• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The present invention relates to an internal combustion engine, comprising a plurality of cylinders and an injection system comprising a fuel supply rail and a plurality of injectors connected to the fuel supply rail and suitable for injecting fuel in a respective cylinder, the engine further comprising electronic control unit suitable for controlling the injection of fuel by the injectors, and for: - during a phase of stopping the internal combustion engine, send to a corresponding injector to a cylinder in the exhaust phase, a predetermined command to inject a quantity of fuel into the cylinder, - determine a value of pressure reduction in the fuel supply rail caused by the injection of the quantity of fuel , from pressure values measured by the pressure sensor, - compare the pressure reduction value with a pressure reduction value on reference caused by the injection of a quantity of fuel according to the same command by the same injector in new condition, - from the result of the comparison, adapt a fuel injection command of the injector for a subsequent injection phase of the cylinder.
    公开号:FR3083268A1
    申请号:FR1855993
    申请日:2018-06-29
    公开日:2020-01-03
    发明作者:Sebastien Chiabo；Sebastien Delepouve；William Alozy
    申请人:Continental Automotive GmbH；Continental Automotive France SAS；
    IPC主号:
    专利说明:

    Field of the invention
    The invention relates to an internal combustion engine comprising an injection system and an electronic control unit suitable for detecting a state of corrosion or fouling of an injector.
    State of the art
    In an internal combustion engine, an electronic computer controls the fuel injection for each injector, in particular by controlling the duration of fuel injection, and therefore the quantity of fuel injected, to optimize the air / fuel mixture and thus reduce the fuel consumption.
    An injector typically includes a needle movable in an injection head having one or more openings. The command sent by the computer is translated into a movement of the needle for a determined period of time, to free the orifice and thus allow the injection of fuel through the orifice.
    However, during the life of the injector, the injection head may be subject to corrosion or fouling. As a result, the flow rate through the orifice is modified and that for a constant command issued by the computer, the actual flow rate injected by the injector can be modified. There is therefore an error in the quantity of fuel actually injected and the quality of the combustion is reduced.
    To remedy this problem, it is important to be able to quantify the rate of corrosion or fouling of the injector so that you can then adapt the injection control and correct the error.
    In this regard, document GB 2 486 417 is known, which describes a method for diagnosing fouling of an injector, during which a drop in pressure is measured in a fuel supply rail of the injectors, by comparing this pressure drop to a threshold value which is:
    either the average value of the pressure drops linked to a fuel injection by all the engine injectors, or the average value of the pressure drops linked to a fuel injection by all the engine injectors except the one we are looking for to assess fouling.
    This proposal has a number of drawbacks.
    On the one hand, for the same engine all the injectors can be progressively fouled or corroded. Consequently, the use as a pressure drop reference value of an average pressure drop value for all the injectors of the engine, or all except the one studied, is not relevant since this reference value does not make it possible to characterize with certainty an injector free of any fouling or any corrosion.
    On the other hand, it is likely that the proposed diagnostic method is not functional because it is implemented at an engine idling speed, or at such a speed, the operation of the engine with injection phases in the different cylinders implies that the pressure in the supply rail is variable. It is therefore difficult to reliably and repeatably assess a pressure drop in the rail if the initial pressure value is itself variable.
    Statement of the invention
    In view of the foregoing, the invention aims to provide a solution for evaluating a degree of fouling of an internal combustion engine injector.
    Another object of the invention is to make it possible to assess a degree of corrosion of an internal combustion engine.
    In this regard, the invention relates to an internal combustion engine comprising a plurality of cylinders and an injection system comprising a fuel supply rail and a plurality of injectors connected to the fuel supply rail and adapted for injecting fuel into a respective cylinder, the engine further comprising a pressure sensor in the fuel supply rail and an electronic control unit adapted to control the injection of fuel by the injectors, the engine being characterized in what the electronic control unit is further adapted for:
    during an internal combustion engine shutdown phase, send a predetermined command to an injector corresponding to a cylinder in the exhaust phase so that it injects a quantity of fuel into the cylinder, determine a pressure reduction value in the fuel supply rail caused by the injection of the quantity of fuel, from pressure values measured by the pressure sensor, compare the pressure reduction value with a reference pressure reduction value caused by the injection of a quantity of fuel according to the same command by the same injector in new condition, from the result of the comparison, adapting a fuel injection command of the injector for a subsequent injection phase of the cylinder.
