In-SITU injector fueling measurement and related apparatuses, controls, diagnostic, processes, systems, and techniques

Abstract

A process of operating an internal combustion engine system includes operating a fuel injector in fluid communication with a fuel rail to inject multiple pulses of fuel per a combustion stroke, determining a measured dynamic fuel pressure indicative of variation in fuel pressure of the rail during one of the multiple pulses, determining an adaptation of a modeled dynamic rail pressure to the measured dynamic fuel pressure, determining a modified injection control parameter in response to the adaptation, and at least one of controlling and diagnosing the internal combustion engine system in response to the modified injection control parameter.

Description

IN-SITU INJECTOR FUELING MEASUREMENT AND RELATED APPARATUSES, CONTROLS, DIAGNOSTIC, PROCESSES, SYSTEMS, AND TECHNIQUESCROSS-REFERENCE

[0001] The present disclosure claims the benefit of and priority to U.S. Application No. 63 / 566,430 filed March 18, 2024 and the same is hereby incorporated by reference.TECHNICAL FIELD

[0002] The present application relates to fueling systems for internal combustion engines and related apparatuses, controls, diagnostic, processes, systems, and techniques.BACKGROUND

[0003] Fueling systems for internal combustion engines and controls for such systems suffer from a number of shortcomings including those respecting accuracy, complexity, computational burden, dedicated hardware requirements, precision, reliability, and robustness, among other shortcomings. There remains a significant need for the unique apparatuses, processes, systems, and techniques disclosed herein.DISCLOSURE OF EXAMPLE EMBODIMENTS

[0004] For the purposes of clearly, concisely, and exactly describing example embodiments of the present disclosure, the manner, and process of making and using the same, and to enable the practice, making and use of the same, reference will now be made to certain example embodiments, including those illustrated in the figures, and specific language will be used to describe the same. It shall nevertheless be understood that no limitation of the scope of the invention is thereby created, and that the invention as set forth in the claims following this disclosure includes and protects such alterations, modifications, and further applications of the example embodiments as would occur to one skilled in the art with the benefit of the present disclosure.SUMMARY OF THE DISCLOSURE

[0005] Some embodiments comprise unique process of operating an internal combustion engine system. Some embodiments comprise unique systems for internal combustion engines. Some embodiments comprise unique apparatuses for internal combustion engines. Further embodiments, forms, objects, features, advantages, aspects, and benefits shall become apparent from the following description and drawings.BRIEF DESCRIPTION OF THE DRAWINGS

[0006] Fig. 1 is a schematic diagram illustrating certain aspects of an example system.

[0007] Fig. 2 is a schematic diagram illustrating certain aspects of the example system of Fig.1.

[0008] Fig. 3 is a flow diagram illustrating certain aspects of an example process.

[0009] Fig. 4 is a schematic diagram illustrating certain aspects of example controls.

[0010] Fig. 5 is a schematic diagram illustrating certain aspects of example controls in combination with certain aspects of the example system of Fig. 1.

[0011] Fig. 6 is schematic diagram illustrating certain aspects of example controls.

[0012] Fig. 7 is a graph illustrating certain aspects of example controls.

[0013] Fig. 8 is a graph illustrating certain aspects of example controls.

[0014] Fig. 9 is a graph illustrating certain aspects of example controls.

[0015] Fig. 10 is a graph illustrating certain aspects of example controls.

[0016] Fig. 11 is a graph illustrating certain aspects of example controls.DETAILED DESCRIPTION OF EXAMPLE EMBODIMENTS

[0017] With reference to Figs. 1 and 2, there is illustrated an example engine system 100 (also referred to as system 100) comprising an engine 10 operatively coupled with an intake system 7, an exhaust system 8, and a fueling system 9. The engine 10 may be an internal combustion engine, including but not limited to a compression-ignition engine, using diesel or other suitable fuel, or a spark-ignition engine, using gasoline, natural gas, or other suitable fuels. Engine 10 receives intake air from intake system 6 and fuel from fueling system 9, combusts these inputs and outputs exhaust via exhaust system 7.

