Detection of fuel property based on change in rotational speed of engine

There is disclosed a fuel property detector for detecting a property of fuel injected by a fuel injector into a cylinder of an internal combustion engine. The fuel property detector includes an injection commander, a change detector, and a fuel property determiner. The injection commander commands the fuel injector to perform a fuel injection for fuel property detection into the cylinder of the engine. The change detector detects a change in the rotational speed of the engine which is caused by the fuel injection for fuel property detection. The fuel property determiner determines the property of the fuel based on the change in the rotational speed of the engine detected by the change detector.

CROSS-REFERENCE TO RELATED APPLICATION

This application is based on and claims priority from Japanese Patent Application No. 2008-20956, filed on Jan. 31, 2008, the content of which is hereby incorporated by reference in its entirety into this application.

BACKGROUND OF THE INVENTION

1. Technical Field of the Invention

The present invention relates generally to fuel property detectors, which detect properties of fuel injected by fuel injectors into cylinders of internal combustion engines, and fuel injection systems with such fuel property detectors.

More particularly, the invention relates to a fuel property detector, which detects a property of fuel injected by fuel injectors into cylinders of an internal combustion engine based on a change in the rotational speed of the engine, and a fuel injection system with the fuel property detector.

2. Description of the Related Art

The state of combustion in cylinders of an internal combustion engine depends on the properties of fuel injected by fuel injectors into the cylinders. Moreover, an engine ECU (Electronic Control Device) is generally employed to control combustion in the cylinders of the engine based on the supposition that a reference fuel be used in the engine. Therefore, when the fuel actually injected into the cylinders of the engine has a property (e.g., cetane number) different from that of the reference fuel, the ECU may become unable to suitably control the combustion in the cylinders, causing problems which may include a decrease in the output torque of the engine and an increase in the noise generated by the engine.

For example, when the fuel actually injected into the cylinders of the engine has a lower cetane number than the reference fuel, the output torque of the engine may be decreased. On the other hand, when the fuel actually injected into the cylinders of the engine has a higher cetane number than the reference fuel, the noise generated by the engine may be increased.

To solve the above problem, Japanese Patent First Publication No. 2006-16994 discloses a control apparatus for an internal combustion engine which can detect the cetane number of the fuel actually injected into the cylinders of the engine. More specifically, the control apparatus is configured to: detect an ignition delay of the fuel injected by a fuel injector into a cylinder of the engine by using a cylinder internal pressure sensor; and determine the cetane number of the fuel based on the detected ignition delay.

However, with such a configuration, it is necessary to employ the cylinder internal pressure sensor for detecting the cetane number of the fuel, resulting in an increased manufacturing cost.

SUMMARY OF THE INVENTION

The present invention has been made in view of the above-mentioned problems.

According to the present invention, there is provided a fuel property detector for detecting a property of fuel injected by a fuel injector into a cylinder of an internal combustion engine. The fuel property detector includes an injection commander, a change detector, and a fuel property determiner. The injection commander commands the fuel injector to perform a fuel injection for fuel property detection into the cylinder of the engine. The change detector detects a change in the rotational speed of the engine which is caused by the fuel injection for fuel property detection. The fuel property determiner determines the property of the fuel based on the change in the rotational speed of the engine detected by the change detector.

According to further implementations of the invention, the fuel property detector further includes a torque estimator that estimates, based on the change in the rotational speed of the engine detected by the change detector, torque which is generated by the engine through the fuel injection for fuel property detection. The fuel property determiner determines the property of the fuel based on the torque estimated by the torque estimator.

The fuel property detector further includes a condition determiner that determines whether a condition for detecting the property of the fuel is satisfied. The injection commander commands the fuel injector to perform the fuel injection for fuel property detection only when it is determined by the condition determiner that the condition for detecting the property of the fuel is satisfied. Further, the condition for detecting the property of the fuel is preferably set to a condition where the engine is decelerating without the fuel being injected into the engine.

The engine is a compression ignition engine. The injection commander commands the fuel injector to perform the fuel injection for fuel property detection at an injection timing retarded from top-dead-center.

The property of the fuel detected by the fuel property detector is the cetane number of the fuel.

According to the present invention, there is also provided a fuel injection system which includes an accumulator, the fuel injector as described above, and the fuel properly detector according to the present invention. The accumulator accumulates high-pressure fuel. The fuel injector injects the high-pressure fuel accumulated in the accumulator into the cylinder of the engine. The fuel property detector detects the property of the high-pressure fuel.

DESCRIPTION OF PREFERRED EMBODIMENTS

Preferred embodiments of the present invention will be described hereinafter with reference toFIGS. 1-16.

First Embodiment

FIG. 1shows the overall configuration of a common rail fuel injection system10according to the first embodiment of the invention. The fuel injection system10is configured to supply fuel to, for example, a four-cylinder diesel engine2of a motor vehicle.

The fuel injection system10includes, as shown inFIG. 1, a common rail20that accumulates high-pressure fuel, four injectors30each of which injects the high-pressure fuel accumulated in the common rail20into a corresponding one of the four cylinders of the engine2, and an Electronic Control Unit (ECU)40that controls operation of the system10.

The fuel injection system10further includes, for supplying the high-pressure fuel to the common rail20, a feed pump14and a high-pressure pump16. The feed pump14draws fuel from a fuel tank12and feeds the drawn fuel to the high-pressure pump16. The high-pressure pump16pressurizes the fuel fed by the feed pump14, and discharges the resultant high-pressure fuel to the common rail20.

