EP2770188A1 - Verfahren und System zur Steuerung einer Kraftstoffeinspritzung - Google Patents

Verfahren und System zur Steuerung einer Kraftstoffeinspritzung Download PDF

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Publication number
EP2770188A1
EP2770188A1 EP13156212.6A EP13156212A EP2770188A1 EP 2770188 A1 EP2770188 A1 EP 2770188A1 EP 13156212 A EP13156212 A EP 13156212A EP 2770188 A1 EP2770188 A1 EP 2770188A1
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EP
European Patent Office
Prior art keywords
cylinder
banks
bank
assigned
cylinders
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.)
Withdrawn
Application number
EP13156212.6A
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English (en)
French (fr)
Inventor
Claude P. Poull
Joseph Engel
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.)
BorgWarner Luxembourg Automotive Systems SA
Original Assignee
Delphi Automotive Systems Luxembourg SA
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 Delphi Automotive Systems Luxembourg SA filed Critical Delphi Automotive Systems Luxembourg SA
Priority to EP13156212.6A priority Critical patent/EP2770188A1/de
Publication of EP2770188A1 publication Critical patent/EP2770188A1/de
Withdrawn legal-status Critical Current

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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
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • 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
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F02D2041/2068—Output circuits, e.g. for controlling currents in command coils characterised by the circuit design or special circuit elements
    • F02D2041/2082—Output circuits, e.g. for controlling currents in command coils characterised by the circuit design or special circuit elements the circuit being adapted to distribute current between different actuators or recuperate energy from actuators