[0018] Engine 10 comprises a plurality of combustion cylinders 13 including respective reciprocating pistons (not depicted) configured to generate mechanical power from the combustion of a fuel. In the illustrated example, engine 10 is configured as a six-cylinder engine comprising combustion cylinders 13a, 13b, 13c, 13d, 13e, 13f. In other embodiments, engine 10 may be configured and provided with a different number of cylinders, for example, four cylinders, eight cylinders, twelve cylinders, sixteen cylinders, or other numbers of cylinders as will occur to one of skill in the art with the benefit and insight of the present disclosure.

[0019] Engine 10 comprises a plurality of fuel injectors 12 configured to provide fuel to respective combustion cylinders 13. In the illustrated example, engine 10 is comprises six injectors 12a, 12b, 12c, 12d, 12e, 12f in fluid communication and configured and operable to inject fuel into combustion cylinders 13a, 13b, 13c, 13d, 1 e, 13f, respectively. It shall be appreciated that the number of fuel injectors provided in other embodiment may vary in correspondence to the number of cylinders, or may vary per-cylinder, for example, with multiple injectors being provided per- cylinder.

[0020] In the illustrated embodiment, fueling system 9 is configured and provided as a high- pressure common-rail fuel injection system including a fuel rail 30 configured and operable to supply fuel at a relatively high pressure to the plurality of fuel injectors 12. A fuel supply 32 is configured and operable to supply fuel to fuel rail 30 and may include a fuel reservoir 91, a low- pressure pump 92 operatively coupled with the fuel reservoir 91, and a high-pressure pump 93 operatively coupled with the low pressure pump 92 and the fuel rail 30. High-pressure fuel lines (not numbered) fluidically couple high pressure pump 93 with fuel rail 30, and fuel rail 30 with the plurality of injectors 12.

[0021] System 100 further includes an electronic control system (ECS) 20 in communication with engine 10 and configured to control one or more aspects of engine 10, including controlling the injection of fuel into engine 10 via the fuel injectors 12. Accordingly, ECS 20 may be in communication with the fuel injectors 12 and configured to command each fuel injector 12 on and off at prescribed times to inject fuel into the engine 10 as desired. ECS 20 includes at least one electronic control unit (ECU) 22 configured to execute operations of ECS 20 as described further herein and, in some embodiment, may include additional ECUs configured to execute operations of ECS 20 as described further herein.

[0022] ECS 20 may be further structured to control other parameters of engine 10, which may include aspects of engine 10 that may be controlled with an actuator activated by ECS 20. For example, ECS 20 may be in communication with actuators and sensors for receiving and processing sensor input and transmitting actuator output signals. Actuators may include, but not be limited to, fuel injectors 12. The sensors may include any suitable devices to monitor operating parameters and functions of the system 100. For example, the sensors may include a pressure sensor 16 and a temperature sensor 18. The pressure sensor 16 is in communication with the common fuel rail 30 and structured to communicate a measurement of the pressure within the common fuel rail 30 to the ECS 20. The temperature sensor 18 is in communication with the common fuel rail 30 and structured to communicate a measurement of the temperature within the common fuel rail 30 to the ECS 20. In at least one embodiment, system 100 may include an oxygen sensor (e.g., a lambda sensor) in communication with the ECS 20 and structured to determine characteristics of exhaust gases generated and expelled by the engine 10. In one example, oxygen sensor 38 may determine the concentration of oxygen in the exhaust gases as a proxy for the concentration of regulated emissions.

[0023] As will be appreciated by the description that follows, the techniques described herein relating to fuel injector or fuel injection parameters can be implemented in ECS 20, which may include one or more controllers for controlling different aspects of the system 100. In one form the ECS 20 comprises one or more electronic control units (ECU) such as an engine control unit or engine control module. The ECS 20 may be comprised of digital circuitry, analog circuitry, or a hybrid combination of both of these types. Also, 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, conditioners, filters,format converters, or the like which are not shown to preserve clarity. In one form, the ECS 20 is of a programmable variety that executes algorithms and processes data in accordance with operating logic that is defined by programming instructions (such as software or firmware). Alternatively or additionally, operating logic for the ECS 20 may be at least partially defined by hardwired logic or other hardware.