    Advantageously, if a ratio between the determined pressure reduction value and the reference pressure reduction value is greater than a predetermined threshold, the electronic control unit detects a state of corrosion of the injector and generates a signal of alert. If, on the contrary, a ratio between the value of the determined pressure reduction and the reference pressure reduction value is less than a predetermined threshold, the electronic control unit detects a state of corrosion of the injector and generates a signal d 'alert.
    Advantageously, the electronic control unit is further configured to control the adjustment of the pressure of the supply rail to correspond to a reference pressure, before the predetermined command is sent to an injector.
    Each injector may include a needle movable in an injection head between a closed position and an open position, and the electronic control unit is then configured to:
    determine an average value of the pressure in the supply rail before sending the injection command, determine an average value of the pressure in the supply rail at the end of the injection of the quantity of fuel, and calculating the difference between the average value of the pressure before the injection command and the average value of the pressure at the end of the injection of the quantity of fuel, the electronic control unit being further configured for detect the end of the injection of the quantity of fuel by:
    the detection of a stabilization of the pressure values measured in the fuel supply rail, or the detection of a closed position of the injector needle.
    In one embodiment, the predetermined command is a command of a mass of fuel to be injected.
    The electronic control unit is also advantageously configured to implement a preliminary calibration step carried out when the injectors are new, during which, for each of the injectors, the electronic control unit:
    sends, during a stop phase of the internal combustion engine, to an injector corresponding to a cylinder in the exhaust phase, the predetermined command so that it injects a quantity of fuel into the cylinder, determines a reduction value of pressure in the fuel supply rail caused by the injection of the quantity of fuel, and stores in said memory said pressure reduction value as the reference pressure reduction value of the injector.
    The invention also relates to a method for correcting a fuel injection control of an injector, in an internal combustion engine comprising a plurality of cylinders and an injection system comprising a fuel supply rail. and a plurality of injectors connected to the fuel supply rail and adapted to inject fuel into a respective cylinder, the internal combustion engine further comprising a pressure sensor in the fuel supply rail and an electronic unit control system adapted to control the injection of fuel by the injectors, the method being characterized in that it comprises the following steps implemented by the electronic control unit:
    during an internal combustion engine shutdown phase, sending a predetermined command to an injector corresponding to a cylinder in the exhaust phase so that it injects a quantity of fuel into the cylinder, determination of a reduction value pressure in the fuel supply rail caused by the injection of the quantity of fuel, from pressure values measured by the pressure sensor, comparison of the pressure reduction value measured with a pressure reduction value of reference caused by the injection of a quantity of fuel according to the same command by the same injector in new condition, from the result of the comparison, adaptation of a fuel injection command of the injector for a subsequent injection phase of the cylinder.
    Advantageously, the method for correcting a fuel injection control of an injector further comprises a step of comparing a ratio between the determined pressure reduction value and the reference pressure reduction value to a first threshold value beyond which a corrosion state is detected, or a step of comparing said ratio with a second threshold value below which a fouling state is detected.
    The invention also relates to a computer program product, comprising code instructions for implementing the method according to the above description, when it is executed by a computer.
    In the proposed method and engine, the measurement of a pressure drop in the injector supply rail, for a given injector, is carried out while the engine is stopped and the cylinder corresponding to the injector for which the measurement is performed is in an exhaust phase.
    As a result, the pressure conditions are controlled since, with the engine stopped, the pressure in the injector supply rail is constant. In addition, the cylinder being in the exhaust phase, it is at atmospheric pressure and therefore the fuel injection is not disturbed by the cylinder back pressure.
    In addition, the pressure drop measured in the supply rail during the injection by the injector tested of a quantity of fuel conforming to a predetermined order is compared with a reference pressure drop, measured for the same injector. , in new condition and for the same order.
    In this way, a state of the injector can be compared to a reference state which is not fouled and not corroded, and thus ensure the reliability and repeatability of the measurement.
