Patent Grant
7822537
The present invention relates to a method and an apparatus for detecting faults in a fuel injector arrangement, and particularly to a method and an apparatus for detecting short circuit and open circuit faults in a piezoelectric actuator of a fuel injector arrangement.
Automotive vehicle engines are generally equipped with fuel injectors for injecting fuel (e.g., gasoline or diesel fuel) into the individual cylinders or intake manifold of the engine. The engine fuel injectors are coupled to a fuel rail which contains high pressure fuel that is delivered by way of a fuel delivery system. In diesel engines, conventional fuel injectors typically employ a valve needle that is actuated to open and to close in order to control the amount of fluid fuel metered from the fuel rail and injected into the corresponding engine cylinder or intake manifold.
One type of fuel injector that offers precise metering of fuel is the piezoelectric fuel injector. Piezoelectric fuel injectors employ piezoelectric actuators made of a stack of piezoelectric elements arranged mechanically in series for opening and for closing an injection valve needle to meter fuel injected into the engine. Piezoelectric fuel injectors are well known for use in automotive engines.
The metering of fuel with a piezoelectric fuel injector is generally achieved by controlling the electrical voltage potential applied to the piezoelectric elements to vary the amount of expansion and contraction of the piezoelectric elements. The amount of expansion and contraction of the piezoelectric elements varies the travel distance of a valve needle and, thus, the amount of fuel that is passed through the fuel injector. Piezoelectric fuel injectors offer the ability to meter precisely a small amount of fuel.
Typically, the fuel injectors are grouped together in banks of one or more injectors. As described in EP1400676, each bank of injectors has its own drive circuit for controlling operation of the injectors. The circuitry includes a power supply, such as a transformer, which steps-up the voltage generated by a power source, i.e. from 12 Volts to a higher voltage, and storage capacitors for storing charge and, thus, energy. The higher voltage is applied across the storage capacitors which are used to power the charging and discharging of the piezoelectric fuel injectors for each injection event. Drive circuits have also been developed, as described in WO 2005/028836A1, which do not require a dedicated power supply, such as a transformer.
The use of these drive circuits enables the voltage applied across the storage capacitors, and thus the piezoelectric fuel injectors, to be controlled dynamically. This is achieved by using two storage capacitors which are alternately connected to an injector arrangement. One of the storage capacitors is connected to the injector arrangement during a discharge phase when a discharge current flows through the injector arrangement, initiating an injection event. The other storage capacitor is connected to the injector arrangement during a charge phase, terminating the injection event. A regeneration switch is used at the end of the charge phase, before a later discharge phase, to replenish the storage capacitors.
Like any circuit, faults may occur in a drive circuit. In safety critical systems, such as diesel engine fuel injection systems, a fault in the drive circuit may lead to a failure of the injection system, which could consequentially result in a catastrophic failure of the engine. Examples of such faults include short circuit or open circuit faults in the piezoelectric actuators of the fuel injectors. A robust diagnostic system is therefore required to detect such faults in the piezoelectric actuators, particularly whilst the drive circuit is in use.
An aim of the invention is therefore to provide a diagnostic tool that is capable of detecting critical failure modes, or fault response characteristics, of an injector arrangement, and a method of operating the diagnostic tool.
According to a first aspect of the invention, there is provided a method of detecting faults in an injector arrangement in an engine, the injector arrangement comprising at least one fuel injector having a piezoelectric actuator, and the method comprising: charging the piezoelectric actuator during a charge phase; attempting to recharge the piezoelectric actuator during a test phase commencing after a time interval following the end of the charge phase; sensing a current that flows through the piezoelectric actuator during the test phase; and generating a short circuit fault signal if the sensed current reaches a first predetermined threshold current which is indicative of a short circuit in the piezoelectric actuator.
The method may comprise generating a first control signal during the test phase. The first control signal may be variable between a first state and a second state in response to the sensed current. The first control signal may be chopped between the first state and the second state if the sensed current reaches the first predetermined threshold current, and the short circuit fault signal may be generated when a chop occurs in the first control signal during the test phase.
