MXPA99010816A - Method for enhanced split injection in internal combustion engines - Google Patents

Abstract

A method for controlling a compression-ignition internal combustion engine (12) which provides delivery of multiple fuel injection pulses per cylinder firing with precision of pulse quantities, separation, and timing adequate for transition between split and single injection at any speed and load, without disturbing the primary engine controller (22). The method compensates for variable operating conditions such as supply voltage, injection pressure, injection pulse separation, and injector (14) actuation latency or rise-time.

Description

"METHOD FOR IMPROVED DIVIDED INJECTION IN INTERNAL COMBUSTION ENGINES" TECHNICAL FIELD The present invention relates to a method for controlling a compression ignition internal combustion engine.

ANTECEDENTS OF THE TECHNIQUE In the control of fuel injection systems, conventional practice uses electronic control units that have volatile and nonvolatile memory, an input and output drive circuit, and a processor capable of executing a stored instruction set, to control the different functions of the engine and its associated systems. A specific electronic control unit communicates with the sensors, actuators and other electronic control units necessary to control the various functions, which may include different aspects of fuel supply, transmission control or many others. Fuel injectors that use electronic control valves to control the - - Fuel injection have been widely dispersed. This is due to the precise control through the injection element that is provided by the electronic control valves. During operation, the electronic control unit determines an energization or excitation time for the control valve that corresponds to the current motor conditions. The excitation of the control valve causes a cascade of hydraulic events that lead to the lifting of the needle from the spray tip, which causes the injection of fuel to occur. 'Several attempts have been made to improve Xas fuel injection capabilities. One of these methods is known as split injection. The divided injection consists of a first injection, called the pilot injection, followed by a delay and then a second injection, which is referred to as the main injection. When the split injection is carried out, precise control through the amounts of momentum, synchronization and separation is essential. Many times, the operating conditions at which the split injection can be carried out are restricted at lower speeds, due to the difficulties in achieving precise control through the injection process.

COMPENDIUM OF THE INVENTION Therefore, an object of the present invention is to provide a system and method for improved split injection "which allows a smooth transition between split injection and a single injection at any speed and load of the engine, without altering the primary motor regulator. An object of the present invention is to provide an improved system and method for controlling the supply of fuel in a fuel injector having an electronic control valve. Another object of the present invention is to provide a system and method for accurately determining the rise time of the control valve. Another object of the present invention is to provide a system and method for determining improved pulse width. Another object of the present invention is to eliminate systematic influences that would otherwise be withdrawn from the accuracy of the fuel supply. In carrying out the aforementioned objects and other objects and features of the present invention, there is provided a system and method for controlling the supply of fuel in a fuel injector having an electronic control valve. The method comprises establishing pilot and main injection lift times for the control valve. The pilot excitation time is determined based on the rise time of the pilot injection and a quantity of pilot fuel. A desired inter-pulse gap between a pilot injection termination and a main injection drive is then determined. The desired inter-pulse space, preferably based on the revolutions per minute of the engine and varies in order to allow a split injection at a wide scale of engine speeds and loads. The main excitation time is determined based on the space between the impulse, the main injection lifting time and the main combustion amount. In a preferred embodiment, the method comprises the step of measuring the voltage of the available battery. The main injection lifting time is also based on the interval between the pulses and the available battery voltage. The advantages that accumulate in the present invention are numerous. For example, the method of the present invention provides for the supply of multiple fuel injection pulses by cylinder firing with precision of pulse amounts, separation and synchronization suitable for the transition between split injection and single injection at any speed and load , without altering the primary motor controller. The method compensates for varying operating conditions, such as supply voltage, injection pressure, injection pulse separation and injector drive latency or lifting time. The aforementioned objects and other objects, features and advantages of the present invention are readily apparent from the following detailed description of the best way to carry out the invention when taken in conjunction with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS.