    Brief description of the drawings
    Other characteristics, objects and advantages of the invention will emerge from the description which follows, which is purely illustrative and not limiting, and which should be read with reference to the appended drawings in which:
    FIG. 1 diagrammatically represents an internal combustion engine according to an embodiment of the invention, FIGS. 2a and 2b diagrammatically represent an injector comprising a needle in the closed and open position respectively, FIG. 3 diagrammatically represents the main steps of a method for correcting a fuel injection command from an injector according to one embodiment.
    FIG. 4 schematically represents the pressure drop measured in the injector supply rail during an injection.
    FIG. 5 diagrammatically represents the evolution of an indicator of fouling or corrosion as a function of a distance traveled by the vehicle.
    Detailed description of embodiments of the invention
    We will now describe, with reference to FIG. 1, an internal combustion engine for which a state of corrosion or fouling of the injectors can be determined.
    The internal combustion engine 1 conventionally comprises several cylinders 10 and pistons 11 movable in translation in the respective cylinders.
    The internal combustion engine 1 also comprises a system 20 for injecting fuel into the cylinders comprising at least one injector 21 for each cylinder 10, as well as a supply rail 22 common to all the injectors. Each injector 21 is connected to the supply rail 22 by a hose 23.
    As shown diagrammatically in FIG. 2, each injector 21 comprises an injection head 210 comprising at one end one or more orifices 211 opening into the cylinder corresponding to the injector, and a needle 212 movable in translation in the injection head . The injector also has a fuel supply inlet 213 connected to the rail 22.
    The needle is movable between a first so-called closed position in which it closes the opening 211 opening into the cylinder, and a second so-called opening position in which it releases the opening opening 211 in the cylinder and allows communication between fluid between this orifice and that 213 for communication with the fuel supply 23 and 22.
    The injector 21 further comprises an actuator 214, typically of the piezoelectric type, adapted to move the switch from one position to the other in response to an electrical command.
    A command to inject a mass of fuel into a cylinder by an injector is therefore an electrical signal transmitted to the piezoelectric and which is translated into an opening time of the needle. As the flow rate can vary depending on the state of fouling or corrosion of the injection head, the quantity actually injected for a constant control can vary during the life of the injector.
    Returning to FIG. 1, the internal combustion engine also comprises an electronic control unit 30, that is to say an electronic computer which can be a controller, a microcontroller, a processor, etc., as well as a memory 31 storing code instructions which are executed by the electronic control unit 30.
    The electronic control unit 30 is configured to generate and transmit to the injectors, in particular to the actuators of the injectors, fuel injection commands corresponding to a determined fuel mass.
    The internal combustion engine also comprises at least one pressure sensor 40 in the supply rail 22 of the injectors.
    The electronic control unit is also suitable for implementing the method described below with reference to FIGS. 3 and 4, making it possible to assess the degree of fouling or corrosion of an injector and to take it into account for correct the command sent to an injector for the injection of a given quantity of fuel.
    calibration
    With reference to FIG. 3, the method comprises a first calibration step 100 which is implemented, for each injector of the engine 1, when the injectors are new. This step is advantageously implemented in the factory before the vehicle is marketed. Alternatively, for a replacement injector installed on the vehicle after it leaves the factory, this step can be carried out by a professional, for example in a car garage, immediately after the installation of the injector.
    This calibration comprises a step 110 of injecting a quantity of fuel predetermined by an injector whose corresponding cylinder is in a phase without compression, that is to say with an open valve, and more preferably in a phase of exhaust. This step 110 is also carried out when the engine is stopped.
    To do this, the electronic control unit 30 can for example be configured, in a manner known to those skilled in the art, to detect that the engine is stopped, and to identify a cylinder in the exhaust phase, from data supplied by a position sensor of a crankshaft and a position sensor of an engine camshaft (not shown).
    The engine can be stopped, for example, after using the engine or during a temporary start-stop.
