Method of controlling the direct injection of fuel into a combustion chamber of an internal combustion engine

Abstract: Method of controlling the direct injection of fuel into a combustion chamber (4) of an internal combustion engine (2), according to which, in order to effect injection (INJ) in relation to a first stroke (C) of the cylinder starting from a dead centre (PM N ), the following steps are performed: estimating (51) during a stroke (A) of the cylinder preceding the first stroke (C) the pressure (P COLL (PM N )) which will be present in the suction manifold (5) at the first dead centre (PM N ), estimating (52) an injection advance (ϕ INJ ) for the injection (INJ) on the basis of the estimation of the pressure (P COLL (PM N )) in the suction manifold (5), detecting (54) the pressure (P FUEL ) in the fuel manifold (11), estimating (53, 55, 56, 57, 58, 59, 60) the mean pressure (P CAMmean ) which will be present in the chamber (4) during the injection (INJ) on the basis of the estimates effected in the preceding steps and on the basis of a function (f) representative of the course of the pressure in the combustion chamber (4) under reference operating conditions of the engine, estimating (61) the mean flow rate (G) of the injector (12) during the injection (INJ) on the basis of the pressure difference (ΔP 2 ) defined by the pressure (P FUEL ) detected in the fuel manifold (11) and the mean pressure (P CAMmean ) estimated in the chamber (4), and calculating and programming (61) a delivery interval (Δt INJprog ) for the injector (12) on the basis of the mean flow rate (G) estimated and of the quantity of fuel (QB INJ ) to be injected.

Description: This invention relates to a method of controlling the direct injection of fuel into a combustion chamber of an internal combustion engine. As is known, direct injection internal combustion engines have a suction manifold connected to the cylinders of the engine in order to supply an air flow thereto, a fuel manifold for receiving the high-pressure fuel to supply to the said cylinders and a plurality of injectors, each of which is connected to the fuel manifold and is provided with a delivery nozzle disposed directly opposite a respective combustion chamber. The fuel manifold receives the fuel from a high-pressure pump which is connected to the fuel storage tank, while each injector is associated with a respective cylinder and is controlled for the direct injection of fuel therein. The supply of fuel into the cylinders is controlled by the control unit of the engine, which drives each injector by means of the generation of a respective control signal indicating the delivery time interval, i.e. the interval within which the injector must allow for the passage of fuel from the fuel manifold to the combustion chamber. In particular, in relation to one single injection operation into one cylinder, the control unit calculates both the quantity of fuel to be delivered and the injection advance, i.e. e.g. the time interval elapsing from the final theoretical moment of the injection to the moment at which pistons associated with the cylinder will be situated in the next upper dead centre position. The control unit must therefore calculate and programme the delivery time interval to allow for the injection of the quantity of fuel calculated. On the other hand, in order to be able to calculate the delivery time interval accurately, the delivery characteristics of the injector (e.g. the capacity) must be taken into account, these being highly dependent on the pressure difference present at the ends of the said injector, i.e. on the difference between the pressure present in the fuel manifold and the pressure present in the interior of the combustion chamber during the injection. The internal pressure of the fuel manifold can generally vary between a predetermined interval including a reference pressure value (generally a pressure value of between 40 and 120 bar). The pressure in the interior of the combustion chamber, on the other hand, is highly variable, both as a function of the position of the throttle valve and as a function of the stroke of the cylinder in which the injection is supposed to take place (typically suction stroke and/or compression stroke). Therefore, in order to be able to effectively inject the desired quantity of fuel, it is necessary to solve the problem of accurately estimating the pressure difference which will be present at the ends of the injector during the injection. If the calculation of the delivery time interval is in fact based on the value of a pressure difference deviating significantly from the value which will actually be present during the injection, the quantity of fuel which will be supplied to the cylinder will deviate from the desired quantity. This deviation in the quantity of fuel injected is particularly harmful as it alters the air/fuel ratio with respect to the objective value, as a result of which, in addition to leading to a deterioration of the combustion, it can give rise to an increase in consumption or a loss of power, or