12
- 239000007924 injection Substances 0.000 title claims abstract description 12
- 238000000034 method Methods 0.000 title claims description 20
- 238000002485 combustion reaction Methods 0.000 title claims description 10
- 238000005259 measurement Methods 0.000 claims abstract description 18
- 238000005070 sampling Methods 0.000 claims description 4
- 230000001360 synchronised effect Effects 0.000 claims description 2
- 238000009530 blood pressure measurement Methods 0.000 description 4
- 238000010586 diagram Methods 0.000 description 3
- 230000001276 controlling effect Effects 0.000 description 2
- 238000012937 correction Methods 0.000 description 2
- 238000013459 approach Methods 0.000 description 1
- 230000001186 cumulative effect Effects 0.000 description 1
- 230000037213 diet Effects 0.000 description 1
- 235000005911 diet Nutrition 0.000 description 1
- 230000005672 electromagnetic field Effects 0.000 description 1
- 238000011156 evaluation Methods 0.000 description 1
- 239000002828 fuel tank Substances 0.000 description 1
- 230000010354 integration Effects 0.000 description 1
- 238000011084 recovery Methods 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
Images
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 relates to a method of measurement of the fuel pressure prevailing in a electromagnetic injector of this fuel in one of the cylinders of an internal combustion injection engine direct, the injectors associated with said cylinders being fueled by a fuel rail ses and their opening time calculated and ordered by a calculator.
- a fuel supply device for an internal combustion engine with direct injection of a known type comprising a fuel tank 1, 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 1 , 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 rail 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 operating management computer, controlling among other things the injectors 6 i (i from 1 to 4 in the example shown), and in particular the opening time of these.
- the fuel not delivered by the injectors 6 i is returned to the tank via a pipe 11, 12 placed at atmospheric pressure.
- the amount of fuel to be injected by a particular injector in the associated cylinder of the engine is calculated by the computer 9 according to a number of well known parameters.
- the calculator also determines the opening time of the injector which is suitable for ensuring entry into the cylinder of a predetermined amount of fuel. This opening time is a function of this quantity but also of the pressure of fuel prevailing in the ramp 7, pressure which fluctuates over time despite the presence of the regulator 8.
- this one can be constituted by a solenoid valve controlled by the computer 9, to establish a discontinuous leak of fuel, suitable for regulating the pressure of fuel at a predetermined level.
- FIG. 2 there is shown in 6 i the opening timing diagram of the injector 6 i considered, for a time T i , and in P, the graph of the fuel pressure P in the ramp, observed during and around the opening of this injector.
- this process requires that a measurement be made continuous fuel pressure in the rail or, at least, that this measurement is carried out with a very high sampling frequency, compatible with the very short opening time of the injectors (a few ms).
- the opening of an electromagnetic injector requires high current generator of strong electromagnetic disturbances likely to distort the measurement signal emitted by the pressure sensor 10 during this opening.
- the object of the present invention is to provide a process for accurately measuring the fuel pressure prevailing in an injector of this fuel in an internal combustion injection engine direct, this process does not have the disadvantages known methods of the prior art mentioned above.
- the present invention aims to providing such a method which authorizes the use of a measure pressure at current sampling frequency, all being insensitive to electromagnetic disturbances prevailing in the environment of the pressure sensor used.
- This object of the invention is achieved, as well as other which will appear on reading the description which will follow, with a process for measuring the pressure of fuel prevailing in an electromagnetic injector of this fuel in one of the cylinders of a internal combustion with direct injection, injectors associated with said cylinders being supplied with fuel by a common power rail and their time calculated and controlled by a computer, this process being remarkable in that a) a possible overlap of opening times of at least two of said injectors, b) in the absence of such recovery, the fuel pressure in the ramps outside the injector opening time considered, c) in the presence of such an overlap, reads fuel pressure when opening the injector considered, and d) the measurement taken is corrected based on a predetermined variation in pressure fuel, induced by the opening of the injectors.
- this process allows, from a reliable pressure measurement, because not disturbed, to know precisely the pressure mean prevailing in a fuel injector when it dispenses fuel. We can then adjust with precision the opening time of the injector, specific to make him charge a specific amount of fuel by the calculator.