Open circuit faults may also be detected. To detect open circuit faults, the method may comprise discharging the piezoelectric actuator during a discharge phase, and sensing the current that flows through the piezoelectric actuator during the discharge phase. An open circuit fault signal may be generated if the sensed current during the discharge phase does not reach a second predetermined threshold current.
A second control signal may be generated during the discharge phase, the second control signal may be variable between a first state and a second state in response to the sensed current during the discharge phase. The second control signal may be chopped between the first state and the second state if the sensed current exceeds the second predetermined threshold current, and an open circuit fault signal may be generated if a chop does not occur in the second control signal during the discharge phase. The open circuit fault signal may be generated if a chop has not occurred in the second control signal after a predetermined time interval following the start of the discharge phase.
The time interval may depend on an angle of rotation of a crankshaft of the engine, which may in turn depend on the engine speed and/or load.
According to a second aspect of the invention, there is provided an apparatus for detecting faults in an injector arrangement, the injector arrangement comprising at least one fuel injector having a piezoelectric actuator, and the apparatus comprising: charge means for charging the piezoelectric actuator; current sensing means for sensing a current through the piezoelectric actuator; and control means arranged to cause the charge means to connect to the piezoelectric actuator during the charge phase and re-connect to the piezoelectric actuator during a test phase, the test phase commencing after a time interval following the charge phase; wherein the control means is further arranged to generate a short circuit fault signal if the sensed current during the test phase reaches a first predetermined threshold current.
The apparatus may comprise means for generating a first control signal which is chopped between a first state and a second state when the sensed current during the test phase reaches the first predetermined threshold current. The control means may be arranged to generate the short circuit fault signal if a chop occurs in the first control signal during the test phase.
The apparatus may also comprise discharge means for discharging the piezoelectric actuator during a discharge phase, and the control means may be arranged to generate an open circuit fault signal if the sensed current during the discharge phase does not exceed a second predetermined threshold current.
The apparatus may further comprise means for generating a second control signal which is chopped between a first state and a second state if the sensed current during the discharge phase exceeds the second predetermined threshold current, and the control means may be arranged to generate the open circuit fault signal if a chop does not occur in the second control signal during the discharge phase. The control means may further be arranged to generate the open circuit fault signal if a chop has not occurred in the second control signal after a predetermined time interval following the start of the discharge phase.
According to a third aspect of the invention, there is provided a method of detecting faults in an injector arrangement of an engine, the injector arrangement comprising at least one fuel injector having a piezoelectric actuator which is connected in a drive circuit, and the method comprising: charging the piezoelectric actuator during a charge phase; selecting the piezoelectric actuator into the drive circuit and determining the voltage on the selected piezoelectric actuator at the end of the charge phase; deselecting the piezoelectric actuator from the drive circuit and allowing a time period to elapse before selecting the piezoelectric actuator into the drive circuit again and determining the voltage on the selected piezoelectric actuator; calculating a voltage drop or a voltage gradient; and generating a short circuit fault signal if:
(a) the voltage drop is greater than a predetermined voltage drop value, or
(b) the voltage gradient is greater than a predetermined voltage gradient value.
The time interval may depend on an angle of rotation of a crankshaft of the engine, which may in-turn depend on an engine speed and/or load.
According to a fourth aspect of the invention, there is provided a drive circuit for detecting faults in an injector arrangement, the injector arrangement comprising at least one fuel injector having a piezoelectric actuator, and the drive circuit comprising: charge means for charging the piezoelectric actuator; injector select means for selecting the piezoelectric actuator into the drive circuit; means for determining a first voltage on the selected piezoelectric actuator immediately after the piezoelectric actuator has been charged, and for determining a second voltage on the selected piezoelectric actuator after a time period following the charging of the piezoelectric actuator; and processing means programmed to calculate a voltage drop or a voltage gradient, and generate a short circuit fault signal if:
The inventive concept encompasses a computer program product comprising at least one computer program software portion which, when executed in an executing environment, is operable to implement the methods described above. The inventive concept also encompasses a data storage medium having the or each computer software portion stored thereon, and a microcomputer provided with said data storage medium.