can affect the correct operation of the catalytic converter. According to US-A-5 718 203, in a control apparatus for a direct injection engine, an additional fuel injection time interval is added to a base fuel injection time interval for compensating a supposed decreased amount of injected fuel caused by the decrease of the difference between the pressure in the cylinder and the pressure of fuel in a compression stroke. The pressure in the cylinder is estimated in advance by a pressure change estimation part. EP-A-0 589 517 teaches to use a delta model to predict manifold absolute pressure for a future period. The air mass induced in each cylinder is calculated based on the predicted manifold pressure and is used to determine the correct amount of fuel to inject at that period. The aim of this invention is to provide a method of controlling injection which solves the problem described hereinabove, i.e. which allows for the very precise determination of the delivery time interval ensuring the supply of the desired quantity of fuel. This invention provides a method of controlling the direct injection of fuel into a combustion chamber of an internal combustion engine of the type described in claim 1. This invention will now be described with reference to the accompanying drawings illustrating a preferred non-limiting embodiment and in which: Figure 1 is a diagrammatic view of a device for controlling the direct injection of fuel into an internal combustion engine, implementing the method of this invention; Figure 2 shows a detail of the engine of Figure 1; Figure 3 is a diagram in relation to a cylinder of the engine showing a series of injection operations over time; Figure 4 is a block diagram of the control method of this invention; Figure 5 shows. the application of the control method with respect to injection during the compression stroke; Figure 6 shows in detail a functional block of the diagram of Figure 4; Figure 7 shows the course of a function expressing the dependency of the internal pressure of the combustion chamber (standardised to the value of atmospheric pressure) on the angle of rotation of the crankshaft, i.e. in the various strokes of the cylinder, and Figure 8 is a block diagram of an estimating circuit forming part of the control device of Figure 1. With reference to Figure 1, the reference numeral 1 schematically designates a control device of a direct injection internal combustion engine 2. In the example shown, the engine 2 is a petrol engine provided with four cylinders, designated by the reference numeral 3, each of which defines a respective combustion chamber 4 in correspondence with an upper end thereof (Figure 2). The engine 2 has a suction manifold 5 for supplying an air flow towards the cylinders 3, a fuel system 6 for supplying the petrol directly to the combustion chambers 4 and an ignition device 7 to trigger combustion of the air/petrol mixture in the interior of the cylinders 3. The engine 2 moreover has an exhaust manifold 8 capable to convey the combustion gases expelled from the combustion chambers into an exhaust pipe 9 along which is disposed a catalytic converter 10 (of known type) for reducing the pollutants present in the exhaust gases before the latter are emitted into the external environment. The fuel system 6 comprises a fuel manifold 11 for receiving and accumulating the high-pressure petrol delivered by the fuel pump (not shown) and a pressure regulator (of known type and not shown) for stabilising the pressure in the fuel manifold 11 at a predetermined pressure value generally included between 40 and 120 bar. The fuel system 6 moreover comprises a plurality of injectors 12, each of which has one end 12a communicating with the fuel manifold 11 (Figure 2) and is provided with a delivery nozzle 12b disposed directly facing a respective combustion chamber 4. Each injector 12 is controlled by means of a respective delivery enabling signal Δt INJ in order to supply fuel from the fuel manifold 11 to the interior of the relevant combustion chamber 4. The ignition device 7 has a plurality of spark plugs 13, each of which is positioned in correspondence with a respective combustion chamber 4 and is controlled in order to trigger combustion. The control device 1 comprises an electronic control unit 16 which has a plurality of input and output connections by means of which it controls all of the functions of the engine 2. Only those connections relevant for the purposes of the description of the subject matter of this invention are shown in Figure 1. In particular, the control unit 16 controls the opening and closure of each injector 12 by means of the delivery enabling signal Δt INJ indicating the time interval within which the injection of the petrol into the relevant combustion chamber 4 must take place. In Figure 1, the reference ACC designates the control signal by means of which the control unit 16 drives each spark plug 13 in order to trigger combustion in the relevant cylinder 3. The control unit 16 is connected to a pressure sensor 17 in order to receive a signal P COLL