WO2011072293A2 - Estimation de débit pour l'injection piézoélectrique de carburant - Google Patents

Estimation de débit pour l'injection piézoélectrique de carburant Download PDF

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Publication number
WO2011072293A2
WO2011072293A2 PCT/US2010/060110 US2010060110W WO2011072293A2 WO 2011072293 A2 WO2011072293 A2 WO 2011072293A2 US 2010060110 W US2010060110 W US 2010060110W WO 2011072293 A2 WO2011072293 A2 WO 2011072293A2
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WIPO (PCT)
Prior art keywords
fuel
injector
pulse
engine
actuator
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PCT/US2010/060110
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English (en)
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WO2011072293A3 (fr
Inventor
Gregory Matthew Shaver
Christopher Allen Satkoski
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Purdue Research Foundation
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Priority to EP10836806.9A priority Critical patent/EP2510217A4/fr
Priority to US13/515,204 priority patent/US20130019842A1/en
Publication of WO2011072293A2 publication Critical patent/WO2011072293A2/fr
Publication of WO2011072293A3 publication Critical patent/WO2011072293A3/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F02D41/2096—Output circuits, e.g. for controlling currents in command coils for controlling piezoelectric injectors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
    • F02C9/00—Controlling gas-turbine plants; Controlling fuel supply in air- breathing jet-propulsion plants
    • F02C9/26—Control of fuel supply
    • 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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M51/00—Fuel-injection apparatus characterised by being operated electrically
    • F02M51/06—Injectors peculiar thereto with means directly operating the valve needle
    • F02M51/0603—Injectors peculiar thereto with means directly operating the valve needle using piezoelectric or magnetostrictive operating means
    • 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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1413—Controller structures or design
    • F02D2041/1415—Controller structures or design using a state feedback or a state space representation
    • 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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1413—Controller structures or design
    • F02D2041/1415—Controller structures or design using a state feedback or a state space representation
    • F02D2041/1416—Observer
    • 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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1433—Introducing closed-loop corrections characterised by the control or regulation method using a model or simulation of the system
    • 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
    • F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
    • F02D2041/2051—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit using voltage control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0602—Fuel pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0614—Actual fuel mass or fuel injection amount
    • F02D2200/0616—Actual fuel mass or fuel injection amount determined by estimation
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/70—Linkage between actuator and actuated element, e.g. between piezoelectric actuator and needle valve or pump plunger
    • F02M2200/703—Linkage between actuator and actuated element, e.g. between piezoelectric actuator and needle valve or pump plunger hydraulic
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • Various embodiments of the inventions pertain to the analysis and control of a transient flow of a liquid or gas, and in some embodiments to the pulsed injection of fuel into an engine.
  • Piezoelectric injectors are faster and more powerful than solenoid injectors, allowing direct, hydraulically amplified movement of the injector needle.
  • a piezo-electric injector allows faster needle motion, resulting in better air entrainment, spray development, and injection velocity .
  • Direct needle control can also allow multiple, tightly spaced injections. This may be useful for controlling spatial fuel distribution and managing the heat release profile - allowing reductions in noise. Enhanced control also has utility in improving the ultra-clean and efficient technology of low-temperature combustion.
  • Some embodiments of the present invention pertain to estimation of the quantity and timing of discrete injections of fuel injected during operation of an engine.
  • One aspect of the present invention pertains to method of controlling an internal combustion engine. Some embodiments include an electronic controller operating a piezo- electrically actuated fuel injector. Other embodiments include actuating the injector, and measuring the actuation voltage. Yet other embodiments include using the measurement of voltage and calculating an estimated electrical signal by the electronic controller.
  • Another aspect of the present invention pertains to an electronic controller operably connected to an electrically actuatable fuel injector, and a predetermined desired transient input of fuel.
  • Other embodiments include transmitting a first injector control signal and flowing a first transient input of fuel to the engine.
  • Yet other embodiments include measuring an input parameter to the fuel injector during the first transient input of fuel, calculating an estimated transient input of fuel using the measured input parameter, and comparing the estimated transient input of fuel to the desired transient input of fuel.
