Fuel supply system control including detection of valve full open state

Abstract

A method of operating a computing system in operative communication with a fuel supply system includes: receiving a fuel supply command, the fuel supply command including a specified fuel quantity and a specified fuel pressure; determining a first fuel supply rate shape corresponding to the specified fuel pressure but not corresponding to the specified fuel quantity; the first fuel supply rate shape is modified at least in part by repositioning a post-maximum fuel supply portion of the first fuel supply rate shape relative to a pre-maximum fuel supply portion of the first fuel supply rate shape, determining a second fuel supply rate shape corresponding to the specified fuel quantity and the specified fuel pressure; updating a fuel metering device control model based on the second fuel supply rate shape; and using the updated fuel metering device control model to control and diagnose at least one of fuel metering devices of the fuel supply system.

Description

[0001] Cross - reference

[0002] This application claims the benefit and priority of U.S. Application No. 63 / 383,941, filed on November 16, 2022, and the application is hereby incorporated by reference. Technical Field

[0003] This application relates to fuel supply system control including detection of a fully - open valve state. Background Art

[0004] The control of fuel supply systems for internal combustion engines has many drawbacks, including those related to accuracy, complexity, computational burden, dedicated hardware requirements, precision, reliability, robustness, and other drawbacks. There remains a significant need for the unique devices, methods, systems, and technologies disclosed herein.

[0005] Disclosure of Exemplary Embodiments

[0006] To clearly, concisely, and accurately describe the exemplary embodiments of the present disclosure, the ways and methods of making and using the present disclosure, and to enable the practice, manufacture, and use of the present disclosure, reference will now be made to certain exemplary embodiments, including those shown in the figures, and the present disclosure will be described using specific language. However, it should be understood that no limitation of the scope of the invention is thereby created, and the invention includes and protects such variations, modifications, and further applications of the exemplary embodiments that would occur to those skilled in the art. Summary of the Invention

[0007] One embodiment includes unique fuel supply system control. In some forms, the fuel supply system control can include detection of a fully - open valve state. Additional embodiments include unique devices, systems, and methods that incorporate or embody such control. Additional embodiments, forms, objects, features, advantages, aspects, and benefits should become apparent from the following description and the drawings. Brief Description of the Drawings

[0008] Figure 1 is a schematic diagram showing certain aspects of an exemplary engine system including an exemplary fuel supply system.

[0009] Figure 2 is a flowchart showing certain aspects of an exemplary method.

[0010] Figure 3 is a diagram showing certain aspects of an exemplary control.

[0011] Figure 4 and Figure 5 is a graph showing certain aspects of an exemplary control process and an exemplary control. Detailed implementation mode

[0012] Reference Figure 1 Figure 1 , shows a system 11 including an engine 10 and a fuel supply system 9. In the illustrated embodiment, the engine 10 is provided as an internal combustion engine configured to burn gaseous fuel provided by the fuel supply system 9, such as natural gas, hydrogen, or other gaseous fuels. In other embodiments, the fuel supply system 9 and the engine 10 may be configured to provide and burn other types of fuels, such as diesel fuel, gasoline, or other liquid fuels. The engine 10 includes a reciprocating piston type combustion chamber 13 in a cylinder configured to generate mechanical power from the combustion of fuel. The fuel injector 12 is in fluid communication with the respective combustion chambers of the engine 10 and is constructed to introduce fuel into the respective combustion chambers. In the illustrated embodiment, the fuel injector 12 is constructed and provided as a fuel injector of a port fuel injection system configured to inject fuel into the intake port leading to the respective combustion chamber 13 of the engine 10, although other embodiments may include other types and configurations of injectors, such as direct fuel injectors configured to inject fuel directly into the respective combustion chambers 13 of the engine 10. In the illustrated embodiment, four fuel injectors 12 and four combustion chambers 13 are depicted, and it should be understood that the engine 10 may include fewer or more fuel injectors 12 and combustion chambers 13. The system 11 may be provided in various forms, including as a prime mover system (or a component of a prime mover system) of a vehicle, a generator set, or other power load systems.