The invention will now be described, by way of example, with reference to the accompanying drawings, in which:
a is a circuit diagram illustrating a first embodiment of the drive circuit in
b is a simplified diagram showing the inputs and outputs of a microprocessor used to control the operation of the drive circuit in
Referring to
The fuel injectors 12a, 12b form an injector bank 18 and are controlled by means of a drive circuit 20, 20A. In practice, the engine 10 may be provided with more than one injector bank 18, and each injector bank 18 may have one or more fuel injectors 12a, 12b. For reasons of clarity, the following description relates to only one injector bank 18. In the embodiments of the invention described below, the fuel injectors 12a, 12b are of a negative-charge displacement type. The fuel injectors 12a, 12b are therefore opened to inject fuel into the engine cylinder during a discharge phase and closed to terminate injection of fuel during a charge phase.
The engine 10 is controlled by an Engine Control Module (ECM) 22, of which the drive circuit 20, 20A forms an integral part. The ECM 22 includes a microprocessor 24 and a memory 26 which are arranged to perform various routines to control the operation of the engine 10, including the control of the fuel injector arrangement. Signals are transmitted between the microprocessor 24 and the drive circuit 20, 20A, and data which is comprised in the signals received from the drive circuit 20, 20A is recorded in the memory 26. The ECM 22 is arranged to monitor engine speed and load. It also controls the amount of fuel supplied to the injectors 12a, 12b and the timing of operation of the injectors 12a, 12b. The ECM 22 is connected to a vehicle battery (not shown) which has a battery voltage of about 12 Volts. Further detail of the operation of the ECM 22 and its functionality in operating the engine 10, particularly the injection cycles of the injector arrangement, is described in detail in WO 2005/028836A1.
The drive circuit 20, 20A operates in four main phases: a discharge phase, a charge phase, a test phase, and a regeneration phase. During the discharge phase, the drive circuit 20 operates to discharge the piezoelectric actuator 16a or 16b of one of the fuel injectors 12a or 12b to open the injector valve needle 14 to inject fuel into the associated engine cylinder. During the charge phase, the drive circuit 20 operates to charge the previously discharged piezoelectric actuator 16a or 16b to close the injector valve needle 14 of the associated injector 12a or 12b to terminate the injection of fuel. During the test phase, the drive circuit 20 operates to test if there is a short circuit in any of the piezoelectric actuators 16a, 16b, and during the regeneration phase, energy in the form of electric charge is replenished to a first storage capacitor C1 and a second storage capacitor C2 (as shown in
a shows a drive circuit 20 in accordance with a first embodiment of the invention. The drive circuit 20 includes high, low and ground voltage rails VH, VL and VGND respectively. The drive circuit 20 is generally configured as a half H-bridge with the low voltage rail VL serving as a bi-directional middle current path 21. The piezoelectric actuators 16a and 16b of the injectors 12a, 12b (
The piezoelectric actuators 16a and 16b (hereinafter referred to simply as ‘actuators’) are connected in parallel. Each actuator 16a, 16b has the electrical characteristics of a capacitor and is chargeable to hold a voltage which is the potential difference between its charge (+) and discharge (−) terminals. Each actuator 16a, 16b is connected in series with a respective injector select switch SQ1, SQ2, and each injector select switch SQ1, SQ2 has a diode D1, D2 connected across it.
The injector bank 18 includes a regeneration branch 30 in parallel with the actuators 16a, 16b. The regeneration branch 30 includes a regeneration switch RSQ, a first diode RSD1 connected across the regeneration switch RSQ and a second diode RSD2 connected in series with the regeneration switch RSQ. The first and second diodes RSD1, RSD2 are opposed to one another so that current can only flow one way through the regeneration branch 30 and then only when the regeneration switch RSQ is closed.
The drive circuit 20 includes a voltage source 32 connected between the low voltage rail VL and the ground rail VGND. The voltage source 32 may be provided by the vehicle battery (not shown) in conjunction with a step-up transformer (not shown) for increasing the voltage from the battery to the required voltage of the low voltage rail VL. In this example, the voltage on the low voltage rail VL is about 55 volts, and the voltage on the high voltage rail is about 255 volts, however the skilled person would realise that other voltages can be used to similar effect. In general, it is preferred that VH is about 200 volts in excess of VL. The voltage on the high voltage rail VH is achieved during the regeneration phase as described in more detail later
A first energy storage capacitor C1 is connected between the high and low voltage rails VH, VL, and a second energy storage capacitor C2 is connected between the low and ground voltage rails VL, VGND. The capacitors C1, C2 store energy which is used to charge and discharge the actuators 16a, 16b during the charge and discharge phases respectively. A charge switch Q1 is connected between the high and low voltage rails VH, VL, and a discharge switch Q2 is connected between the low voltage and ground rails VL, VGND. Each switch Q1, Q2 has a respective diode RD1, RD2 connected across it for allowing current to return to the capacitors C1, C2 during the regeneration phase.