  • Yet another aspect of the present invention pertains to a method of controlling a liquid or gas injection system, including actuating an electronically controlled liquid or gas injector with a first electrical signal including a pair of electrical pulses separated by a dwell time. Still other embodiments include measuring an input to the electric injector actuator and using the measured input and calculating an estimated pair or a larger pulse train of injected liquid or gas pulses
  • FIG. 1 shows the effect of commanding fuel pulses too closely together.
  • FIG. 2 shows the effect of rail pressure on injector dynamics.
  • FIG. 3 shows the effect of a prior pulse on pulse dynamics.
  • FIG. 4 shows operating principles of a piezoelectric fuel injector.
  • FIG. 5 shows structure for the open loop simulation model of a piezoelectric fuel injector according to one embodiment of the present invention.
  • FIG. 6 shows a structure for state estimation in piezoelectric fuel injector with feedback according to one embodiment of the present invention.
  • FIG. 7 shows simulation results for a single pulse profile.
  • FIG. 8 shows estimator results for a single pulse profile.
  • FIG. 9 shows simulation results for a double pulse profile.
  • FIG. 10 shows estimator results for a double pulse profile.
  • FIG. 1 1 shows simulation results for a multiple pulse profile.
  • FIG. 12 shows estimator results for a multiple pulse profile.
  • FIG. 13 shows simulation results for a varying pulse size profile.
  • FIG. 14 shows estimator results for a varying pulse size profile.
  • FIG. 15 shows estimator predicting pulse behavior when the commanded dwell is reduced.
  • FIG. 16 shows estimator predicting pulse behavior at two separate rail pressures.
  • FIG. 17 shows estimator predicting pulse behavior for an extended first pulse.
  • FIG. 18 shows a modeled needle lift with experimentally determined MR ne ed-
  • FIG. 19 shows a modeled needle lift for a shorter commanded dwell.
  • FIG. 20 shows a modeled needle lift for the same commanded TTL at two rail pressures.
  • FIG. 21 shows a modeled needle lift for a nominal commanded TTL and extended first pulse.
  • FIG. 22(a) shows a system structure according to one embodiment of the present invention.
  • FIG. 22(b) shows a control loop structure for a fuel injector
  • FIG. 22(c) shows a control method according to another embodiment of the present invention.
  • FIG. 23 shows a delayed integration technique for cycle-to-cycle flow rate estimation according to one embodiment of the present invention.
  • FIG. 24 shows an example of delayed time integration for an injection pulse according to one embodiment of the present invention.
  • NXX.XX refers to an element that is the same as the non-prefixed element (XX. XX), except as shown and described thereafter.
  • an element 1020.1 would be the same as element 20.1 , except for those different features of element 1020.1 shown and described.
  • common elements and common features of related elements are drawn in the same manner in different figures, and/or use the same symbology in different figures. As such, it is not necessary to describe the features of 1020.1 and 20.1 that are the same, since these common features are apparent to a person of ordinary skill in the related field of technology.
  • Various embodiments of the present invention pertain to estimation of the quantity and timing of one or more pulses of fuel injected into an engine.
  • various other embodiments of the present invention may pertain to the estimation of the quantity and timing of pulses of any liquid or gas into systems other than engines, especially in those systems in which the pulse timings are short enough to be influenced by the transient response and electromechanical dynamics of the pulse-producing equipment.
  • some of the results presented herein were obtained with a diesel engine and diesel injectors, such information is by way of example only, and various embodiments of the present invention are applicable to any engine to which fuel is provided include diesel, spark ignition, gas turbines, and rotary (Wankel) engines.
  • an estimation method that permits an estimation of fuel injected into an engine, especially in those cases in which any sensor being used to measure fuel flow does not exist or have sufficient high speed response or high frequency response to accurately measure the injection event.
  • some embodiments of the present invention pertain to those systems in which the electrically actuated injector has electrical, mechanical, and/or hydraulic dynamics that should be accounted for when operated in a pulsed manner.
  • some internal combustion engines are operated with a train of discrete fuel injections in which the dwell (off time) between adjacent pulses is so short that the electro-hydromechanical injector has not achieved a steady state after the control signal of a first pulse ends, and before a second pulse is initiated.