indicating the pressure in the suction manifold 5 and cooperates with a position sensor 18 for detecting the position P FARF of the throttle valve 19 which is disposed along the suction pipe 5 in order to regulate the air flow into the cylinders 3. The control unit 16 is moreover connected to an angular velocity sensor 20 of the crankshaft 21 in order to receive an rpm signal indicating the number of revolutions per minute and cooperates with two temperature sensors 22 and 23, the sensor 23 detecting the temperature T AC of the coolant of the engine, and the sensor 22 detecting the temperature T AR of the air present in the suction manifold 5. The control unit 16 is also connected to a pressure sensor 24 disposed in the fuel manifold 11 and capable to indicate the internal pressure P FUEL of the said manifold, ,i.e. the pressure of the end 12a of the injectors 12. The control unit 16 finally receives at its input a signal V BAT from a sensor 25 for detecting the voltage of the battery of the engine. In direct injection engines, the injection of fuel into the interior of a combustion chamber 4 can be effected during the suction stroke and/or during the compression stroke of the relevant cylinder 3, but, as is shown in Figure 3, also during the exhaust stroke of the cylinder 3, i.e. when the exhaust valve 26 (Figure 2) associated with the cylinder is already open. Figure 3 in fact shows one possible series of injection operations into the interior of an identical suction/compression/expansion/exhaust cycle of a cylinder 3 over time. In the figure, the reference INJ A designates injection in the suction stroke A, INJ C designates injection in the compression stroke C and INJ S designates injection in the exhaust stroke S. The injection operations INJ A and INJ C provide the fuel taking part in the combustion and therefore in the generation of engine torque, whereas the injection operation INJ S can be effected, e.g. if it is desired to accelerate the heating of the catalytic converter 10 following cold start of the engine. In fact, if the air/fuel mixture taking part in the combustion is lean, i.e. generates exhaust gases rich in oxygen, the fuel injected during the injection INJ S can give rise to residual combustion which burns the excess oxygen present in the still burning exhaust gases, thereby generating heat towards the catalytic converter 10. According to this invention, the control device 1 .implements a method of controlling the injection of fuel, according to which there is optimum regulation of the delivery time interval (Δt INJ ) of the relevant injector 12 for each injection INJ of fuel into a cylinder 3 to be performed in order to supply exactly the desired quantity of fuel for this injection. Referring to the injection operations INJ A , INJ C and INJ S of Figure 3, the method therefore allows for the determination of the delivery time intervals Δt INJA , Δt INJC and Δt INJS relating to these injection operations. In Figure 3, the suction/compression/expansion/exhaust cycle is expressed in mechanical degrees and the reference symbols PM N-2 , PM N-1 , PM N , PM N+1 , PM N+2 and PM N+3 designate the moments at which the piston assumes the relative upper or lower dead centre positions. According to what is shown, the injection operation INJ A is actuated successively at the moment PM N-1 , while the injection operations INJ C and INJ S are actuated respectively at moments following the moments PM N and PM N+2 respectively. The control method of this invention will now be described with reference to Figure 4, referring for the sake of simplicity to a generic injection operation INJ (Figure 5) which must be actuated after the generic moment PM N in the compression stroke, without thereby losing this generality. The method provides for controlling the opening time of the injector 12 on the basis of the value of its flow rate, which is estimated from the actual drop in pressure which will be present at the ends of the said injector during the injection. With reference to Figure 4, an initial START block is followed by a block 40 in which the control unit 16 calculates the quantity of fuel QB INJ to be injected into the cylinder 3 in correspondence with the injection operation INJ in accordance with known methods. The quantity of fuel QB INJ is determined with at least one dead centre advance with respect to the dead centre PM N for the actuation of the injection, i.e. at least the dead centre PM N-1 . The block 40 is followed by a block 50 (described' in detail hereinafter) in which, departing from the moment PM N-1 (i.e. with a dead centre advance with respect to the dead centre point PM N for actuation), the control' unit 16 calculates and'programmes the delivery time interval Δt INJprog relating to this injection operation. As will be described hereinafter, the time interval Δt INJprog is calculated on the basis of the actual value of the pressure P FUEL in the fuel manifold 11 and on the basis of an estimation of the mean pressure P CAMmean which will be present in the combustion chamber 4 during the