Figure 1 is a schematic diagram of a fuel injection system developed in accordance with the present invention; Figure 2 is a functional block diagram illustrating the fuel supply control according to the present invention; Figure 3 is a timing diagram illustrating the fuel supply control according to the present invention; Figure 4 is a block diagram illustrating a method of the present invention for controlling the fuel supply; Figure 5 is a block diagram illustrating a method of the present invention for determining the rise time of the filtered injector; Figure 6 is a block diagram illustrating a method of the present invention for adjusting pulse width duration in order to provide a correct injected amount, as long as there is a deviation between the proposed and actual injection pressure; Figure 7 is a graph illustrating a split main injection time adjustment factor versus an inter-pulse gap that compensates for the effect of gradually decreasing the magnetism of the solenoid at the main lift time; Figure 8 is a graph illustrating another main injection lift time adjustment factor versus available battery voltage for injectors where the opening of the control valve initiates injection; Figure 9 is a graph illustrating a valve actuator detection adjustment factor versus the available battery voltage, and the injection pressure optionally; Figure 10 is a graph illustrating a pulse width adjustment factor versus an injection pressure ratio of the pressure observed at the desired pressure; Figure 11 is a graph illustrating an injection delay factor versus the available battery voltage that compensates for the influence of the available battery voltage on the movement of the control valve; and Figure 12 is a graph illustrating a split impulse width adjustment factor versus ~ the available battery voltage that significantly reduces the influence of the available battery voltage on the amount of split main impulse injected.

BEST WAY TO CARRY OUT THE INVENTION Referring now to Figure 1, a system for improved split injection in internal combustion engines is shown. The system, indicated generally by reference numeral 10, includes a motor 12 having a plurality of cylinders, each powered by fuel injectors 14. In a preferred embodiment, the engine 12 is a compression ignition internal combustion engine, such as a four, six, eight, twelve, sixteen, or twenty-four cylinder diesel engine, or a diesel engine having any other desired number of cylinders. . The fuel injectors 14 are shown receiving pressurized fuel from a supply 16 which is connected to one or more high or low pressure pumps (not shown), as is well known in the art. Alternatively, the embodiments of the present invention may employ a plurality of unitary pumps (not shown), each fuel pump supplying one of the injectors 14. The system 10 may also include several sensors 20 to generate signals indicative of conditions or parameters of corresponding operation of the engine 12, the transmission of the vehicle (not shown) and other vehicular components. The sensors 20 are in electrical communication with a controller 22 through the inlet orifices 24. The controller 22 preferably includes a microprocessor 26 in communication with various computer readable storage means 28 through the data bus 30 and control. The computer readable storage means 28 can include any of a number of known devices that function as a memory that only reads (ROM) 32, a random access memory (RAM) 34, an active maintained memory (KAM) 36 and the like. The computer-readable storage means may be implemented by any of a number of known physical devices capable of storing the data representing executable instructions through a computer, such as the controller 22. Known devices may include, but are not limited to to PROM, EPROM, EEPROM, flash memory and the like, as well as magnetic, optical and combination media capable of temporary or permanent data storage. The computer-readable storage means 28 includes various program instructions, software and control logic to effect control of various vehicle systems and subsystems, such as engine 12, vehicle transmission and the like. The controller 22 receives signals from the sensors 20 through the inlet ports 24 and generates output signals that can be provided to various actuators and / or components through the output ports 38. Signals can also be provided to a display device 40 which includes several indicators such as lights 42 to communicate the information relative to the operation or operation of the system to the vehicle operator. A data, diagnosis and programming interface 44 can also be selectively connected to the controller 22 through an outlet 46 to exchange the various information therebetween. The interface 44 can be used to change the values within the storage means 28 readable by the computer, such as configuration settings, calibration variables including query tables of the adjustment factor, control logic and the like. In operation, the controller 22 receives the signals from the sensors 20 and executes the control logic embedded in the hardware and / or software to allow uniform transitions between the split injection and the single injection at a broad scale of speeds and motor loads. , without altering the primary motor controller. In a preferred embodiment, the controller 22 in the DDEC controller obtainable from Detroit Diesel Corporation, of Detroit, Michigan. Various other features of this controller are described in detail in U.S. Patent Nos. 5,477,827 and 5,445,128, the disclosures of which are hereby incorporated by reference in their entirety. The additional features of the controller are described in detail in the North American Patent Application Serial Number 08 / 866,521, filed on June 4, 1997, entitled "System and Method of Compensating for Injector Variability" and which names Eric Darvin Tho'mas as an inventor, the exhibition of which is incorporated herein by reference in its entirety. With continued reference to Figure 1, a logic controller, such as the logic unit 50, controls the signals sent to the fuel injectors 14. The logic unit 50 calculates the elevation time adjustment factors, pulse width adjustment factors, pilot valve drive detection delay adjustment factors, injection delay adjustment factors and other injection parameters. The adjustment factors and the injection parameters are determined from various operating conditions of the engine, including, but not limited to, the engine revolutions per minute, the desired engine torque, the available battery voltage, the desired space from the main inter-impulse to the pilot, the fuel temperature, the measured fuel rail pressure (in common rail systems) and the desired fuel rail pressure (in common rail systems).