[0013] In the illustrated embodiment, the fuel supply system 9 is constructed and provided as a pressurized gaseous fuel supply system. The fuel supply system 9 includes a fuel tank 31 configured to store a gaseous fuel supply, such as natural gas. The fuel tank 31 is fluidly coupled via a control valve 32 to a compressor 33, and the control valve can be actuated by an electronic control system (ECS) 20 to control the flow of gaseous fuel to the compressor 33. The compressor 33 is configured to compress the gaseous fuel received from the fuel tank 31 via the valve 32 and supply the compressed gaseous fuel to a pressure regulator 34 and / or an accumulator 36. The accumulator 36 is configured to provide a reservoir for the pressurized gaseous fuel received from the compressor 33 and can be selectively coupled and decoupled via a valve 35 to a pipeline supplying fuel from the compressor 34 to the fuel regulator 34, and the valve can be actuated by the ECS 20 to control the flow of gaseous fuel to or from the accumulator 36. The pressure regulator 34 is configured to control the pressure of the gaseous fuel supplied to the fuel injector 12 and can perform such control operations in response to a control signal from the ECS 20.

[0014] It should be understood that the fuel supply system 9 in the shown form is only one example of a fuel supply system in accordance with the present disclosure. In other embodiments, the fuel supply system 9 may be configured and provided as another type of gaseous fuel supply system, for example, as a gaseous hydrogen direct injection fuel supply system. In other embodiments, the fuel supply system 9 may be configured and provided in other forms, such as a high pressure common rail diesel fuel injection system or other types of fuel supply systems.

[0015] The system 11 also includes an electronic control system (ECS) 20 that communicates with the engine 10 and is configured to control one or more aspects of the engine 10, including controlling the injection of fuel into the engine 10 via the fuel injectors 12. Accordingly, the ECS 20 can communicate with the fuel injectors 12 and is configured to command each fuel injector 12 to be enabled and disabled at a prescribed time to inject fuel into the engine 10 as needed. The ECS 20 includes at least one electronic control unit (ECU) 22 that is configured to perform the operations of the ECS 20 as further described herein, and in some embodiments, the ECS may include additional ECUs that are configured to perform the operations of the ECS 20 as further described herein.

[0016] The ECS 20 may also be configured to control other parameters of the engine 10, which may include aspects of the engine 10 that can be controlled by actuators activated by the ECS 20. For example, the ECS 20 can communicate with actuators and sensors for receiving and processing sensor inputs and transmitting actuator output signals. Actuators may include, but are not limited to, the fuel injectors 12. Sensors may include any suitable devices to monitor the operating parameters and functions of the system 11. For example, the sensors may include a pressure sensor 16 and a temperature sensor 18. The pressure sensor 16 communicates with the pressure regulator 34 and is configured to transmit a measurement of the pressure within the pressure regulator 34 to the ECS 20. The temperature sensor 18 communicates with the pressure regulator 34 and is configured to transmit a measurement of the temperature within the pressure regulator 34 to the ECS 20. In at least one embodiment, the system 11 may include an oxygen sensor 38 (e.g., an oxygen-containing sensor) that communicates with the ECS 20 and is configured to determine the characteristics of the exhaust gas generated and discharged by the engine 10. In one example, the oxygen sensor 38 may determine the oxygen concentration in the exhaust gas as representative of the regulated emissions concentration.

[0017] As will be appreciated from the following description, the techniques described herein related to fuel injectors or fuel injection parameters may be implemented in an ECS 20, which may include one or more controllers for controlling different aspects of the system 11. In one form, the ECS 20 includes one or more electronic control units (ECUs), such as an engine control unit or an engine control module. The ECS 20 may include digital circuitry, analog circuitry, or a hybrid combination of both types. Additionally, the ECS 20 may be programmable, an integrated state machine, or a hybrid combination thereof. The ECS 20 may include one or more arithmetic logic units (ALUs), central processing units (CPUs), memories, limiters, regulators, filters, format converters, etc. that are not shown for clarity. In one form, the ECS 20 is of a programmable variety that executes algorithms and processes data according to an operating logic defined by program instructions, such as software or firmware. Alternatively or additionally, the operating logic for the ECS 20 may be at least partially defined by hardwired logic or other hardware.