injection. This estimation of the mean pressure P CAMmean in the combustion chamber is effected from measured data available at the moment PM N-1 . The functional block 50 is followed by a functional block 70 (described in detail hereinafter) in which, departing from the moment PM N , the control unit 16 performs a procedure for correcting the delivery interval Δt INJprog programmed. This correction procedure calculates the delivery interval once again on the basis of a new estimation of the mean pressure in the combustion chamber P CAMmeanNEW and, moreover, takes instantaneous changes in the pressure P FUEL in the fuel manifold 11 into account. As will be described, the new estimation of the pressure P CAMmeanNEW is effected from measured data available at the moment PM N . In other words, in the block 70, the control unit 16 performs a new calculation of the delivery interval and, if possible, effects new programming of the injection in order to guarantee the delivery of the required quantity of petrol QB INJ with optimum accuracy. The functional block 50 will now be described with reference to Figure 6. The initial block INIT is followed by a block 51 in which, in correspondence with the dead centre PM N-1 , the control unit 16 estimates the value of the pressure in the suction manifold 5 at the moment PM N (i.e. P COLL (PM N )) from the inputs available at the moment PM N-1 . As will be described in more detail hereinafter, one method which can be used to estimate this pressure value P COLL (PM N ) is the one proposed by Italian Patent Application TO94A000152 of March 4, 1994 (this patent application has been extended to give rise to the following patent applications: EP 95102976.8 of March 2, 1995, US 08/397386 of March 2, 1995 and BR 9500900.0 of March 3, 1995). The output of the block 51 is followed by a block 52 in which the control unit 16 calculates the value of the injection advance ϕ INJ relating to the injection operation INJ, which is normally expressed in mechanical degrees and can define in an equivalent manner the moment at which the injection should be initiated or, alternatively, the moment at which the said injection should be terminated. In the example shown (see Figures 3 and 5), the injection advance ϕ INJ defines the theoretical moment at which the injection should be terminated and represents the time interval elapsing from this moment to the moment at which the piston reaches the next upper dead centre PMS. The injection advance ϕ INJ is calculated from the value of the pressure in the suction manifold 5 estimated in the block 51 (i.e. P COLL (PM N )) and from the actual value of the rpm signal (i.e., the number of revolutions per minute), by means of known algorithms which are not shown (e.g. electronic tables). The block 52 is then followed by a block 53 in which the pressure P CAM (ϕ INJ ) which will be present in the interior of the combustion chamber 4 at the moment corresponding to the value of the injection advance ϕ INJ , i.e. in this case, at the moment at which the injection INJ terminates, is estimated. This estimation is effected according to the invention on the basis of the value of the pressure P COLL (PM N ) estimated in the suction manifold 5 and on the basis of a function f (see Figure 7 which provides the course of the pressure in the combustion chamber 4 P CAMWOT (when the throttle valve 19 is in a completely open state) standardised to the value of atmospheric pressure P ATM in order to vary the angle of rotation of the engine (0-720°). In particular, the function f is stored in the control unit 16 and the pressure P CAM (ϕ INJ ) is estimated according to the equation: P CAM (ϕ INJ ) ≅ P COLL ( PM N )· P CAMWOT P ATM ( ϕ PMS - ϕ INJ ) where ϕ PMS designates the phase of the upper dead centre PMS with respect to which the injection advance ϕ INJ has been determined. ϕ PMS is clearly equal to 360° for the injection operations INJ A and INJ C , whereas it is equal to 720° for the injection operation INJ S (see Figure 3). The value estimated for the pressure P CAM (ϕ INJ ) therefore represents the pressure of the delivery nozzle 12b of the injector 12 at the end of the injection operation INJ. The output of the block 53 is followed by a block 54 in which the control unit 16 detects the actual value of the pressure. P FUEL present in the interior of the fuel manifold 11 by means of the connection with the sensor 24 (Figure 1). As is known, the pressure P FUEL is sampled by the control unit with a fixed sampling time, generally equal to 4 msec. The actual value of the pressure P FUEL consequently represents the final value sampled by the control unit 16. The block 54 is followed by a block 55 in which the control unit 16 calculates the value estimated for the pressure difference ΔP 1 present at the ends of the injector 12 at the end of the injection operation INJ on the basis of the pressure P CAM (ϕ INJ ) estimated and of the pressure P FUEL measured. This value is obtained by subtracting the pressure P CAM ( INJ ) estimated in the combustion chamber 4 from the value of the pressure