In the present embodiment, the high-pressure pump16is implemented by a well-known reciprocating-type pump which includes a plunger (not shown) that reciprocates with rotation of a camshaft (not shown) driven by the engine2. With the reciprocation of the plunger, the fuel is sucked from the feed pump14into a pressure chamber (not shown), pressurized in the pressure chamber, and discharged out of the pressure chamber to the common rail20. Moreover, on the high-pressure pump16, there is mounted a fuel-feed adjusting valve18that adjusts the quantity of the fuel fed by the feed pump14into the pressure chamber.

On the common rail20, there are mounted a pressure sensor22and a pressure reducing valve24. The pressure sensor22senses the fuel pressure inside the common rail20(to be simply referred to as rail pressure hereinafter). The pressure reducing valve24reduces the rail pressure by releasing the fuel accumulated in the common rail20to the fuel tank12.

On the other hand, on the engine2, there are mounted various sensors for sensing the operating condition of the engine2. Those sensors include a rotational speed sensor32for sensing the rotational speed NE of the engine2, an accelerator position sensor (not shown) for sensing the position ACP of the vehicle accelerator, a water temperature sensor (not shown) for sensing the temperature TCW of cooling water for the engine2, and an air temperature sensor (not shown) for sensing the temperature TA of intake air to the engine2. In addition, the rotational speed Ne of the engine2denotes, hereinafter, the rotational speed of a crankshaft (not shown) of the engine2.

Each of the fuel injectors30is implemented by a well-known injection valve which has an injection hole (not shown), a nozzle needle (not shown), and a pressure chamber (not shown). The injection hole is opened and closed by the nozzle needle, thereby selectively injecting the high-pressure fuel supplied from the common rail20into the corresponding cylinder of the engine2. The nozzle needle is moved by a change in the internal pressure of the pressure chamber. Further, the internal pressure of the pressure chamber is controlled by the ECU40.

The ECU40is implemented by a microcomputer which includes a CPU, a ROM, a RAM, a flash memory, and I/O devices. The ECU40is configured to receive sensing signals, which are output from the pressure sensor22mounted on the common rail20and the sensors mounted on the engine2, and perform both a rail pressure control and a fuel injection control based on the sensing signals.

More specifically, in the rail pressure control, the ECU40first sets a target value of the rail pressure based on the sensing signals, and then controls both the fuel-feed adjusting valve18and the pressure reducing valve24to bring the rail pressure sensed by the pressure sensor22into agreement with the target value. In the fuel injection control, the ECU40first sets injection quantities and injection timings based on the sensing signals, and then controls the fuel injectors30to inject the set injection quantities of the fuel into the corresponding cylinders of the engine2at the set injection timings.

Moreover, according to the operating condition of the engine2, the ECU40may also control each of the fuel injectors30to perform a multistage injection which includes, for example, a main injection, a pilot injection prior to the main injection, and a post injection after the main injection.

Furthermore, in the present embodiment, the ECU40also serves as a fuel property detector to detect a property, more particularly the cetane number, of the fuel injected by the fuel injectors30into the cylinders of the engine2.

To this end, in the present embodiment, the ECU40performs the following functions by executing a program installed in the ROM or flash memory thereof.

1) Determining Condition for Fuel Property Detection

The ECU40first determines whether a condition for detecting the cetane number of the fuel is satisfied.

In the present embodiment, the condition for detecting the cetane number of the fuel is set to a decelerating and no-fuel injection condition. Here, the decelerating and no-fuel injection condition denotes a condition where the engine2is decelerating with the vehicle accelerator released and without the fuel being injected into the cylinders of the engine2. In addition, in the decelerating and no-fuel injection condition, variation in the rotational speed of the engine2is smaller than in other operating conditions of the engine2, and it is thus possible to accurately detect a change in the rotational speed of the engine2.

Alternatively, the condition for detecting the cetane number of the fuel may be set to an idling condition where the engine2is idling and variation in the rotational speed of the engine2is small.

2) Commanding Injection for Fuel Property Detection

When the condition for detecting the cetane number of the fuel is satisfied, the ECU40commands one of the fuel injectors30to perform “injections for fuel property detection”. Here, injections for fuel property detection denote fuel injections which are performed for the purpose of detecting the cetane number (i.e., a property) of the fuel. In addition, the number of injection stages, injection quantity, and injection timing for each injection for fuel property detection are different from those for a regular injection for driving the engine2.

FIG. 2shows torques generated by the engine2through injections for fuel property detection which are performed at different injection timings with different cetane numbers of the fuel.

More specifically, inFIG. 2, the line210indicates the torques that are generated by the engine2through the injections for fuel property detection which are performed at different injection timings with the cetane number of the fuel equal to 60 (i.e., CN60); the line212indicates the torques that are generated by the engine2through the injections for fuel property detection which are performed at different injection timings with the cetane number of the fuel equal to 40 (i.e., CN40).

It can be seen fromFIG. 2that the differences between the torques generated with the cetane number equal to 60 and those generated with the cetane number equal to 40 are larger on the retarding side of Top-Dead-Center (TDC)200than on the advancing side of TDC200.