[0018] In addition to the types of sensors described herein, any other suitable sensors and their associated parameters may also be covered by the system and method. Thus, a sensor may include any suitable device for sensing any relevant physical parameter, which includes electrical, mechanical, and chemical parameters of the engine system 11. As used herein, the term sensor may include any suitable hardware and / or software for directly or indirectly sensing or estimating any engine system parameter and / or various combinations of such parameters.

[0019] Reference Figure 2 , an exemplary process 200 for operating an electronic control system (e.g., ECS 20 or another electronic control system) in operative communication with a fuel supply system (e.g., fuel supply system 9 or another fuel supply system) is shown. The process 200 may be implemented in and executed by one or more components of an electronic control system, such as one or more electronic control units (e.g., ECU 22 and / or other electronic control units), and / or by other electronic control system components.

[0020] The process 200 begins at start operation 202 and proceeds to operation 204 of setting an initial value of the pilot injection time (PIT). The PIT may be provided and used as part of an injector control command (ICC) that is used to control the operation of the injector. The ICC may also include other injector control parameters or be associated with other injector control parameters, such as injector on time (IOT) or other injector control parameters.

[0021] Starting from operation 204, process 200 proceeds to operation 206, which controls the injector to perform injection using a PIT command. In some embodiments, operation 206 may include generating an ICC using a controller implemented in one or more electronic control units and providing the ICC to an injector driver circuit that includes a feedback controller configured and operable to control the fuel injector based on the ICC. In other embodiments, operation 206 may include or utilize additional or alternative operations and techniques.

[0022] Starting from operation 206, process 200 proceeds to operation 208, which receives a start of hold time (SOH) in response to the injection performed at operation 206. In some embodiments, operation 208 may include receiving the SOH from the feedback controller as a feedback signal, which may be received and stored in a register or other non-transitory storage medium of the electronic control unit. In other embodiments, operation 208 may include or utilize additional or alternative operations and techniques.

[0023] Starting from operation 208, process 200 proceeds to operation 210, which calculates the difference (SOH - PIT) between the start of hold time and the pilot injection time of the current injection operation performed at operation 206. In some embodiments, operation 210 may calculate the difference by subtracting the PIT from the SOH and storing the resulting difference in a non-transitory storage medium of the electronic control unit. In other embodiments, operation 208 may include or utilize additional or alternative operations and techniques for calculating or determining the difference.

[0024] Starting from operation 210, process 200 proceeds to condition 212, which evaluates whether a previous difference calculation is available. Condition 212 may evaluate whether a previous difference calculation is available by checking one or more non-transitory memory locations for the existence of a previous difference calculation, checking a counter indicating the number of executions or iterations of operation 210 and / or other operations of process 200, or by using a combination of the foregoing and / or other operations and techniques.

[0025] If condition 212 evaluates to negative, process 200 proceeds to operation 214 to increase the PIT. Operation 214 may increase the PIT by a predetermined value and store the increased value of the PIT in one or more non-transitory memory locations. The predetermined value may be established during the debugging, calibration, or repair of a system such as system 11 or its components. The predetermined value may be on the order of one-tenth of a millisecond (0.1 ms), or may be of a larger or smaller order of magnitude. Starting from operation 214, process 200 proceeds to operation 206 and continues as described above.

[0026] If condition 212 evaluates to affirmative, process 200 proceeds to condition 216, which evaluates whether the current difference calculated at operation 210 is greater than the previous difference determined to be available at condition 212, or whether the current difference is related to the previous difference by some other criterion according to a predetermined pattern. In some embodiments, condition 212 may use the greater than operator to evaluate the difference. In other embodiments, condition 212 may use other operators (such as the less than operator, greater than or equal to operator, less than or equal to operator, comparator, or other operators or logic) to evaluate the difference.