  • the estimation methods disclosed herein can more accurately estimate the quantity and timing of fuel that was actually delivered to the engine, which can be useful in correlating the control signals to a desired engine output (such as an emission from the engine exhaust, the noise created during operation, the fuel consumption of the engine, torque or power provided by the engine, or related engine operating parameters.
  • a desired engine output such as an emission from the engine exhaust, the noise created during operation, the fuel consumption of the engine, torque or power provided by the engine, or related engine operating parameters.
  • One embodiment of the present invention pertains to the use of a mathematical model of a fuel injector to predict a transient fuel flow of fuel injected into an engine. Some embodiments of the present invention utilize the results of a simulation model of a
  • piezoelectric injector that has been analyzed and shown to predict the injection rate, piezo stack voltage, and piezo stack current of the prototype injector at two different rail pressures. Simplified driver circuits, linear piezo response, and rigid body assumptions were utilized. Some or all of these predictions can be used to calculate errors during implementation, and these errors can be corrected by closed-loop control.
  • the estimator utilizes feedback, such as from the sensors of piezo stack voltage and line (internal) fuel pressure, which are provided as non-limiting examples.
  • a full non-linear model is divided into sub-models (Fig. 3.2 and Eq. (3.1 ) through (3.6)).
  • Linear state-space simplifications are derived for the driver and actuator as well as the fuel flow model. These linearized state space models are used to calculate estimator feedback gains to achieve the desired closed-loop response.
  • Various embodiments of the present invention permit closed loop control of the quantity of fuel provided in one or more short duration, discrete pulses, and also to provide a corrected dwell time between adjacent pulses in a pulse train.
  • These estimator feedback gains are applied to the non-linear equations in the model to generate an estimator (FIG. 6).
  • the estimator performance is compared to the simulation model (FIG. 5) and experimental data and shows improvement, particularly for multiple pulse profiles.
  • the estimated needle lift is used to analyze pulse-to-pulse phenomena that occurs with tightly spaced pulses. A hypothesis is presented which divides the needle lift vs. flow resistance relationship into distinct regimes, and ties the pulse-to-pulse behavior to the regime transitioning that occurs with complex profiles.
  • the flow rate estimation strategy is utilized in some embodiments for cycle-to-cycle computation.
  • High speed data acquisition captures and stores important estimation variables such as the stack voltage and body pressure during the injection period, and computation of state variables is delayed to more efficiently utilize the processor over the entire cycle.
  • This cycle-to-cycle estimation of flow being available as feedback, a closed loop control algorithm is developed for control of quantities and realized dwell times for tightly spaced, multiple pulse profiles.
  • a simplified "two pulse approximation" model is developed and coupled with a modified discrete integral controller, and with some reformulation, is shown to have reduced or no steady-state error and preferred overdamped, asymptotic behavior to prevent pulse bleed during control action.
  • FIG. 22(a) shows a system 20 according to one embodiment of the present invention.
  • a controller 30, such as an engine control unit (ECU) or full authority digital electronic control (FADEC) is provided an operator input 18 that initiates some desired operation of engine 22 (shown as act 1 10 in FIG. 22(c)).
  • operator input 18 could be a throttle input from an operator of a diesel engine, or a throttle position for a gas turbine engine.
  • controller 30 receives various other inputs, including sensors measuring ambient conditions (not shown), and various operational parameters from engine 22 (shown by a feedback arrow). Examples of sensed engine parameters include torque, speed, operating temperatures, and exhaust parameters, such as oxygen content or temperature.
  • Controller 30 receives the various operator inputs and other sensor inputs, and preferably digitizes these signals for operations to be performed by one or more algorithms representing software 40 stored within memory.
  • Various algorithms within software 40 determine how to convert the operator input into a control scheme, the scheme including the injection of a transient input of fuel, such as one or more discrete pulses of fuel (as
  • transient input of fuel comprise a pair of discrete pulses
  • the transient input can be of any shape, including a single discrete quantity of fuel.
  • the shape of a pulse need not be similar to a square wave, but can be of any shape including similar to ramp, sawtooth, triangular, sinusoidal, boot or any other shape.
  • FIG. 22(a) shows that an output such as an injector driver control signal 51 is provided to an electrically actuated fuel injector 50.