In essence, the drive circuit 20 comprises a charge circuit and a discharge circuit. The charge circuit comprises the high and low voltage rails VH, VL, the first capacitor C1 and the charge switch Q1, whereas the discharge circuit comprises the low voltage and ground rails VL, VGND, the second capacitor C2 and the discharge switch Q2. There now follows a brief description of the discharge, charge and regeneration phases of operation of the drive circuit 20.
To open an injector valve needle 14 (
To charge the actuators 16a, 16b during the charge phase, the charge switch Q1 is closed and the discharge switch Q2 remains open. The first capacitor C1, when fully charged, has a potential difference of about 200 volts across it, and so closing the charge switch Q1 causes current to flow around the charge circuit, from the positive terminal of the first capacitor C1, through the charge switch Q1 and the inductor L1 (in the direction of the arrow ‘I-CHARGE’), through the actuators 16a and 16b (from the high sides +to the low sides −) and associated diodes D1 and D2 respectively, through the current sensing and control means 28, and back to the negative terminal of the first capacitor C1. In the charge phase, the previously discharged actuator 16a is charged which causes the injector valve needle 14 (
Energy is replenished to the capacitors C1, C2 during the regeneration phase so that the capacitors C1, C2 are ready for use in further charge and discharge phases. To commence the regeneration phase, the regeneration switch RSQ and the discharge switch Q2 are closed whilst the charge switch Q1 remains open. Current from the vehicle battery (not shown) flows around the discharge circuit to charge the second capacitor C2. The discharge switch Q2 is then opened, and because of the inductance of the inductor L1, some current continues to flow through the middle current path 21 for a short while after the discharge switch Q2 is opened. This current flows through the diode RD1 connected across the charge switch Q1 and into the positive terminal of the first capacitor C1 to partially charge the first capacitor C1. The discharge switch Q2 is repeatedly closed and opened to further charge the first capacitor C1 until the potential difference across the first capacitor C1 is increased to about 255 volts. The regeneration process is described in more detail in WO 2005/028836A1.
The drive circuit 20 operates under a “charge-control” method as described in detail in co-pending patent application EP 06254039.8, the contents of which is incorporated herein by reference. The charge-control method involves controlling the current supplied to the actuators 16a, 16b during the charge and discharge phases, and controlling the duration of the charge and discharge phases; the charge added to the actuators 16a, 16b during the charge phase, and the charge removed from the actuators 16a, 16b during the discharge phase is controlled under the relationship charge=current×time (Q=It).
In practice a varying current is driven through the actuators 16a, 16b during the charge and the discharge phases. The varying current is achieved by the presence of the inductor L1, and by repeatedly opening and closing the charge switch Q1 during the charge phase, and repeatedly opening and closing the discharge switch Q2 during the discharge phase; the switches Q1 and Q2 are opened and closed under the control of the microprocessor 24, in response to signals received from the current sensing and control means 28.
The inductor L1 opposes changing currents. Therefore, during the charge phase, the inductor L1 delays the rise in current flowing around the charge circuit when the charge switch Q1 changes from an open position to a closed position. Similarly, the inductor L1 delays the fall in current when the charge switch Q1 changes from a closed position to an open position; i.e. current continues to flow for a short while after the charge switch Q1 is opened. The inductor L1 has a similar effect during the discharge phase. Opening and closing the charge and discharge switches Q1, Q2 therefore results in a varying current in the charge and discharge circuits respectively.
