Patent Application
20140230794
The present application relates generally to a direct injection fuel system coupled to an internal combustion engine, the fuel system including a lower pressure pump and a higher pressure pump.
Some vehicle engine systems utilizing direct in-cylinder injection of fuel include a fuel delivery system that has multiple fuel pumps for providing suitable fuel pressure to fuel injectors. As one example, a fuel delivery system can utilize an electrically driven lower pressure pump (i.e., a fuel lift pump) and a mechanically driven higher pressure pump arranged respectively in series between the fuel tank and the fuel injectors along a fuel passage.
In such a configuration, the lift pump is operated to prevent unintended vaporization in the higher pressure pump. Low inlet fuel pressure, high fuel volatility, high higher pressure pump speed, and high higher pressure pump temperature in such a configuration may result in reduced pump volumetric efficiency and/or reduced lubrication of the higher pressure pump. As such, a measure of fuel volatility (e.g., fuel vapor pressure) may be used to determine a minimum required lift pump energy. However, this results in using more lift pump energy than needed to cover uncertainty in preventing unintended fuel vaporization, resulting in reduced fuel efficiency. Further, if an unanticipated pressure loss occurs (e.g., due to a clogged filter), a feedforward-only system cannot compensate for this, and fuel vaporization may occur, resulting in fuel starvation or pump lubrication issues.
The inventors herein have recognized the above issues, and have devised an approach to at least partially address them. Thus, a method for a gasoline direct injection engine system is disclosed. In one example, the method includes operating a fuel lift pump at a pressure within a threshold range above a fuel vapor pressure. The fuel vapor pressure may be determined based on a fuel capacitance sensor, for example.
By operating the fuel lift pump at a pressure greater than the fuel vapor pressure, the fuel may be prevented from vaporizing at the higher pressure pump. As such, fuel starvation and/or pump lubrication issues may be reduced. Further, because the vapor pressure is determined based on fuel capacitance from a sensor such as a fuel composition sensor, the sensor may provide feedback regarding the fuel vapor pressure such that the lift pump is not operated at a pressure higher than required and fuel system efficiency may be increased.
It should be understood that the summary above is provided to introduce in simplified form a selection of concepts that are further described in the detailed description. It is not meant to identify key or essential features of the claimed subject matter, the scope of which is defined uniquely by the claims that follow the detailed description. Furthermore, the claimed subject matter is not limited to implementations that solve any disadvantages noted above or in any part of this disclosure.
The following description relates to methods and systems for a fuel composition sensor in a gasoline direct injection engine system. As will be described in detail herein, the sensor may be operated in each of three different modes of operation. In each of the modes, a lift pump voltage is adjusted responsive to a fuel capacitance output by the sensor, while a variable such as sensor temperature or fuel pump pressure is maintained depending on the mode of operation. For example, in a first mode of operation, a fuel lift pump pressure is maintained at a selected pressure above a fuel vapor pressure by adjusting the fuel lift pump voltage responsive to a fuel capacitance output by the sensor. In a second mode of operation, a temperature of the sensor is maintained at a selected temperature, and the fuel lift pump voltage is adjusted to adjust the fuel lift pump pressure responsive to an indication of fuel vaporization from the sensor. In a third mode of operation, the fuel lift pump voltage is adjusted to increase the fuel lift pump pressure responsive to an indication of fuel vaporization. By using the fuel capacitance output by the sensor to determine the level of fuel vaporization, the fuel lift pump voltage may be adjusted such that a chance of fuel vaporization within the fuel lift pump may be reduced. In this manner, fuel starvation and/or pump lubrication issues may be reduce, for example.