  • Injector 50 receives fuel under pressure, and converts the control signal to physical operation, which results in the injection of fuel into a manifold or combustion chamber (including, by way of example, gas turbine combustion systems including wave rotors) for subsequent combustion within engine 22.
  • FIG. 22(b) shows additional components within algorithm 40.
  • FIG. 22(c) indicates various acts performed in one version of algorithm 40.
  • algorithm 40 includes an estimator that uses sensory data from a fuel injector to estimate the actual transient flow of fuel resulting from a particular control signal.
  • algorithm 40 includes a summing junction 41 that determines an error signal between a reference input and estimated output 46.
  • the summing junction 41 calculates a difference, which is fed forward through a compensator that adjusts the characteristics of the error signal to produce a TTL command profile 51 that is subsequently provided to a suitable injector driver.
  • the output of the driver is then applied to an actuation mechanism of fuel injector 50 (as represented by act 130).
  • fuel injector 50 converts the signal from driver 48 into physical operations. These operations change the position or other state of components within injector 50, and result in the providing of an actual train of fuel pulses 54 provided for combustion within engine 22. Further discussion of the conversion dynamics from signal to fuel flow output for one particular fuel injector will be described later with regards to FIG. 4.
  • Various input parameters to fuel injector 50 are provided to a flowrate estimation algorithm 42 within software 40 (as represented by act 140). Examples of these inputs include injector body pressure 52.1 and piezo-electric stack voltage 52.2. Further, control signal 51 , representative of the desired fuel pulse, is further fed to estimator 42. Estimator 42 then uses the various inputs to estimate the actual pulse of fuel (as represented by act 150).
  • estimator 42 can be provided with any measurable inputs or outputs from injector 50. Other examples include measurements of current (for those electrical actuators that can be modeled in terms of current flow). Further, although what is shown and described herein is measurement of pressure 52.1 as provided to the fuel injector at its location on engine 22, it is appreciated that the pressure could be measured at various locations, such as along the conduit providing pressure from the common rail (as shown in FIG. 4). Further, it is appreciated that the pressure input could be pressure within the rail, or pressure provided to the rail from a fuel pump, or pressure calculated based on operational parameters of the fuel system (such as pump voltage and speed, or an expected map of pump performance, as examples).
  • estimator simulation models could be adapted and configured for measurement of these inputs, or other inputs, at other inputs, at other locations, with some possible changes in the fidelity of the estimations.
  • Piezoelectric injectors can deliver many, tightly spaced pulses per cycle. If pulses are commanded too closely together (i.e. if the commanded dwell between pulses is too short), they will ' bleed' into one another, as is shown in Fig. 1 , which includes the results of two experiments with different commanded dwell times.
  • Fig. 1 In addition to the dependence on commanded dwell (Fig. 1 ), the actual realized pulse dwell time (as opposed to commanded) is also dependent on other factors as well, including rail pressure and the length of the previous pulse. This makes generating repeatable pulse dwell times difficult to generalize and hard to empirically map for all possible operating points. This is illustrated by Fig. 2, which shows the result of identical input voltage signals being delivered to the injector, but with two different rail pressures.
  • Fig. 2 One effect shown in Fig. 2 is the reduced peak flow rate for the low pressure case, and also shown is the extended pulse width that occurs at lower pressures. The two pulses bleed together into one single pulse. Another effect occurs when changing the pulse width of a previous pulse.
  • Fig. 1 through 3 illustrate that the piezoelectric injector is a dynamic, coupled system. As will be shown, estimation of the injector needle position is another way to predict the flow rate of these and other complex profiles.
  • closed-loop control can be implemented for realtime, on-line correction of the commanded on/off times to force the output to converge to the desired profile.
  • An estimator utilizes a derived physically-based model of a direct acting piezoelectric fuel injector 50 to synthesize a nonlinear fuel flow rate estimator utilizing piezo stack voltage 52.2 and the line pressure 52.1 (see Fig. 4) as feedback signals.
  • a specific type of piezo-electrically operated fuel injector the present invention is not so limited and
  • FIG. 4 is a schematic representation of an electro-hydromechanical fuel injector 50 according to one embodiment of the present invention.