The control of current during the discharge phase and during the charge phase is described below with reference to
Referring to
The current sensing and control means 28 senses the current IS as it flows through the middle current path 21 to discharge the actuator 16a or 16b of the selected injector 12a or 12b. The current sensing and control means 28 comprises a current comparator which compares the sensed current IS to a reference current and generates a logic low signal when IS rises above a predetermined upper threshold current I2, and a logic high signal when IS falls below a predetermined lower threshold current I1; i.e. the current sensing and control means ‘chops’ the control signal 40 between the logic low and the logic high when the predetermined threshold currents I1 and I2 are sensed.
Referring to
The charge phase tC to terminate injection of fuel is analogous to the discharge phase tD described above and is therefore not explained in detail herein. During the charge phase tC, the control signal 40 is combined with the charge enable signal 38 in the microprocessor 24 (
Look-up tables within the microprocessor's memory 26 produce values for the upper (more negative) current threshold I2 during the discharge phase tD; the lower current threshold I1 during the discharge phase tD is calculated from a ratio of the upper current threshold I2. Similarly, during the charge phase tC, the upper current threshold I4 is obtained from a look-up table and the lower current threshold I3 is calculated from a ratio of the upper current threshold I4. The values of I2 and I4 are selected depending on a number of factors including stack pressure, stack temperature, fuel demand and fuel rail pressure. The drive circuit 20, and hence fuel delivery, are controlled by the ECM 22. The ECM 22 incorporates strategies, which determine the required fueling and timing of injection pulses based on the current engine operating conditions, including torque, engine speed and operating temperature. The timing of when the injectors 12a, 12b open and close is determined by the ECM and is not important to the understanding of the present invention.
A test phase tT, in which the actuators 16a, 16b are tested for short circuits, generally follows a charge phase tC at the end of the injection. If an actuator 16a or 16b develops a short circuit, it behaves electrically as a capacitive element with a resistive element in parallel. When the faulty actuator 16a or 16b is charged the capacitive element will gradually discharge itself through the resistive short circuit element. If no short circuit exists, the actuator 16a or 16b will remain charged.
In the first embodiment of the invention, a ‘chop-feedback’ method is used in the test phase tT to detect short circuits in the actuators 16a and 16b. In the chop-feedback method, a short charge pulse is performed on the actuators 16a and 16b after a predetermined time interval following the end of the charge phase tC. For properly functioning actuators 16a, 16b i.e. those without short circuits, no current should flow when this charge pulse is performed. If an actuator 16a and/or 16b has a short circuit it will have discharged itself to a certain extent through its short circuit resistance during the predetermined time interval following the charge phase. In which case a current will flow to recharge the discharged actuator or actuators 16a and/or 16b when the charge pulse is performed during the test phase. This current can be detected using the current sensing and control means 28 (
In common with both charge and discharge phases tC, tD, during a test phase tT the current sensing and control means 28 is programmed to output a control signal 40 which is variable between a high and a low state. The current sensing and control means 28 is further programmed to chop the control signal 40 if a current IS is sensed which reaches or exceeds a predetermined threshold current ISC indicative of a short circuit in one or both of the actuators 16a, 16b. ISC is chosen to be a value very close to zero amps because substantially no current should flow during the test phase if the injectors are all functioning correctly and none have short circuits. The control signal 40 is fed to an input of the microprocessor 24, as shown in
If a warning signal is generated, the microprocessor 24 disables all further activity on the injector bank 18; this includes the disabling of all subsequent discharge, charge and regeneration phases. The lower the level of ISC, the more robust the short circuit detection will be because higher resistance short circuits will be detectable (i.e. less current will flow during the test phase tT). This chop-feedback method of detecting short circuits is described in more detail below with reference to
Referring again to
At time t4 the microprocessor 24 switches the charge enable signal 38 (
Referring first to
As described earlier, the control signal 40 chops from high to low if the sensed current IS during the test phase tT reaches the predetermined threshold current ISC, which is shown on
Reference is now made to
a) shows the current IS that flows during the test phase tT when one or both of the actuators 16a, 16b has a short circuit. At time tSCD, the current IS reaches the predetermined upper threshold current ISC which causes the current sensing and control means 28 to chop 46 the control signal 40 (
In addition to detecting short circuits, the current sensing and control means 28 and the microprocessor 24 are also used to detect open circuit faults. Open circuit faults are tested for during the discharge phase tD and hence it is not necessary to introduce an additional phase into the normal operation of the drive circuit to test for open circuit faults. When the discharge switch Q2 (
Now, as explained earlier with reference to
As an improvement to the open circuit detection method, a ‘time window’ may be introduced whereby an open circuit warning signal is generated if a chop has not occurred in the control signal 40 after a predetermined time interval following the commencement of the discharge phase tD. If the selected injector 12a is found to be open circuit, then the injector 12a is disabled. The remaining injectors 12b on the injector bank 18 are not disabled and can continue normal operation. If all injectors 12a, 12b on the injector bank 18 are found to be open circuit, then the injector bank 18 is disabled entirely.