On the advancing side of TDC200, the internal temperature of the cylinder is high and the state of combustion in the cylinder is stable. Therefore, the ignition timings of the fuel in the injections for fuel property detection, hardly change with the cetane number of the fuel. Consequently, the torques generated through the injections for fuel property detection also hardly change with the cetane number of the fuel.

On the other hand, on the retarding side of TDC200, the internal temperature of the cylinder is low and the state of combustion in the cylinder is unstable. Therefore, the ignition timings of the fuel in the injections for fuel property detection greatly change with the cetane number of the fuel. Consequently, the torques generated through the injections for fuel property detection also greatly change with the cetane number of the fuel.

Accordingly, in the case of detecting the cetane number of the fuel through a single injection for fuel property detection, the ECU40commands the fuel injector30to perform the injection for fuel property detection at an injection timing retarded from TDC200. Moreover, in the case of detecting the cetane number of the fuel through a plurality of injections for fuel property detection, the ECU40commands the fuel injector30to perform the injections for fuel property detection respectively at a plurality of injection timings which are at or retarded from TDC200. As a result, the ECU40can accurately determine the cetane number of the fuel based on the torque (or torques) generated by the engine2through the injection (or injections) for fuel property detection.

In addition, in a particularly low region of the cetane number, torques generated through injections for fuel property detection may change considerably with the cetane number of the fuel even on the advancing side of TDC200. When the cetane number of the fuel falls in such a low region, the ECU40may also command the fuel injector30to perform an injection (or a plurality of injections) for fuel property detection at an injection timing (or injection timings) advanced from TDC200.

Moreover, in the present embodiment, the number of injection stages in each injection for fuel property detection is equal to 1. In other words, each injection for fuel property detection is a single-shot injection.

3) Detecting Change in Rotational Speed of Engine

The ECU40detects, based on the sensing signal output from the rotational speed sensor32, the increase ΔNE in the rotational speed of the engine2which is caused by an injection for fuel property detection.

The ECU40estimates, using the following equation, the torque T which is generated by the engine2through the injection for fuel property detection.
T=k×NE×ΔNE(Equation 1)
where k is a proportionality constant, NE is the rotational speed of the engine2at the start of the injection for fuel property detection, and ΔNE is the increase in the rotational speed of the engine2through the injection for fuel property detection.

5) Determining Fuel Property

Both the increase ΔNE in the rotational speed of the engine2and the torque T generated by the engine2depend on the cetane number of the fuel injected by the fuel injector30into the cylinder of the engine2. Therefore, it is possible for the ECU40to determine the cetane number of the fuel based either on the increase ΔNE or on the torque T.

In the present embodiment, referring toFIG. 3, the ECU40determines the cetane number of the fuel based on a comparison between a reference torque220and the torque T generated by the engine2through an injection for fuel property detection which is performed at a predetermined injection timing202.

For example, when there axe only two candidates of 40 and 60 for the cetane number of the fuel, the ECU40determines the cetane number as being 40 if the torque T generated by the engine2is lower than the reference torque220and as being 60 if the same is higher than the reference toque220.

Moreover, when there are three or more candidates for the cetane number of the fuel, the ECU40determines the cetane number by further checking the difference between the torque T generated by the engine2and the reference torque220.

In addition, it is also possible for the ECU40to determine the cetane number of the fuel by comparing the torque T generated by the engine2with a plurality of reference torques.

The ECU40controls combustion in the cylinders of the engine2based on the determined cetane number of the fuel as well as on the operating condition of the engine2.

More specifically, the ECU40first sets, based on the determined cetane number of the fuel as well as on the sensing signals output from the sensors, injection quantities and injection timings for regular injections for driving the engine2. Then, the ECU40controls the fuel injectors30to inject the set injection quantities of the fuel into the corresponding cylinders of the engine2at the set injection timings.

Since the injection timings and injection quantities are set based on the cetane number of the fuel, it is possible to maximize the torque generated by the engine2while minimizing the noise generated by the engine2.

In addition, when there is provided an exhaust gas recirculation system for the engine2, the ECU40may further set the amount of the exhaust gas to be recirculated based on the determined cetane number of the fuel.

After having described the overall configuration of the fuel injection system10and the functions of the ECU40, a process of the ECU40for detecting the cetane number of the fuel according to the present embodiment will be described with reference toFIG. 11.

First, in step S400ofFIG. 11, the ECU40determines whether the condition for detecting the cetane number of the fuel is satisfied.

As described previously, in the present embodiment, the condition for detecting the cetane number of the fuel is set to the decelerating and no-fuel injection condition where the engine2is decelerating with the vehicle accelerator released and without the fuel being injected into the cylinders of the engine2.

If the determination in step S400results in a “NO” answer, then the process directly goes to the end. On the other hand, if the determination in step S400results in a “YES” answer, then the process proceeds to step S402.

In step S402, the ECU40further determines whether the temperature TCW of the cooling water is in a predetermined range of (a, b) and the temperature TA of the intake air is in a predetermined range of (c, d).

If the determination in step S402results in a “NO” answer, then the process directly goes to the end. On the other hand, if the determination in Step S402results in a “YES” answer, then the process proceeds to step S404.

In step S404, the ECU40commands the fuel injector30to perform an injection for fuel property detection.

As described previously, in the present embodiment, the injection for fuel property detection is a single-shot injection. Therefore, upon being commanded by the ECU40, the fuel injector30performs a single-shot injection at an injection timing retarded from TDC200.