- step d) above we subtract from the measurement read a decrement depending on the pressure measured and / or an estimate of the opening time of the injector.
- the invention will be described in its application to the control of an internal combustion engine with direct injection having four cylinders supplied respectively by the injectors 6 1 , 6 2 , 6 3 and 6 4 .
- the sensor 10 delivers to the computer (9) an electrical signal containing a measurement of the fuel pressure in the rail 7.
- the strong electromagnetic field which results therefrom 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 i 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.
- this is overcome disadvantage by not taking into account, in fuel pressure assessment, measurements thus distorted and by carrying out this evaluation by correction of a reliable measurement.
- the computer (9) eliminates from its calculations the pressure measurement samples taken during the opening time T i of the injector.
- the samples taken immediately after removal of the injector are likewise eliminated, 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 instant t 0 of opening of the injector, and corrected by decrementing the value thus acquired suitably. to take account of the fact that, during the opening time T 1 of the injector, the average fuel pressure is lowered compared to the pressure measured before 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 prior to 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 injectors and l 'consecutive evolution of the fuel pressure P in the rail 7.
- the computer 9 easily detects a situation opening in overlap of at least two injectors, by comparing the duration between two top dead centers (P.M.H.) successive, known by the engine speed, at opening time of the corresponding injector. When this opening time is greater than the duration of the interval between 2 PMH, the computer 9 diagnostic overlapping opening times of at least two of injectors.
- P.M.H. top dead centers
- the computer 9 requires for the measurement of the pressure of fuel in an injector, a sample of this synchronous measurement at the opening of said injector, that this opening occurs alone or during the time another injector, and corrects it by decrement the selected sample to account the average fuel pressure drop that results of the opening of the injector considered.
- the computer 9 can suitably adjust the opening time T i of each injector by controlling the instant of its closing.
- the computer 7 can directly calculate this opening time in adding, to an opening time T i calculated on the basis of the pressure recorded, an increment ⁇ T i as a function of the calculated opening time and of 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
Description
La présente invention est relative à un procédé de mesure de la pression de carburant régnant dans un injecteur électromagnétique de ce carburant dans un des cylindres d'un moteur à combustion interne à injection directe, les injecteurs associés auxdits cylindres étant alimentés en carburant par une rampe d'alimentation commune et leur temps d'ouverture calculé et commandé par un calculateur.The present invention relates to a method of measurement of the fuel pressure prevailing in a electromagnetic injector of this fuel in one of the cylinders of an internal combustion injection engine direct, the injectors associated with said cylinders being fueled by a fuel rail commune and their opening time calculated and ordered by a calculator.
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 de 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'injecteurs de
carburant 61, 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).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 fuel tank 1, a pump 2 supplied by the tank 1 and associated to a
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 injecteurs 6i (i
de 1 à 4 dans l'exemple représenté), et notamment le
temps d'ouverture de ceux-ci.The pressure of the fuel delivered by the pump 5, called "high pressure pump", is fixed by an
Le carburant non débité par les injecteurs 6i est
renvoyé au réservoir par un conduit 11, 12 mis à pression
atmosphérique.The fuel not delivered by the injectors 6 i is returned to the tank via a
La quantité de carburant qui doit être injectée par
un injecteur particulier dans le cylindre associé 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.The amount of fuel to be injected by
a particular injector in the associated cylinder of the
engine is calculated by the computer 9 according to a
number of well known parameters. The calculator
also determines the opening time of the injector which
is suitable for ensuring entry into the cylinder of a
predetermined amount of fuel. This opening time
is a function of this quantity but also of the pressure
of fuel prevailing in the
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.As we saw above, this one can be constituted by a solenoid valve controlled by the computer 9, to establish a discontinuous leak of fuel, suitable for regulating the pressure of fuel at a predetermined level.