Fuel can be provided to the engine 110 via the injectors 120 by way of a fuel system indicated generally at 150. In this particular example, the fuel system 150 includes a fuel storage tank 152 for storing the fuel on-board the vehicle, a lower pressure fuel pump 130 (e.g., a fuel lift pump), a higher pressure fuel pump 140, a fuel rail 158, and various fuel passages 154 and 156. In the example shown in
The lower pressure fuel pump 130 can be operated by a controller 170 to provide fuel to higher pressure fuel pump 140 via fuel passage 154. The lower pressure fuel pump 130 can be configured as what may be referred to as a fuel lift pump. As one example, lower pressure fuel pump 130 can include an electric pump motor, whereby the pressure increase across the pump and/or the volumetric flow rate through the pump may be controlled by varying the electrical power provided to the pump motor, thereby increasing or decreasing the motor speed. For example, as the controller 170 reduces the electrical power that is provided to pump 130, the volumetric flow rate and/or pressure increase across the pump may be reduced. The volumetric flow rate and/or pressure increase across the pump may be increased by increasing the electrical power that is provided to the pump 130. As one example, the electrical power supplied to the lower pressure pump motor can be obtained from an alternator or other energy storage device on-board the vehicle (not shown), whereby the control system can control the electrical load that is used to power the lower pressure pump. Thus, by varying the voltage and/or current provided to the lower pressure fuel pump, as indicated at 182, the flow rate and pressure of the fuel provided to higher pressure fuel pump 140 and ultimately to the fuel rail may be adjusted by the controller 170.
The higher pressure fuel pump 140 can be controlled by the controller 170 to provide fuel to the fuel rail 158 via the fuel passage 156. As one non-limiting example, higher pressure fuel pump 140 may be a BOSCH HDP5 HIGH PRESSURE PUMP, which utilizes a flow control valve (e.g., MSV) indicated at 142 to enable the control system to vary the effective pump volume of each pump stroke. However, it should be appreciated that other suitable higher pressure fuel pumps may be used. The higher pressure fuel pump 140 may be mechanically driven by the engine 110 in contrast to the motor driven lower pressure fuel pump 130. A pump piston 144 of the higher pressure fuel pump 140 can receive a mechanical input from the engine crank shaft or cam shaft via a cam 146. In this manner, higher pressure pump 140 can be operated according to the principle of a cam-driven single-cylinder pump.
As depicted in
Further, in some examples, the higher pressure pump 140 may be operated as the fuel composition sensor to determine the level of fuel vaporization. For example, a piston-cylinder assembly of the higher pressure pump 140 forms a fluid-filled capacitor. As such, the piston-cylinder assembly allows the pump 140 to be the capacitive element in the fuel composition sensor. In some examples, the piston-cylinder assembly of the higher pressure pump 140 may be the hottest point in the system, such that fuel vapor forms there first. In such an example, the higher pressure pump 140 may be utilized as the sensor for detecting fuel vaporization, as fuel vaporization may occur at the piston-cylinder assembly before it occurs anywhere else in the system.
As shown in
The controller 170 can individually actuate each of the injectors 120 via a fuel injection driver 122. The controller 170, the driver 122, and other suitable engine system controllers can comprise a control system. While the driver 122 is shown external to the controller 170, it should be appreciated that in other examples, the controller 170 can include the driver 122 or can be configured to provide the functionality of the driver 122. The controller 170, in this particular example, includes an electronic control unit comprising one or more of an input/output device 172, a central processing unit (CPU) 174, read-only memory (ROM) 176, random-accessible memory (RAM) 177, and keep-alive memory (KAM) 178. The storage medium ROM 176 can be programmed with computer readable data representing non-transitory instructions executable by the processor 174 for performing the methods described below as well as other variants that are anticipated but not specifically listed.
At 202, operating conditions are determined based on various sensors in the system, including those described above with reference to
Once the operating conditions are determined, the routine proceeds to 204 where mode selection occurs. The system may be operated in one of three modes in which the fuel lift pump is controlled such that fuel vaporization is reduced without reducing the efficiency of the system.
