Patent Application
20240360800
The present disclosure relates to an internal combustion engine. In particular, the present invention relates to an internal combustion engine comprising a plurality of fuel injectors.
An internal combustion engine, for example a diesel engine, comprises a plurality of fuel injectors. In a diesel engine for example, each fuel injector is configured to inject a specific quantity of fuel into a combustion chamber, or pre-chamber of the internal combustion engine.
In some cases, each fuel injector performs a single fuel injection event per engine cycle, often known as single shot injection. It is also known to perform a plurality of injection events per engine cycle, often referred to as multi-shot injection. In each case, the timing of the fuel injection event(s) within the engine cycle, as well as the quantity of fuel injected affects the outputs (e.g. torque, emissions, heat etc.) of the internal combustion engine.
U.S. Pat. No. 6,964,261 B discloses a method of adaptive fuel injector trimming. According to the method a fuel shot is injected during a zero fuel condition. A rail pressure drop corresponding to the fuel shot is determined. A change in engine speed corresponding to the fuel shot is determined. An adjustment to the fuel injection as a function of the rail pressure drop and the corresponding change in engine speed is determined.
Against this background, an improved, or at least commercially relevant alternative, fuel injection system and method is provided.
According to a first aspect of the disclosure a fuel injection system for an internal combustion engine is provided. The fuel injection system comprises a primary fuel injector, a sensor, at least one secondary fuel injector and a controller. The primary fuel injector is configured to inject fuel into an ignition chamber of the internal combustion engine. The sensor is coupled to the primary fuel injector, wherein the sensor is configured to sense a fuel pressure of the fuel being injected by the primary fuel injector throughout each injection cycle of the primary fuel injector. The at least one secondary fuel injector is configured to inject fuel into a respective ignition chamber of the internal combustion engine. The controller is configured to receive data indicative of the fuel pressure value throughout each injection cycle. The controller is configured to determine a fuel quantity drift parameter over a plurality of fuel injection cycles based on the data indicative of the fuel pressure value. The controller is configured to adjust a fuel quantity delivered by the primary fuel injector and each secondary fuel injector based on the fuel quantity drift parameter.
The present inventors have realised that over time the fuel quantity injected by fuel injectors are prone to drift. For example, in some cases the fuel quantity delivered over time may decrease due to e.g. coking of the fuel injector. In some circumstances, the fuel quantity delivered over time may increase due to e.g. wear of the fuel injectors. Long-term injector fuel quantity drift may have an adverse effect on one or more of the internal combustion engine characteristics, e.g. performance, durability, and emissions.
Thus, according to the first aspect, the fuel quantity delivered by each of the primary and secondary fuel injectors may be adjusted over time in order to compensate for any drift in the fuel injectors. The present inventors have realised that in order to accurately detect drift in the fuel injectors, it is important to have a sensor which is configured to detect a pressure of the fuel being injected by the fuel injector during the fuel injection cycle. It will be appreciated that providing each fuel injector of an internal combustion engine with one or more dedicated sensors increases the cost and complexity of the fuel injection system. Furthermore, the inventors have realised that the long-term drift of the fuel injectors of an internal combustion engine generally follow a similar trend. In view of this, the fuel injection system of the first aspect utilises a sensor which is coupled to a primary fuel injector, while the secondary fuel injectors may not be provided with a sensor. As such, the fuel injection system of the first aspect provides additional sensing functionality on one fuel injector in order to determine a fuel drift parameter for all of the fuel injectors of the fuel injection system.
According to this disclosure, it will be understood that a primary fuel injector is understood to be a fuel injector which has a sensor coupled to it, wherein the sensor data is used to control both the primary and secondary fuel injectors. As such, in some embodiments, the primary and secondary fuel injectors may be the same type of fuel injector. In some embodiments, the primary fuel injector may include additional sensors such that the primary fuel injector is different to the secondary fuel injectors.
The primary and secondary fuel injectors are each configured to inject fuel into an ignition chamber of the internal combustion engine. In some embodiments, the fuel injectors may be provided as part of a direct injection internal combustion engine. In other embodiments, the primary and secondary fuel injectors are each configured to inject fuel into an ignition chamber, which may be a pre-combustion chamber of an (indirect) internal combustion engine.