Definitions

  • aspects of the invention relate to a method and system applicable to fuel injected internal combustion engines, and in particular concerns a system and method of controlling fuel injected into the cylinders of such engines.
  • fuel injectors for both petrol and diesel engines are electrically or electronically operated under the control of, e.g., an Engine Control Unit.
  • the fuel injectors themselves are actuated electrically using solenoid or piezoelectric means.
  • the actuation is provided by electrical/electronic circuitry, some of this circuitry may be common, i.e. shared by more than one injector, and thus certain circuitry may be utilised for more than one cylinder.
  • fuel injectors for gasoline direct injection are driven usually by a high-side circuit (which includes two FETs), this circuit connects one pin of its coil to a positive voltage (either battery or a boost voltage) and a low-side circuit (including one FET) which connects the other pin of the coil to ground, allowing current to flow.
  • a high-side circuit which includes two FETs
  • this circuit connects one pin of its coil to a positive voltage (either battery or a boost voltage) and a low-side circuit (including one FET) which connects the other pin of the coil to ground, allowing current to flow.
  • the high side circuitry is usually shared by two fuel injectors in respect of two cylinders, the two cylinders being opposing cylinders. The reason for this shall be explained hereinafter.
  • the high side circuitry is often referred to as a high-side "bank”.
  • the term "bank” referred to hereinafter should be interpreted generally as any circuitry (which may include coils/drivers etc.) which is used by the fuel injectors, and which is common to (i.e. shared by ) more than one fuel injector.
  • each cylinder goes through a complete cycle of intake, compression, combustion and exhaust; in a typical operating mode therefor, fuel is injected into each cylinder in this period. Therefore, the injection/ignition times with respect to two opposing cylinders are separated by a crankshaft rotation of 360°. This is a sufficient enough period for shared circuitry to operate both injectors of the two such opposing cylinders.
  • shared circuitry such as the high-side circuit with respect to two cylinders/injectors, allows the component count, and thus costs to be reduced.
  • the 360° window is required, because in circumstances or systems where a very long injection is required, the injection may span more than 240° in order to deliver either a large quantity of fuel (e.g. cold start with alcohol or when the fuel pressure is below normal ,e.g.pump failure) or several injections into the same cylinder over a wide crank angle range.
  • a large quantity of fuel e.g. cold start with alcohol or when the fuel pressure is below normal ,e.g.pump failure
  • several injections into the same cylinder over a wide crank angle range.
  • a method of operating or controlling fuel injectors in an engine wherein power to fuel injectors for the cylinders are provided by a plurality of banks, and with respect to a (single) injection phase for fuel injector of a particular cylinder, power therefor is provided by at least two t banks.
  • a method of operating/controlling fuel injectors in an engine comprising n cylinders, where said fuel injectors are operated by a plurality of banks, m, and where the number of banks, m, is less than the number of fuel injectors, n, comprising, assigning of each of said banks to a particular cylinder, and assigning at least two banks to the remaining (n-m) cylinders.
  • the engine may comprise 3 cylinders, and using a first and a second bank, the first bank being assigned to the first cylinder, the second bank being assigned to the second cylinder, and both of said banks being assigned to the third cylinder.
  • the assignment may be controlled/effected by an Engine Management Unit
  • a first bank may be assigned to a cylinder over a first period and a second bank may be assigned to said same cylinder over second period.
  • Said periods may be substantially contiguous, adjacent and/or sequential in terms of time and/or engine crankshaft angle.
  • the engine may be a 3-cylinder engine and said first and/or second periods may be in the order of 480° crankshaft angle. With respect to successive injection phases in all cylinders, said banks may be assigned alternately.
  • the method may be as claimed in any preceding claim comprising providing or applying a first injection pulse from a first bank to one or more fuel injectors of said cylinder during said first period and providing or applying at least a second injection pulse in said second period to the one or more fuel injectors of said same cylinder.
  • the pulses may be are provided by splitting a predetermined pulse.
  • a system of operating or controlling fuel injectors in an engine having means to provide power to fuel injectors of the cylinders by a plurality of banks, and with respect to a (single) injection phase for fuel injector of a particular cylinder, means to provide said power therefor by at least two banks.
  • a system to operate or control fuel injectors in an engine comprising n cylinders, where said fuel injectors are operated by a plurality of banks, m, and where the number of banks, m, is less than the number of fuel injectors, n, comprising means to assign of each of said banks to a particular cylinder, and means to assign at least two banks to the remaining (n-m) cylinders.
  • the inventors have determined that even though the total injection window required for each cylinder may be around 360°, this window does not necessarily have to be continuous (in terms of injection pulse).
  • bank A and B two (e.g. high sided) banks are used (referred to as banks A and B).
  • Bank A can be assigned with respect to injection (e.g. the injector) for a first cylinder
  • bank B assigned with respect to injection (the injector) for a second cylinder
  • both banks can be assigned with respect to injection in a third cylinder; in other words injection duties (that is to say the providing the requisite electrical/electronic operation/pulses to the fuel injector) for the third cylinder are shared by both banks.
  • injection duties that is to say the providing the requisite electrical/electronic operation/pulses to the fuel injector
  • Such an arrangement provides the fuel injector(s) for cylinders, with two separate but contiguous windows, where the injector is assigned a first bank (e.g. bank A) to provide a sub-pulse and then (e.g. immediately or shortly as possible thereafter) assigned a second bank top provide a second sub-pulse.
  • a single long pulse is thus split into
  • Appropriate control software assures that the injection pulses are placed in the correct bank according to injection (crankshaft) angle and that they do not span the window separation used to switch banks.
  • separation window will be explained further hereinafter. There may be a small switching delay and consequentially the usable range is reduced by a few degrees and thus the windows are not strictly speaking contiguous. In refined examples, this is preferably taken into account by the software controlling the injection. In any case it has very little effect in practice.
  • aspects of the invention are thus also applicable to where there may be two injections (pulses) in a combustion phase; the very long injection pulses are sometimes split into two separate pulses for cold starts at low fuel pressure.