[0027] If condition 216 evaluates to negative, process 200 proceeds to operation 214 to increase the PIT, as described above. Starting from operation 214, process 200 proceeds to operation 206 and continues as described above.

[0028] If condition 212 evaluates to affirmative, process 200 proceeds to operation 218, which determines the valve full open time (VFO) in response to the evaluation result performed by condition 216. Operation 218 may also be considered to determine the VFO in response to the previous SOH and / or in response to the previous difference calculation. In the illustrated embodiment, operation 218 determines the VFO by setting the VFO equal to the previous SOH. In other embodiments, operation 218 may determine the VFO by setting the VFO equal to other values (such as a value offset scaled or otherwise adjusted from the SOH value).

[0029] Starting from operation 218, process 200 proceeds to operation 220, which updates the injector control model using the detected VFO. The injector control model may include a look-up table, a response surface, or another type of data structure. The injector control model may be constructed and operable to determine, output, and / or otherwise provide an injector control command (ICC) or a part or parameter of the ICC in response to a fuel supply command. The ICC may include an injector enable time, a PIT, and / or other parameters for controlling the operation of the fuel injector. The fuel supply command may include a fuel supply amount, a fuel supply pressure, and / or other parameters for commanding or requesting engine fuel supply.

[0030] Starting from operation 220, process 200 proceeds to operation 222, which controls the operation of the fuel injector using the updated injector control model. Operation 222 may control the operation of the fuel injector to perform the injection of fuel into the combustion chamber of the engine. The injection of fuel into the combustion chamber of the engine may be performed to propel the vehicle or to power another load driven by the engine.

[0031] Starting from operation 221, process 200 proceeds to operation 299, where process 200 ends and may be repeated later.

[0032] It should be understood that process 200 can be performed individually for each of a plurality of injectors of a fuel supply system. Process 200 can be performed during normal operation of the engine and the associated fuel supply system to propel the vehicle or power a load, and does not require a dedicated calibration or test operating mode that disrupts normal operation. Process 200 can be performed once or multiple times, for example, as an initial adjustment or configuration of the fuel supply system and associated electronic control system components, and readjusted or reconfigured at a later time the fuel supply system and associated electronic control system components. It should also be understood that process 200 can be performed without current level monitoring.

[0033] Reference Figure 3 , an exemplary control 300 is shown, which can be implemented and operated in one or more components of an electronic control system (such as ECS20) or another electronic control system configured to operably communicate with the fuel supply system. In some forms, at least a portion of control 300 can be implemented in one or more electronic control units of an electronic control system such as ECU 22 or additional or alternative electronic control units.

[0034] Control 300 includes injector command control 310, which is configured to receive a fuel supply command 302 and output a command for controlling the injector in response to fuel supply command 302. Fuel supply command 302 can include a fuel supply quantity (Q) and a fuel supply pressure (P). Injector command control 310 can include an injector control model 312, which is configured and operable to determine a metering device operation command 399 in response to fuel supply command 302. Injector control model 312 can include a look-up table, a response surface, or another type of data structure. Injector control model 312 can be configured, operable, and / or used from injector command control 310 to determine, output, and / or otherwise provide an injector control command (ICC) 320 or a portion or parameter of ICC 320 in response to the fuel supply command. In the illustrated embodiment, ICC 320 includes an injector on time (IOT) 322 and a pilot injection time (PIT) 324. In other embodiments, ICC 320 can include other parameters for controlling the operation of the fuel injector.

[0035] The injector command control 310 also includes a VFO determination block 314 and a model modification block 316, which are configured to participate in determining the VFO and adjusting the injector control model 312. In the illustrated example, the VFO determination block 314 is configured to determine the VFO by performing one or more of the operations such as operations 208, conditions 212, conditions 214, and operation 218 of process 200 or the corresponding operations of another process. In the illustrated example, the model modification block 316 is configured to update the injector control model 312 with the VFO determined by block 314.