P FUEL detected in the fuel manifold 11, i.e. ΔP 1 = P FUEL - P CAM (ϕ INJ ). The block 55 is followed by a block 56 in which the control unit 16 calculates the value of the flow rate G of the injector 12 during the injection INJ on the basis of the value estimated for the pressure difference ΔP 1 . This calculation is effected by.means of interpolation on two-dimensional flow rate/pressure difference curves stored in the control unit 16 and obtained by means of theoretical calculations and experimental tests during the design phase of the engine 2. It is known that variations in the voltage of the battery can cause considerable differences in the flow rate of the fuel pump which supplies the fuel manifold 11 and, consequently, can vary the flow rate of the injector 12. In order also to take account of this factor, before calculating the flow rate G of the injector 12, the control unit 16 also detects the voltage of the battery V BAT by means of the sensor 25 and then effects interpolation on three-dimensional flow rate/pressure difference/voltage curves. The formula used to determine the flow rate G of the injector is therefore as follows: G = G(ΔP) + G(V BAT ). The flow rate G of the injector is therefore calculated in the block 56 on the basis of the preceding formula, where the pressure difference ΔP is equal to the value ΔP 1 provided by the block 55. The output of the block 56 is followed by a block 57 in which the control unit 16 calculates a first delivery time interval Δt INJ1 on the basis of the flow rate G estimated in the block 55. In particular, the interval Δt INJ1 is calculated by adding a term given by the quotient of the value of the quantity of fuel to be injected QB INJ (calculated in the block 40) and the value of the flow rate G of the injector 12 (calculated in the block 55) and an offset term t OFF . The offset term serves to take account of the incidence of any typical characteristics of the injector 12 in the quantity of fuel injected (e.g. the delay with which the control pulse of the control unit 16 responds, or the waiting time and the flight time). This offset term t OFF is estimated by adding a term t OFF (ΔP) obtained from two-dimensional time/pressure difference curves to a term t OFF (V BAT ) obtained from two-dimensional time/battery voltage curves. These curves are also stored in the control unit 16 and are produced by means of theoretical calculations and experimental tests during the design phase of the engine 2. The general formula used to calculate the delivery time interval is therefore as follows: Δt INJ = QB INJ G + t OFF ( ΔP ) + t OFF ( V BAT ). The interval Δt INJ1 is then calculated in the block 57 on the basis of the preceding formula, where ΔP is equal to the value ΔP 1 provided by the block 55. It should be noted at this point that the interval Δt INJ1 represents only a first estimation of the delivery interval calculated departing from the assumption that the pressure P CAM in the combustion chamber 4 is constant during the injection (i.e. equal to P CAM (ϕ INJ )), while, in reality, the pressure P CAM can also vary considerably during the injection. The block 57 is followed by a block 58 in which the control unit 16 determines the initial injection phase  INJ on the basis of the value of the injection advance ϕ INJ and of the time interval Δt INJ1 , representing the initial theoretical moment of the injection (Figure 5). The block 58 is followed by a block 59 in which the control unit 16 estimates the pressure P CAM ( INJ ) which will be present in the interior of the combustion chamber 4 at the initial theoretical moment of the injection on the basis of the function f (Figure 7 and of the value of the initial injection phase  INJ . In this manner, the estimations for the pressure in the combustion chamber 4 corresponding to the initial and final theoretical moments of the injection are thus available, i.e. the values P CAM ( INJ ) and P CAM (ϕ INJ ). The block 59 is followed by a block 60 in which the control unit 16 calculates an estimation of the mean value P CAMmean of the pressure in the combustion chamber 4 during the injection INJ, by means of the equation: P CAMmean = P CAM ( ϕ INJ ) + P CAM (ϕ INJ ) 2 The output of the block 60 is followed by a block 61 in which the control unit 16 once again calculates the delivery interval of the injector 12 from the value of the actual pressure P FUEL in the fuel manifold 11 and from the estimation of the mean pressure P CAMmean in the combustion chamber 4, i.e. from the pressure difference ΔP 2 = P FUEL - P CAMmean . In particular, the operations performed by the control unit 16 in order to calculate the new delivery interval Δt INJprog are exactly those already described in blocks 56 and 57. It is known that the new delivery interval Δt INJprog represents a much more accurate estimation of the delivery interval than the estimation provided by the interval Δt INJ1 at the output of the block 57. Programming of the delivery interval Δt INJprog is moreover effected in the block 61, i.e. the pilot circuit of the injector 