  • a stack driver 48 receives an input signal 51 from controller 30, and modifies that signal for compatibility and effect to a voltage 52.2 applied across piezo stack 58.
  • an electrical actuator including a piezo-electric device is disclosed, the present invention includes other types of electrical actuators including, as examples, actuators having magnetic effect upon a hydromechanical valve (such as solenoids).
  • Piezo stack 58 converts the driving voltage 52.2 to a displacement input on a hydromechanical unit (injector body) 59. This displacement input from the piezo stack drives one or more hydromechanical components, which in turn changed the position of a
  • hydromechanical valve (needle) 56 The location of the end of valve 56 from a nozzle establishes a flow area fed by fuel within injector body 59. A mass flowrate 54 of one or more pulses of fuel is provided to engine 20.
  • This injector 50 uses hydraulic amplification to transmit energy from the piezoelectric stack 58 to the needle 56.
  • the area ratio of the stair-like ledge, shown in Fig. 4, and the bottom of the needle 56 are sized to turn a relatively short piezo stack stroke (approx. 90 ⁇ ) into a longer needle stroke (approx. 200 ⁇ ). It is understood that the apparatus shown in FIG. 4 is by way of example only, and some embodiments of the present invention contemplate any type of injector mechanism.
  • a TTL (Transistor-Transistor Logic) signal is sent to the piezo stack driver as the input to the system.
  • TTL Transistor-Transistor Logic
  • the analysis and description provided herein pertaining to discrete pulses is also applicable to any type of voltage signal.
  • the algorithm described herein can also be used when the voltage input (or current input) to the electric actuator is continuously variable. Especially in those situations in which the changing nature of the electrical input is so quick that the mechanical dynamics of the injector are insufficiently slow to keep up.
  • the TTL triggers the driver to charge the piezo stack up to 1000 V. As charge flows to the piezoelectric discs, they expand, causing downward motion of the top link and bottom link.
  • the present invention is not so limited, and contemplates the use of other types of actuators as well as, and further can include the measurement of quantities other than the stack voltage in order to assess the control signal input to the electrically actuated fuel injector.
  • the piezo stack contracts, but because in some embodiments there is no solid connection between the top and bottom link, the piezo stack cannot pull upwards on the bottom link, lifting the needle.
  • the needle lower volume pressure has remained above the needle upper volume pressure during injection because of the area ratio across the needle. This increased pressure pushes upwards on the bottom link, lowering the needle lower volume pressure and closing the needle. This pushing action continues until the needle lower volume pressure reduces to its pre-injection pressure at which point the needle return spring will close the needle.
  • the check valve may pop open, allowing fuel to fill the needle upper volume more quickly, improving the. closing speed.
  • estimator synthesis Some equations for estimator synthesis will be described below. Although an approach according to one embodiment will be described, the present invention is not so limited and contemplates modifications to this model, as well as other models.
  • the injector system can be thought of as three distinct, dynamically coupled systems: actuator and driver system; fuel flow system; and needle lift system.
  • the piezoelectric actuator driver for this system is modeled as an input voltage
  • V in LI + RI + V a (2 1 )
  • L is the effective inductance
  • I is the current
  • R is the effective resistance
  • V s is the voltage across the piezo stack.
  • N is the number of discs in the stack and A d i SC is the area of each disc.
  • the relationships can be coupled with Eq. (2.1 ) to create an equation relating input voltage to piezoelectric charge density.
  • V in LA disc ND + RA disc ND + V a
  • g 33 — d
  • d is the piezoelectric coefficient
  • ⁇ ⁇ is the permittivity of the material at constant stress
  • t is the thickness of each disc
  • F(t) is the force acting on the material
  • u is the stack elongation
  • s 33 D is the material compliance under constant electric displacement.
  • the injector has a variety of fluid flow paths, as its hydro-mechanical operating principle typically includes small amounts of fuel flowing into and out of the needle upper volume.
  • the line-pressure (see Fig. 4) can be measured by a transducer right before fuel enters the body of the injector.
  • ⁇ , ⁇ is the volumetric flow into a volume
  • ⁇ ⁇ is the volumetric flow out of a volume
  • V 0 is the mean volume
  • ⁇ is the bulk modulus of liquid
  • P is the pressure
  • rlh is the rail-to-body flow
  • o cv ⁇ is the flow through the check valve
  • ⁇ ⁇ / is the injector out flow
  • Cbv is the fluid capacitance of the body volume.