- In addition, the logic unit 50 determines the type of injection required: divided or single, both of which can be switched uniformly among them in accordance with the systems and methods of the present invention, as will be described. The logic unit 50 can be included in the functions of the microprocessor 26 or can be implemented in any other way known in the art of hardware and software control systems. As will be appreciated by any person skilled in the art, the control logic can be implemented or implemented in hardware, software or a combination of hardware and software. The various preference functions are effected by a programmed microprocessor, such as a DDEC controller, but may include one or more functions implemented by dedicated electric, electronic or integrated circuits. As will also be appreciated, the control logic can be implemented using any of a number of known programming and processing techniques or strategies and is not limited to the order or sequence illustrated here for reasons of convenience. For example, interrupt or event driven processing is typically employed in real-time control applications, such as control of an engine or vehicle transmission.

Likewise, the systems and methods of parallel processing or of multiple tasks can be used to achieve the objects, particularities and advantages of the present invention. The present invention is independent of the specific programming language, the operating system or the processor used to implement the illustrated control logic. Referring to Figure 2, a functional block diagram illustrating improved split injection control is illustrated. The divided injection, which is the supply of the fuel in two discrete quantities can reduce the noise by reducing or eliminating the ignition delay. A desired Motor Control Torque Torque 58 is determined based on the different operating conditions such as revolution per minute of the motor, throttle position and gear ratio. Alternatively, the fuel per cycle or percentage of load could be used for the purposes of system control instead of the Engine Regulation Torque 58. The Local Torque or Final Torque 58 is divided into a Pilot Torque. (PTQ) 60 and a Main Torque Torque (MTQ) 62. The PTQ 60 value is the lowest of the Motor Torque Torque 58 and a Pilot Torque Torque Limit Value (EPIPTQ) is not shown. The MTQ 62 value is simply PTQ 60 subtracted from the Motor Regulation Torque 58. If the split injection is disabled, then PTQ 60 is equal to the Motor Regulation Torque 58 and MTQ 62 is equal to zero. In one embodiment, PTQ 60 is based on engine revolutions per minute, while MTQ 62 and Final Torque 58 are based on the engine revolutions per minute and the desired torque, leaving MTQ 62 equal to PTQ 60 which are subtracted from the Motor Regulation Torque 58. PTQ 60, MTQ 62 and the Final Torque 58, are preferably placed in the query frames. The amount of fuel to be supplied is represented by the amount of angular displacement of the crankshaft, which is preferably measured in degrees, during which a control solenoid of an appropriate injector 14 is energized (Figure 1). This signal is referred to as a fuel pulse width. Alternatively, the fuel quantity can be represented by a pulse duration graduated by the injection pressure. Two of these Impulse Width Valotres are determined, subject to further adjustment by other functions such as Cylinder Balancing techniques 70 and / or other calibration techniques including compensation of injector variability based on the calibration codes of the - - injector. The values of the pulse widths are found in the reference table referred to by the motor operating parameters such as the revolution per minute of the motor and the desired torque. In a preferred embodiment, the desired torque used for this inquiry function will be either an Engine Regulation Torque 58 or an MTQ 62, and the PTQ 60, so that two values are obtained. A_ Pilot Impulse Width (PPW) 64 corresponds to the value of PTQ 60, while a Main Impulse Width (MPW) 68 corresponds to the value of MTQ 62 or the Torque of Regulation of the Motor 58, depending on the implementation of the system . The PPW 64 and the MPW 68 may subsequently be subjected to an additional pulse width adjustment such as SPLIT_MAIN_PW_CORR, in accordance with the present invention. The fuel injector control 72 initiates and terminates the pilot and main injections and communicates with the logic unit 50 to control the fuel injection. The main injection logic 74, the pilot detection delay logic 76, the temperature influence adjustment logic 78 and the pressure influence adjustment logic 80 can be applied to PPW 64 and MPW 68. In addition, the logic unit 50 cooperates with the control 72 - • - fuel injector in order to precisely control the fuel injection timing, as will now be described in detail. Referring now to Figures 3 and 4, the fuel injection timing diagram including the drive voltage, the solenoid current, the position of the control valve, the position of the spraying tip needle and the rate of injection, and a method to control the fuel supply are illustrated. When the voltage is applied to the solenoid at the beginning of either the main pilot pulse, the response of the control valve includes a drive latency or rise time that is defined as the time duration from the application of voltage to the control valve which reaches the fully activated position. It should be appreciated that the present invention can be employed in both control valves wherein the actuated position is the open position, and in the control valve in which the actuated position is the closed position. Furthermore, it will be understood that the term battery voltage available herein means the remaining voltage available from the specific motor component such as an injector solenoid, and that different components may have different voltage levels available for use.

