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Patexia Research
Patent No. US 10167809
Issue Date Jan 1, 2019
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Patent 10167809 - Multi-pulse fuel injection system and control logic for internal combustion engine assemblies > Claims

  • 1. A method for operating a fuel injection system of an internal combustion engine (ICE) assembly, the ICE assembly including multiple cylinders each with a respective piston reciprocally movable therein, and multiple fuel injectors each operable to inject multiple pulses of fuel per combustion cycle into a respective one of the cylinders, the method comprising: transmitting, via a vehicle controller to the fuel injectors, a first command signal to inject a first pilot quantity of fuel (QP1) for each combustion cycle in a series of combustion cycles;transmitting, via the vehicle controller to the fuel injectors, a second command signal to inject a second pilot quantity of fuel (QP2), distinct from the QP1, after a first dwell time (TD1) between QP1 and QP2 for each of the combustion cycles in the series of combustion cycles;transmitting, via the vehicle controller to the fuel injectors, a third command signal to inject a third pilot quantity of fuel (QP3), greater than the QP1 and QP2, after a second dwell time (TD2) between QP2 and QP3 for each of the combustion cycles; andtransmitting, via the vehicle controller to the fuel injectors, a fourth command signal to inject a fourth pilot quantity of fuel (QP4), less than the QP3, after a third dwell time (TD3) between QP3 and QP4 for each of the combustion cycles.
    • 2. The method of claim 1, further comprising transmitting, via the vehicle controller to the fuel injectors, a fifth command signal to inject a fifth pilot quantity of fuel (QP5) prior to injecting the QP1 for each of the combustion cycles.
      • 3. The method of claim 2, wherein the QP1 is equal to the QP5, and wherein a fourth dwell time (TD4) between QP1 and QP5 is equal to the second dwell time.
        • 4. The method of claim 3, wherein the QP1 and QP5 are each approximately 8-10% of a total fuel injection quantity (QT) for each of the combustion cycles.
        • 5. The method of claim 3, wherein the TD1 and TD4 are each approximately 0.3-0.5 milliseconds (ms).
    • 6. The method of claim 1, wherein the QP1 and QP4 are each approximately 8-10% of a total fuel injection quantity (QT) for each of the combustion cycles.
    • 7. The method of claim 1, wherein the QP2 is approximately 20-30% of a total fuel injection quantity (QT) for each of the combustion cycles.
    • 8. The method of claim 1, wherein the QP3 is approximately 40-50% of a total fuel injection quantity (QT) for each of the combustion cycles.
    • 9. The method of claim 1, wherein the TD1 and TD3 are each approximately 0.3-0.5 milliseconds (ms).
    • 10. The method of claim 1, wherein the TD2 is calculated as:
      TD2=min.HS−NOD4+NCD3
      where HS is a hydraulic separation between an end of injection (EOI) and a start of injection (SOI); NOD is a needle open delay; and NCD is a needle close delay.
    • 11. The method of claim 1, wherein the TD2 is between about 0.17 and 0.42 ms.
    • 12. The method of claim 1, wherein an injection pressure of QP1, QP2 and QP4 is approximately 1.2 to 1.6 bars.
    • 13. The method of claim 1, wherein the ICE assembly is a direct-injection compression-ignited diesel engine.
  • 14. A motor vehicle comprising: a vehicle body defining an engine compartment;an internal combustion engine assembly disposed within the engine compartment, the ICE assembly including an engine block defining a plurality of cylinder bores, a plurality of pistons each reciprocally movable within a respective one of the cylinder bores, and a plurality of electronic fuel injectors each operable, when activated, to inject multiple pulses of fuel per combustion cycle into a respective one of the cylinder bores; anda vehicle controller communicatively connected to the electronic fuel injectors, the vehicle controller being programmed to: command one or more of the fuel injectors to inject a first pilot quantity of fuel (QP1) for each combustion cycle in a series of combustion cycles;command one or more of the fuel injectors to inject a second pilot quantity of fuel (QP2), distinct from QP1, after a first dwell time (TD1) between QP1 and QP2 for each of the combustion cycles;command one or more of the fuel injectors to inject a third pilot quantity of fuel (QP3), greater than QP1 and QP2, after a second dwell time (TD2) between QP2 and QP3 for each of the combustion cycles; andcommand one or more of the fuel injectors to inject a fourth pilot quantity of fuel (QP4), less than the QP3, after a third dwell time (TD3) between QP3 and QP4 for each of the combustion cycles.
  • 15. A non-transitory, computer readable medium storing instructions executable by an onboard controller of a motor vehicle, the motor vehicle including an internal combustion engine assembly with multiple cylinders each having a respective piston movable therein, and multiple fuel injectors each operable to inject multiple pulses of fuel per combustion cycle into a respective one of the cylinders, the instructions causing the vehicle controller to perform steps comprising: transmitting a first command signal to the fuel injectors to inject a first pilot quantity of fuel (QP1) for each combustion cycle in a series of combustion cycles;transmitting a second command signal to the fuel injectors to inject a second pilot quantity of fuel (QP2), distinct from the QP1, after a first dwell time (TD1) between QP1 and QP2 for each of the combustion cycles in the series of combustion cycles of the ICE assembly;transmitting a third command signal to the fuel injectors to inject a third pilot quantity of fuel (QP3), greater than the QP1 and QP2, after a second dwell time (TD2) between QP2 and QP3 for each of the combustion cycles; andtransmitting a fourth command signal to the fuel injectors to inject a fourth pilot quantity of fuel (QP4), less than the QP3, after a third dwell time (TD3) between QP3 and QP4 for each of the combustion cycles.
    • 16. The non-transitory, computer readable medium of claim 15, further comprising instructions causing the vehicle controller to transmit a fifth command signal to the fuel injectors to inject a fifth pilot quantity of fuel (QP5) prior to injecting the QP1 for each of the combustion cycles.
      • 17. The non-transitory, computer readable medium of claim 16, wherein the QP1 is equal to the QP5, and wherein a fourth dwell time (TD4) between QP1 and QP5 is equal to the second dwell time.
        • 18. The non-transitory, computer readable medium of claim 17, wherein the QP1, QP4 and QP5 are each approximately 8-10% of a total fuel injection quantity (QT) for each of the combustion cycles, and wherein the TD1, TD3 and TD4 are each approximately 0.3-0.5 ms.
          • 19. The non-transitory, computer readable medium of claim 18, wherein the QP2 is approximately 20-30% of the QT and the QP3 is approximately 40-50% of the QT.
    • 20. The non-transitory, computer readable medium of claim 15, wherein the TD2 is calculated as:
      TD2=min.HS−NOD4+NCD3
      where HS is a hydraulic separation between an end of injection (EOI) and a start of injection (SOI); NOD is a needle open delay; and NCD is a needle close delay.
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