    During this step, the electronic control unit 30 sends an injection command to the injector corresponding to the quantity of fuel to be injected. This quantity of fuel is advantageously much less than a quantity of fuel suitable for initiating combustion in the cylinder. By way of nonlimiting example, the command issued may correspond to an injection duration (open position of the injector needle) of the order of 0.3 to 0.8 ms, when a duration of injection for the combustion of fuel can typically be of the order of 2 to 6 ms.
    With reference to this injection, the pressure in the injector supply rail is measured by the pressure sensor 40 and transmitted to the electronic pressure unit.
    In a preferred embodiment, a command can be sent to the electronic control unit by a user to start the injection step 110, and the electronic control unit measures the pressure in the injector supply rail by the pressure sensor 40, before implementing the injection itself. Alternatively, the pressure sensor continuously performs pressure measurements at a given frequency, each pressure measurement being transmitted to the electronic control unit.
    Advantageously, the electronic control unit only triggers fuel injection if the pressure in the supply rail is constant and equal to a reference pressure value.
    If the pressure measured in the fuel supply rail is not equal to the reference pressure, the electronic unit is advantageously configured to adjust the pressure so as to bring it back to the reference pressure. When the pressure measured in the supply rail is constant and equal to the reference pressure value, the pressure value denoted P1 is stored in memory 31.
    In one embodiment, the pressure is considered constant with a tolerance despite small variations and the value of the pressure stored in the memory is a constant value over a determined time interval, as shown diagrammatically by the frame t1 in FIG. 4 .
    When sending the fuel injection following the command sent by the electronic control unit, the pressure in the supply rail decreases and then stabilizes. The pressure value P2 after the fuel injection is stored in memory 31.
    Preferably, the end of the injection of fuel into the engine, in order to measure the pressure P2, can be detected by stabilization of the value of the pressure in the supply rail. Advantageously, the pressure value P2 which is then stored is also an average value over a determined time interval represented in the figure by the frame t2, after the pressure has stabilized.
    As a variant, the electronic control unit can acquire, as second pressure value P2, a value measured by the sensor at the end of a time lapse elapsed from the sending of the injection command, the time delay being greater than or equal to the duration of the injection. There is shown by curve A in FIG. 4 an example of an electrical signal transmitted to an injector by the electronic control unit and by curve B the displacement of the needle. The duration d of the injection is the total time from sending the command to closing the needle.
    However, in this case too, the pressure can be measured several times to verify that it is substantially constant with a tolerance and recorded an average value.
    The fact that this step 110 is implemented for an exhaust phase injector ensures that the cylinder is at atmospheric pressure. Thus the pressure in the cylinder is known and substantially constant and therefore does not affect the value of P2.
    The calibration step 100 then includes a step 120 of determining a value for reducing the pressure in the supply rail during the injection step 110. During this step, the electronic control unit 30 calculates the difference between the pressures P1 and P2 measured previously, and stores this difference as a reference pressure reduction value APref in memory 31.
    This reference pressure difference is specific to the injector which carried out the injection in step 110. It is understood that this calibration step 100 is implemented several times if several injectors are new, to ensure that all of the injectors are tested and associated with a reference pressure reduction value. Indeed, one cannot control the injector being in the exhaust phase during an engine stop, but statistically all the injectors can be successively in the exhaust phase during a series of engine stops.
    Injection diagnosis and correction
    Once the calibration 100 has been implemented and a reference pressure reduction value APref memorized for each injector of the engine, the electronic control unit can diagnose the state of corrosion or fouling of the injectors, and correct injection commands based on this diagnosis.
    To do this, a method for diagnosing and correcting an injection command comprises a first step 210 which is similar in all respects to step 110 implemented during the calibration and described above, and to which we can refer to this step 210.
    In particular, during this step 210 the electronic control unit 30 sends to an injector corresponding to a cylinder in the exhaust phase, the engine being stopped, the same fuel injection command as that used during the calibration step in the absence of corrosion or fouling of the injector, this command must therefore correspond to a mass of fuel identical to that injected during calibration.
    As indicated above, with the engine stopped, there is a pressure P1 in the rail before injection which must be identical to the pressure P1 during calibration. In addition, since the cylinder corresponding to the injector is in the exhaust phase, the same pressure condition is applicable as during step 110 and therefore it is possible to exclude a variation in pressure P2 at the end of injection linked to a variation in pressure in the cylinder considered.
