Patent Application
20100145597
The present invention relates to fuel injectors for internal combustion engines; more particularly, to an inherent variation in the performance within a group of individual fuel injectors; and most particularly, to a method and apparatus for reducing such performance variations among a plurality of standard fuel injectors assembled into a multiple-cylinder engine by measuring each fuel injector prior to installation and providing the individual calibration information to an engine control module.
Direct Injection Gasoline (DIG) fuel injection in an internal combustion engine involves injection of fuel directly into each combustion chamber. A high range of fuel flows is required to meet engine power demands ranging from very low idle speed to peak power.
It is known in the art that a variation in net hold force (force required of an injector solenoid to hold the valve open against closing spring force and fuel pressure) at a specific applied current is responsible for a large portion of the variation among fuel injectors in closing response and therefore in flow and linear range variation. The variation in hold force is associated with several dimensions, and also with batch-to-batch magnetic characteristic variation in materials of construction, and also with mechanical tolerances caused by machining of individual components.
It is known in the diesel engine arts to determine flow characteristics of each fuel injector at a fixed hold current and to program this information into the Engine Control Module (ECM) at the time of engine assembly, allowing the ECM to compensate at least partially for variations in flow differences among the injectors in an engine by varying instructions to the individual injectors.
This approach, however, does not address the more fundamental problem of variation in performance with variations in mechanical and magnetic properties and does not provide sufficient correction for a DIG engine. Further, it is desirable that a specified hold current (expressed by the ECM as an applied voltage) be great enough to assure that the injector valve stays fully open for the desired period but not so great as to delay closing of the valve due to extended hysteresis in collapse of a larger-than-necessary magnetic field.
This problem is addressed by at least two US patents.
U.S. Pat. No. 5,241,858 is directed to a dynamic flow calibration of a fuel injector by selective diversion of magnetic flux from the working gap. The fuel injector has a dynamic flow calibration mechanism in which a control rod that extends between and enters holes in both the stator and the armature is selectively positioned to divert some of the magnetic flux from the axial working gap between the stator and the armature such that the diverted magnetic flux passes through the control rod directly between the stator and the armature without passing through the working gap. The fuel injector is calibrated by selectively positioning the control rod so that the diverted flux which is conducted between the stator and the armature is conducted through the control rod without passing through the working gap.
U.S. Pat. No. 5,392,995 similarly is directed to a fuel injector calibration through directed leakage flux. The solenoid includes a tubular pole piece with an area of increased reluctance adjacent the working surface of the pole piece and an adjustment rod disposed for movement within the high reluctance region to thereby vary the location at which the high reluctance region begins. Leakage flux from the high reluctance region of the magnetic circuit may be directed to operate on a particular element of the magnetic circuit based on the location of the adjustment rod thereby allowing the leakage flux to exert a force on the element and to thereby vary the dynamic response characteristics of the injector.
Neither of these inventions addresses the problem of an injector having a specified and fixed hold current that is inadequate for reliably keeping the injector valve fully open for the desired length of time under all operating conditions.
Further, both of these inventions require very substantial modifications to a standard fuel injector, including an expensive and cumbersome moveable rod and rod-positioning mechanism.
What is needed in the art is a method for providing to an ECM a characterization of the electrical and mechanical properties of each fuel injector in an internal combustion engine, such that the ECM can vary, via an algorithm, one or more electrical parameters for each injector to equalize the fuel injection characteristics of all the injectors in the engine. The method should be readily applicable to standard prior art fuel injectors and not require special modifications to the fuel injectors.
It is a principal object of the present invention to equalize the fuel flows among a plurality of standard fuel injectors in an internal combustion engine.
Briefly described, a method for equalizing fuel injector flows among a plurality of fuel injectors in an internal combustion engine includes the steps of:
The present invention will now be described, by way of example, with reference to the accompanying drawings, in which:
Corresponding reference characters indicate corresponding parts throughout the several views. The exemplification set out herein illustrates one preferred embodiment of the invention, in one form, and such exemplification is not to be construed as limiting the scope of the invention in any manner.
Referring to
A critical factor in solenoid performance is the solenoid's flux linkage, which can be found from terminal voltage and current, the voltage being a function of the current (I) and resistance (R) plus the rate of change of magnetic flux linkage (λ):
V=IR+dλ/dt (Eq. 1)
Rearranging, flux linkage is found by integrating voltage over time:
Λ=0
The force F exerted by the solenoid and the flux linkage Λ are related by the equation:
F=(k1Λ2)/A (Eq. 3)
where k is a parameter based on the ratio of magnetizing to total flux and the coil turns, and A is the cross-sectional area of the airgap.