When the routine proceeds to 206, the system is operated in the first mode, as described below with reference to
Continuing to
At 302, a selected, or predetermined, fuel lift pump pressure (pLP) is determined. For example, the selected pressure may be just above the fuel vaporization point. As one example, the selected pressure may be a pressure within a predetermined range of the fuel vapor pressure. For example, the selected pressure may be within 5 to 10 psi or 10-20 psi greater than the fuel vapor. By maintaining the fuel lift pump pressure at a pressure just above the fuel vaporization point, the fuel may be prevented from vaporizing within the fuel lift pump. As such, fuel starvation and/or pump lubrication issues may be reduced.
At 304, the controller adjusts the lift pump voltage (VLP) such that the selected pressure is achieved. As described above, the fuel lift pump is an electrically driven pump; thus, by varying the voltage provided to the lift pump, the pressure of the fuel output by the lift pump is varied. For example, if the lift pump pressure is less than the selected pressure, the voltage is adjusted such that the lift pump pressure is increased. Alternatively, if the lift pump pressure is greater than the selected pressure, the voltage is adjusted such that lift pump pressure is reduced.
At 306, a fuel capacitance signal output by the sensor is monitored. As such, the fuel capacitance (e.g., level of fuel vaporization) provides a feedback signal.
At 308, it is determined if there is a change in fuel capacitance. For example, it is determined if the fuel capacitance has increased or decreased, indicating a change in the level of fuel vaporization.
If it is determined that there is a change in fuel capacitance, the routine moves to 310 where the lift pump voltage is adjusted in order to maintain the selected lift pump pressure (pLP). On the other hand, if it is determined that there is no change in the fuel capacitance, the routine moves to 312 where it is determined if the system has been operating for greater than a threshold duration. The threshold duration may be a set amount of time, such as five minutes, ten minutes, one hour, etc., or the threshold duration may be based on the operating conditions. As one example, the threshold duration may be smaller when the engine is operating under a high low compared with low load operation.
If it is determined that the system has not been operating for greater than the threshold duration, the routine moves to 316 where current operation is continued and the sensor is operated as a fuel composition sensor. On the other hand, if it is determined that the system has been operating for greater than the threshold duration, the routine continues to 314 where the lift pump pressure is temporarily reduced to the point that fuel vapor forms (e.g., fuel vaporization is detected by the fuel composition sensor). In this manner, the system may verify that it is not expending more lift pump energy than needed to maintain a liquid phase of the fuel and reduce fuel vaporization. The routine then returns to 302 where a selected pressure is determined. If the current pressure is too high, for example, the selected pressure may be reduced.
Thus, in the first mode of operation, the lift pump pressure is actively managed to keep the lift pump pressure at the selected pressure above the fuel vaporization point. By maintaining the lift pump pressure above the fuel vaporization point, a chance of fuel vaporization occurring at the lift pump may be reduced. In this way, fuel starvation and/or pump lubrication issues may be reduced. Further, by using the fuel capacitance as a feedback signal, the lift pump pressure may be maintained at a pressure that is not too high such that the efficiency of the system is not reduced.
At 402, a selected, or predetermined, temperature is determined. The selected temperature may be determined based on a fuel vaporization point of the fuel and/or a temperature of the higher pressure pump. As an example, the selected temperature may be within a predetermined range above a bulk fuel temperature. For example, the selected temperature may be 10-15° C. above the bulk fuel temperature. By maintaining the sensor temperature at a temperature greater than the bulk fuel temperature, any vaporization of the fuel that occurs, first occurs at the sensor.
At 404 the temperature of the sensor, or at the location where the fuel capacitance is obtained, is adjusted to the selected temperature. For example, the sensor or higher pressure pump may include a heater, such as a resistive heater or the like, to increase the temperature.
At 406, the fuel capacitance is determined based on the sensor output (e.g., a signal is sent to the controller). A level of fuel vaporization is determined based on the fuel capacitance, and at 408, it is determined if fuel vaporization is indicated. For example, as described above, the fuel composition sensor is based on fuel capacitance. Because fuel vapor has a lower dielectric value than liquid fuel, fuel vaporization may be determined. Thus, fuel vaporization may be indicated if the fuel capacitance falls within a predetermined range of the fuel capacitance of fuel vapor, for example.