12 is programmed, a circuit referred to by the expression "TPU"'. The control unit 16 therefore programmes the delivery time interval Δt INJprog during the time elapsing between the dead centre PM N-1 and the dead centre PM N (see Figure 5). The method and the estimating circuit 90 used to estimate the value P COLL (PM N ) of the pressure in the suction manifold 5 at the moment PM N from the data available at the moment PM N-1 will now be described with particular reference to Figure 8 (this estimation is effected in block 51 of Figure 6). This method requires the knowledge of five operating parameters of the engine 2, i.e. the number of revolutions of the engine rpm, the temperature T AC of the coolant, the temperature T AR of the air sucked in by the suction manifold 5, the position P FARF of the throttle valve 19 and the pressure P COLL in the suction manifold 5. As already stated, the values of these parameters at the moment PM N-1 are used to estimate the pressure value P COLL (PM N ) at the moment PM N . The estimating circuit 90 comprises a summation node 91 which has a first summation input 91a which receives the signal P FARF generated by the sensor 18 and an output 91u connected to an input 92a of a circuit 92. The circuit 92 performs a transfer function A(z) which models a transmission means, in particular the portion of the suction manifold 5 included between the throttle valve 19 and the input to the combustion chamber 4. The transfer function A(z) is advantageously implemented by means of a numerical filter, in particular a low-pass filter, the coefficients of which are functions of the rpm, T AC and T AR signals generated by respective sensors 20, 23 and 22. The circuit 90 moreover comprises a circuit 93 which has an input 93a connected to an output 92u of the circuit 92 by means of a line 94. The line 94 communicates with the output 90u of the circuit 90. The circuit 93 performs a transfer function B(z) which models the delays of the sensor 17, which is capable to detect the pressure P COLL in the said suction manifold 5, the signal conditioning delays (filtering, conversion and processing of the pressure signal P COLL ) and the delays due to the physical actuation of the injection. The transfer function B(z) is advantageously implemented by means of a numerical filter, in particular a low-pass filter, the coefficients of which are functions of the rpm, T AC and T AR signals generated by respective sensors 20, 23 and 22. The circuit 93 has an output 93u which is connected to a first subtraction input 95a of a node 95 which moreover has a second summation input 95b to which the pressure signal P COLL (PM N-1 ) is supplied. The summation node 95 moreover has an output 95u which is connected to an input of a correction circuit 96 advantageously formed by a proportional-integral-derivative (PID) network which has an output 96u which communicates with a second input 91b of the node 91. In use, the circuit 92 receives at its input the signal P FARF corrected by a correction signal CORR generated by the circuit 96 and generates at its output a signal which estimates the pressure in the suction manifold 5 in the vicinity of the pressure sensor 17 at the next dead centre (PM N ). The output signal P COLL (PM N ) of the circuit 92 is then supplied to the circuit 93 which generates at its output a pressure signal of the suction manifold 5 including the response inertia of the pressure sensor, the delays of the system and the actuation delays. The output signal of the circuit 93 is then compared with the (real) signal of the value of the pressure in the suction manifold 5 generated by the sensor 17 in such a manner that there is an error signal ER at the output of the node 95 which is then processed by the circuit and which in turn generates at its output a signal CORR. As a result of the feedback produced by the circuit 96, the error signal ER is minimised and the signal P COLL (PM N ) at the output of the circuit 92 therefore represents a measure of the pressure in the suction manifold 5 less the delays of the sensor, the delays of the calculating system and the actuation delays. The method of controlling injection described hereinabove allows for the programming of the delivery time interval with optimum accuracy, ensuring that exactly the required quantity of petrol will be injected in each injection operation, irrespective of the operating conditions of the engine, or irrespective of whether the engine is under stabilised or transient conditions. It should be stressed that the use of the function f (illustrated in Figure 7 to estimate the pressure in the combustion chamber 4 does not constitute a limitation, as the real course of this function can be slightly different depending on the moment at which combustion is triggered, but where the injection operations are taking place (illustrated by the arrows Fr), the function f approaches the real course in an optimum manner. It will finally be clear that the method can be modified or varied without thereby going beyond the scope of protection of this invention.