[0024] In addition to the types of sensors described herein, any other suitable sensors and their associated parameters may be encompassed by the system and methods. Accordingly, the sensors may include any suitable device used to sense any relevant physical parameters including electrical, mechanical, and chemical parameters of the engine system 100. As used herein, the term sensors may include any suitable hardware and / or software used to sense or estimate any engine system parameter and / or various combinations of such parameters either directly or indirectly.

[0025] Engine system 100 may be provided and implemented in connection with equipment 101 which may comprise, for example, a vehicle, such as an on-highway vehicle, an off-highway vehicle, a marine vehicle, or other type of vehicle, a generator set, a pumping set, or various other equipment as will occur to one of skill in the art with the benefit and insight of the present disclosure.

[0026] With reference to Fig. 3, there is illustrated a flow diagram illustrating certain aspects of an example process 300 which may be implemented in and executed by one more components of an electronic control system, such as ECS 20, for example, in one or more electronic control units, such as ECU 22.

[0027] Process 300 begins as start operation 302 and proceeds to operation 304 at which an engine system such as engine system 100 or another suitable engine system. In the illustrated example, the engine system is operated in-mission meaning that it operates according to the needs of a particular mission or application without requiring entry into a diagnostic or test mode (e.g., engine motoring), test cell, or otherwise disrupting normal mission operation. It shall be appreciated that other embodiments may additionally or alternatively operate an engine system exmission, such as in a test mode, test cell, or other out of mission operation.

[0028] From operation 304, process 300 proceeds to operation 306 which determines a measured dynamic fuel pressure indicative of the pressure of fuel of a fuel rail, such as fuel rail 30 of system 100 or another fuel rail. Operation 306 may, for example, process output of a pressure sensor such as pressure sensor 16 or another pressure sensor configured to provide outputindicative of a fuel pressure of a fuel rail. Such processing may include, for example, filtering, sampling, and / or other processing techniques as will occur to one of skill in the art with the benefit and insight of the present disclosure.

[0029] From operation 306, process 300 proceeds to operation 308 which determines an adaption of modeled dynamic rail pressure to measured dynamic rail pressure. Operation 308 may comprise operation 318 which performs a regression fit of modeled dynamic rail pressure to the measured dynamic fuel pressure. The regression fit may comprise a least squares fit. Operation 308 may further comprise operation 328 which determines a gain parameter (g) and a phase parameter (<()) as or in response to outputs of the regression performed by operation 318.

[0030] Fig. 6 illustrates an example controls which may be utilized to determine a gain parameter (g) and a phase parameter (<])) as or in response to outputs of a regression. Controls 610 may perform computations according to Equation (1) to determine a least-squares fit (pitted) of modeled pressure (pmodei) with measured pressure (pmeas) to determine an optimal gain (g) and a phase (< >) for a number (k) of pressure measurements. Controls 610 may perform computations according to Equation (2) using a measurement matrix (Hmeas) to perform least-squares fit according to Equation (1) wherein the nominal gain (gmOdei) is unity and the nominal phase (pmoded is zero. Controls 630 may perform computations according to Equation (3) to determine an optimal gain (g) and a phase ( ) in accordance with Equation (2).

[0031] It shall be appreciated that gain and phase techniques may efficiently utilize only a two- by-two matrix inversion, i.e., the number of unknowns may be reduced from N (the number of pressure samples) to two. Since the phase modifier does not allow a perfectly linear least-squares problem, the procedure is repeated using the predicted pressure from the first iteration (pitted) to recompute the measurement matrix (Hmeas) for the second iteration. Good convergence may be obtained with only two iterations. This technique can be extended to multiple pulses, so two pulses will require four-by-four matrix inversion, three pulses will require six-by-six matrix inversion, and so on, to get the optimal gain and phase for each pulse. It shall be appreciated that the estimated quantity for a pulse is given by the product of the gain and the nominal quantity for that pulse (Qestimated=<9 ’ Qmodei)and that phase may allow the expected rate shape to be positioned accurately indicating a relative shift in the SOI (Start of Injection) for a pulse.