According to the first aspect, the sensor is configured to sense a fuel pressure of the fuel being injected by the primary fuel injector throughout each injection cycle of the primary fuel injector. As such, the sensor may be configured to sense a fuel pressure of the fuel being injected by the primary fuel injector before, during, and/or after each injection of fuel (each injection event). For example, the sensor may be configured to sense the fuel pressure at regular intervals during each injection cycle.
In some embodiments, the controller is configured to adjust a fuel quantity delivered by the primary fuel injector and each secondary injector by adjusting an energisation period for each fuel injector based on the fuel quantity drift parameter. Thus, by adjusting the period each fuel injector is energised for, the controller may compensate for any drift over time in the fuel quantity delivered by each of the primary and secondary fuel injectors.
In some embodiments, the controller is configured to adjust a fuel quantity delivered by the primary fuel injector and each secondary injector by adjusting a start of injection timing and/or an end of injection timing for each fuel injector based on the fuel quantity drift parameter. As such, in some embodiments, the controller may adjust the period each of the fuel injectors are energised for in order by adjusting the start of injection timing and/or the end of injection timing for each of the fuel injectors. In addition to, or as an alternative, the controller may shift the start of injection timing and the end of injection timing for each engine cycle (i.e. without changing the energisation period). Changing the injection timing while maintaining/changing a desired fuel quantity delivered may allow the internal combustion engine to operate with desired internal combustion engine characteristics, e.g. performance, durability, and emissions.
In some embodiments, the sensor is integrated with the primary fuel injector. As such, the primary fuel injector may be a “smart fuel injector” comprising one or more sensors configured to output data representative of the performance of the primary fuel injector. Such data may be used by the fuel injection system to compensate for the drift of all fuel injectors of the fuel injection system (including secondary fuel injectors which may not incorporate said sensors).
In some embodiments, the primary fuel injector is connected to a fuel rail of the internal combustion engine by a fuel pipe, wherein the sensor is configured to sense a fuel pressure of the fuel in the fuel pipe. As such, the sensor may be configured to infer the fuel pressure in the primary fuel injector from the fuel pressure in the fuel pipe which draws fuel from the (common) fuel rail of the internal combustion engine. It will be appreciated that the sensor is connected to the fuel pipe, rather than the common fuel rail, in order to detect relatively small changes in the injector by measuring fuel pressure proximal to the fuel injector. Further, the fuel pressure in the fuel pipe may not be affected by the noise associated with changes in fuel pressure found in the common fuel rail of an internal combustion engine.
In some embodiments, the fuel injection system comprises a first secondary fuel injector and a second secondary fuel injector. In some embodiments, the controller is configured to: adjust a fuel quantity delivered by the first secondary fuel injector based on the fuel quantity drift parameter and a first weight associated with the first secondary fuel injector, and to adjust a fuel quantity delivered by the second secondary fuel injector based on the fuel quantity drift parameter and a second weight associated with the first secondary fuel injector. As such, in some embodiments where it is known that different secondary fuel injectors drift at different rates (e.g. due to different engine positions, or different fuel injector characteristics), a weight may be associated with each secondary injector in order to adapt the fuel quantity drift parameter to compensate for the expected drift of each secondary fuel injector. As such, the fuel injection system may utilise weights for each of the fuel injectors in order to use a single fuel quantity drift parameter to trim each of the primary and secondary fuel injectors.
In some embodiments, the fuel injection system further comprises a cylinder sensor coupled to a cylinder of the internal combustion engine associated with the primary fuel injector, the cylinder sensor configured to sense a cylinder pressure and/or combustion timing of the cylinder. In some embodiments, the controller is configured to receive data indicative of the cylinder pressure and/or combustion timing, and to determine a fuel quantity drift parameter over a plurality of fuel injection cycles based on the data indicative of the fuel pressure value and the data indicative of the cylinder pressure and/or combustion timing. As such, the controller may also use data indicative of the cylinder pressure and/or combustion timing to determine the fuel quantity drift parameter. By providing the controller with additional data which is indicative of the combustion cycle of the internal combustion engine, the controller may more accurately detect any changes in the operation of the primary fuel injector, and therefore determine a more accurate fuel quantity drift parameter.