Claims: Method of controlling the direct injection of fuel into at least one combustion chamber (4) of an internal combustion engine (2), the engine (2) comprising at least one cylinder (3) defining the said chamber (4), a suction manifold (5) connected to the cylinder (3), at least one fuel manifold (11) and at least one injector (12) connecting the fuel manifold (11) to the said chamber (4) for injecting the fuel directly therein, the method being characterised in that , in order to effect a generic injection operation (INJ) in relation to a first stroke (C) of the cylinder starting from a first dead centre (PM N ), it comprises the following steps: a) calculating (40) the quantity of fuel (QB INJ ) to be injected; b) estimating (51) during a second stroke (A). of the cylinder preceding the said first stroke (C) the pressure (P COLL (PM N )) which will be present in the suction manifold (5) at the first dead centre (PM N ); c) estimating (52) an injection advance (ϕ INJ ) for the said injection (INJ) on the basis of the estimation of the pressure (P COLL (PM N )) in the suction manifold (5); d) detecting (54) the pressure (P FUEL ) in the fuel manifold (11) ; e) estimating (53, 55, 56, 57, 58, 59, 60) the mean pressure (P CAMmean ) which will be present in the combustion chamber (4) during the injection (INJ) on the basis of the estimations effected in steps b) and c) and on the basis of a function (f) representative of the course of the pressure in the combustion chamber (4) under reference operating conditions of the engine; f) estimating (61) the mean flow rate (G) of the injector (12) during the injection (INJ) on the basis of the pressure difference (ΔP 2 ) between the pressure (P FUEL ) detected in the fuel manifold (11) and the mean pressure (P CAMmean ) estimated in the combustion chamber (4), and g) calculating and programming (61) a delivery interval (Δt INJprog ) for the injector (12) on the basis of the mean flow rate (G) estimated and of the quantity of fuel (QB INJ ) calculated. Method according to claim 1, characterised in that the said second stroke (A) of the cylinder is the stroke of the cylinder immediately preceding the said first stroke (C) and starts from a second dead centre (PM N-1 ) of the cylinder, the said steps b), c), d), e), f) and g) being performed in'the time elapsing between the second dead centre (PM N-1 ) and the first dead centre (PM N ). Method according to claim 2, characterised in that the said step b) provides for estimating the pressure (P COLL (PM N )) in the suction manifold (5) at the first dead centre (PM N ) on the basis of the values measured at the second dead centre (PM N-1 ) for a plurality of physical quantities measured in the engine. Method according to claim 3, characterised in that the said physical quantities comprise the number of revolutions (rpm) of the engine (2), the temperature (T AC ) of the coolant, the position (P FARF ) of the throttle valve (19), the pressure (P COLL ) of the air sucked in by the suction manifold (5) and the temperature (T AR ) of the air sucked in by the suction manifold (5). Method-according to any one of claims 2 to 4, characterised in that the said step c) provides for estimating (52) the said injection advance (ϕ INJ ) on the basis of the estimation of the pressure (P COLL (PM N )) in the suction manifold (5) and on the basis of the value of the number of revolutions (rpm) of the engine measured at the second dead centre (PM N-1 ). Method according to claim 5, characterised in that the said injection advance (ϕ INJ ) defines the final theoretical moment of the said injection (INJ). Method according to any one of the preceding claims, characterised in that the said step e) of estimating the mean value (P CAMmean ) of the pressure in the combustion chamber (4) comprises the following sub-steps: e1) estimating (53) the pressure ((P CAM (ϕ INJ )) which will be present in the interior of the combustion chamber (4) in correspondence with the said injection advance (ϕ INJ ) on the basis of the value estimated