[0036] The control 300 includes an injector driver 330, which includes a feedback controller 332 that is configured to receive the ICC 320 as a control input, receive feedback of the injector current from the current sensor 336, and output a switch control signal to the control switch 334 in response to the received input. The feedback controller 332 can be constructed as a PID controller, a variant thereof (such as a PI controller or a P controller), or another type of feedback controller (such as a feedback controller combined with an open-loop controller or a control element), and can be implemented via an ASIC, an FPGA, or other electronic microcontrollers. The feedback controller 310 is also configured to provide a signal indicating the SOH 326 to the injector command control 310.

[0037] The switch 334 is operatively coupled to the system voltage source (V_supply) and is configured to selectively supply the injector current (I_inj) to the solenoid 124 of the injector 12. The injector current (I_inj) effectively energizes the solenoid 124 to cause the injector armature 122 (sometimes referred to as the injector needle) to move upward in the direction generally indicated by the arrow L. In the lifted position (shown by the dashed line in broken lines), the injector armature 122 allows the fuel supplied to the injector passage 126 to leave through one or more holes at the tip of the injector 12 as a fuel injection (F_inj) and enter the corresponding combustion chamber 11 of the engine 10.

[0038] Other aspects of the exemplary injection that can be performed by the injector 12 in response to the execution of the control 300 and process 200 are in Figure 4As shown, the figure shows a graph 400. The graph 400 shows an injector current waveform 410 and an injector current waveform 412, which correspond to current (A) as a function of time (ms), as indicated by the left and bottom scale legends of the graph 400. The graph 400 also shows an injector position waveform 420 and an injector position waveform 4220, which correspond to displacement (in.) as a function of time (ms), as indicated by the right and bottom scale legends of the graph 400.

[0039] During an injection event, in response to the feedback controller 332 closing the switch 334, the injector current waveforms 410 and 412 initially ramp up to their respective maximum injector currents. Then, through PWM or other feedback control performed by the feedback controller 332 through the switch 334, the injector current waveforms 410 and 412 are maintained in the maximum injector current region. During this period, the injector armature 122 begins to open and approaches the fully open position.

[0040] At PIT 430 and PIT 432 respectively, the injector current waveforms 410 and 412 ramp down from the maximum injector current region in response to the feedback controller 332 opening the switch 334. During this period, the injector armature 122 continues to open and reaches the fully open position due to its speed and momentum.

[0041] Starting at SOH 440 and SOH 442 respectively, the injector current waveforms 410 and 412 are maintained at a holding level to keep the injector armature in the open position in response to PWM or other feedback control performed by the feedback controller 332 through the switch 334.

[0042] At the injector off (IO) time 450 and the injector off (IO) time 452 and the IO time, the injector current waveforms 410 and 412 decay to zero in response to the feedback controller 332 opening the switch 334. During this period, the injector armature 122 begins to close and advances towards the fully closed position.

[0043] By comparing injector current waveform 410 and injector current waveform 412, it can be seen that small changes in the PIT (e.g., the change between PIT 430 and PIT 432) result in much larger changes in the SOH (e.g., the change between SOH 440 and SOH 442). In some embodiments, this relationship can be described as a discontinuity or near discontinuity in the SOH as a function of the PIT, which occurs in response to a delay in the back electromotive force (BEMF signal) of the SOH if the PIT is slightly increased. The compliance of the armature stop or the flexure of the armature itself when the armature strikes the stop can cause a slight rise in current after the armature impact, which in turn can amplify the change in the SOH.

[0044] Other aspects of the exemplary control process that can be performed by the control 300 executing process 200 are shown in Figure 5 which shows a graph 500. In graph 400, curve 510 shows the difference between the SOH and the PIT (SOH - PIT) as a function of the PIT, as indicated by the left and bottom scale legends of graph 500. Curve 520 shows the VFO as a function of the PIT, as indicated by the right and bottom scale legends of graph 500. Curve 530 shows the SOH as a function of the PIT, as indicated by the right and bottom scale legends of graph 500.