In step 90, an IRT_PILOT pilot injection lifting time is established. This value can be established _in a variety of different ways. In a preferred embodiment, a filtered injection rise time based on previously measured rise times for the control valve during pilot injection is determined. The IRT_PILOT can also be established through a static query box or it can be measured in real time if desired. Typical values for IRT_PILOT range from approximately 550 microseconds to approximately 4500 microseconds, and may be contained in a static query box populated by approximately 17 points, graded by the available battery voltage. In step 92, a pilot injection time start B0I_PIL0T is determined based on the engine conditions, such as engine revolutions per minute. When operating in the split injection mode, B0I_PIL0T (split mode) is off-center from the BOI_PILOT (single mode) to provide adequate time for the pilot injection, the space between the pulse and the main injections before the upper dead center is completed. 'piston essentially in the same position of the piston as with the simple injection.

In step 94, the pilot start of the BOE_PILOT excitation time is determined. BOE_PILOT precedes BOI_PILOT by at least the IRT_PILOT value, as best shown in Figure 3. In step 96, the pilot end of the BOI_PILOT injection time is determined based on the BOI_PILOT and the desired pilot pulse width PPW 64. PPW 64 is based on a quantity of pilot fuel desired for pilot injection. In step 98, the end of the pilot excitation time EOE_PILOT is determined based on the required closing time of the approaching control valve as a constant. In step 100, a desired inter-pulse IPG space 66 is determined. The inter-pulse space is the crankshaft angle or time interval that begins when the control valve reaches its fully non-driven position that terminates the pilot injection, and which ends when the control valve reaches the driven position completely at the beginning of the main injection. IPG 66 is a function of the engine revolutions per minute and is preferably not less than IRT_PILOT. IPG 66 can also be based partly on the engine torque. In the preferred embodiments of the present invention, IPG 66 is subjected to a minimum length of time to allow the injection - divided through the wide scale of revolutions per minute of the engine. IPG 66 approaches the almost constant angle of the crankshaft as the revolutions per minute of the engine decrease, and approaches the minimum time duration as the revolutions per minute of the engine increase. The variation of the inter-pulse space, as described immediately above, allows divided injection through a scale of revolutions per minute, for example, from 0 to approximately 2400 revolutions per minute, while varying IPG 66 between approximately four and approximately sixteen degrees of the angle of the crankshaft. In a preferred embodiment, the IPG values are present in a box of. graduate consultation through the revolutions per minute and that has approximately 17 points. It should be appreciated that the embodiments of the present invention allow Xa injection divided at almost any engine speed, including engine speeds of more than 2000 revolutions per minute, by selecting IRT_MAIN from a plurality of variable values based on engine conditions. The main injection rise time IRT_MAIN is determined based on IRT_PILOT, and preferably is adjusted based on the inter-pulse space. Further, in a preferred embodiment, IRT MAIN is just based on the measured available battery voltage of V_BAT. Alternatively, IRT_MAIN can be set in any of the described ways to set IRT_PILOT. In step 102, the elevation time adjustment factors are determined for IRT_MAIN. As best shown in Figure 7, IRT_MULT is in a query box graduated using IPG. As best shown in Figure 8, IRT_C0RR is in a query box graduated by VJ3AT. In a preferred embodiment, in step 104, IRT_MAIN is determined according to the following equation: IRT MAIN IRT PILOT * IRT MULT * IRT CORR where IRT_PILOT is the filtered pilot injection rise time and the IRT_MULT and the IRT_CORR are the main elevation time adjustment factors of the query tables. In one embodiment, IRT_MULT varies from about 0.5 to about 1.16 in a query box, populated by approximately 9 points, graded by revolutions per minute of the engine ranging from 0 to about 2400 revolutions per minute.