  • a dynamic equation for the injector body pressure is:
  • the needle lift system can be described by non-linear hydro-mechanical equations which represent the force and displacement from the stack forcing the bottom link into the needle lower volume, raising the pressure, and lifting the needle. These dynamics are generally non-linear.
  • the needle rests against the seat, and when the needle lower volume pressure is high enough - the needle lifts.
  • the needle lift system is embedded in the injector such that measurements of any model states may not be available.
  • the non-linear needle system dynamic model is incorporated directly into the estimator.
  • This sub-model contains the states of needle displacement, x, needle velocity, ⁇ , needle upper volume pressure, P uv , needle lower volume pressure P
  • Fig. 5 shows an estimator strategy according to one embodiment of the present invention.
  • Some linear full-order estimation strategies use linear system models to synthesize an estimator.
  • the injector model is generally non-linear; however, when broken into sub-models the actuator/driver model is substantially linear and the fuel flow model can be approximated by a linearized model. Feedback correction of state estimates can be applied directly to the linear actuator/driver equations as well the non-linear dynamic equations in the fuel flow model.
  • the needle lift model can be run open loop, with estimates of electric displacement, D , and body volume pressure, Pt >v , generated as shown in Fig. 6. It is appreciated that the present invention contemplates linearization of any of the models shown above.
  • the input to the real system and estimator is the TTL signal that triggers the actuator driver, although the present invention contemplates any type of signal for triggering the actuator driver.
  • Available measurements for stack voltage and line pressure are additional inputs to the estimator.
  • the output of the estimator is the estimated fuel flow.
  • x is the state vector
  • A is the state matrix
  • B is the input matrix
  • u is the input vector
  • y is the output vector
  • C is the output matrix
  • D is the direct transmission matrix
  • a model representing the real dynamic system can be defined as the following:
  • the estimator gains can be chosen by appropriately placing the desired poles for the needed estimator response.
  • Selection of the desired poles of the.closed-loop estimator system is in some embodiments an iterative process to achieve the desired tracking and filtering tradeoff, and depends on the noise content of the feedback signal.
  • an approximate time constant, ⁇ 3 will be chosen to be 1/200 of 1 ms (5 ⁇ ). This time scale can be smaller than the time scale of even the smallest injection event.
  • the present invention contemplates any manner of choosing the
  • Eq. (2.1 1 ) essentially shows three flow terms affecting the pressure of the injector body:
  • cOjof is a complex non-linear term. Not only is there a nonlinear relationship between the needle lift, x, and the fluid resistance out of the injector, Rtotaiw, but at any given resistance the flow is also non-linear. To simplify, it is recognized that the estimator is most useful when the needle is open and fuel is flowing, therefore a fully open needle position is chosen for this analysis.
  • a state of the fuel flow system is x 2a - the injector body volume pressure.
  • the fuel flow system from Eq. (2.14) is also corrected by the estimator gain and errors derived above.
  • the non-linear needle lift system (J 3 ) is implemented directly as described in Eq. (2.16) without feedback.
  • Fig. 6 and Eqs. (3.22) through (3.27) generally describe one proposed injector fuel flow rate estimator according to one embodiment of the present invention.
  • FIG. 7 An estimator according to FIG. 6 was compared to an open-loop simulation (FIG.5 utilizing the TTL signals as input) and experimental data for different injection profiles. These results are shown in FIG. 7-21. It is understood that the data shown herein are provided by way of example only, and are not to be construed as limiting in terms of any embodiment.
  • a single TTL pulse 2 ms in length is sent to the injector driver.
  • the simulation of flow rate, stack voltage, and body pressure are shown below in Fig. 7 as calculated by the simulation model equations represented in Fig. 5 and given by Eq. (2.12) through (2.17).
  • the simulation model (Fig. 5) generally captures the features of flow rate, stack voltage, and body pressure adequately.
  • the estimator (Fig. 6 and Eqs. (3.22) through (3.27)) results are shown below in Fig. 8.
  • the estimator as shown to track stack voltage with feedback estimation.
