A method for detecting the degree of filter clogging in an internal combustion engine

Abstract

The present disclosure proposes a method for detecting the degree of filter clogging in an internal combustion engine using an electronic control unit (ECU). In step 101, the ECU receives a set of measured values ​​of parameters. In step 102, the ECU stores a matrix including correlation factors between each of the set of parameters and the pressure difference value. In step 103, the ECU calculates a predicted value of the pressure difference based on the measured values ​​of the set of parameters and the matrix. In step 104, the ECU linearizes the predicted value of the pressure difference using the dynamic value of the actual pressure difference. The dynamic value of the actual pressure difference is derived from a self-learning algorithm using the actual value of the pressure difference measured under various conditions. In step 105, the ECU indicates the value of the filter clogging degree to a vehicle user.

Description

Technical Field

[0001] The present disclosure relates to a method of detecting the degree of clogging of a filter in an internal combustion engine. Background Art

[0002] Filtered fuel is a primary requirement for the functionality and durability of fuel injection components. Imperfect filtration leads to component failure, which further affects engine performance. Filters become clogged in due course of time due to suspended particles being trapped as they pass through the porous media. This entrapment gradually impedes and eventually stops the flow of fuel. Conventional methods of detecting filter clogging in internal combustion engines use sensors inside the engine to measure the pressure differential across the filter. However, this method is expensive and not robust.

[0003] Patent application US 6672147 B1 “A method for detecting blockage of a fuel filter in a supply circuit of an internal combustion engine” relates to a method for detecting blockage in a fuel filter, the fuel filter being located between a fuel pressure regulator and an electric motor pump, the fuel pressure regulator applying pressure toward the internal combustion engine downstream of the filter, the electric motor pump compressing fuel from a fuel tank through the filter toward the regulator, the method comprising: determining the fuel pressure at the pump output and considering it as the fuel pressure at the filter inlet; determining the fuel pressure at the filter outlet as the pressure applied by the regulator; determining the pressure drop of the filter based on the difference between the filter input and output pressure levels, and deriving information about the blockage condition of the filter by comparing at least one value based on the pressure drop with at least one reference value. BRIEF DESCRIPTION OF THE DRAWINGS

[0004] Figure 1 is a flow chart of a method for detecting the degree of filter clogging in an internal combustion engine. DETAILED DESCRIPTION

[0005] Figure 1 The invention is a flow chart of a method for detecting the degree of filter clogging in an internal combustion engine using an electronic control unit (ECU), wherein the electronic control unit is suitable for detecting the degree of clogging in a fuel filter of the internal combustion engine. In step (101), the ECU receives a set of measured values ​​of parameters. In step (102), the ECU stores a matrix including correlation factors between each of the set of parameters and a pressure difference value. In step (103), the ECU calculates a predicted value of the pressure difference based on the measured values ​​of the set of parameters and the matrix. In step (104), the ECU linearizes the predicted value of the pressure difference using a dynamic value of the actual pressure difference. The linearized value of the predicted pressure difference gives the degree of filter clogging. In step (105), the ECU indicates the value of the filter clogging degree to a vehicle user.

[0006] The measured value of this group of parameters is the instantaneous value of this group of parameters. This group of parameters measured by the ECU includes but is not limited to battery voltage, coolant temperature, torque, engine speed, torque demand state, main injection excitation time, pilot injection excitation time, rail pressure, total system quantity demand, actual current of metering unit, etc.

[0007] In step (102), the ECU stores a matrix including correlation factors between each of the set of parameters and the pressure difference value. After conducting experiments using various values ​​of each parameter and corresponding changes in the actual pressure difference value, the matrix including correlation factors between each parameter in the set of parameters and the pressure difference value is derived.

[0008] Serial number Parameter name Factors related to pressure difference 1. Battery voltage 0.67 2. Coolant temperature 0.28 3. Torque -0.73 4. Engine speed 0.33 5. Torque demand status -0.46 6. Main jet excitation time 0.32 7. Pilot injection excitation time 0.38 8. Rail pressure 0.41 9. Total system requirements 0.71 10. Actual current of the metering unit 0.74

[0009] Table 1

[0010] Table 1 shows the correlation between some important parameters in the group of parameters and the pressure difference. The correlation factor lies between -1 and 1. A factor of -1 corresponds to a high correlation and inverse proportionality, where a factor of 1 corresponds to a high correlation and direct proportionality. For example, the battery voltage is correlated with the pressure difference and is proportional to the pressure difference by a factor of 0.67. Similarly, the engine torque is correlated with the pressure difference and is inversely proportional to the pressure difference by a factor of 0.73.