    In addition, as for step 110, a pressure value P1 in the supply rail and a pressure value P2 in the supply rail respectively before and after injection are stored in the memory.
    The method then comprises a step 220 of determining a pressure reduction value by calculating the difference ΔΡ = Ρ1-Ρ2, this pressure reduction being advantageously recorded in memory 31.
    During a step 230, the electronic control unit 30 recovers the reference pressure reduction value APref stored in the memory for the same injector, and compares this reference value with the value measured in step 220.
    Advantageously, this comparison is implemented by calculating a ratio of the pressure reduction measured in step 220 to the reference pressure reduction:
    ΔΡ
    With reference to FIG. 5, if the ratio R is equal to 1, this means that the injector is neither corroded nor fouled, and therefore the electronic control unit 30 does not need to adapt the injection control.
    If the ratio R is greater than 1, a greater or lesser degree of corrosion is detected as a function of the value of R, and the electronic control unit can correct, during a step 240, an injection command as a function of this degree. For example, for the same mass value of fuel to be injected into the cylinder, the command issued by the electronic control unit 30 can be modified to reduce the needle opening time.
    Advantageously, the electronic control unit then compares, in the course of a step 241, the ratio R to a threshold R1 strictly greater than 1 and predetermined for example according to the model of injector. If R is greater than or equal to R1, a significant degree of corrosion is detected and the electronic control unit 30 can generate, during a step 250, an alert signal for the attention of the vehicle user, by example a light signal indicating an engine problem or the need for a visit to a garage, or an audible announcement.
    If the ratio R is less than 1, a greater or lesser degree of fouling is detected as a function of the value of R, and the electronic control unit can correct in step 240 an injection command in function of this degree. For example, for the same mass value of fuel to be injected into the cylinder, the command issued by the electronic control unit 30 can be modified to increase the needle opening time.
    Advantageously, the electronic control unit 30 then compares during a step 242 the ratio R to a threshold R2 strictly less than 1, and predetermined, for example as a function of the injector model. If R is less than or equal to R2, then a significant degree of fouling is detected, and the electronic control unit 30 can generate an alert signal for the attention of the vehicle user as in the previous case. .
    As a variant to the above, the comparison between the measured pressure reduction value and the reference pressure reduction value for an injector can be carried out by a difference, by adapting the detection thresholds of significant fouling or corrosion.
    This process is preferably carried out regularly throughout the life of the vehicle. In FIG. 5 is shown schematically an example of evolution of the ratio R of an injector during the use of a vehicle, being represented on the abscissa the distance traveled by the vehicle and on the ordinate the value of the ratio R. There is shown a normal operating zone between R1 and R2, a fouling zone between 0 and R2, and a corrosion zone beyond R1.
    权利要求:
    Claims (10)
    [1" id="c-fr-0001]
    1. Internal combustion engine (1), comprising a plurality of cylinders (10) and an injection system (20) comprising a rail (22) for supplying fuel and a plurality of injectors (21) connected to the rail fuel supply (22) and adapted to inject fuel into a respective cylinder (10), the engine (1) further comprising a sensor (40) for pressure in the fuel supply rail (22) and an electronic control unit (30) adapted to control the injection of fuel by the injectors, the engine being characterized in that the electronic control unit (30) is further adapted for:
    during a stop phase of the internal combustion engine (1), send (210) to an injector (21) corresponding to a cylinder in the exhaust phase a predetermined command so that it injects a quantity of fuel into the cylinder (10), determining (220) a pressure reduction value (ΔΡ) in the fuel supply rail (22) caused by the injection of the quantity of fuel, from pressure values measured by the sensor pressure (40), compare (230) the pressure reduction value with a reference pressure reduction value (APref) caused by the injection of a quantity of fuel according to the same command by the same injector (21) in new condition, from the result of the comparison, adapt (240) a fuel injection control of the injector for a subsequent injection phase of the cylinder.
    [2" id="c-fr-0002]
    2. Internal combustion engine (1) according to claim 1, in which, if a ratio between the determined pressure reduction value and the reference pressure reduction value is greater than a predetermined threshold (R1), the unit electronic control (30) detects (241) a state of corrosion of the injector and generates an alert signal (150).