In step S406, the ECU40estimates the torque T generated by the engine2through the injection for fuel property detection.

More specifically, the ECU40first detects, based on the sensing signal output from the rotational speed sensor32, the increase ΔNE in the rotational speed of the engine2which is caused by the injection for fuel property detection. Then, the ECU40estimates the torque T based on the increase ΔNE and using Equation 1.

In step S408, the ECU40determines the cetane number of the fuel based on a comparison between the torque T estimated in step S406and the reference torque220as shown inFIG. 3. After that, the process goes to end.

According to the present embodiment, the following advantages can be obtained.

In the present embodiment, the ECU40serves as a fuel property detector to detect a property, more particularly the cetane number, of the fuel injected by the fuel injectors30into the cylinders of the engine2. To this end, the ECU40first commands, as an injection commander, one of the fuel injectors30to perform a fuel injection for fuel property detection into the corresponding cylinder of the engine2. Then, the ECU40detects, as a change detector, the increase ΔNE in the rotational speed of the engine2which is caused by the injection for fuel property detection. Thereafter, the ECU40estimates, as a torque estimator, the torque T which is generated by the engine2through the injection for fuel property detection. Finally, the ECU40determines, as a property determiner, the cetane number of the fuel based the estimated torque T. In addition, it should be noted that the ECU40may also determine the cetane number of the fuel based directly on the increase ΔNE in the rotational speed of the engine2instead of on the torque T.

As described previously, the state of combustion in the cylinders of the engine2depends on the properties of the fuel injected by the fuel injectors30into the cylinders. Accordingly, both the increase ΔNE in the rotational speed of the engine2and the torque T generated by the engine2depend on the properties, for example the cetane number, of the fuel.

Therefore, with the above configuration, the ECU40can accurately detect the cetane number of the fuel. Moreover, in the present embodiment, the ECU40detects the increase ΔNE in the rotational speed of the engine2based on the sensing signal output from the rotational speed sensor32which has already existed in the fuel injection system10for the fuel injection control. Therefore, without employing any additional sensor, the manufacturing cost can be minimized.

In the present embodiment, the ECU40further determines, as a condition determiner, whether a condition for detecting the cetane number of the fuel is satisfied. When it is determined that the condition is satisfied, the ECU40commands the fuel injector30to perform the injection for fuel property detection. Moreover, in the present embodiment, the condition for detecting the cetane number of the fuel is set to the decelerating and no-fuel injection condition.

In the decelerating and no-fuel injection condition, variation in the rotational speed of the engine2is smaller than in other operating conditions of the engine2. Therefore, with the above configuration, the ECU40can accurately detect the increase ΔNE in the rotational speed of the engine2which is caused by the injection for fuel property detection.

In the present embodiment, the ECU40commands the fuel injector30to perform the injection for fuel property detection at an injection timing retarded from TDC200.

In the diesel engine2, which is a compression ignition engine, the increase ΔNE in the rotational speed of the engine2depends only slightly on the cetane number of the fuel on the advancing side of TDC200, but depends heavily on the same on the retarding side of TDC200. Therefore, with the above configuration, the ECU40can more accurately determine the cetane number of the fuel based on the increase ΔNE in the rotational speed of the engine2.

In the present embodiment, the ECU40determines the cetane number of the fuel based on a comparison between the estimated torque T and the reference torque220.

With the above configuration, the ECU40can easily determine the cetane number of the fuel.

In addition, in the case of determining the cetane number of the fuel based on the increase ΔNE in the rotational speed of the engine2, the ECU40may make the determination based on a comparison between the increase ΔNE and a reference value.

In the present embodiment, the ECU40controls regular injections for driving the engine2based on the determined cetane number of the fuel as well as on the operating condition of the engine2. Consequently, the fuel injectors30of the fuel injection system10can more suitably and reliably inject the fuel into the corresponding cylinders of the engine2.

Second Embodiment

This embodiment illustrates a process of the ECU40for detecting the cetane number of the fuel, which is different from the process described in the first embodiment.

Referring toFIG. 4, an injection timing230corresponds to the reference torque220on the line210that indicates torques generated through injections for fuel property detection which are performed with the cetane number of the fuel equal to 60. In other words, if an injection for fuel property detection was performed at the injection timing230with the cetane number equal to 60, the torque generated by the engine2would be equal to the reference torque220.

On the other hand, an injection timing232corresponds to the reference torque220on the line212that indicates torques generated through injections for fuel property detection which are performed with the cetane number of the fuel equal to 40. In other words, if an injection for fuel property detection was performed at the injection timing232with the cetane number equal to 40, the torque generated by the engine2would be equal to the reference torque220.

It can be seen fromFIG. 4that the injection timing230is different from the injection timing232. More specifically, the injection timing230necessary for causing the engine2to generate the reference torque220with the cetane number of the fuel equal to 60 lags behind the injection timing232necessary for causing the engine2to generate the reference torque220with the cetane number of the fuel equal to 40.

In view of the above, in the present embodiment, the ECU40first estimates an injection timing necessary for causing the engine2to generate the reference torque220, and then determines the cetane number of the fuel based on the estimated injection timing.

FIG. 12shows the process of the ECU40for detecting the cetane number of the fuel according to the present embodiment.

First, in step S450, the ECU40determines whether the condition for detecting the cetane number of the fuel is satisfied.