[0045] The difference between the SOH and the PIT, i.e., the fall time of the current signal, gives an indication of the VFO. As shown in graph 500, curve 510 (SOH - PIT) steadily decreases until the point where the SOH coincides with the VFO. Then there is a sharp rise in curve 510, followed by a more gradual decay. The minimum point of curve 510 (SOH - PIT) corresponds to the PIT at which SOH = VFO. The search for the VFO can be done by starting with a small PIT and incrementing it until the SOH - PIT rises. When this occurs, the VFO is equal to the SOH of the previous increment. These characteristics can be applied to control processes and controls that utilize the aforementioned change in the difference between the SOH and the PIT as a function of the PIT and the coincidence of the VFO and the SOH. Since the PIT is a commanded value and the SOH is monitored as state feedback to the ECU, both are known values and are easily accessible for use by the control process or control, e.g., as described in connection with process 200 and control 300.

[0046] As shown by this detailed description, the present disclosure contemplates multiple and various embodiments, including but not limited to the following exemplary embodiments. A first exemplary embodiment is a method of operating an electronic control system to control a fuel supply system, the method comprising: operating a fuel injector to perform an injection in response to an injector control command including a pilot injection time (PIT); determining a start of hold time (SOH) in response to operating the fuel injector; calculating a difference between the SOH and the PIT; determining a valve full open time (VFO) in response to the determination and the calculation; modifying an injector control model based on the VFO; and using the updated injector control model to control the operation of the fuel injector.

[0047] A second exemplary embodiment includes the features as described in the first exemplary embodiment, wherein determining the VFO in response to the difference includes: operating the fuel injector a second time to perform a second injection in response to a second injector control command including a second PIT, the second PIT being greater than the PIT; calculating a second difference between a second SOH determined in response to the second operation of the fuel injector and the second PIT; evaluating the second difference relative to the first difference; and if the second difference is greater than the difference, performing a determination of the valve VFO based on the difference.

[0048] A third exemplary embodiment includes the features as described in the second exemplary embodiment, wherein determining the VFO includes setting the VFO to be equal to the SOH.

[0049] A fourth exemplary embodiment includes the features as described in any one of the first to third exemplary embodiments, wherein updating the injector control model based on the VFO includes modifying a data structure indicating an injection quantity.

[0050] A fifth exemplary embodiment includes the features as described in the fourth exemplary embodiment, wherein the data structure maps a plurality of injection quantities to corresponding plurality of injector control commands.

[0051] A sixth exemplary embodiment includes the features as described in any one of the first to third exemplary embodiments, wherein the PIT establishes a time during the injection for reducing the current of the injector.

[0052] A seventh exemplary embodiment includes the features as described in any one of the first to third exemplary embodiments, wherein operating the fuel injector to perform the injection includes operating the fuel injector to inject gaseous fuel into a combustion cylinder.

[0053] An eighth exemplary embodiment includes the features as described in the seventh exemplary embodiment, wherein the gaseous fuel includes one of natural gas and hydrogen.

[0054] The ninth exemplary embodiment includes the features as described in any one of the first to third exemplary embodiments, wherein controlling the operation of the fuel injector using the updated injector control model includes controlling the fuel injector to perform fuel injection into the combustion chamber of the engine.

[0055] The tenth exemplary embodiment includes the features as described in the ninth exemplary embodiment, wherein the fuel injection into the combustion chamber effectively provides traction torque to propel the vehicle.

[0056] The eleventh exemplary embodiment is a system that includes: a fuel supply system including at least one injector; and an electronic control system configured to: operate the fuel injector to perform injection in response to an injector control command including a pilot injection time (PIT), determine a start of hold time (SOH) in response to the operation of the fuel injector; calculate a difference between the SOH and the PIT; determine a valve full open time (VFO) in response to the determination and the calculation; modify the injector control model based on the VFO; and control the operation of the fuel injector using the updated injector control model.