A chaque fois que l'un des injecteurs 6i 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 6i le
chronogramme d'ouverture de l'injecteur 6i considéré,
pendant un temps Ti, et en P, le graphe de la pression P
de carburant dans la rampe, observée pendant et autour de
l'ouverture de cet injecteur. Comme illustré, après
l'instant t0 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 = t 0 + Ti de fermeture de l'injecteur, la pression ne
se rétablissant à son niveau stable antérieur qu'après un
intervalle de temps supplémentaire.Each time one of the injectors 6 i opens to introduce fuel into the associated cylinder, this opening creates, in the
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 injecteur 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 à introduire est atteinte.To account for this pressure drop, we proposes, in French Patent No. 2,715,440 in the name of the plaintiff, to continuously measure the pressure reigning in a fuel injector over time opening of it so that the calculator can deduce by integration the quantity of fuel actually injected into the cylinders during this opening of the injector, and to control the closing of the latter when the amount of fuel at enter is reached.
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 injecteurs (quelques ms).However, this process requires that a measurement be made continuous fuel pressure in the rail or, at least, that this measurement is carried out with a very high sampling frequency, compatible with the very short opening time of the injectors (a few ms).
De surcroít, l'ouverture d'un injecteur 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.In addition, the opening of an electromagnetic injector
requires high current
generator of strong electromagnetic disturbances
likely to distort the measurement signal emitted by the
La présente invention a pour but de fournir un procédé permettant de mesurer avec une bonne précision la pression de carburant régnant dans un injecteur 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 object of the present invention is to provide a process for accurately measuring the fuel pressure prevailing in an injector of this fuel in an internal combustion injection engine direct, this process does not have the disadvantages known methods of the prior art mentioned 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 utilisé.In particular, the present invention aims to providing such a method which authorizes the use of a measure pressure at current sampling frequency, all 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 apparaítront à la lecture de la description qui va suivre, avec un procédé de mesure de la pression de carburant régnant dans un injecteur électromagnétique de ce carburant dans un des cylindres d'un moteur à combustion interne à injection directe, les injecteurs associés auxdits cylindres étant alimentés 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 injecteurs, 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 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.This object of the invention is achieved, as well as other which will appear on reading the description which will follow, with a process for measuring the pressure of fuel prevailing in an electromagnetic injector of this fuel in one of the cylinders of a internal combustion with direct injection, injectors associated with said cylinders being supplied with fuel by a common power rail and their time calculated and controlled by a computer, this process being remarkable in that a) a possible overlap of opening times of at least two of said injectors, b) in the absence of such recovery, the fuel pressure in the ramps outside the injector opening time considered, c) in the presence of such an overlap, reads fuel pressure when opening the injector considered, and d) the measurement taken is corrected based on a predetermined variation in pressure fuel, induced by the opening of the injectors.
Comme on le verra plus loin en détail, ce procédé permet, à partir d'une mesure de pression fiable, car non perturbée, de connaítre avec précision la pression moyenne régnant dans un injecteur 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 later in detail, this process allows, from a reliable pressure measurement, because not disturbed, to know precisely the pressure mean prevailing in a fuel injector when it dispenses fuel. We can then adjust with precision the opening time of the injector, specific to make him charge a specific amount of fuel by the calculator.
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. According to another characteristic of the process according to the invention, in step d) above, we subtract from the measurement read a decrement depending on the pressure measured and / or an estimate of the opening time of the injector.
Suivant une autre caractéristique de ce procédé, lorsqu'il est appliqué au calcul du temps d'ouverture des injecteurs 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 this process, when applied to the calculation of the opening time of engine injectors, we add to the opening time calculated on the basis of the pressure measured, an increment function of calculated opening time and pressure of fuel raised.
D'autres caractéristiques et avantages de la présente invention apparaítront à la lecture de la description qui va suivre et à l'examen du dessin annexé 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 préambule de la présente description et propre à la mise en oeuvre du procédé suivant l'invention, et
- les figures 2 et 3 sont des graphes illustrant ce procédé.
- FIG. 1 is a diagram of a fuel supply device for an internal combustion engine with direct injection, described in the preamble to the present description and suitable for implementing the method according to the invention, and
- Figures 2 and 3 are graphs illustrating this process.
A titre d'exemple illustratif et non limitatif seulement, l'invention sera décrite dans son application à la commande d'un moteur à combustion interne à injection directe comptant quatre cylindres alimentés respectivement par les injecteurs 61,62 ,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 having four cylinders supplied respectively by the injectors 6 1 , 6 2 , 6 3 and 6 4 .