If the determination in step S450results in a “NO” answer, then the process directly goes to the end. On the other hand, if the determination in step S450results in a “YES” answer, then the process proceeds to step S452.

In step S452, the ECU40further determines whether the temperature TCW of the cooling water is in the predetermined range of (a, b) and the temperature TA of the intake air is in the predetermined range of (c, d).

If the determination in step S452results in a “NO” answer, then the process directly goes to the end. On the other hand, if the determination in step S452results in a “YES” answer, then the process proceeds to step S454.

In step S454, the ECU40commands the fuel injector30to perform an injection for fuel property detection at an injection timing that is not advanced from TDC200.

Upon being commanded by the ECU40, the fuel injector30performs a single-shot injection at the injection timing.

In step S456, the ECU40estimates the torque T that is generated by the engine2through the injection for fuel property detection.

More specifically, the ECU40first detects, based on the sensing signal output from the rotational speed sensor32, the increase ΔNE in the rotational speed of the engine2which is caused by the injection for fuel property detection. Then, the ECU40estimates the torque T based on the increase ΔNE.

In step S458, the ECU40determines whether a counter number NC, which indicates the number of injections for fuel property detection having been performed, is equal to a predetermined number NCP.

If the determination in step S458results in a “NO” answer, then the process returns to step S454to iterate steps S454-S458.

It should be noted that, from the second iteration, the ECU40commands the fuel injector30to perform an injection for fuel property detection at an injection timing that is different from all the injection timings (or timing) for the previous injections (or injection) for fuel property detection.

On the other hand, if the determination in step S458results in a “YES” answer, then the process proceeds to step S460.

In step S460, the ECU40estimates, based on all the torques T estimated in step S456, the injection timing necessary for causing the engine2to generate the reference torque220.

In step S462, the ECU40determines the cetane number of the fuel based on a comparison between the injection timing estimated in step S460and a reference injection timing. After that, the process goes to the end.

As above, in the present embodiment, the ECU40determines the cetane number of the fuel based on a plurality of detected values (i.e., the increases ΔNE in the rotational speed of the engine2). Consequently, the ECU40can more accurately determine the cetane number of the fuel than in the first embodiment.

In addition, in the case of determining the cetane number of the fuel based on the increases ΔNE in the rotational speed of the engine2, the ECU40may first estimate an injection timing necessary for causing a predetermined increase in the rotational speed of the engine2, and then determine the cetane number of the fuel based on a comparison between the estimated injection timing and a reference injection timing.

Third Embodiment

This embodiment illustrates a process of the ECU40for detecting the cetane number of the fuel, which is different from the processes described in the previous embodiments.

Referring toFIG. 5, a dashed line310connects two points on the line210that indicates torques generated through injections for fuel property detection which are performed with the cetane number of the fuel equal to 60. One of the two points indicates the torque generated through the injection for fuel property detection which is performed at TDC200; the other indicates the torque generated through the injection for fuel property detection which is performed at the predetermined injection timing202.

On the other hand, a chain line312connects two points on the line212that indicates torques generated through injections for fuel property detection which are performed with the cetane number of the fuel equal to 40. One of two points indicates the torque generated through the injection for fuel property detection which is performed at TDC200; the other indicates the torque generated through the injection for fuel property detection which is performed at the predetermined injection timing202.

It can be seen fromFIG. 5that the slope of the line310is different from the slope of the line312. More specifically, the slope of the line310is smaller than that of the line312.

In view of the above, in the present embodiment, the ECU40first computes the difference between two torques that are generated through two injections for fuel property detection which are performed respectively at two predetermined injection timings; then, it determines the cetane number of the fuel based on the computed difference.

FIG. 13shows the process of the ECU40for detecting the cetane number of the fuel according to the present embodiment.

Steps S410and S412of this process are respectively identical to steps S450and S452of the process shown inFIG. 12and described in the second embodiment. Therefore, a description of those steps is omitted hereinafter.

In step S414, the ECU40commands the fuel injector30to perform an injection for fuel property detection at a predetermined injection timing that is not advanced from TDC200.

Upon being commanded by the ECU40, the fuel injector30performs a single-shot injection at the predetermined injection timing.

In step S416, the ECU40estimates the torque T generated by the engine2through the injection for fuel property detection.

More specifically, the ECU40first detects, based on the sensing signal output from the rotational speed sensor32, the increase ΔNE in the rotational speed of the engine2which is caused by the injection for fuel property detection. Then, the ECU40estimates the torque T based on the increase ΔNE.

In step S418, the ECU40determines whether a counter number NC, which indicates the number of injections for fuel property detection having been performed, is equal to 2.

If the determination in step S418results in a “NO” answer, then the process returns to step S414to iterate steps S414-S418.

It should be noted that, in the second iteration, the ECU40commands the fuel injector30to perform an injection for fuel property detection at a predetermined injection timing that is not advanced from TDC200and different from the predetermined injection timing in the first iteration.

On the other hand, if the determination in step S418results in a “YES” answer, then the process proceeds to step S420.

In step S420, the ECU40computes a torque difference between the torques estimated in step S416.

In step S422, the ECU40determines the cetane number of the fuel based on a comparison between the torque difference computed in step S420and a reference value. After that, the process goes to the end.

As above, in the present embodiment, the ECU40determines the cetane number of the fuel based on two detected values (i.e., the two increases ΔNE in the rotational speed of the engine2). Consequently, the ECU40can more accurately determine the cetane number of the fuel than in the first embodiment.