If it is determined that fuel vaporization is not indicated, the routine moves to 412 where current operation is continued and the sensor is operated as a fuel composition sensor. On the other hand, if it is determined that fuel vaporization is indicated, the lift pump voltage is adjusted to adjusted the lift pump pressure at 410. As described above, the fuel lift pump is an electrically driven pump; thus, by varying the voltage provided to the lift pump, the pressure of the fuel output by the lift pump is varied. By varying the lift pump pressure responsive to an indication of fuel vaporization at the sensor, a chance of fuel vaporization in the lift pump may be reduced, as the lift pump pressure is adjusted before the bulk of the fuel reaches a vaporization point.
Thus, in the second mode of operation, the sensor temperature is maintained at a temperature greater than the bulk fuel temperature such that if fuel vaporization occurs, it occurs at the sensor first. Responsive to the indication of fuel vaporization from the sensor, the fuel lift pump pressure is adjusted in order to reduce a chance of fuel vaporization occurring elsewhere in the system, such as in the higher pressure pump, and fuel starvation and/or pump lubrication issues may be reduced.
A flow chart illustrating a routine 500 for operating the sensor in the third mode of operation is shown in
At 502, the fuel capacitance is determined based on the sensor output. A level of fuel vaporization is determined based on the fuel capacitance, and at 504, it is determined if fuel vaporization is indicated. For example, as described above, the fuel composition sensor is based on fuel capacitance. Because fuel vapor has a lower dielectric value than liquid fuel, fuel vaporization may be determined. Thus, fuel vaporization may be indicated if the fuel capacitance falls within a predetermined range of the fuel capacitance of fuel vapor, for example.
If it is determined that fuel vaporization is not indicated, the routine moves to 510 where current operation is continued and the sensor is operated as a fuel composition sensor. On the other hand, if it is determined that fuel vaporization is indicated, the routine continues to 506 where the lift pump pressure is adjusted and/or a fuel temperature is reduced. The fuel lift pump pressure may adjusted by adjusting the lift pump voltage, for example, as described above. The fuel temperature may be reduced via a heat exchanger, for example.
Thus, in the third mode of operation, current operation of the system continues until fuel vaporization is indicated, such that the third mode of operation is a passive mode of operation. Once fuel vaporization is indicated, the lift pump pressure is adjusted and/or the fuel temperature is adjusted. In this manner, efficiency of the fuel system may be maintained or increased.
Note that the example control and estimation routines included herein can be used with various engine and/or vehicle system configurations. The specific routines described herein may represent one or more of any number of processing strategies such as event-driven, interrupt-driven, multi-tasking, multi-threading, and the like. As such, various acts, operations, or functions illustrated may be performed in the sequence illustrated, in parallel, or in some cases omitted. Likewise, the order of processing is not necessarily required to achieve the features and advantages of the example embodiments described herein, but is provided for ease of illustration and description. One or more of the illustrated acts or functions may be repeatedly performed depending on the particular strategy being used. Further, the described acts may graphically represent code to be programmed into the computer readable storage medium in the engine control system.
It will be appreciated that the configurations and routines disclosed herein are exemplary in nature, and that these specific embodiments are not to be considered in a limiting sense, because numerous variations are possible. For example, the above technology can be applied to V-6, 1-4, 1-6, V-12, opposed 4, and other engine types. The subject matter of the present disclosure includes all novel and nonobvious combinations and subcombinations of the various systems and configurations, and other features, functions, and/or properties disclosed herein.
The following claims particularly point out certain combinations and subcombinations regarded as novel and nonobvious. These claims may refer to “an” element or “a first” element or the equivalent thereof. Such claims should be understood to include incorporation of one or more such elements, neither requiring nor excluding two or more such elements. Other combinations and subcombinations of the disclosed features, functions, elements, and/or properties may be claimed through amendment of the present claims or through presentation of new claims in this or a related application.
Such claims, whether broader, narrower, equal, or different in scope to the original claims, also are regarded as included within the subject matter of the present disclosure.