The method of detecting short circuits and open circuits using chop-feedback as described above is used during vehicle running so that any faults are detected as and when they occur. Although the detection of short circuits introduces an extra stage into the normal running of the drive circuit 20, there is always a period of time between charging the actuators 16a, 16b and the next injection from the injector bank 18; the short circuit testing phase is performed immediately before this next injection, and so does not adversely affect the normal running of the vehicle. The open circuit detection does not introduce any extra stages into the normal running of the drive circuit 20 because it is performed during a discharge phase.
In addition to detecting short and open circuit faults during the running of the vehicle, the drive circuit 20 in
In a second embodiment of the invention, an alternative method is used to detect short circuits in the injector arrangement. The alternative method will now be explained with reference to
The resistive bias network 74 includes first, second and third resistors (R1, R2, R3) connected together in series. The first resistor R1 is connected between the high voltage rail VH and the bias point PB on the low voltage rail VL, and the second and third resistors R2 and R3 are connected in series between the bias point PB and the ground rail VGND. The second resistor R2 is connected between the bias point PB and the third resistor R3, and the third resistor R3 is connected between the second resistor R2 and the ground rail VGND.
The resistive bias network 74 is used to determine the voltage on a selected actuator 16a or 16b immediately after a charge phase tC, and again after a predetermined time period ΔtA following the end of that charge phase tC. The gradient of any voltage drop between the two readings will identify whether or not the selected actuator 16a or 16b has a short circuit, and the extent of this short circuit. The gradient of the voltage drop should be substantially zero for an actuator 16a or 16b that is functioning correctly and that does not have a short circuit. Any voltage drop gradient which is greater than a predetermined amount will indicate that the selected actuator 16a or 16b has a short circuit.
The voltage on a selected actuator 16a or 16b is the potential VB at the bias point PB minus the voltage on the low voltage rail VL (55V in this example) when the relevant injector select switch SQ1 or SQ2 is closed. The resistive bias network 74 is used to measure the potential VM at a point PM which is between the second and third resistors R2 and R3 (by measuring the voltage across the third resistor R3) and the measured voltage VM is used to calculate the potential VB at the bias point PB as follows:
and hence
For example, the following method is used during a test phase tT to test the actuator 16a of the first injector 12a for a short circuit using the resistive bias network 74:
The magnitude of the voltage drop (VB2−VB1) is dependent on the resistance of the short circuit and on the time period ΔtA which elapses between the voltage measurements. Higher resistance short circuits can be measured when the time period ΔtA is longer because the faulty actuator will have had a longer period to discharge. This means that the resolution of the short circuit detection is maximised at lower engine speeds when the time period ΔtA is longer.
As an alternative to comparing the voltage drop (VB2−VB1) to a predetermined voltage drop value, a voltage gradient may be calculated instead, as follows:
This voltage gradient does not depend on the time period ΔtA which elapses between the voltage measurements. The voltage gradient is compared to a predetermined voltage gradient value and, if the calculated voltage gradient exceeds the predetermined voltage gradient value, then the microprocessor 24 outputs a short circuit warning signal.
In either case, if the microprocessor 24 generates a short circuit warning signal, the selected injector 12a is disabled. If the calculated voltage drop is less than the predetermined voltage drop value, or if the calculated voltage gradient is less than the predetermined voltage gradient value, then a short circuit warning signal is not generated and the drive circuit may proceed to operate as normal. The remaining actuators 16b-16N are each tested for short circuits in a similar way to that just described.
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