In addition, the ECU40may also command the fuel injector30to perform more than two injections for fuel property detection at different predetermined injection timings and determine the cetane number of the fuel based on more than two torque differences.

Moreover, in the case of determining the cetane number of the fuel based on the increases ΔNE in the rotational speed of the engine2, the ECU40may first compute the difference between the increases ΔNE, and then determine the cetane number of the fuel based on a comparison between the computed difference and a reference value.

Fourth Embodiment

This embodiment illustrates a process of the ECU40for detecting the cetane number of the fuel, which is a modification of the process according to the third embodiment.

FIG. 6Ashows torques generated through injections for fuel property detection which are performed, with the cetane number of the fuel equal to 40, to inject each of two different injection quantities of the fuel at different injection timings.

InFIG. 6A, a line410connects two points; one of them indicates the torque generated through the injection for fuel property detection which is performed at TDC200to inject a first injection quantity (i.e., 4 mm3/stroke) of the fuel; the other indicates the torque generated through the injection for fuel property detection which is performed at the predetermined injection timing202to inject the first injection quantity of the fuel. On the other hand, a line510connects two other points; one of them indicates the torque generated through the injection for fuel property detection which is performed at TDC200to inject a second injection quantity (i.e., 3 mm3/stroke) of the fuel; the other indicates the torque generated through the injection for fuel property detection which is performed at the predetermined injection timing202to inject the second injection quantity of the fuel.

It can be seen fromFIG. 6Athat the slope of the line410which corresponds to the first injection quantity is different from the slope of the line510which corresponds to the second injection quantity.

FIG. 6Bshows torques generated through injections for fuel property detection which are performed, with the cetane number of the fuel equal to 60, to inject each of two different injection quantities of the fuel at different injection timings.

InFIG. 6B, a line412connects two points; one of them indicates the torque generated through the injection for fuel property detection which is performed at TDC200to inject the first injection quantity (i.e., 4 mm3/stroke) of the fuel; the other indicates the torque generated through the injection for fuel property detection which is performed at the predetermined injection timing202to inject the first injection quantity of the fuel. On the other hand, a line512connects two other points; one of them indicates the torque generated through the injection for fuel property detection which is performed at TDC200to inject the second injection quantity (i.e., 3 mm3/stroke) of the fuel; the other indicates the torque generated through the injection for fuel property detection which is performed at the predetermined injection timing202to inject the second injection quantity of the fuel.

It can be seen fromFIG. 6Bthat the slope of the line412which corresponds to the first injection quantity is different from the slope of the line512which corresponds to the second injection quantity.

In view of the above, in order to more accurately detect the cetane number of the fuel, the ECU40first computes two differences. The first difference is between two torques that are generated through two injections for fuel property detection which are performed respectively at first and second injection timings to inject a first injection quantity of the fuel. The second difference is between two torques that are generated through two injections for fuel property detection which are performed respectively at the first and second injection timings to inject a second injection quantity of the fuel. The first and second injection timings are different from each other and both are not advanced from TDC200. The first and second injection quantities are different from each other. Then, the ECU40determines the cetane number of the fuel based on the first and second differences.

FIG. 14shows the process of the ECU40for detecting the cetane number of the fuel according to the present embodiment.

Steps S430-S436of this process are respectively identical to steps S410-S416of the process shown inFIG. 13and described in the third embodiment. Therefore, a description of those steps is omitted hereinafter.

In step S438, the ECU40determines whether a counter number NCT, which indicates the number of injections for fuel property detection having been performed with the same injection quantity, is equal to 2.

If the determination in step S438results in a “NO” answer, then the process returns to step S434to iterate steps S434-S438.

It should be noted that: in the first iteration of steps S434-S438, the ECU40commands the fuel injector30to perform an injection for fuel property detection at the first injection timing; and in the second iteration of S434-S438, the ECU40commands the fuel injector30to perform an injection for fuel property detection at the second injection timing.

On the other hand, if the determination in step S438results in a “YES” answer, then the process proceeds to step S440.

In step S440, the ECU40further determines whether a counter number NCQ, which indicates the number of injection quantities having been applied in the injections for fuel property detection, is equal to 2.

If the determination in step S440results in a “NO” answer, then the process returns to step S434to iterate steps S434-S440.

It should be noted that: in the first iteration of steps S434-S440, the ECU40commands the fuel injector30to inject the first injection quantity of the fuel; and in the second iteration of steps S434-S440, the ECU40commands the fuel injector30to inject the second injection quantity of the fuel.

On the other hand, if the determination in step S440results in a “YES” answer, then the process proceeds to step S442.

In step S442, the ECU40computes the first and second torque differences A and B.

More specifically, the ECU40computes the first torque difference A as the difference between the two torques that are generated through the two injections for fuel property detection which are performed respectively at the first and second injection timings to inject the first injection quantity of the fuel; it computes the second torque difference B as the difference between the two torques that are generated through the two injections for fuel property detection which are performed respectively at the first and second injection timings to inject the second injection quantity of the fuel.

In step S444, the ECU40determines whether the first torque difference is greater than or equal to a reference value RA1and the second torque difference is greater than or equal to a reference value RB1.

If the determination in step S444results in a “YES” answer, then the process goes on to step S448. On the other hand, if the determination in step S444results in a “NO” answer, then the process proceeds to step S446.