This relationship is shown graphically in
Since force F is directly related to the current C applied to a solenoid, it will be seen that the application of higher current to a given sub-standard fuel injector can increase the applied force, within reasonable limits.
Referring to
In the present example, it is found from experience that 3.0 amperes does not provide a hold force sufficient to guarantee that the fuel injector valve stays fully open for the required period of injection, and that an increase in hold current 34 to a higher current 134 of about 4.0 amperes is required for this injector to meet the hold force aim.
This requirement of 4.0 amperes is printed in code, such as in a bar code or square code, on the body of the injector itself, for use subsequently as described below. Thus, a prior art sub-standard fuel injector having a characteristically lower holding force can be suitably energized in accordance with the present invention to provide an adequate hold force.
In addition, the peak opening current 31 may be increased by increasing the boost current itself to a higher peak level 131 and/or by extending 132 the boost time period. Preferably the increase in boost current is by the same percent as the hold current increase.
The target hold current for each injector may be determined in at least any of several methods contemplated by the invention, as follows:
1. Measure directly the specific injector hold force required at flow time, e.g., by lowering hold current until the valve closes (pintle closing response), then add some margin to this measured “pull-out” force to set the target hold force and target hold current.
2. Determine the target hold force (and subsequent current) by measuring the injector flux linkage as described above.
3. Two measurements may be used to determine the appropriate driver (current) calibration values. These include a mechanical measurement (such as a pop-off pressure, dynamic flow, or release current) in concert with an electrical measurement (such as the flux linkage measurement or coil resistance measurement). Such a test provides additional information to set the injector to the optimum hold current level, providing information on not only the resultant magnetic force as described above but also the net force developed, allowing for the calculation of the mechanical load force, including hydraulic force, spring force, and friction. With such information, the target hold current and/or the spring force can be calibrated to provide for better injector performance and further reduced variation.
The flux linkage data may be used further to provide information to calibrate other driver parameters in addition to the hold current parameter. From the rate of change of the flux linkage, which may vary due to material and geometry tolerances and the peak and hold flux linkages observed in a pulse, driver parameters such as, for example, hold current (50), peak current (52), peak current time (54), boost voltage level (56), boost time (58), bypass current level (60), bypass current time (62), reverse current level (64), reverse current time (66) and fast transition time (peak bypass (68) and bypass hold (70)), may be adjusted to meet a specified transient flux linkage profile. These parameters are graphically defined in
Referring now to
The following steps may be included in method 200:
1. Measurement 202: The electrical and/or mechanical performance characteristics of the fuel injector are measured as described above.
2. Storage of Codes 204: The performance characteristics measured in 202 are stored as by printing in code including individual fuel injector identification on the injector body and the fuel injector is transported to an engine assembly facility. Alternatively, the characteristics may be read directly into a computer file, and only identification printed on the fuel injector.
3. Assembly on Engines 206: The fuel injector is assembled into an engine 208, along with the appropriate number of other fuel injectors.
4. Reading of Code 210: The fuel injector identification and characteristics data, if not already filed as in Step 2, are read and entered into a computer file.
5. Temporary storage 212: The assembled engine is sent to in-process storage.
6. Assembly on Vehicle 214: The engine is assembled into a vehicle during vehicle assembly.
7. ECM Assembly on Vehicle 216: The Engine Control Module is assembled into the vehicle during vehicle assembly and is connected to the fuel injectors.
8. Download on ECM 218: The electromechanical performance characteristics are retrieved from the computer file and downloaded into the ECM in the vehicle; obviously, such download may occur prior to installation of the ECM as desired.
In simplest form 220, the method includes steps 202, 204, and 218.
The engine is now ready for using 222 the characterization data in an algorithm to adjust one or more parameters such as hold current, peak current, peak current time, boost voltage level, boost time, bypass current level, bypass current time, reverse current level, reverse current time and fast transition time for each fuel injector during each fuel injection cycle.
While the invention has been described by reference to various specific embodiments, it should be understood that numerous changes may be made within the spirit and scope of the inventive concepts described. Accordingly, it is intended that the invention not be limited to the described embodiments, but will have full scope defined by the language of the following claims.