[0032] It shall be appreciated that multiple iterations of operation 308 may be performed to in connection with a given measured rail pressure or multiple measured rail pressures. It shall befurther appreciated operation 308 may be performed for multiple pulses of an injector, for example, for multiple pulses of a fuel injector per a combustion stroke (e.g., two or more of a pilot injection pulse, a main injection pulse, and a post injection pulse for a given combustion stroke which may occur during or a number of degrees before or after a crank angle range of a compression stroke).

[0033] From operation 308, process 300 proceeds to operation 310 which determine modified injection control parameter in response to the adaptation determined at operation 308. Operation 310 may update one or more of an injection quantity (e.g., a total injection quantity for set of multiple injector pulses, a distribution of a quantity among multiple injection pulses, or an injection quantity for a given injector pulse), a rail pressure, an injection timing (e.g., a start of injection for a set of multiple injector pulses, a spacing or separation between multiple injector pulses, or a start of injection of a given injector pulse), and / or other injection control parameters as will occur to one of skill in the art with the benefit and insight of the present disclosure.

[0034] Operation 310 may comprise operation 338 which modifies one or more injection control parameters in response to a gain (g) and / or phase (f) such as may be determined in connection with operation 328. Operation 310 may comprise operation 348 which modifies a rate shape model in response to a gain (g) and / or phase (f) and modifies one or more injection control parameters in response to the modified rate shape model.

[0035] From operation 310, process 300 proceeds to operation 312 which operates the engine system and / or performs one or more diagnostics in response to the modified injection control param eter(s).

[0036] With reference to Fig. 4, there are illustrated example controls 400 may be implement in and executed by one more components of an electronic control system, such as ECS 20, for example, in one or more electronic control units, such as ECU 22. Controls 400 include a filter 404 which receives as input a fuel pressure sensor (FPS) signal 402, for example, from a pressure sensor operatively coupled with and configured to sense fuel pressure of a fuel rail, such as pressure sensor 16 of system 100. Filter 404 may be configured to perform a number of filtering operations including, for example, applying a low-pass filter or performing low-pass filtering operations to provide anti-aliasing of FPS signal 402, applying a high-pass filter or performing high-pass filtering operations to provide mitigation or rejection of harmonics and / or noise, combinations of both of the aforementioned examples, and / or combinations of the foregoing with other filtering techniques.

[0037] Filter 404 provide a filtered FPS signal 405 to signal sampling operator 406 which is configured and operable to sample FPS signal 405 and to determine and provide a measured dynamic rail pressure 410. Operator 406 may be configure and operable determine measured dynamic rail pressure 410 as or in response to values of a plurality of samples of FPS signal 405. Control 400 further include injection rate shape model 420 which is configured and operable to model an injection rate shape of an injector of a fuel injection system, for example, an injection rate shape of one or more of injectors 12 of system 100.

[0038] Rate shape model 420 may be initially configured according to an initial value. In some embodiments, for example, rate shape model 420 may be based upon a fixed calibration. Principal inputs utilized in establishing rate shape model 420 may comprise injector energization time (injector on time) and peak injection rate.

[0039] Rate shape model 420 is provided to impulse response operator 422 which processes information of rate shape model 420 to determine and provide modeled dynamic rail pressure 424. Impulse response operator 422 may comprise a predetermined calibration established in repose to a simulation. In some embodiments, for example, impulse response operator 422 may convolve rate shape model with an impulse response function to provide modeled dynamic rail pressure 424.

[0040] Modeled dynamic rail pressure 424 and measured dynamic rail pressure 410 are provided to regression operator 411 which performs a regression fit of the modeled dynamic rail pressure to the measured dynamic fuel pressure and provides as output a gain parameter (g) 412 and a phase parameter (<]>) 414. In some embodiments, for example, modeled dynamic rail pressure 424 may be fitted to the measure dynamic rail pressure to determine gain parameter (g) 412 and phase parameter ((])) 414.