  • Figure 2 shows a more detailed figure of the circuitry that can be used in an example of the invention in the case of a 3-cylinder engine. It shows the high side 21, comprising two high-side banks 24a and 24b, and low side, comprising low side banks 25.
  • the banks the high-side and low-side are connected via, and supply current to, coils 23 which are used to actuate fuel injectors with respect to 3 cylinders.
  • the high side banks comprise two FETs.
  • Switching means comprising two switches 26a and 26b is also provided, and allows current to be provided to the centre coil from either the first or second high side banks 24a or 24b.
  • the banks and/or the switching means may be controlled by a vehicle ECU.
  • an additional bank FET may be provided so that the arrangement can be used in 4-cylinder applications.
  • Figures 3a to 2e shows a chart showing a single timeline to illustrate an embodiment of the invention; it is separated into 5 sections which should be regarded as joining on from each other. It illustrates how two banks A and B can be used with respect to injection in a three cylinder 4 stroke engine.
  • the chart shows the timeline with respect to the three cylinders (Cyl 1, Cyl 2 and Cyl 3) in respect to crankshaft angle along the x-axis.
  • the top three rows show the cycles (intake, compression, power and exhaust) for each cylinder.
  • the lower three rows illustrates the assignment/availability of the two banks to the fuel injectors of the 3 cylinders along the same timeline.
  • the lightning symbol in the first three rows represents the ignition, i.e. sparking to ignite the fuel/air mixture in the cylinder.
  • the injection event for that cylinder occurs in a window (time frame) around this point.
  • cylinder 1 uses (is assigned) only bank A
  • cylinder 2 only bank B
  • cylinder 3 uses both banks A and B.
  • bank B is assigned to cylinder 2 for a period 1, ranging from 150 to 390).
  • the period 1 thus shows the total period available/assigned to bank B for cylinder 2, thus this can be considered as a "bank B available window”.
  • period 2 within this is a further shorter period 2 during which fuel may be injected into the cylinder period and can be considered as a required or desired period for bank B for cylinder 2. It is to be noted that during this time there may be more than one injection event.
  • bank A is assigned to cylinder 3 and cylinder 1 does not have an assigned bank.
  • the next sparking event is at 480° which occurs in cylinder 3, and injection take places over a time period 4.
  • bank B is assigned to (the injector for) cylinder 3; thus period 4 shows the total period bank B is available/assigned to cylinder 3.
  • bank A which was previously assigned to cylinder 3 is switched such that it is made available/assigned to cylinder 1 in preparation for the next phase.
  • cylinder 2 does not have any banks assigned to it.
  • the next sparking event occurs in cylinder 1.
  • Bank A has already been switched in preparation to be assigned to cylinder 1.
  • Bank A is used to provide fuel injection in cylinder 1 over the time period 6, which lies within time period 5, spanning from crankshaft angle 630° to 150°.
  • bank A is assigned to cylinder 1 and bank B to cylinder 2.
  • Cylinder 3 does not have any bank to be assigned to it during this period.
  • the next sparking/injection event occurs in cylinder 2.
  • Bank B is assigned to cylinder 2 over period 7 which ranges from crankshaft angles 150° to 390°, and bank A is assigned to cylinder 3 during this period, cylinder 1 does not have any bank assigned to it in this period.
  • Injection of fuel occurs over time period/window 8 which lies within period 7.
  • Period 7 can thus be considered an available window for bank B to be used by cylinder 2.
  • the (maximum) window where there are no banks assigned to a particular cylinder in all cases is 240°, and therefore there will always be at least 480° available window.
  • a cylinder is assigned the two different banks over two time contiguous periods spanning 480°. For example, in time periods 2 and 4 which span 150° to 630°, cylinder 3 is assigned bank A and then bank B.
  • injection phase (for a particular cylinder) with respect to the claims should be interpreted as a phase which occurs once in a cylinder cycle, e.g. one in 720° crankshaft angle rotation in a 4-stroke engine, and this is the phase where fuel is injected into the cylinder prior/during a combustion phase. Actual injection may occur 2 or more times in such an injection phase.
  • Figures 4a to 4c show a single chart showing a timeline over crankshaft angle for three scenarios illustrating how an example of the invention can be applied.
  • the figure is separated into sections (a,b,c) which should be regarded as joining-on from each other.
  • the first scenario illustrates normal operation of an engine and the timeline for invents with respect to a cylinder, showing exhaust, intake, compression and power phases.
  • a small window (pulse) during which fuel is injected.
  • the crankshaft angle between the start of this and the TDC is in the order of 220-320°.
  • An available window of 240° provided by one of the banks is sufficient for this.
  • the second scenario illustrates a stratified start. This may comprise of an optional injection pulse during the intake stroke followed by a further injection pulse in the compression stroke.
  • the required injection timespan/window can be provided by a first window from one bank, and a second window from another bank.
  • the scenario is a "catalyst light-off" mode with at least 2 spaced injections.
  • a first injection pulse
  • a possible second injection which takes place over a period which spans the intake and compression phases.
  • a further injection which takes place in a short pulse (duration 5) after sparking.
  • the first two injections can be provided by a first available window form a first bank and the small post-injection pulse can be provided by a second bank.
  • the banks in the last two scenarios provide the requisite functionality (e.g. provide pulses) for fuel injection for the same fuel injector/cylinder during an injection phase.
  • the two banks in successive, adjacent or contiguous periods in terms of time/crankshaft angles act together in sequence to provide the requisite pulses for an injection phase for the same fuel injector.
  • Terms and phraseology in the description and claims such as referring to "assigning of each of said banks to a particular cylinder" should be interpreted generally, and include the banks providing requisite functionality in terms of providing the requisite fuel injection (pulses) to injector(s) for the individual ones of cylinders.
  • the assigning may manifest itself in the control of pulses/signals from (e.g. the ECU) to the banks, and or the banks providing fuel injectors with required voltages, currents, pulses, etc.
  • assigning two banks (in sequential/contiguous/adjacent order) to fuel injectors in the same cylinder during an injection phase can be construed to include provision in a first period of a pulse to injectors(s) of a particular cylinder by a first bank and the provision in a second (e.g. adjacent) period of a further pulse to the injector(s) of the same cylinder.
  • the invention thus reduces the number and therefore cost of components in 3 cylinder engines. Furthermore, the same ECU hardware can be utilised for both 3 and 4 cylinder applications (engines) with little extra hardware or cost.
  • a further advantage of the arrangement and method is that if one high-side driver/banks fails, two cylinders will be able to run on the remaining bank assuring a usable, "limp-home" mode.

