Idle stability improvement for direct injected engines
View Patent ↗A fuel injection method for internal combustion engines with gasoline direct fuel injection systems comprises receiving a crankshaft position signal from a crankshaft position sensor. A position of a crankshaft is determined from the crankshaft position signal. Fuel is commanded at a first rate when the position of the crankshaft is within a first selectable range during a combustion cycle of an engine cylinder and fuel is commanded at a second rate when the position of the crankshaft is within a second selectable range during the combustion cycle of the engine cylinder.
1. A control method for internal combustion engines with gasoline direct fuel injection systems, comprising:
receiving a crankshaft position signal from a crankshaft position sensor;
interpreting the crankshaft position signal;
determining a crankshaft position based on the interpretation of said crankshaft position signal; and
during idle operating conditions, reducing a coefficient of variance (COV) of indicated mean-effective pressure (IMEP) relative to single pulse fuel injection by:
commanding fuel at a first rate when said position of said crankshaft is within a first selectable range during a combustion cycle of an engine cylinder;
commanding fuel at a second rate not equal to zero when said position of said crankshaft is within a second selectable range during said combustion cycle of said engine cylinder; and
commanding spark when said position of said crankshaft is within a third selectable range during said combustion cycle of said engine cylinder,
wherein commanding fuel at said first rate, commanding fuel at said second rate, and commanding spark are scheduled based on the determination of the crankshaft position.
2. The method of claim 1 wherein said commanding spark further comprises commanding spark when said position of said crankshaft is near top dead center.
3. The method of claim 1 wherein said first selectable range is between a range of two hundred and fifty and three hundred and eighty degrees of crank rotation before commanding said spark.
4. The method of claim 1 wherein said second selectable range is between a range of zero and one hundred and eighty degrees of crank rotation before commanding said spark.
5. The method of claim 1 wherein said second selectable range is defined by twenty and ninety degrees of crank rotation before commanding said spark.
6. The method of claim 1 wherein said first range is defined by two hundred and seventy and three hundred and thirty degrees of crank rotation before commanding said spark.
7. The method of claim 1 wherein said first rate is based on a selectable percentage of a total fuel desired for said combustion cycle.
8. The method of claim 7 wherein said selectable percentage is between twenty and ninety percent of total fuel desired fuel for said combustion cycle.
9. The method of claim 1 wherein said second rate is based on a selectable percentage of a total fuel desired for said combustion cycle.
10. The method of claim 9 wherein said selectable percentage is between ten and eighty percent of fuel desired for said combustion cycle.
11. A control system for an internal combustion engine with a gasoline direct fuel injection system, comprising:
a crankshaft position input device that receives a crankshaft position signal; and
a control module that interprets the crankshaft position signal, that determines a crankshaft position based on the interpretation of the crankshaft position signal, and that reduces a coefficient of variance (COV) of indicated mean-effective pressure (IMEP) relative to single pulse fuel injection by commanding fuel at a first rate and again at a second rate not equal to zero during a single combustion cycle of a cylinder while said engine is operating under idle conditions and by commanding spark during said single combustion cycle of said engine cylinder,
wherein commanding fuel at said first rate, commanding fuel at said second rate, and commanding spark are scheduled based on the determination of the crankshaft position.
12. The system of claim 11 wherein said control module commands fuel at said first rate and said second rate when said crankshaft position signal indicates a crankshaft position within first and second selectable ranges respectively.
13. The system of claim 12 wherein said first selectable range is between two hundred and fifty and three hundred and eighty crank rotation degrees before spark is commanded near top dead center.
14. The system of claim 12 wherein said second selectable range is between zero and one hundred and eighty crank rotation degrees before spark is commanded near top dead center.
15. The system of claim 11 wherein said control module determines said first and second rates based on a total fuel required for the combustion cycle and wherein said total fuel required is determined from engine operating conditions and torque requests.
16. The system of claim 15 wherein said first and second rates are based on a first and a second selectable percentage of said total fuel required for the combustion cycle, wherein said first selectable amount is greater than said second selectable amount.
17. The system of claim 16 wherein said first selectable percentage is between twenty and ninety percent of said total fuel.
18. The system of claim 11 wherein said internal combustion engine is a displacement on demand engine.
19. An engine system, comprising:
an engine that selectively deactivates one or more cylinders during operation;
a crankshaft position sensor that generates a crankshaft position signal; and
a control module that interprets the crankshaft position signal, that determines a crankshaft position based on the interpretation of the crankshaft position signal, and that reduces a coefficient of variance (COV) of indicated mean-effective pressure (IMEP) relative to single pulse fuel injection by commanding fuel to said engine at a first rate and again at a second rate during a single combustion cycle while said engine is operating under idle conditions,
wherein commanding fuel to said engine at said first rate and again at said second rate is scheduled based on the determination of the crankshaft position.