for the pressure in the suction manifold (5) and of the said function (f) representative of the course of the pressure in the combustion chamber (4), the said injection advance (ϕ INJ ) defining a theoretical extreme of the injection (INJ); e2) estimating (55, 56, 57, 58, 59) the pressure ((P CAM ( INJ )) which will be present in the combustion chamber (4) in correspondence with an injection phase ( INJ ) defining the other theoretical extreme of the injection (INJ), and e3) calculating the mean (60) of the two pressure values (P CAM (ϕ INJ ), P CAM ( INJ )) estimated in sub-steps e1) and e2). Method according to claim 7, characterised in that the estimation in sub-step e2) is effected by performing the following operations: e21) calculating (55) a pressure difference (ΔP 1 ) present at the ends of the injector (12) by subtracting the pressure ((P CAM (ϕ INJ )) estimated in sub-step e1) from the pressure (P FUEL ) detected in the fuel manifold (11); e22) estimating (56) the flow rate (G) of the injector (12) during the injection (INJ) on the basis of the pressure difference (ΔP 1 ) calculated according to the operation e22); e23) calculating (57) a first estimation of the delivery interval (Δt INJ1 ) for the injector (12) on the basis of the flow rate estimated for the injector (12) in operation e22) and on the basis of the quantity of fuel (QB INJ ) calculated; e24) calculating (58) the said injection phase ( INJ ) on the basis of the said first estimation of the delivery interval (Δt INJ1 ) and of the said injection advance (ϕ INJ ), and e25) estimating (59) the pressure ((P CAM ( INJ )) which will be present in the combustion chamber (4) in correspondence with the injection phase ( INJ ) on the basis of the said pressure estimated in the suction manifold (5) and of the said function (f) representative of the course of the pressure in the combustion chamber (4). Method according to any one of the preceding claims, characterised in that the said function (f) provides the course of the pressure in the combustion chamber (4) standardised to the value of atmospheric pressure in order to vary the angle of rotation of the engine when the throttle valve (19) is in a completely open state. Method according to any one of the preceding claims, characterised in that it moreover comprises the subsequent step of measuring the voltage of the battery (V BAT ) of the engine (2) before estimating the said mean flow rate (G) of the injector (12). Method according to claim 10, characterised in that the said value of the mean flow rate (G) of the injector (12) during the injection (INJ) is calculated both on the basis of the pressure difference (ΔP 2 ) between the pressure (P FUEL ) detected in the fuel manifold (11) and the mean pressure (P CAMmean ) estimated in the combustion chamber (4) and on the basis of the said value (V BAT ) measured for the voltage of the battery. Method according to any one of the preceding claims, characterised in that the said value of the delivery interval (Δt INJprog ) is calculated by dividing the quantity of fuel (QB INJ ) calculated by the said flow rate (G) estimated for the injector (12). Method according to claim 10 or claim 11, characterised in that the said value of the delivery interval (Δt INJprog ) is calculated by dividing the quantity of fuel (QB INJ ) calculated by the said flow rate (G) estimated for the injector (12) and adding to this quotient a first offset value (t OFF (ΔP)) and a second offset value (T OFF (V BAT )), the first offset value (T OFF (ΔP)) being estimated on the basis of the said mean value (ΔP) of the pressure difference at the ends of the injector (12), and the second offset value (t OFF (V BAT )) being estimated on the basis of the value measured for the voltage of the battery (V BAT ).

Inventors: GELMETTI ANDREA, POGGIO LUCA, SECCO MARCO, GELMETTI, ANDREA, POGGIO, LUCA, SECCO, MARCO
Applicants: MAGNETI MARELLI POWERTRAIN SPA, MAGNETI MARELLI POWERTRAIN S.P.A.
Application year: 1999
Main classification: F02D41
IPC codes: F02D41, F02D45