In some embodiments, the controller is configured to determine a fuel quantity drift parameter over a plurality of fuel injection cycles by determining a pressure drop in the fuel pressure value for each injection cycle, wherein the fuel quantity drift parameter is determined based on a change in the pressure drop over a plurality of injection cycles. For example, the controller may perform a moving average calculation to determine the fuel quantity drift parameter.
In some embodiments, the controller is configured to cause the primary fuel injector and the at least one secondary fuel injector to perform a plurality of fuel injection cycles per cycle of the internal combustion engine. As such, the fuel injection system may be a multi-shot fuel injection system. In some embodiments, the controller may be configured to adjust a fuel quantity delivered by the primary and secondary fuel injectors based on the fuel quantity drift parameter and a first weight associated with the first fuel injection cycle; and to adjust a fuel quantity delivered by the primary and secondary fuel injectors based on the fuel quantity drift parameter and a second weight associated with the second fuel injection cycle. As such, the controller may be configured to provide different amounts of compensation for different fuel injections of a multi-shot fuel injection system.
In some embodiments, the fuel injection system may be a single-shot fuel injection system.
According to a second aspect of the disclosure, a kit of parts for a fuel injection system of an internal combustion engine a primary fuel injector and at least one secondary fuel injector is provided. The kit of parts comprises a sensor and a controller. The sensor is configured to be coupled to a primary fuel injector of the internal combustion engine, the sensor configured to sense a fuel pressure of the fuel injected by the primary fuel injector throughout each injection cycle of the primary fuel injector. The controller is for controlling the fuel injection system, wherein the controller is configured to:
As such, the kit of parts of the second aspect provides a sensor and a controller which can be fitted to a fuel injection system of an internal combustion engine in order to provide a fuel injection system according to the first aspect of the disclosure. As such, the kit of parts of the second aspect allows a pre-existing fuel injection system to be retrofitted in accordance with the first aspect of the disclosure.
In some embodiments, the sensor is provided as part of a primary fuel injector for the internal combustion engine, or as part of fuel pipe configured to supply fuel to the primary fuel injector of the internal combustion engine.
According to a third aspect of the disclosure, a method of controlling a fuel injection system of an internal combustion engine is provided. The method comprises:
As such, the method of the third aspect may be performed by the fuel injection system of the first aspect and/or the kit of parts of the second aspect when installed on a fuel injection system.
According to a fourth aspect of the disclosure, a computer program product configured to cause the fuel injection system the first aspect, or the kit of parts of the second aspect when installed on an internal combustion engine, to perform the method of the third aspect is provided.
According to a fifth aspect of the disclosure, a computer-readable storage medium having the computer program of the fourth aspect thereon is provided.
It will be appreciated that the optional features of the first aspect and any associated advantages may be combined with any of the second, third, fourth, and fifth aspects of the disclosure.
Embodiments of the disclosure will be described with reference to the following non-limiting figures in which:
According to an embodiment of the disclosure, an internal combustion engine 1 is provided. The internal combustion engine 1 comprises a fuel injection system 10. The fuel injection system 10 comprises a controller 12, a plurality of combustion chambers 14, a primary fuel injector 20 and a plurality of secondary fuel injectors 30. A schematic block diagram of the internal combustion engine 1 is shown in
The internal combustion engine 1 of
The operation of the solenoid 32, and thus the secondary fuel injector 30 is controlled by the controller 12. The controller 12 is configured to control the secondary fuel injector 30 to inject fuel into the combustion chamber 14 of the internal combustion engine 1. In order to inject fuel, the controller 12 outputs a signal to cause the solenoid 32 to energise, thereby opening the fuel injection valve 34 (typically a needle) to allow fuel to flow through the fuel injection outlet 35 (nozzle). The fuel to be injected is supplied to the secondary fuel injector 30 from a secondary fuel pipe 36. The secondary fuel pipe 36 is connected to a common rail supply of fuel (not shown) which is pressurised. Typically, the common rail supply of fuel is at a pressure of about 200 MPa. For a given pressure of the common rail supply of fuel, the amount of fuel injected by the secondary fuel injector 30 is controlled (primarily) by the time the fuel injection valve 34 is open (the injection time). As such, the controller 12 may control the amount of fuel injected into by controlling the injection time of the secondary fuel injector 30.
