Patent Application
20100268439
The present disclosure relates to fuel injection systems and more particularly to systems and methods for improving high pressure fuel pump performance.
The background description provided herein is for the purpose of generally presenting the context of the disclosure. Work of the presently named inventors, to the extent it is described in this background section, as well as aspects of the description that may not otherwise qualify as prior art at the time of filing, are neither expressly nor impliedly admitted as prior art against the present disclosure.
In an engine system, air is drawn into an engine. The air mixes with fuel to form an air-fuel mixture. Fuel is supplied to the engine by a fuel system. For example only, the fuel system may include the fuel injectors, a fuel tank, a low pressure pump, a high pressure pump, and a fuel rail. Fuel is stored within the fuel tank. The low pressure pump draws fuel from the fuel tank and provides fuel to the high pressure pump. The high pressure pump provides pressurized fuel to the fuel injectors via the fuel rail. The pressure of the fuel exiting the high pressure pump may be greater than the pressure of the fuel exiting the low pressure pump.
An engine control module (ECM) receives a rail pressure signal from a rail pressure sensor. The rail pressure signal indicates the pressure of the fuel within the fuel rail. The ECM controls the amount and the timing of the fuel injected by the fuel injectors. The ECM maintains the rail pressure via the high pressure pump.
An engine control system comprises a fuel pump control module and a diagnostic module. The fuel pump control module controls a high pressure fuel pump to inject fuel into a fuel rail. The diagnostic module determines an estimated pressure increase within the fuel rail based on the injected fuel from the high pressure fuel pump, compares an actual pressure increase within the fuel rail to the estimated pressure increase, and indicates when the actual pressure increase is less than the estimated pressure increase. In further features, the diagnostic module compares the actual pressure increase to the estimated pressure increase when fuel injection out of the fuel rail is suspended. In other features, the diagnostic module controls the fuel pump control module to inject a predetermined amount of fuel when fuel injection out of the fuel rail is suspended.
In other features, the diagnostic module calculates a compensation factor based on the comparison. In other features, the diagnostic module indicates when the compensation factor is greater than or equal to a predetermined threshold. In further features, the engine control system further comprises a compensation module that generates a compensated pressure signal based on the compensation factor and a desired pressure, and the fuel pump control module controls the high pressure fuel pump to inject fuel based on the compensated pressure signal. In other features, the diagnostic module suspends calculating the compensation factor when the actual pressure increase is greater than or equal to the estimated pressure increase.
An engine control method comprises controlling a pressure pump to inject fuel into a fuel rail; determining an estimated pressure increase within the fuel rail based on the injected fuel; comparing an actual pressure increase within the fuel rail to the estimated pressure increase; and indicating when the actual pressure increase is less than the estimated pressure increase. In further features, the engine control method further comprises comparing the actual pressure increase to the estimated pressure increase when fuel injection out of the fuel rail is suspended. In other features, the engine control method further comprises controlling the fuel pump control module to inject a predetermined amount of fuel when fuel injection out of the fuel rail is suspended.
In other features, the engine control method further comprises calculating a compensation factor based on the comparison. In further features, the engine control method further comprises indicating when the compensation factor is greater than or equal to a predetermined threshold. In other features, the engine control method further comprises generating a compensated pressure signal based on the compensation factor and a desired pressure, and controlling the high pressure fuel pump to inject fuel based on the compensated pressure signal.
In other features, the engine control method further comprises suspending calculation of the compensation factor when the actual pressure increase is greater than or equal to the estimated pressure increase.
Further areas of applicability of the present disclosure will become apparent from the detailed description provided hereinafter. It should be understood that the detailed description and specific examples are intended for purposes of illustration only and are not intended to limit the scope of the disclosure.
The present disclosure will become more fully understood from the detailed description and the accompanying drawings, wherein:
The following description is merely exemplary in nature and is in no way intended to limit the disclosure, its application, or uses. For purposes of clarity, the same reference numbers will be used in the drawings to identify similar elements. As used herein, the phrase at least one of A, B, and C should be construed to mean a logical (A or B or C), using a non-exclusive logical or. It should be understood that steps within a method may be executed in different order without altering the principles of the present disclosure.
As used herein, the term module refers to an Application Specific Integrated Circuit (ASIC), an electronic circuit, a processor (shared, dedicated, or group) and memory that execute one or more software or firmware programs, a combinational logic circuit, and/or other suitable components that provide the described functionality.
A high pressure pump injects pressurized fuel into a fuel rail to achieve a desired pressure within the fuel rail. Fuel injectors connected to the fuel rail inject fuel into cylinders. Over time, the high pressure pump may provide less fuel than is commanded. For example, the high pressure pump may deteriorate over time or mechanical problems, such as blockages, may occur. When less fuel is provided to the fuel rail than is expected, the amount of fuel injected into the cylinders may be lower than desired.
In order to measure performance of the high pressure pump, the fuel rail may be treated as a closed system. For example only, injection of fuel by the fuel injectors may be suspended. The pressure within the fuel rail may be measured and a desired pressure increase may be estimated. A compensation factor may be calculated by injecting a predetermined amount of fuel into the fuel rail and comparing the pressure increase to the estimated pressure increase. The compensation factor may be used to compensate for a deficiency of the high pressure pump.
