# US 10,760,518 B2 · Method and system for characterizing a port fuel injector

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- Number: US 10,760,518 B2
- Document ID: US10760518B2
- Status: Granted
- Kind: B2
- Application number: 15/592,078
- Filed: 2017-05-10
- Published: 2018-11-15
- Granted: 2020-09-01
- Earliest claimed: 2017-05-10
- Assignees: Ford Global Technologies, LLC
- Applicants: Ford Global Technologies, LLC
- Inventors: Ross Dykstra Pursifull; Adithya Pravarun Re Ranga; Gopichandra Surnilla
- Web page: https://patentgrep.com/patent/US10760518B2

## CPC

- F02D 41/2467: {for injectors}
- F02D 41/2432: {Methods of calibration}
- F02D 41/3094: {the fuel injection being effected by at least two different injectors, e.g. one in the intake manifold and one in the cylinder}
- F02D 41/3845: {by controlling the flow into the common rail, e.g. the amount of fuel pumped}
- F02D 41/3854: {with elements in the low pressure part, e.g. low pressure pump}
- F02D 13/0207: {changing valve lift or valve lift and timing}
- F02D 2041/2051: {using voltage control}
- F02D 2041/2062: {the current value is determined by simulation or estimation}
- F02D 2041/2065: {the control being related to the coil temperature}
- F02D 2041/3881: {with multiple common rails, e.g. one rail per cylinder bank, or a high pressure rail and a low pressure rail}
- F02D 2200/0602: Fuel pressure
- F02D 2200/0606: Fuel temperature
- F02D 2200/0616: determined by estimation
- F02D: CONTROLLING COMBUSTION ENGINES (vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed B60K31/00; conjoint control of vehicle sub-units of different type or different function, road vehicle drive control systems for purposes other than the control of a single sub-unit B60W)

## Abstract

Methods and systems are provided for calibrating engine port injectors. After pressurizing a low pressure fuel rail, a lift pump may be disabled and port injector variability may be correlated with a measured fuel rail pressure drop at each port injection event by sweeping injection pressure while maintaining injection voltage, and then sweeping injection voltage while maintaining injection pressure. A port injector variability map learned as a function of injection voltage and injection pressure is then transformed into a map learned as a function of injection current and injection pressure by accounting for injector variability caused due to changes in injector temperature.

## Claims

### Claim 1

A method for an engine, comprising:
sweeping port injection pressure while maintaining an applied injection voltage at a port injector downstream of a fuel rail;
inferring injector resistance of the port injector from a sensed fuel rail temperature of the fuel rail;
estimating injector current based on the applied injection voltage and the inferred injector resistance;
learning port injector variability as a function of the injector current; and
adjusting port fueling of the engine based on the learning.

### Claim 2

A method for an engine, comprising:
learning port injector variability as a function of injector current by port fueling the engine with a fuel rail pressure above a threshold pressure and with a lift pump disabled, including temporarily operating the lift pump to raise the fuel rail pressure above the threshold pressure, and then disabling the lift pump, wherein the injector current is estimated based on port injection fuel rail temperature sensed via a temperature sensor coupled to a fuel rail delivering fuel to engine port injectors; and
adjusting the port fueling of the engine based on the learning.

### Claim 3 (depends on 2)

The method of claim 2, wherein the learning includes:
learning an initial estimate of the port injector variability as a function of injector voltage;
translating the injector voltage to the injector current based on the sensed port injection fuel rail temperature; and
then updating the initial estimate of the port injector variability as a function of the injector current.

### Claim 4 (depends on 3)

The method of claim 3, wherein learning the initial estimate of the port injector variability as a function of injector voltage includes:
port fueling the engine with the fuel rail pressure above the threshold pressure and with the lift pump disabled; and
while maintaining injection pressure at a base pressure setting, learning the initial estimate of port injector variability for each port injector of the engine based on a correlation between a measured drop in the fuel rail pressure for each injection event of the port fueling at each of a first, lower injector voltage setting and a second, higher injector voltage setting.

### Claim 5 (depends on 4)

The method of claim 4, wherein learning the port injector variability includes, for each port injector of the engine, updating each of an injector offset and a slope of a function correlating injected fuel mass to injector pulse-width, and wherein the learning is initiated after an engine temperature is above a threshold temperature.

### Claim 6 (depends on 5)

The method of claim 5, wherein the port fueling with the lift pump disabled includes sequentially commanding a fuel pulse-width to each port injector of the engine, the commanded fuel pulse-width based on operator torque demand.

### Claim 7 (depends on 6)

The method of claim 6, wherein learning the initial estimate is further based on the commanded fuel pulse-width, a larger portion of the learned initial estimate attributed to the injector offset when the commanded fuel pulse-width is lower than a threshold pulse-width and the larger portion of the learned initial estimate attributed to the injector slope when the commanded fuel pulse-width is higher than the threshold pulse-width.

### Claim 8 (depends on 7)

The method of claim 7, wherein the adjusting port fueling of the engine based on the learning includes, after the learning, commanding the fuel pulse-width to a given port injector based on the updated injector offset and the updated injector slope corresponding to the given port injector.

### Claim 9 (depends on 6)

The method of claim 6, wherein the port fueling with the lift pump disabled further includes a predetermined number of fuel injection events over which each port injector of the engine is sequentially operated a threshold number of times.

### Claim 10 (depends on 2)

The method of claim 2, wherein the threshold pressure includes a fuel line pressure of a fuel line coupling the lift pump to a port injection fuel rail, and wherein the threshold pressure is maintained above the fuel line pressure after disabling the lift pump via a pressure relief valve coupled to the fuel line at an inlet of the port injection fuel rail.

### Claim 11

A method, comprising:
for each port injector of an engine,
mapping a relationship between fuel mass and fuel pulse-width, as a function of injection voltage, including estimating each of an initial offset and an initial slope of the relationship as the function of the injection voltage; and
updating the mapping of the relationship to a function of injector current, the injector current based on the injection voltage and a sensed injector temperature, wherein the updating includes updating each of the initial offset and the initial slope of the relationship as the function of the injection current; and
adjusting subsequent engine fueling based on the updated mapping.

### Claim 12 (depends on 11)

The method of claim 11, wherein the sensed injector temperature is based on output of a temperature sensor coupled to a port injection fuel rail delivering fuel to each port injector of the engine.

### Claim 13 (depends on 12)

The method of claim 12, wherein the mapping of the relationship as the function of injection voltage is performed with a lift pump delivering fuel to the port injection fuel rail disabled and with a port injection fuel rail pressure above a threshold pressure, and wherein the updating of the mapping is performed independent of a lift pump operating state.

### Claim 14 (depends on 11)

The method of claim 11, wherein the adjusting subsequent engine fueling based on the updated mapping includes commanding the fuel pulse-width to each port injector of the engine based on operator torque demand and the sensed injector temperature, the fuel pulse-width commanded independent of the injection voltage applied during the subsequent engine fueling.

### Claim 15 (depends on 11)

The method of claim 11, wherein the mapping is performed while an engine temperature is above a threshold temperature, and wherein the updating of the mapping is performed independent of the engine temperature.