In step S446, the ECU40further determines whether the first torque difference A is smaller than a reference value RA2and the second torque difference B is smaller than a reference value RB2.

If the determination in step S446results in a “NO” answer, then the process directly goes to the end. On the other hand, if the determination in step S446results in a “YES” answer, then the process proceeds to step S448.

In step S448, the ECU40determines the cetane number of the fuel based on the results of the determination in step S444or the determinations in steps S444and S446. After that, the process goes to the end.

As above, in the present embodiment, the ECU40determines the cetane number of the fuel based on the two torque differences which respectively correspond to the two injection quantities. Consequently, the ECU40can more accurately determine the cetane number of the fuel than in the third embodiment.

In addition, the ECU40may also determine the cetane number of the fuel based on three or more torque differences which respectively correspond to three or more injection quantities.

Moreover, in the case of determining the cetane number of the fuel based on the increases ΔNE in the rotational speed of the engine2, the ECU40may first compute two differences between the increases ΔNE which respectively correspond to the first and second injection quantities, and then determine the cetane number of the fuel based on the two differences.

Fifth Embodiment

This embodiment illustrates a process of the ECU40for detecting the cetane number of the fuel, which is different from the processes according to the previous embodiments.

FIG. 7Ashows the change characteristics of the torques generated through injections for fuel property detection with respect to the injection timings for different cetane numbers of the fuel.

More specifically, inFIG. 7A, the line240indicates the change characteristics of the torques generated through injections for fuel property detection with respect to the injection timings for the cetane number of the fuel equal to 60 (i.e., CN60). On the other hand, the line242indicates the change characteristics of the torques generated through injections for fuel property detection with respect to the injection timings for the cetane number of the fuel equal to 40 (i.e., CN40).

It can be seen fromFIG. 7Athat the line240is different from the line242. In other words, the change characteristics of the torques with respect to the injection timings depend on the cetane number of the fuel. Therefore, the cetane number of the fuel detected based on the change characteristics of the torques with respect to the injection timings.

FIG. 7Bshows accumulated values of the torques generated through injections for fuel property detection for different cetane numbers of the fuel.

More specifically, inFIG. 7B, the line250indicates accumulated values of the torques for the cetane number of the fuel equal to 60 (i.e., CN60). On the other hand, the line252indicates accumulated values of the torques for the cetane number of the fuel equal to 40 (i.e., CN40). In addition, in the present embodiment, a current accumulated value is computed by accumulating all the differences between the torques at the previous and current injection timings and the torque at an initial injection timing for the accumulation.

It can be seen fromFIG. 7Bthat the line250is different from the line252. In other words, the accumulated values of the torques depend on the cetane number of the fuel. Therefore, the cetane number of the fuel can be detected based on the accumulated values of the torques.

In view of the above, in the present embodiment, the ECU40first computes accumulated values of the torques generated through injections for fuel property detection, and then determines the cetane number of the fuel based on the computed accumulated values.

More specifically, the ECU40can determine the cetane number of the fuel based on a comparison between the accumulated value of the torques computed at a predetermined injection timing260and a reference accumulated value260as shown inFIG. 7B.

Moreover, referring toFIG. 8, in the case of the cetane number of the fuel being equal to 60, the accumulated value of the torques at the injection timing280is equal to a reference accumulated value270. On the other hand, in the case of the cetane number of the fuel being equal to 40, the accumulated value of the torques at the injection timing282is equal to the reference accumulated value270. The injection timing280is different from the injection timing282.

Accordingly, the ECU40can also determine the cetane number of the fuel by: 1) estimating an injection timing at which the accumulated value of the torques is equal to the reference accumulated value270; and 2) determining the cetane number of the fuel based on the estimated injection timing.

FIG. 15shows the process of the ECU40for detecting the cetane number of the fuel according to the present embodiment.

Steps S470-S478of this process are respectively identical to steps S450-S458of the process shown inFIG. 12and described in the second embodiment. Therefore, a description of those steps is omitted hereinafter.

In step S480, the ECU40computes, based on the torques T estimated in step S476, accumulated values of the torques T.

In step S482, the ECU40determines the cetane number of the fuel based on the accumulated values of the torques T computed in step S480. After that, the process goes to the end.

As above, in the present embodiment, the ECU40determines the cetane number of the fuel based on a plurality of detected values (i.e., the increases ΔNE in the rotational speed of the engine2). Consequently, the ECU40can more accurately determine the cetane number of the fuel than in the first embodiment.

In addition, in the case of determining the cetane number of the fuel based on the increases ΔNE in the rotational speed of the engine2, the ECU40may first compute accumulated values of the increases ΔNE, and then determine the cetane number of the fuel based on the computed accumulated values of the increases ΔNE.

Sixth Embodiment

This embodiment illustrates a process of the ECU40for detecting the cetane number of the fuel, which is a modification of the process according to the fifth embodiment.

As described in the fifth embodiment with reference toFIG. 7A, the change characteristics of the torques with respect to the injection timings depend on the cetane number of the fuel.

FIG. 9shows change rates of the torques with respect to the injection timings for different cetane numbers of the fuel.