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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)
  • Fuel-Injection Apparatus (AREA)
EP13156212.6A 2013-02-21 2013-02-21 Verfahren und System zur Steuerung einer Kraftstoffeinspritzung Withdrawn EP2770188A1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP13156212.6A EP2770188A1 (de) 2013-02-21 2013-02-21 Verfahren und System zur Steuerung einer Kraftstoffeinspritzung

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP13156212.6A EP2770188A1 (de) 2013-02-21 2013-02-21 Verfahren und System zur Steuerung einer Kraftstoffeinspritzung

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EP2770188A1 true EP2770188A1 (de) 2014-08-27

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EP13156212.6A Withdrawn EP2770188A1 (de) 2013-02-21 2013-02-21 Verfahren und System zur Steuerung einer Kraftstoffeinspritzung

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2525604A (en) * 2014-04-28 2015-11-04 Gm Global Tech Operations Inc Method of operating a fuel injector of a three-cylinder internal combustion engine
DE102015210582B3 (de) * 2015-06-10 2016-10-20 Continental Automotive Gmbh Verfahren und Vorrichtung zum Verbinden von drei Einspritzventilen mit einer Energieversorgungsquelle mittels lediglich zweier Schaltelementgruppen

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2001033062A1 (en) * 1999-11-01 2001-05-10 Siemens Automotive Corporation Matrix injector driver circuit
US20050126542A1 (en) * 2003-12-16 2005-06-16 Mitsubishi Denki Kabushiki Kaisha Fuel injector control apparatus for cylinder injection type internal combusion engine
DE102010040311A1 (de) * 2010-09-07 2012-03-08 Continental Automotive Gmbh Steuergerät und Verfahren zur Ansteuerung von durch Spulen betätigten Einspritzventilen eines Verbrennungsmotors

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2001033062A1 (en) * 1999-11-01 2001-05-10 Siemens Automotive Corporation Matrix injector driver circuit
US20050126542A1 (en) * 2003-12-16 2005-06-16 Mitsubishi Denki Kabushiki Kaisha Fuel injector control apparatus for cylinder injection type internal combusion engine
DE102010040311A1 (de) * 2010-09-07 2012-03-08 Continental Automotive Gmbh Steuergerät und Verfahren zur Ansteuerung von durch Spulen betätigten Einspritzventilen eines Verbrennungsmotors

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2525604A (en) * 2014-04-28 2015-11-04 Gm Global Tech Operations Inc Method of operating a fuel injector of a three-cylinder internal combustion engine
DE102015210582B3 (de) * 2015-06-10 2016-10-20 Continental Automotive Gmbh Verfahren und Vorrichtung zum Verbinden von drei Einspritzventilen mit einer Energieversorgungsquelle mittels lediglich zweier Schaltelementgruppen
CN106246372A (zh) * 2015-06-10 2016-12-21 大陆汽车有限公司 用于借助于仅两个开关元件组来连接三个喷射阀与能量供应源的方法和装置
CN106246372B (zh) * 2015-06-10 2019-09-03 大陆汽车有限公司 用于借助于仅两个开关元件组来连接三个喷射阀与能量供应源的方法和装置

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