[0057] The twelfth exemplary embodiment includes the features as described in the eleventh exemplary embodiment, wherein the electronic control system being configured to determine the VFO in response to the difference includes the electronic control system being configured to: operate the fuel injector a second time to perform a second injection in response to a second injector control command including a second PIT, the second PIT being greater than the PIT; calculate a second difference between a second SOH determined in response to the second operation of the fuel injector and the second PIT; evaluate the second difference relative to the first difference; and if the second difference is greater than the difference, determine the valve VFO based on the difference.

[0058] The thirteenth exemplary embodiment includes the features as described in the twelfth exemplary embodiment, wherein the electronic control system being configured to determine the VFO includes the electronic control system being configured to set the VFO to be equal to the SOH.

[0059] The fourteenth exemplary embodiment includes the features as described in any one of the eleventh to thirteenth exemplary embodiments, including that the electronic control system being configured to update the injector control model based on the VFO includes modifying a data structure indicating injection quantity.

[0060] The fifteenth exemplary embodiment includes the features as described in the fourteenth exemplary embodiment, wherein the data structure maps a plurality of injection quantities to corresponding plurality of injector control commands.

[0061] The sixteenth exemplary embodiment includes the features as described in any one of the eleventh to thirteenth exemplary embodiments, wherein the PIT establishes a time for reducing the current of the injector during the injection.

[0062] The seventeenth exemplary embodiment includes the features as described in any one of the eleventh to thirteenth exemplary embodiments, wherein the fuel injector is configured to inject gaseous fuel into a combustion cylinder.

[0063] The eighteenth exemplary embodiment includes the features as described in the seventeenth exemplary embodiment, wherein the gaseous fuel includes one of natural gas and hydrogen.

[0064] The nineteenth exemplary embodiment includes the features as described in any one of the eleventh to thirteenth exemplary embodiments, wherein the fuel injector is configured to directly inject fuel into a combustion chamber of an engine.

[0065] The twentieth exemplary embodiment includes the features as described in the nineteenth exemplary embodiment, wherein the fuel supply system and the electronic control system are operably coupled to an internal combustion engine configured to propel a vehicle and drive one of a load.

[0066] It should be understood that terms such as "non-transitory memory", "non-transitory storage medium", and "non-transitory storage device" refer to various types of devices and storage media that can be configured to store information that can be read or executed by a processor or other components of a computer system, such as data or instructions, and such terms include and encompass a single or solitary device or medium storing such information, multiple devices or media across which or in which corresponding portions of such information are stored, and multiple devices or media across which or in which multiple copies of such information are stored.

[0067] It should be understood that when used in connection with a control method or process, an electronic control system or controller, an electronic control, or a component or operation as described above, terms such as "determine", "determined", and "determining" inclusively refer to any one of a plurality of actions, structures, devices, operations, and techniques, individually or in combination, including but not limited to the estimation or calculation of a parameter or value, obtaining a parameter or value from a look-up table or using a look-up operation, receiving a parameter or value from a data link or network communication, receiving an electronic signal indicative of a parameter or value (e.g., a voltage, frequency, current, or pulse width modulation (PWM) signal), receiving a sensor output indicative of a parameter or value, receiving other outputs or inputs indicative of a parameter or value, reading a parameter or value from a memory location on a computer-readable medium, receiving a parameter or value as a runtime parameter, and / or by receiving a parameter or value that can be used to calculate an interpretation, and / or by referring to a default value that is interpreted as a parameter value.

[0068] Although the exemplary embodiments of the present disclosure have been shown and described in detail in the drawings and the foregoing description, it is to be considered illustrative rather than restrictive in nature. It should be understood that only certain exemplary embodiments have been shown and described, and all changes and modifications that come within the spirit of the claimed invention are protected. It should be understood that while the use of words such as "preferably", "preferably", "preferred", or "more preferred" as used in the foregoing description indicates that the features so described are more desirable, they may not be necessary and embodiments without such words are contemplated to be within the scope of the invention, which is defined by the appended claims. When reading the claims, it is intended that when words such as "a", "an", "at least one", or "at least a portion" are used, the claim is not intended to be limited to only one item unless the claim expressly states the contrary. When the language "at least a portion" and / or "a portion" is used, the item may include a portion and / or the whole item unless expressly stated to the contrary.