With continued reference to FIGS. 3 and 4, in step 106, the main start of the excitation time BOE_MAIN is determined as IRT_MAIN subtracted from the end of the inter-pulse space IPG 66. It has been found that after the. Control valve reaches the closed position, the control valve retains a certain magnetism. This causes a faster reaction of the control valve towards the main injection excitation, of the excitation of the pilot injection. The reaction time of the control valve, as effected by the retained magnetism, decreases as the inter-pulse space decreases. To ensure that the control valve reaches the fully inactive position and has time for valve rebound to settle before the main excitation, BOE_MAIN is subjected to a minimum time according to the following equation: BOE_MAIN = max (tCERRAD0 + EPIGMN, tCERRAD0 + IPG - .IR_MAIN) where max () is a function that returns most of the values in parentheses, t ^ ERRADO is e ^ - time at which the control valve fell to its inactive rest position, EPIGMN is a minimum space time of preference of at least about 50 microseconds, IPG is the desired inter-pulse space and - The IRT_MAIN is the determined main injection lifting time. The first value in parentheses above represents a minimum excitation time for the control valve; The second value in parentheses represents a desired excitation time to the control valve Another factor influencing the IRT_MAIN is the voltage available to the solenoid in BOE_MAIN As IPG 66 decreases, there is less time for the load capacitance Therefore, during discharge or actuation, the maximum available current is reduced, this can also be set to IRT_MULT In step 108, a main end "of the EOI_MAIN injection time based on BOI_MAIN and the width is determined of the desired main pulse MPW 68. MPW 68 is based on a desired amount of main fuel based on engine conditions. In "step 110, the pilot end of the excitation time EOE_PILOT is determined based on the required closing time of the approaching control valve as a constant, Referring continuously to Figure 3, in one embodiment of the present invention. , the divided injection is capacitated based on the value of V_BAT according to a hysteresis comparator.The comparator has upper and lower threshold voltages V ^ JJ and V ^ L respectively, which are equal to 20 V and 19.2 V, for example. The lower threshold is of a sufficient voltage to allow the divided injection below which the divided injection is disabled either for reasons based on the hardware of the control system or because the values of the lifting time are unreasonably The upper threshold value_ is the one above which the incapacitated split injection is again allowed, which prevents rapid inward and outward positioning. a of split injection mode. It must be understood that there may be any number of other conditions that must be filled in order to allow 'split injection. An example is that the Motor Regulation Torque 58 is between the predetermined values of minimum and maximum torque. It should be appreciated that the present invention allows split injection on a wide scale of engine speeds and loads, and that the individual conditions that allow and disable the split injection are for a further improvement of engine performance. Referring now to Figures 3 and 5, a method of the present invention for determining the rise time of the filtered injection will be described. In step 120, the available battery voltage V_BAT is measured. In step 122, the RAW_IRT_PILOT untreated pilot injection rise time is measured by detecting the pilot injection opening and the control valve in response to the pilot excitation during the IRT_DETECT time. Detecting when the control valve is in the fully actuated position indicated by the inflection of the current or impedance change (Figure 3), the lift time of the control valve or drive latency is measured. In step 124, as best shown in Figure 9, an ECT_DELAY pilot valve opening detection delay adjustment factor is determined. The pressure contour lines are shown to illustrate the variation of DETECT_DELAY with different common rail injection pressures. In a fuel injection system that uses unit pumps instead of the common rail 16, DETECT_DELAY can be based on V_BAT and / or the fuel supply pressure and the revolutions per minute of the engine. In step 126, an adjusted pilot rise time IRT_PILOT is determined by subtracting DETECT_DELAY from RAW-IRT_PILOT. In step 128, the filtered injection rise time is determined. The filter ideally rejects erroneous IRT_PIL0T values such as extremely short or prolonged rise times.