Suivant la présente invention, on distingue deux situations selon que, pendant l'ouverture de l'un de ces injecteurs, celui-ci est seul ouvert ou que, au contraire, au moins un autre des injecteurs est ouvert également.According to the present invention, there are two situations depending on whether during the opening of one of these injectors, it is only open or that, at on the contrary, at least one other of the injectors is open also.
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 Ti 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. The first situation is illustrated in Figure 2,
already partially described in the preamble to this
description, and occurs especially when the diet
of the engine is low or medium and the engine load
low or moderate. The injection time Ti is then
short and the fuel pressure, which goes down
when the injector opens, cannot be restored before
its closing under the action of the
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 6i considéré,
classiquement commandée par l'envoi d'un fort courant dans un
bobinage électrique, le fort champ électromagnétique qui
en résulte 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 Ti de
l'injecteur, en fonction d'une quantité d'essence
prédéterminée à injecter dans le cylindre associé du
moteur, cette quantité étant évidemment fonction de la
pression du carburant et de ce temps d'ouverture.As seen above, the
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.According to the present invention, this is overcome disadvantage by not taking into account, in fuel pressure assessment, measurements thus distorted and by carrying out this evaluation by correction of a reliable measurement.
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 injecteurs, le calculateur (9) élimine de ses calculs
les échantillons de mesure de pression prélevés pendant
le temps d'ouverture Ti 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.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 injectors, the computer (9) eliminates from its calculations the pressure measurement samples taken during the opening time T i of the injector. Preferably, the samples taken immediately after removal of the injector are likewise eliminated, for an additional time interval Δt suitable for allowing the
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
t0 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 T1 de
l'injecteur, la pression moyenne du carburant est
abaissée par rapport à la pression mesurée antérieurement
à l'ouverture de l'injecteur. L'amplitude du décrément à
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 à 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 à 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 instant t 0 of opening of the injector, and corrected by decrementing the value thus acquired suitably. to take account of the fact that, during the opening time T 1 of the injector, the average fuel pressure is lowered compared to the pressure measured before 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 prior to 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
Lorsque le moteur tourne à régime élevé et/ou sous
forte charge, il peut y avoir recouvrement de plusieurs
temps d'ouverture des injecteurs 6i du moteur, comme
illustré à la figure 3 qui représente les chronogrammes
d'ouverture de ces injecteurs 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 opening times of the injectors 6 i of the engine, as illustrated in FIG. 3 which represents the opening timing diagrams of these injectors and l 'consecutive evolution of the fuel pressure P in the
Dans ce cas, les ouvertures successives des divers
injecteurs font chacune chuter cette pression, qui tend à
remonter ensuite, sous l'action du régulateur 8, pour
chuter de nouveau à l'ouverture suivante d'un injecteur.
On observe cependant, en pratique, qu'à tout instant,
deux injecteurs 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
injectors each drop this pressure, which tends to
then reassemble, under the action of
Le calculateur 9 détecte aisément une situation d'ouverture en recouvrement d'au moins deux injecteurs, 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 injecteurs. The computer 9 easily detects a situation opening in overlap of at least two injectors, by comparing the duration between two top dead centers (P.M.H.) successive, known by the engine speed, at opening time of the corresponding injector. When this opening time is greater than the duration of the interval between 2 PMH, the computer 9 diagnostic overlapping opening times of at least two of injectors.
Il n'est plus possible alors d'exclure les échantillons de pression de carburant émis pendant les temps d'ouverture des injecteurs.It is no longer possible to exclude fuel pressure samples issued during injector opening time.
Suivant la présente invention, dans cette situation, le calculateur 9 impose pour la mesure de la pression de carburant dans un injecteur, un échantillonnage de cette mesure synchrone à l'ouverture dudit injecteur, que cette ouverture intervienne seule ou pendant le temps d'ouverture d'un autre injecteur, 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 pressure of fuel in an injector, a sample of this synchronous measurement at the opening of said injector, that this opening occurs alone or during the time another injector, and corrects it by decrement the selected sample to account the average fuel pressure drop that results of 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 appeared that it was at the opening of the injector that the pressure sample delivered is the least disturbed and therefore the cleanest to approach, after a suitable decrement, the average pressure in the injector considered during the opening thereof.