    [3" id="c-fr-0003]
    3. Internal combustion engine (1) according to claim 1, wherein if a ratio between the value of the determined pressure reduction and the reference pressure reduction value is less than a predetermined threshold (R2), the unit electronic control (30) detects (242) a state of corrosion of the injector and generates an alert signal (150).
    [4" id="c-fr-0004]
    4. Internal combustion engine (1) according to one of the preceding claims, in which the electronic control unit (30) is further configured to control the adjustment of the pressure of the supply rail to correspond to a pressure of reference, before sending the predetermined command to an injector.
    [5" id="c-fr-0005]
    5. Internal combustion engine (1) according to one of the preceding claims, wherein each injector (21) comprises a needle (212) movable in an injection head (210) between a closed position and a position opening, and in which the electronic control unit (30) is further configured to:
    determining an average value (P1) of the pressure in the supply rail (22) before sending the injection command, determining an average value (P2) of the pressure in the supply rail at the end of injection of the quantity of fuel, and by calculating the difference between the average value of the pressure before the injection command (P1) and the average value of the pressure at the end of the injection (P2) of the quantity of fuel, the electronic control unit (20) being further configured to detect the end of the injection of the quantity of fuel by:
    the detection of a stabilization of the pressure values measured in the fuel supply rail, or the detection of a closed position of the injector needle.
    [6" id="c-fr-0006]
    6. Internal combustion engine (1) according to one of the preceding claims, in which the predetermined command is a command of a mass of fuel to be injected.
    [7" id="c-fr-0007]
    7. Internal combustion engine (1) according to one of the preceding claims, in which the electronic control unit (30) is further configured to implement a preliminary calibration step carried out when the injectors are new, during of which, for each of the injectors (21), the electronic control unit (30):
    sends (110), during a phase of stopping the internal combustion engine, to an injector corresponding to a cylinder in the exhaust phase, the predetermined command so that it injects a quantity of fuel into the cylinder, determines (120 ) a pressure reduction value in the fuel supply rail caused by the injection of the quantity of fuel, and stores in a memory said pressure reduction value as the reference pressure reduction value of the injector.
    [8" id="c-fr-0008]
    8. Method for correcting a fuel injection control of an injector, in an internal combustion engine (1) comprising a plurality of cylinders (10) and an injection system (20) comprising a rail fuel supply (22) and a plurality of injectors (21) connected to the fuel supply rail (22) and adapted to inject fuel into a respective cylinder (10), the internal combustion engine (1) comprising in addition to a pressure sensor (40) in the fuel supply rail (22) and an electronic control unit (30) adapted to control the injection of fuel by the injectors, the method being characterized in that it includes the following steps implemented by the electronic control unit (30):
    during a phase of stopping the internal combustion engine, sending (210) to an injector (21) corresponding to a cylinder (10) in the exhaust phase a predetermined command so that it injects a quantity of fuel into the cylinder (10), determination (220) of a pressure reduction value in the fuel supply rail (22) caused by the injection of the quantity of fuel, from pressure values measured by the pressure sensor pressure (40), comparison (230) of the pressure reduction value measured with a reference pressure reduction value caused by the injection of a quantity of fuel according to the same command by the same injector (21) of new condition, from the result of the comparison, adaptation (240) of a fuel injection control of the injector for a subsequent injection phase of the cylinder.
    [9" id="c-fr-0009]
    9. Method for correcting a fuel injection control of an injector according to claim 8, further comprising a step of comparing a ratio between the determined pressure reduction value and the pressure reduction value of reference to a first threshold value (R1) beyond which a corrosion state is detected (241), or a step of comparing said ratio to a second threshold value (R2) below which a fouling state is detected (242).
    [10" id="c-fr-0010]
    10. Product computer program, comprising code instructions for implementing the method according to one of claims 8 and 9, when executed by a computer (30).
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    同族专利:
    公开号 | 公开日
    FR3083268B1|2020-11-27|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
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    法律状态:
    2019-06-19| PLFP| Fee payment|Year of fee payment: 2 |
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