  • the simulation model comparison for two tightly spaced pulses is shown in Fig. 9.
  • FIG. 10 shows the flow estimate when stack voltage is corrected via feedback with the estimator.
  • the state estimates are more consistent with the actual injector response, resulting in improvement in flow rate estimation.
  • the body pressure shows improved tracking with feedback.
  • Fig. 9 shows how feedback estimation (Fig. 6) has utility for rapid changes in the commanded voltage.
  • Fig. 1 1 shows a multiple pulse profile run in the simulation model.
  • a misalignment of the stack voltage appears to cause flow estimation error in a similar fashion to that which occurred in the double pulse case.
  • the error in the stack voltage propagates to the flow rate, which in turn causes misalignment of the body pressure.
  • Feedback estimation is applied below in Fig. 12, demonstrating improvement in the predicted injection rate.
  • Fig. 12 also shows that the body pressure estimator tracks the body pressure and also filters out high frequency noise.
  • Fig. 13 shows the simulation model predictions for variable pulses ranging from small to fully open.
  • Fig. 13 shows the voltage estimates for short injections.
  • the simulation model results are generally consistent with experimental data.
  • the body pressure shows little deviation due to the small quantity injections.
  • Fig. 14 shows the performance of the estimator with the same profile, exhibiting improvements in the predicted injection rate.
  • Fig. 15 shows two separate pulses bleeding together when the commanded dwell is reduced. The data in both cases are compared to the estimator in Fig. 15. The estimator does show the expected outcome of two pulses bleeding into a single pulse.
  • Fig. 16 shows the estimator compared to the same profiles in Fig. 2, where lower rail pressure also causes pulse bleeding. The estimator shows the expected behavior of the pulses bleeding into a single pulse when the rail pressure is reduced.
  • Fig.3 Additional experimental observations (Fig.3) show that extending the first pulse also causes pulse-to-pulse bleeding.
  • the flow profiles in Fig. 3 are compared to estimator results in Fig. 17.
  • the estimator captures the effect of two pulses bleeding into a single pulse.
  • An estimator according to one embodiment of the present invention (Fig. 6) is shown to reasonably capture the experimental observations for a variety of cases (Figs. 8, 10, 12, and 14 through 17) including those exhibiting pulse-to-pulse interaction (Fig. 15 through 17).
  • viewing the estimated (but unmeasured) states of the estimator can help explain the behavior that occurs in the actual system, including pulse-to-pulse interactions.
  • the estimation algorithms shown and described herein can be used for diagnostics of the engine, prognostics of future engine operation, and also for estimating various engine parameters, such as noise, torque, and emissions.
  • One characteristic of the injector is the relationship between the needle lift, x, and the resistance to flow out of the injector, R ne ed(x). With a direct measurement of the needle lift, one could compare measured flow rate to needle lift and empirically determine this relationship. Another method to determine this relationship is to compare the measured flow rate to the modeled needle lift. If a function can be developed mapping needle lift to flow resistance, and it is repeatable for a variety of profiles and injection pressures, then that function can be used.
  • 1/Rneed- Fig. 18 shows this plotted for two separate profiles.
  • the cases are at different rail pressures, one of which correlates with the profile shown in Fig. 13, which has a variety of intermediate needle lifts and corresponding flow rates.
  • the other case is a high rail pressure, double pulse profile.
  • the measured data falls along a common curve, a (1 -1 ) mapping that can be used in modeling.
  • a "calibrated estimate” line is a mathematically convenient analytic fit of the mapping used in the estimator between needle position, x, and flow resistance, R ne ed M-
  • Fig. 15 shows two pulses bleeding together when the commanded dwell is shortened.
  • Fig. 19 shows the estimated needle lifts with the flow regimes from Fig. 18 pverlayed.
  • Fig. 16 shows the pulse bleeding effect when the rail pressure is lowered.
  • Fig. 20 shows the estimated needle lift for this case.
  • Fig. 17 shows the effect of extending the first pulse in a two pulse series. Where initially in the nominal case there are two distinct pulses, extending the first pulse causes the two pulses to bleed into one. Below, Fig. 21 shows the estimated needle lifts for these two cases with the hypothetical flow regimes overlayed.