In one embodiment, DETECT-DELAY ranges from about -30 microseconds to about 65 microseconds and is graduated by pressures ranging from 0 to about 2200 Bar, and battery voltage from 0 to about 51 Volts. The query box as described immediately above is populated by approximately 150 points. Referring to Figures 3 and 6, a method of the present invention for determining the adjusted pulse width in a common rail embodiment of the present invention will now be described. In step 130, the current rail pressure is measured for fuel injection. In step 132, a desired rail pressure for fuel injection is determined based on the revolutions per minute of the engine and the desired engine torque. In step 134, as best shown in Figure 10, a PW_CORR adjustment factor is determined from the graduate query frame by P-RATIO. The P_RATIO is the radius of the rail pressure measured at the desired rail pressure. PPW 64 and MPW 68 are adjusted by multiplying the pulse width value not adjusted or not treated by PW_CORR. With reference to Figure 3, the additional aspects of the present invention will now be described. At decreased available battery voltages, the control valve requires a longer time to open as shown in dashed lines. Consequently, the voltage is applied previously in BOE_PILOT ', causing a ramp of the previous current resulting in the previous start of the movement of the control valve. Even when the voltage is applied for a BOI_PILOT 'time such that the control valve will reach the full open position at the same time as the higher voltage is applied in BOI_PILOT, the previous lifting of the control valve from its seat causes a anterior needle lifting. As shown, the injection rate increases sooner after the valve is fully opened at decreased available battery voltages. To compensate for this, a graduated INJECT-DELAY injection delay query box is provided by available battery voltage V_BAT, as shown in the improvement in Figure 11. In one embodiment, INJECT_DELAY varies from about 360 to about 410 microseconds and graduates by battery voltages that vary from 0 to 51 volts. The query box is populated by approximately 17 points. Based on the determined value of INJECT_DELAY which is the delay between the control valve that reaches the fully open position and the start of fuel injection BOI_PILOT, a compensated BOE_PILOT will cause BOI_PILOT to occur when desired, compensating for the travel time of the control valve. For example, as shown in Figure 3, BOE_PILOT '' causes injection into the desired BOI_PILOT at the reduced available battery voltage shown on the "dashed line." An INJECT__DELAY injection delay also occurs at the main injection as shown. in Figure 3. In a preferred embodiment, this injection delay is also compensated in the main injection, and further adjusted by adjusting the main pulse width MPW 68. An "adjustment factor SPLIT_PW_CORR is determined from a query box as shown in FIG. shows best in Figure 12, recorded by the available battery voltage V_BA.T. SPLIT_MAIN_PW_CORR is added to the width of the main impulse untreated to produce an adjusted pulse width MPW 68. This adjustment is to compensate for the influence on the amount of the main impulse of V_BAT, thus making it possible in this way a uniform transition between the injection divided and unique without altering the motor torque regulator regardless of operating conditions. In one mode, SPLI _MAIN_PW_CORR varies from approximately -160 to approximately 140 microseconds, and is placed in a consultation box populated by approximately 9 points, graduated by battery voltages ranging from approximately 6 to approximately 32 Volts. It should be appreciated that the present invention eliminates the problems associated with the detection of opening of the main injection valve, which are indicated in A (Figure 3), where the inflection of the current may be difficult to accurately detect and the lifting times may be vary due to the magnetism of the control valve from the pilot impulse. By setting the main lift time, and by determining the main injection initiation control times based on the established IRT_MAIN main lift time, improved split injection is possible and is practical at a wide scale of engine speeds and loads and within a scale of battery voltage. Increased valve opening detection noise that would otherwise cause unacceptable inaccuracy that grows more intolerably at higher engine speeds is avoided by methods of the present invention that eliminate the opening of the main injection valve and preferably use a filtered injection lifting time based on the lift times measured by pilot injection.

Even though the best mode proposed to carry out the invention has been described in detail, those familiar with the technique to which this invention relates will recognize various alternative designs and modalities for practicing the invention as defined by the invention. following claims.

Claims (20)