Claims

1. A method of operating an electronic control system to control a fuel supply system, the method comprising: Operate a fuel injector to perform an injection in response to an injector control command including a pilot injection time (PIT); Determine a start of hold time (SOH) in response to operating the fuel injector; Calculate a difference between the SOH and the PIT; Determine a valve full open time (VFO) in response to the determination and the calculation; Modify an injector control model based on the VFO; and Control the operation of the fuel injector using the updated injector control model.

2. The method according to claim 1, wherein determining the VFO in response to the difference comprises: Operate the fuel injector a second time to perform a second injection in response to a second injector control command including a second PIT, the second PIT being greater than the PIT; Calculate a second difference between a second SOH determined in response to the second operation of the fuel injector and the second PIT; Evaluate the second difference relative to the first difference; And If the second difference is greater than the difference, determine the valve VFO based on the difference.

3. The method according to claim 2, wherein determining the VFO comprises setting the VFO equal to the SOH.

4. The method according to any one of claims 1 to 3, wherein updating the injector control model based on the VFO comprises modifying a data structure indicating injection amounts.

5. The method according to claim 4, wherein the data structure maps a plurality of injection amounts to corresponding plurality of injector control commands.

6. The method according to any one of claims 1 to 3, wherein the PIT establishes a time for reducing the current of the injector during the injection.

7. The method according to any one of claims 1 to 3, wherein operating the fuel injector to perform the injection comprises operating the fuel injector to inject gaseous fuel into a combustion cylinder.

8. The method according to claim 7, wherein the gaseous fuel comprises one of natural gas and hydrogen.

9. The method according to any one of claims 1 to 3, wherein using the updated injector control model to control the operation of the fuel injector comprises controlling the fuel injector to perform fuel injection into a combustion chamber of an engine.

10. The method according to claim 9, wherein the fuel injection into the combustion chamber effectively provides traction torque to propel a vehicle.

11. A system, the system comprising: A fuel supply system including at least one injector; And An electronic control system configured to: Operate the fuel injector to perform an injection in response to an injector control command including a pilot injection time (PIT), Determine a start of hold time (SOH) in response to the operation of the fuel injector; Calculate a difference between the SOH and the PIT, Determine a valve full open time (VFO) in response to the determination and the calculation, Modify an injector control model based on the VFO, and Control the operation of the fuel injector using the updated injector control model.

12. The system according to claim 11, wherein the electronic control system is configured to determine the VFO, including that the electronic control system is configured to: operate the fuel injector a second time in response to a second injector control command including a second PIT to perform a second injection, the second PIT being greater than the PIT; calculate a second difference between a second SOH determined in response to the second operation of the fuel injector and the second PIT a second time; Evaluate the second difference relative to the first difference; And If the second difference is greater than the difference, determine the valve VFO based on the difference.

13. The system according to claim 12, wherein the electronic control system is configured to determine the VFO, including that the electronic control system is configured to set the VFO equal to the SOH.

14. The system according to any one of claims 11 to 13, including that the electronic control system is configured to update the injector control model based on the VFO, including modifying a data structure indicating the injection amount.

15. The system according to claim 14, wherein the data structure maps a plurality of injection amounts to corresponding plurality of injector control commands.

16. The system according to any one of claims 11 to 13, wherein the PIT establishes a time for reducing the current of the injector during the injection.

17. The system according to any one of claims 11 to 13, wherein the fuel injector is configured to inject gaseous fuel into a combustion cylinder.

18. The system according to claim 17, wherein the gaseous fuel includes one of natural gas and hydrogen.

19. The system according to any one of claims 11 to 13, wherein the fuel injector is configured to directly inject fuel into a combustion chamber of an engine.

20. The system according to claim 19, wherein the fuel supply system and the electronic control system are operably coupled to an internal combustion engine configured to propel a vehicle and drive one of a load.

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