Connaissant ainsi, en toutes circonstances, cette pression moyenne, le calculateur 9 peut ajuster convenablement la durée d'ouverture Ti de chaque injecteur 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 i of each injector 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 Ti calculé sur la base
de la pression relevée, un incrément ΔTi 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 drawn from a pressure measurement sample selected as indicated above, to calculate this average pressure then the opening time of the injector, the
Il apparaít maintenant que l'invention permet bien d'atteindre le but annoncé à savoir assurer une commande précise du temps d'ouverture des injecteurs, 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 allows achieve the stated goal of ensuring an order specifies the opening time of the injectors, from taking an undisturbed pressure sample fuel and proper correction of said sample.
Claims (6)
- Method for calculating the fuel pressure prevailing in an electromagnetic injector (6i) of this fuel into one of the cylinders of a direct-injection internal combustion engine, the injectors (6i) associated with said cylinders being supplied with fuel by a common fuel rail (7) and their opening time (Ti) being calculated and controlled by a computer (9),
characterized in that:a) a possible overlapping of the opening time of at least two of said injectors (6i) is detected,b) in the absence of such overlapping, the fuel pressure in the rail (7) is recorded outside the opening time of the injector in question,c) in the presence of such overlapping, the fuel pressure is recorded on the opening of the injector in question, andd) the measurement taken is corrected as a function of a predetermined variation of the fuel pressure, induced by the opening of one or more injectors (6i) in order to obtain the value of the fuel pressure prevailing in the injector (6i). - Method according to claim 1, characterized in that, in Stage d), a decrement that is a function of the pressure measured and/or an estimation of the opening time (Ti) is deducted from the measurement taken.
- Method according to claim 1, applied to the calculation of the opening time (Ti) of the engine's injectors, characterized in that an increment (ΔTi) that is a function of the opening time calculated and the fuel pressure recorded is added to the opening time calculated on the basis of the pressure recorded.
- Method according to claim 1, characterized in that, in Stage b), the fuel pressure is recorded 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.
- Method according to claim 4, characterized in that the sampling period is approximately 4 to 10 ms.
- Method according to claim 1, characterized in that, in Stage c), a sampling is imposed synchronous with the injector opening control.
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 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| EP1218629A1 EP1218629A1 (en) | 2002-07-03 |
| EP1218629B1 true EP1218629B1 (en) | 2004-12-08 |
Family
ID=9550716
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP00967963A Expired - Lifetime EP1218629B1 (en) | 1999-10-08 | 2000-10-06 | Method for measuring the fuel pressure in an injection train of an internal combustion engine |
Country Status (8)
| Country | Link |
|---|---|
| US (1) | US6705295B1 (en) |
| EP (1) | EP1218629B1 (en) |
| JP (1) | JP4471550B2 (en) |
| KR (1) | KR100733800B1 (en) |
| DE (1) | DE60016612T2 (en) |
| ES (1) | ES2228615T3 (en) |
| FR (1) | FR2799544B1 (en) |
| WO (1) | WO2001027454A1 (en) |
Families Citing this family (18)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6964261B2 (en) * | 2003-12-11 | 2005-11-15 | Perkins Engines Company Limited | Adaptive fuel injector trimming during a zero fuel condition |
| US7370521B1 (en) * | 2006-10-25 | 2008-05-13 | Gm Global Technology Operations, Inc. | Method to detect a contaminated fuel injector |
| US8146541B2 (en) * | 2010-04-08 | 2012-04-03 | Ford Global Technologies, Llc | Method for improving transient engine operation |