More specifically, inFIG. 9, the line300indicates change rates of the torques with respect to the injection timings for the cetane number of the fuel equal to 60 (i.e., CN60). On the other hand, the line302indicates change rates of the torques with respect to the injection timings for the cetane number of the fuel equal to 40 (i.e., CN40). In addition, in the present embodiment, a current change rate is computed by dividing the difference between the torques respectively at the current and previous injection timings by the difference between the current and previous injection timings.

It can be seen fromFIG. 9that the line300is different from the line302. In other words, the change rates of the torques with respect to the injection timings depend on the cetane number of the fuel. Therefore, the cetane number of the fuel can be detected based on the change rates of the torques with respect to the injection timings.

In view of the above, in the present embodiment, the ECU40first computes the change rates of the torques generated through injections for fuel property detection with respect to the injection timings, and then determines the cetane number of the fuel based on the computed change rates.

More specifically, referring toFIG. 9, in the case of the cetane number of the fuel being equal to 60, the change rates of the torques with respect to the injection timings are minimal at the injection timing310. On the other hand, in the case of the cetane number of the fuel being equal to 40, the change rates of the torques with respect to the injection timings are minimal at the injection timing312. The injection timing310is different from the injection timing312.

Therefore, the ECU40can determine the cetane number of the fuel by: 1) estimating an injection timing at which the change rate of the torques is minimal; and d) determining the cetane number of the fuel based on the estimated injection timing.

FIG. 16shows the process of the ECU40for detecting the cetane number of the fuel according to the present embodiment.

Steps S570-S578of this process are respectively identical to steps S470-S478of the process shown inFIG. 1Sand described in the fifth embodiment. Therefore, a description of those steps is omitted hereinafter.

In step S580, the ECU40computes, based on the torques T estimated in step S576, change rates of the torques T with respect to the injection timings.

In step S582, the ECU40determines the cetane number of the fuel based on the change rates of the torques T computed in step S580. After that, the process goes to the end.

As above, in the present embodiment, the ECU40determines the cetane number of the fuel based on a plurality of detected values (i.e., the increases ΔNE in the rotational speed of the engine2). Consequently, the ECU40can more accurately determine the cetane number of the fuel than in the first embodiment.

In addition, in the case of determining the cetane number of the fuel based on the increases ΔNE in the rotational speed of the engine2, the ECU40may first compute change rates of the increases ΔNE with, respect to the injection timings, and then determine the cetane number of the fuel based on the computed change rates of the increases ΔNE.

While the above particular embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various modifications, changes, and improvements may be made without departing from the spirit of the invention.

1) In the first to sixth embodiments, the ECU40determines the cetane number of the fuel based on the torques (or torque) generated by the engine2through the injections (or injection) for fuel property detection.

However, as shown inFIG. 10, the relative torques, which are computed by dividing each of the torques by the maximum one of the torques, also depends on the cetane number of the fuel. More specifically, inFIG. 10, the line320indicates the relative torques for the cetane number of the fuel equal 60; the line322indicates the relative torques for the cetane number of the fuel equal to 40. The line320is different from the line322.

Therefore, in the first to sixth embodiments, the ECU40may be modified to first compute the relative torques (or torque) by dividing the torques (or torque) by a reference torque and then determines the cetane number of the fuel based on the computed relative torques (or torque).

With the above modification, the influence of errors in detecting the torques can be minimized.

In addition, in the case of determining the cetane number of the fuel based on the increases (increase) ΔNE in the rotational speed of the engine2, the ECU40may first compute relative increases (or a relative increase) in the rotational speed by diving each of the increases (or increase) ΔNE by a reference increase, and then determine the cetane number of the fuel based on the computed relative increases (or increase).

2) In the first to sixth embodiments, the ECU40determines the cetane number of the fuel with a fixed value of the rail pressure.

However, torques generated through injections for fuel property detection change with the rail pressure. Moreover, the manner in which the torques change with the cetane number of the fuel also changes with the rail pressure (i.e., the pressure of the fuel supplied to the fuel injectors30).

Therefore, the ECU40may be modified to: 1) regulate the rail pressure to a plurality of values by controlling either or both of the fuel-feed adjusting valve18and the pressure reducing valve24; and 2) detect the increases (or increase) ΔNE and estimate the torque T at each of the values of the rail pressure; 3) determine the cetane number of the fuel based either on all the estimated torques T or on the all the increases ΔNE.

With the above modification, it is possible to improve the accuracy in detecting the cetane number of the fuel.

3) In the previous embodiments, the ECU40detects the cetane number of the fuel as a property of the fuel.

However, the ECU40may also detect any other property of the fuel which influences the state of combustion in the cylinders of the engine2and thereby causes the rotational speed of the engine2to change.

4) In the previous embodiments, each injection for fuel property detection is a single-shot injection. However, each injection for fuel property detection may be a multistage injection provided that it is possible to accurately detect the change in the rotational speed of the engine caused by the multistage injection.

5) In the previous embodiments, the engine2is a diesel engine. However, the present invention may also be applied to an internal combustion engine of any other type in which the properties of the fuel injected into the engine influences the combustion in the engine and thereby cause the rotational speed of the engine to change.

6) In the previous embodiments, the ECU40serves as the fuel property detector for detecting the cetane number of the fuel. The ECU40is configured to perform the functions for detecting the cetane number of the fuel by means of software, more specifically by executing the program installed in the ROM or flash memory thereof. However, the ECU40may also be configured to perform the functions by means of hardware, for example by employing a dedicated circuit for performing one or more of the functions.