It will be appreciated that the secondary fuel injector 30 shown in
In other embodiments (not shown) the sensor may be provided as part of the primary fuel injector 20. For example, in some embodiments a primary fuel injector may comprise an integrated pressure sensor (not shown). The integrated pressure sensor may be configured to sense the pressure of the fuel in the primary fuel injector 20. For example, the primary fuel injector 20 may comprise a main passage 23 configured to direct fuel from the primary fuel pipe 26 to the fuel injection outlet 25. A branch passage (not shown) may be provided off the main passage 23, wherein the integrated pressure sensor may be provided at the end of the branch passage. Accordingly, in use, the fuel pressure at the end of the branch passage may reflect the pressure of the fuel in the primary fuel injector, which is in turn may be detected by the integrated pressure sensor.
The controller 12 may be any suitable controller 12 for controlling the operation of a plurality of fuel injectors 20, 30. For example, the controller 12 may comprise a computer or a microprocessor. In some embodiments, the controller 12 may be an engine control unit or similar control device configured to control one or more actuators of the internal combustion engine 1.
Next, a method 100 of controlling a fuel injection system of an internal combustion engine will be described with reference to
Step 101 of the method comprises injecting fuel into the ignition chamber 14 of the internal combustion engine using the primary fuel injector 20. As such, step 101 comprises performing at least one fuel injection cycle using the primary fuel injector 20. During the fuel injection cycle the sensor 28 coupled to the primary fuel injector 20 senses a fuel pressure of the fuel being injected by the primary fuel injector 20. The sensor 28 transmits the data indicative of the fuel pressure during the injection cycle to the controller 12.
The controller 12 receives the data indicative of the fuel pressure of the primary injection valve 20. In some embodiments, the controller 12 may receive the data in real time, wherein the data is processed by the controller 12.
In step 102 of the method, the controller 12 determines a fuel quantity drift parameter. The controller determines the fuel quantity drift parameter over a plurality of fuel injection cycles based on the data indicative of the fuel pressure value.
For example, in some embodiments the controller 12 may be configured to determine a fuel quantity drift parameter over a plurality of fuel injection cycles by determining a pressure drop in the fuel pressure value for each injection cycle. As such, the fuel quantity drift parameter may be determined based on a change in the pressure drop over a plurality of injection cycles.
By way of example,
In some embodiments, the controller 12 may be configured to determine a fuel quantity drift parameter over a plurality of fuel injection cycles by determining a time period associated with each injection cycle. For example, the controller 12 may be configured to determine a time period to reach minimum fuel pressure (P2) from the start of injection (e.g. t2−51as shown in
In some embodiments, the fuel quantity drift parameter may be determined based on time period data and pressure drop data (P1-P2) for a plurality of injection cycles.
Thus, in some embodiments, the fuel pressure drop may be used to determine a fuel quantity drift parameter for the primary fuel injector 20.
In some embodiments, it will be appreciated that the fuel quantity drift parameter may be a parameter which changes over a relatively long time period (i.e. over many injection cycles). As such, in some embodiments, the fuel quantity drift parameter may be calculated based the pressure drop calculated from a plurality of injection cycles. For example, in some embodiments, the fuel quantity drift parameter may be calculated based on a moving average of the pressure drop from a plurality of injection cycles. For example, the fuel quantity drift parameter may be calculated based on data from the previous at least: 10, 1000, 100,000, or 1,000,000 injection cycles. In some embodiments, the fuel quantity drift parameter may be updated on an hourly, daily, or weekly basis for example.