  • Extending the first pulse results in a higher needle lift. As soon as the needle begins to retract it travels a longer stroke to return to the no flow regime, but before it reaches the transition the actuator is commanded to turn back on - lifting the needle back up in the middle of the variable flow regime as opposed to the bottom. The flow rate stays at a higher minimum in between pulses and therefore a bleeding effect is seen in the flow profile.
  • a dynamic estimation of fuel flow out of an injector in some embodiments is calculated rapidly enough that the flow rate can be used as a measurement for a closed-loop control system.
  • the various estimation equation shown herein can be utilized in a real time processor to achieve cycle-to-cycle estimations.
  • a controller is disclosed utilizing the estimation of flow rate to achieve cycle-to-cycle tracking of multiple pulse profiles, specifically the fueling and the dwell time in between injected pulses.
  • FIG. 22(b) shows a portion of an estimation and control structure for an electronic controller.
  • One particular embodiment of the present invention is demonstrated with a dSPACE® controller.
  • the equation and feedback signals were provided onto the dSPACE platform for real-time execution.
  • Code is executed on a real-time processor by syncing the model time step with a real clock, and as long as all of the executions in one time step of the code can be computed in that amount of time, then real-time computation of states is possible.
  • a fuel injection event takes place on a time scale generally less than about ten milliseconds. For an engine running at 1000 FPM crank speed (500 RPM cam) there are 120 ms in a cycle. Because there is an amount of time in a cycle where the processor has few critical processes, that dead time can be used to compute states for a short window earlier in the cycle when injection occurred. The A/D conversions occur during injection at the desired "effective" time step, and real inputs and measurements can be used for estimation. This method can be used for cycle-to-cycle computation of states.
  • FIG. 23 This computational strategy of "delaying" real-time integration is shown graphically in FIG. 23.
  • A/D conversions of measurements (TTL signal, stack voltage, and body pressure) take place during a set window at the beginning of a cycle (approx. 10 ms). These values are stored in a temporary memory array for the duration of the cycle.
  • a time step of 100 ⁇ was found to be adequate for the real-time processor used here. Because the "effective" time step is 10 ⁇ , at the first computational period of 100 ⁇ the processor pulls the
  • the injection event takes place during a relatively small portion of cycle (labeled "High Speed Data Capture Window").
  • the available measurements for estimating the flow rate (characteristics such as TTL signal, stack voltage, and body pressure) are captured and stored during this period at 10 ⁇ intervals.
  • Corresponding computations of estimator states are done at the processor interval of 100 ⁇ using data stored in an array. This creates an estimated flow rate profile where the time domain is scaled by 10. Rescaling the time axis gives the estimate in the proper time domain and allows processing the profile as needed. This can be repeated every cycle allowing for cycle-to-cycle estimation of flow.

Abstract

Le développement de systèmes d'injection de carburant de plus en plus souples, capables de donner des profils d'injection plus complexes, facilite les compromis entre le bruit, la consommation de carburant et les émissions pour les futurs moteurs diesels. Les injecteurs piézoélectriques peuvent fournir à chaque cycle des injections nombreuses et très rapprochées. La commande en boucle fermée, qui est utile à cette technologie, est favorisée par l'estimation en ligne du débit de carburant à injecter. Les résultats du dispositif d'estimation sont comparés à une simulation en boucle ouverte et à des données expérimentales pour plusieurs profils à des pressions de rampe différentes, et ces résultats présentent une amélioration, en particulier pour les profils à impulsions multiples plus complexes. Les états internes du dispositif d'estimation servent à évaluer les phénomènes d'interaction entre deux impulsions. Certains modes de réalisation utilisent des estimations des impulsions de carburant transitoires réelles, et utilisent ces estimations pour obtenir une commande en boucle fermée de la quantité de carburant injecté par une impulsion ainsi que du temps de repos entre les impulsions de carburant consécutives.
PCT/US2010/060110 2009-12-11 2010-12-13 Estimation de débit pour l'injection piézoélectrique de carburant WO2011072293A2 (fr)

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US13/515,204 US20130019842A1 (en) 2009-12-11 2010-12-13 Flow rate estimation for piezo-electric fuel injection

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