Referring now to
Fuel is supplied to the engine 102 by a fuel system. For example only, the fuel system may include the fuel injectors 110, a fuel tank 114, a low pressure pump 115, a high pressure pump 116, and a fuel rail 118. Fuel is stored within the fuel tank 114. The low pressure pump 115 draws fuel from the fuel tank 114 and provides fuel to the high pressure pump 116. The high pressure pump 116 provides pressurized fuel to the fuel injectors 110 via the fuel rail 118. The pressure of the fuel exiting the high pressure pump 116 may be greater than the pressure of the fuel exiting the low pressure pump 115. For example only, the pressure of the fuel exiting the high pressure pump 116 may be between 2-26 Mpa, while the pressure of the fuel exiting the low pressure pump 115 may be between 0.3-0.6 Mpa.
An ECM 120 receives a rail pressure signal from a rail pressure sensor 122. The rail pressure signal indicates the pressure of the fuel within the fuel rail 118. The ECM 120 controls the amount and the timing of the fuel injected by the fuel injectors 110. The rail pressure decreases each time fuel is injected by one or more of the fuel injectors 110. The ECM 120 maintains the rail pressure via the high pressure pump 116.
Referring now to
In
A diagnostic module 304 receives the rail pressure signal. The diagnostic module 304 monitors the rail pressure during testing of the high pressure pump 204. When the diagnostic module 304 receives a start test signal, it determines whether the rail pressure is less than a predetermined threshold. If the rail pressure is less than the predetermined threshold, then testing of the high pressure pump 204 begins. The start test signal is generated when testing may begin. For example only, the test may begin when fuel is cutoff from the cylinders.
When testing of the high pressure pump 204 begins, the diagnostic module 304 transmits a pump test signal to the fuel pump control module 300. Upon receiving the pump test signal, the fuel pump control module 300 controls the high pressure pump 204 to inject a predetermined amount of fuel into the fuel rail. During this injection, the diagnostic module 304 monitors an actual rail pressure increase.
The diagnostic module 304 compares the actual rail pressure increase to an estimated rail pressure increase. The estimated rail pressure increase is an estimation of an expected rail pressure increase for injection of the predetermined amount of fuel. If the actual rail pressure increase is less than the estimated rail pressure increase, then the compensation factor may be calculated. If the actual rail pressure increase is greater than or equal to the estimated rail pressure increase, then calculation of the compensation factor may be disabled.
The compensation factor is determined based on a difference between the actual rail pressure increase and the estimated rail pressure increase. As discussed in more detail below, the compensation factor may be implemented to compensate for the difference. For example only, a lookup table or algorithm may be used to determine the compensation factor. The compensation factor is transmitted to the compensation module 302.
The compensation factor may be compared to a threshold. For example, compensation of the high pressure pump 204 may be insufficient or the high pressure pump 204 may need to be replaced when the compensation factor is greater than or equal to the threshold. If the calculated compensation factor is greater than or equal to the threshold, then the diagnostic module 304 may generate a fault code.
The compensation module 302 receives a desired pressure signal. The desired pressure signal indicates the desired rail pressure for the fuel rail. The fuel pump control module 300 controls the high pressure pump 204 so that the desired rail pressure is maintained. However, if the actual rail pressure increase is less than the estimated rail pressure increase, then the desired rail pressure may not be achieved when controlling the high pressure pump 204. The compensation module 302 uses the compensation factor to adjust the desired pressure signal to generate a compensated pressure signal.
The implementation of the compensation factor allows for a better realization of the desired rail pressure because the actual rail pressure increase may be closer to the estimated rail pressure increase. The compensation module 302 transmits the compensated pressure signal to the fuel pump control module 300. Then, the fuel pump control module 300 uses the compensated pressure signal to control the high pressure pump 204 to achieve the desired pressure within the fuel rail.
In
In
In step 506, control waits for proper test conditions (i.e. fuel cutoff). If the proper test conditions are met, then control transfers to step 508; otherwise, control returns to step 502. In step 508, control measures fuel rail pressure. In step 510, control determines an estimated pressure increase. In step 512, control executes predetermined pump events. In step 514, control determines an increase in rail pressure.
In step 516, control compares the rail pressure increase to the estimated pressure increase. If the rail pressure increase is less than the estimated pressure increase, then control transfers to step 518; otherwise, control returns to step 502. In step 518, control calculates a compensation factor for the fuel pump. In step 520, control determines whether the compensation factor is within limits. If the compensation factor is not within the limits, then control transfers to step 524; otherwise, control transfers to step 522. In step 524, control sets diagnostics. In step 522, the compensation factor is used in the system. Control returns to step 502.
Those skilled in the art can now appreciate from the foregoing description that the broad teachings of the disclosure can be implemented in a variety of forms. Therefore, while this disclosure includes particular examples, the true scope of the disclosure should not be so limited since other modifications will become apparent to the skilled practitioner upon a study of the drawings, the specification, and the following claims.