According to the example relationship, in the event that the primary fuel injector 20 becomes partially blocked (e.g. due to coking), it may be expected that the fuel pressure drop per injection cycle may decrease in magnitude, resulting in a lower than expected amount of fuel being injected. To compensate for this, the fuel quantity drift parameter determined by the controller may increase above 1, as shown in
Alternatively, in some cases, the primary fuel injector 20 may deliver slightly more fuel than expected, for example due to wear of the primary fuel injector 20 over time. In such cases the pressure drop may be greater than the expected value ΔP0. As shown in
In step 103, the controller 14 adjusts a fuel quantity delivered by the primary fuel injector and each secondary fuel injector based on the fuel quantity drift parameter. For example, as shown in
For example, as shown in
In some embodiments, the controller may be configured to adjust a fuel quantity delivered by the primary fuel injector and each secondary injector by adjusting a start of injection timing and/or an end of injection timing for each fuel injector based on the fuel quantity drift parameter. For example, as shown in
In some embodiments of the disclosure, the primary and secondary fuel injectors 20, 30 may be provided using fuel injectors which have similar mechanical designs, such that the drift behaviour of the fuel injectors is substantially the same. In some embodiments, the drift behaviour of some of the fuel injectors may be different from other fuel injectors of the fuel injection system. For example fuel injectors may have different drift characteristics due to one or more of: cylinder-to-cylinder gas temperature variation, coking at different rates, cylinder-to-cylinder breathing differences, Exhaust Gas Recirculation concentration, coolant distribution, and injector mechanical variations etc. As such, in one embodiment a fuel injection system 10 may be provided with a primary fuel injector 20, a first secondary fuel injector 30a, and a second secondary fuel injector 30b, wherein each of the fuel injectors 20, 30a, 30b has a different drift behaviour. For example, in one embodiment, the first secondary fuel injectors 30a may have a first drift rate corresponding to e.g. a first coking rate, while second secondary fuel injectors 30b may have a second drift rate corresponding to e.g. a second coking rate which is different to the first drift rate/first coking rate.
While this example discusses a first secondary fuel injector 30a and a second secondary fuel injector 30b, it will be appreciated that the following example may be equally applied to different fuel injections performed by the same fuel injector 20, 30 as part of a multi-shot engine cycle. That is to say, a first weight may be associated with a first injection of an engine cycle and a second weight may be associated with the second injection of the engine cycle and so on. It will also be appreciated that in some embodiments each fuel injector 20, 30 may have an associated weight, such that the drift of each fuel injector may be individually weighted/controlled.
In order to compensate for such effects, the controller may be configured to adjust the fuel quantities delivered by each the fuel injectors 20, 30a, 30b based on the fuel quantity drift parameter and a weight associated with the respective fuel injector 20, 30a, 30b. As such, the controller 12 may adjust a fuel quantity delivered by the first secondary fuel injector 30a based on the fuel quantity drift parameter and a first weight associated w1 with the first secondary fuel injector 30a. The controller may also adjust a fuel quantity delivered by the second secondary fuel injector 30b based on the fuel quantity drift parameter and a second weight w2 associated with the second secondary fuel injector 30b. The controller may also adjust a fuel quantity delivered by the primary secondary fuel injector 20 based on the fuel quantity drift parameter and a primary weight wp associated with the primary fuel injector 20. For example, based on the example described above, the controller 14 may be configured to adjust a fuel quantity delivered by the first secondary fuel injector based on the fuel quantity drift parameter and a first weight associated with e.g. the first coking rate. The controller may also be configured to adjust a fuel quantity delivered by the second secondary fuel injector based on the fuel quantity drift parameter and a second weight associated with the e.g. the second coking rate.
By way of example,
Thus, it will be appreciated that the weighting may be applied to different fuel injectors forming part of the fuel injection system. Therefore, a fuel quantity drift parameter determined from a primary fuel injector may be used to compensate for drift in a plurality of fuel injectors. In particular, fuel injectors not incorporating any sensing capabilities maybe compensated for. Such compensation techniques may be particularly applicable to fuel injection systems where it is challenging to incorporate sensing technology into all of the fuel injectors.