1. - R E I V I N D I C A C I O N S 1.
2. A method for controlling the fuel supply in a fuel injector having an electronic control valve, the method comprises the steps of: _ establishing a pilot injection lifting time for the control valve; determining a pilot start of excitation time based on the pilot injection rise time; determining an inter-pulse gap between a pilot injection termination and a main injection drive based on the conditions of the engine; set a main injection lift time for control valve; and determining a principal injection start of the excitation time based on the desired inter-pulse gap and the main injection lift time to allow split injection across a wide range of engine speeds; The method of claim 1, wherein the step of establishing a main injection lifting time comprises the steps of: measuring an injection lift time for the control valve; determine a filtered injection rise time based on the measured injection rise time; and set the main injection lift time as the filtered injection rise time.
3. The method of claim 2 wherein the step of measuring the injection lifting time comprises the steps of: measuring the pressure of the fuel supply; measuring an untreated pilot injection rise time by detecting the pilot injection drive of the control valve in response to pilot injection excitation; determining a pilot drive detection factor based on the fuel supply pressure; and determining an injection lift time based on the untreated pilot injection rise time and the pilot drive detection factor.
4. 4. The method of claim 1, wherein the main rise time is based on the space of the desired inter-pulse.
5. 5. The method of claim 1, further comprising the step of: measuring the available battery voltage, wherein the main rise time is based on the available battery voltage.
6. 6. The method of claim 1, wherein the inter-pulse space is based on the revolutions per minute of the engine.
7. The method of claim 1, further comprising the steps of: measuring the available battery voltage; determine a minimum available battery voltage that is sufficient to allow split injection; and allow main injection when the available battery voltage measured is greater than the minimum available battery voltage.
8. The method of claim 1, wherein the step of determining a principal start of the excitation time comprises: determining a previous start of the excitation time based on the completion time of the pilot injection; - determining a desired start of excitation time based on the inter-pulse space and the main injection rise time; and determining the main start of the arousal time as the greater of the minimum start and the arousal time of the undesired start of the arousal time.
9. The method of claim 1, further comprising the steps of: determining a quantity of pilot fuel based on engine conditions; determine a pilot pulse width based on the amount of pilot fuel; determining a pilot excitation time end based on the pilot pulse width; determine a quantity of main fuel based on the conditions of the engine; determining a main pulse width based on the amount of main fuel; and determining a principal excitation time end based on the width of the main pulse.
10. The method of claim 9, wherein the step of determining the width of the main pulse comprises the steps of: determining an observed fuel injection pressure; 4 determining a desired fuel injection pressure based on engine conditions; determining a pulse adjustment factor based on the measured fuel initiation pressure and the desired fuel injection pressure; determining an untreated pulse width based on the amount of the main fuel; and determining the main pulse width based on the untreated pulse width and the impulse adjustment factor.
11. 11. A method for determining the lift time of a fuel injection control valve in an electronic fuel injector, the method comprising the steps of: X Measuring the fuel supply pressure; measuring an untreated control valve rise time by detecting the control valve drive in response to the control valve drive; determining a drive detection factor based on the fuel supply pressure; and determining the control valve rise time based on the rise time of the untreated control valve and the drive detection factor.
12. The method of claim 11, further comprising the step of: measuring the available battery voltage where the drive detection factor is further based on the available battery voltage.
13. The method of claim 11, wherein the fuel injection is effected as a split injection, including a pilot injection and a main injection, and wherein the untreated control valve rise time is a duration time of pilot injection.
14. 14. A method for determining a pulse width for an electronic fuel injector, the method comprising the steps of: determining an observed fuel injection pressure; determining a desired fuel injection pressure based on engine conditions; determining a pulse adjustment factor based on the measured fuel injection pressure and the desired fuel injection pressure; determine a quantity of fuel based on engine conditions; Y - Determine the pulse width based on the amount of fuel and the impulse adjustment factor.
15. 15. The method of claim 14, wherein the fuel injection is carried out as a split injection. including a pilot injection and a main injection, and wherein the amount of fuel is a quantity of main injection fuel and the width of the pulse is a width of main injection pulse. "
16. 16. A method for controlling the fuel supply in a fuel injection having an electronic control valve, the method comprises the steps of: establishing a pilot injection lift time for the control valve, determining a quantity of fuel pilot based on motor conditions, determine a pilot start of excitation time based on the rise time of the pilot injection, determine a pilot end of excitation time based on the pilot start of the excitation time and the amount of pilot fuel To determine an inter-pulse space between a pilot injection termination and a drive of - main injection based on the revolutions per minute of the engine in order to allow split injection; set a main injection lift time for the control valve; determine a quantity of main fuel based on the conditions of the engine; determining a principal injection start of the excitation time based on the desired interpulse space and the main injection rise time; determining a principal end of excitation time based on the main start of excitation time and the amount of main fuel; and determining a principal excitation time end based on the main start of the excitation time and the amount of the main fuel.
17. 17. The method of claim 16, wherein the main injection lift time is based on the pilot injection rise time and the desired inter-pulse gap.
18. 18. The method of claim 17, wherein the desired interpulse space is subjected to a minimum time duration to allow split injection across a large scale of revolutions per minute of the engine.
19. 19. The method of claim 18, wherein the desired inter-pulse gap approaches a nearly constant crank angle as the revolutions per minute of the engine decrease, and where the desired inter-pulse gap approaches the Minimum time duration as the engine revolutions per minute increases.
20. 20. The method of claim 17, further comprising the step of: measuring the available battery voltage, wherein the main injection rise time is further based on the available battery voltage.