[0011] In step 103, the correlation between all the above parameters and the pressure difference is used to calculate the predicted value of the pressure difference. The instantaneous values ​​of the parameters listed in Table 1 are measured and received by the ECU. They are then superimposed with the corresponding correlation factors to calculate the predicted pressure difference value.

[0012] In step (104), the ECU linearizes the predicted value of the pressure differential using the dynamic value of the actual pressure differential. The dynamic value of the actual pressure differential is derived from the self-learning algorithm using the actual value of the pressure differential measured under various conditions. A model is established in the ECU using equations from the self-learning algorithm, which uses the pressure values ​​and engine parameters recorded for different situations. The dynamic value of the actual pressure differential is predicted using the model and the corresponding relevant engine parameter values. The various situations correspond to various values ​​of boundary conditions. These boundary conditions include, but are not limited to, engine operating state, engine speed idling, unpressed accelerator pedal, etc. In one embodiment, the self-learning algorithm is a decision tree algorithm, which is fed with the value of the actual pressure differential and the engine parameters measured under the above-mentioned various boundary conditions to give a predicted dynamic value of the actual pressure differential. The self-learning algorithm need not be limited to decision trees, but can be extended to other regression algorithms.

[0013] The engine parameter values ​​are recorded for a specific time and the average of the distribution of predicted differential pressure values ​​is fitted to a curve. The curve is formed using the differential pressure values ​​measured under different clogging conditions that have been measured. The predicted value from the curve indicates the degree of filter clogging.

[0014] In step 105, the ECU indicates the degree of filter clogging to the vehicle user. In one embodiment, the ECU indicates the value of filter clogging by displaying the value of filter clogging on a display unit provided on a vehicle dashboard. In another embodiment, the ECU indicates the value of filter clogging by issuing an audible notification to the vehicle user.

[0015] The idea is to develop a method for detecting the degree of clogging in a fuel filter based on analysis and prediction of various data parameters of a common rail system. The degree of filter clogging is indicative of the health and efficiency of the filter. This is an accurate and more precise method of determining filter clogging, as it takes into account various parameters that are indicative of the dynamic health of the filter. The method does not require the installation of a special filter clogging sensor inside the internal combustion engine, thus providing a cost-effective and more accurate solution to the problem of checking the degree of filter clogging.

[0016] It must be understood that the embodiments explained in the above detailed description are merely illustrative and do not limit the scope of the invention. Any modification to the method for detecting the degree of filter clogging in an internal combustion engine is contemplated and forms part of the invention. The scope of the invention is limited only by the claims.

Claims

1. A method (100) for detecting a degree of clogging in a fuel filter of an internal combustion engine using an electronic control unit, the method comprising the following steps: Receiving (101) a set of measured values ​​of a parameter, characterised in that the method: storing (102) a matrix in the electronic control unit, the matrix comprising correlation factors between each parameter of the set of parameters and the value of the pressure difference; Calculating (103) a predicted value of the pressure difference based on the measured values ​​of the set of parameters and the matrix; linearizing (104) a predicted value of the pressure differential using a dynamic value of the actual pressure differential, wherein the linearized value of the predicted pressure differential provides a degree of filter clogging; indicating (105) to a vehicle user the value of the degree of filter clogging, Therein, the dynamic value of the actual pressure difference is derived from a self-learning algorithm using the actual pressure difference value measured in each case.

2. The method according to claim 1, wherein: The indication of the value of the filter clogging degree can be an acoustic indication or a visual indication.

3. An electronic control unit adapted to detect the degree of clogging in a fuel filter of an internal combustion engine, wherein the electronic control unit is capable of: Receiving (101) a set of measured values ​​of parameters; storing (102) a matrix including correlation factors between each parameter of the set of parameters and the value of the pressure difference; Calculating (103) a predicted value of the pressure difference based on the measured values ​​of the set of parameters and the matrix; linearizing (104) a predicted value of the pressure differential using a dynamic value of the actual pressure differential, wherein the linearized value of the predicted pressure differential provides a degree of filter clogging; indicating (105) to a vehicle user the value of the degree of filter clogging, Therein, the dynamic value of the actual pressure difference is derived from a self-learning algorithm using the actual pressure difference value measured in each case.

4. The electronic control unit according to claim 3, wherein: The indication of the value of the filter clogging degree can be an acoustic indication or a visual indication.

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