In some embodiments, the controller 10 may utilise additional information from the internal combustion engine in order to determine the fuel quantity drift parameter. For example, in some embodiments the fuel injection system 10 may further comprise a cylinder sensor (not shown) coupled to a cylinder (not shown) of the internal combustion engine 1 associated with the primary fuel injector 20. The cylinder sensor may be configured to sense a cylinder pressure and/or a combustion timing of the cylinder and to provide data indicative of said parameters to the controller 12. The controller 12 may be configured to receive data indicative of the cylinder pressure and/or combustion timing, and to determine a fuel quantity drift parameter over a plurality of fuel injection cycles based on the data indicative of the fuel pressure value and the data indicative of the cylinder pressure and/or combustion timing. For example, the change in the cylinder pressure (similar to the change in fuel pressure discussed above with reference to
In addition to the fuel injection system 10 provided above, it will be appreciated that the sensor 28 and controller 12 may be retrofitted to an existing internal combustion engine comprising a fuel injection system. The sensor 28 may be fitted to the fuel pipe of one fuel injector (thereby designating it is primary fuel injector). The controller 12 may be provided in addition to an existing ECU, or an existing ECU updated with a computer program product according to this disclosure, causing the existing ECU to operate as a controller 12.
According to this disclosure, a fuel injection system, a kit of parts, a method of controlling a fuel injection system, a computer program product, and a computer readable storage medium are provided.
According to embodiments of this disclosure, the fuel quantity delivered by each of the primary and secondary fuel injectors 20, 30 of a fuel injection system 10 may be adjusted over time in order to compensate for any drift in the fuel injectors 20, 30. The present inventors have realised that in order to accurately detect drift in the fuel injectors 20, 30, it is important to have a sensor 28 which is configured to detect a pressure of the fuel being injected by the primary fuel injector 20 during the fuel injection cycle. It will be appreciated that providing each fuel injector 20, 30 of an internal combustion engine 1 with one or more dedicated sensors increases the cost and complexity of the fuel injection system 10. Furthermore, the inventors have realised that the long-term drift of the fuel injectors 20, 30 of an internal combustion engine 1 generally follow a similar trend. In view of this, the fuel injection systems 10 of this disclosure utilise a sensor 28 which is coupled to a primary fuel injector 20, while the secondary fuel injectors 30 may not be provided with such sensors 28. As such, the fuel injection systems 10 of this disclosure provide additional sensing functionality on one fuel injector 20 in order to determine a fuel drift parameter which can be applied to all the fuel injectors 20, 30 of the fuel injection system 10.
Thus, the fuel injection system 10 of this disclosure is particularly effective at addressing the long-term drift in fuel injection performance of a fuel injection system. By way of example, for an internal combustion engine 1 having an expected lifetime of the order of 10,000 hours at an average speed in the range of 1500-2500 revolutions per minute (rpm), it may be expected that each fuel injector 20, 30 may perform about 1-2 billion injection events. Over such timescales, it is to be expected that the behaviour of the fuel injectors 20, 30 may drift. The fuel injection system 10 according to this disclosure aims to compensate for such drift. By compensating for this drift the long-term one or more internal combustion engine characteristics (e.g. performance, durability, emissions etc) may be improved.
In some embodiments, it will be appreciated that a weighting may be applied to the relationship between fuel quantity delivered and the fuel quantity drift parameter for different fuel injectors 20, 30a, 30b forming part of the fuel injection system 10. Thus, a fuel quantity drift parameter determined from a primary fuel injector 20 may be used to compensate for drift in a plurality of fuel injectors. In particular, fuel injectors not incorporating any sensing capabilities may be compensated for. Such compensation techniques are particularly applicable to fuel injection systems where it is challenging to incorporate sensing technology into all of the fuel injectors. The weighting may also be applicable to fuel injectors 30a, 30b having different drift rates (e.g. due to different coking rates), or to different injections performed by a given fuel injector 30a, within an engine cycle.
The fuel injection systems 10 of this disclosure may be provided as part of an internal combustion engine 1. The internal combustion engine 1 may be provided a part of a machine, for example a vehicle or a generator. In particular, the internal combustion engine may be provided as part of a work vehicle such as an excavator, loader, telehandler, tractor and the like. The internal combustion engine 1 according to this disclosure may be a diesel internal combustion engine, or may be an internal combustion engine running on an alternative fuel, for example ammonia.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2306065.0 | Apr 2023 | GB | national |