| US8041500B2 (en) * | 2010-04-08 | 2011-10-18 | Ford Global Technologies, Llc | Reformate control via accelerometer |
| US8118006B2 (en) * | 2010-04-08 | 2012-02-21 | Ford Global Technologies, Llc | Fuel injector diagnostic for dual fuel engine |
| US8001934B2 (en) * | 2010-04-08 | 2011-08-23 | Ford Global Technologies, Llc | Pump control for reformate fuel storage tank |
| US8307790B2 (en) * | 2010-04-08 | 2012-11-13 | Ford Global Technologies, Llc | Method for operating a vehicle with a fuel reformer |
| US8015952B2 (en) | 2010-04-08 | 2011-09-13 | Ford Global Technologies, Llc | Engine fuel reformer monitoring |
| US8191514B2 (en) | 2010-04-08 | 2012-06-05 | Ford Global Technologies, Llc | Ignition control for reformate engine |
| US8613263B2 (en) * | 2010-04-08 | 2013-12-24 | Ford Global Technologies, Llc | Method for operating a charge diluted engine |
| US8037850B2 (en) * | 2010-04-08 | 2011-10-18 | Ford Global Technologies, Llc | Method for operating an engine |
| US8245671B2 (en) * | 2010-04-08 | 2012-08-21 | Ford Global Technologies, Llc | Operating an engine with reformate |
| US8230826B2 (en) * | 2010-04-08 | 2012-07-31 | Ford Global Technologies, Llc | Selectively storing reformate |
| US8539914B2 (en) * | 2010-04-08 | 2013-09-24 | Ford Global Technologies, Llc | Method for operating an engine with a fuel reformer |
| US8402928B2 (en) * | 2010-04-08 | 2013-03-26 | Ford Global Technologies, Llc | Method for operating an engine with variable charge density |
| JP5519410B2 (en) * | 2010-06-01 | 2014-06-11 | 本田技研工業株式会社 | Fuel supply device for internal combustion engine |
| US10094320B2 (en) * | 2015-06-23 | 2018-10-09 | Ford Global Technologies, Llc | Methods and systems for dual fuel injection |
| DE102015217645A1 (en) * | 2015-09-15 | 2017-03-16 | Robert Bosch Gmbh | Method for operating an injection system |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2715440B1 (en) * | 1994-01-24 | 1996-02-23 | Siemens Automotive Sa | Method for controlling the quantity of fuel injected into an internal combustion engine. |
| DE19718171C2 (en) * | 1997-04-29 | 2001-11-15 | Siemens Ag | Method for determining the injection time for a direct injection internal combustion engine |
| DE19726756C2 (en) | 1997-06-24 | 2002-03-07 | Bosch Gmbh Robert | System for operating an internal combustion engine, in particular a motor vehicle |
| DE19735561B4 (en) * | 1997-08-16 | 2007-12-20 | Robert Bosch Gmbh | Method and device for controlling an internal combustion engine |
| WO1999047802A1 (en) * | 1998-03-16 | 1999-09-23 | Siemens Aktiengesellschaft | Method for determining the injection time in a direct injection internal combustion engine |
| JP4627603B2 (en) * | 2001-03-15 | 2011-02-09 | 日立オートモティブシステムズ株式会社 | Fuel supply device |
-
1999
- 1999-10-08 FR FR9912573A patent/FR2799544B1/en not_active Expired - Fee Related
-
2000
- 2000-10-06 WO PCT/FR2000/002778 patent/WO2001027454A1/en active IP Right Grant
- 2000-10-06 DE DE60016612T patent/DE60016612T2/en not_active Expired - Lifetime
- 2000-10-06 US US10/110,110 patent/US6705295B1/en not_active Expired - Fee Related
- 2000-10-06 JP JP2001529568A patent/JP4471550B2/en not_active Expired - Fee Related
- 2000-10-06 KR KR1020027004509A patent/KR100733800B1/en not_active IP Right Cessation
- 2000-10-06 EP EP00967963A patent/EP1218629B1/en not_active Expired - Lifetime
- 2000-10-06 ES ES00967963T patent/ES2228615T3/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| ES2228615T3 (en) | 2005-04-16 |
| JP4471550B2 (en) | 2010-06-02 |
| US6705295B1 (en) | 2004-03-16 |
| FR2799544B1 (en) | 2002-01-04 |
| JP2003511620A (en) | 2003-03-25 |
| EP1218629A1 (en) | 2002-07-03 |
| KR100733800B1 (en) | 2007-07-02 |
| FR2799544A1 (en) | 2001-04-13 |
| DE60016612T2 (en) | 2005-05-25 |
| DE60016612D1 (en) | 2005-01-13 |
| WO2001027454A1 (en) | 2001-04-19 |
| KR20020081204A (en) | 2002-10-26 |
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