[0041] Gain parameter (g) 412 and a phase parameter ((j>) 414 are provided to modification operator 416 which supports determination of a modified injection control parameter in response to the gain parameter (g) 412 and the phase parameter (<)) 414. In some embodiment, operator 416 may provide the gain parameter (g) 412 and the phase parameter (([)) 414 to injector controls 510 which modifies one or more injection control parameters in repose to the gain parameter (g) 412 and the phase parameter (<])) 414. In some embodiments, operator 416 may provide the gain parameter (g) 412 and the phase parameter (cj)) 414 to update injection rate shape model 420 which may, in turn, be provided to injector controls 510 to modify one or more injection control parameters in response thereto. By way of further example, gain parameter (g) 412 may bemultiplied with a commanded injection quantity to determine a measured or estimated injection quantity for a that commanded injection quantity. The estimated injection quantity may be used to adapt an injector model or other aspects of injector controls 510 to improve fueling accuracy. The adapted model may determine that a different energization time (injector on time) is needed for the same commanded quantity. This may yield a different rate shape in response to provision of a different input for the same commanded quantity based on the adapted injector model. The change in rate shape for the same measurement (same commanded quantity at the same rail pressure) may be due to an adapted FON model changing the input to the rate shape model. Internal parameters within the rate shape model may remain constant or unchanged.

[0042] With reference to Fig. 5, there are illustrated example controls 500 which may be implemented in and operated by one or more components of an electronic control system such as ECS 20 or another electronic control system configured for operative communication with a fueling system. In some forms, at least a portion of controls 500 may 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.

[0043] Controls 500 include injector controls 510 which are configured to determine and output at least one injector control signal 519 to control operation of an injector 12i in response to one or more inputs. In the illustrated example, injector controls 510 are configured to determine and output injector commands for a particular individual injector 12i. Controls 500 may include additional instances of injector controls the same as or similar to injector controls 510 which are configured to determine and output injector commands for other particular individual injectors.

[0044] In the illustrated example, injector controls 510 are configured to receive a plurality of inputs including fueling command 502, engine speed 503, rail pressure 506, and rail temperature 508. In other embodiments, injector controls 510 may be configured to receive additional or alternative inputs.

[0045] Fueling command 502 may include a fueling quantity (Q) and a fueling pressure (P). Fueling command 502 may be determined and provided to injector controls 510 in response to an operator input such as an accelerator pedal position or in response to automated operation of an electronic control system such as an adaptive cruise control system. Engine speed 503 may be provided by an engine speed sensor. Engine speed 503 may be provided to injector controls 510 via a dedicated connection or via one or more communication networks.

[0046] Rail pressure 506 may be provided by pressure sensor 16 which is in operative communication with and configured to sense a pressure of fuel rail 30 which is configured to supply fuel to injector 12i and may also be configured to supply fuel to other injectors. Rail pressure 506 may be provided to injector controls 510 via a dedicated connection or via one or more communication networks. Rail pressure 506 may be utilized as a rail pressure measurement utilized by the processes and controls disclosed herein and may be sampled repeatedly to determine multiple points or values of a rail pressure measurement.

[0047] Rail temperature 508 may be provided by temperature sensor 18 which is in operative communication with and configured to sense a temperature of fuel rail 30. Rail temperature 508 may be provided to injector controls 510 via a dedicated connection or via one or more communication networks. Rail temperature 508 may be utilized as a rail temperature utilized by the processes and controls disclosed herein and may be sampled repeatedly to determine multiple points or values of a rail temperature measurement.

[0048] Injector controls 510 comprise control circuitry configured to implement and execute control logic for processing the inputs received by injector controls 510 and to determine and output injector control signal 519. In the illustrated example the circuitry of injector controls 510 is configured to provide and execute pressure measurement processing logic 512, injection quantity estimation logic 514, injection control logic 516, and injection control modification logic 518. In other embodiments, the control logic provided by injector controls 510 may be differently organized with the aspects of one or more of the illustrated logic blocks being combined in a single block or units, divided into multiple blocks or units, and / or provided with additional or alternative blocks or units.

[0049] In the illustrated example, pressure measurement processing logic 512 and injection quantity estimation logic 514 are configured to implement and execute one or more operations of the processes and controls disclosed herein. Pressure measurement processing logic 512 is configured to perform a plurality of operations relating to the receipt and processing of a rail pressure 506. Injection quantity estimation logic 514 is configured to perform a plurality of operations relating to calculation of an injected fuel quantity estimate using the output of pressure measurement processing logic 512. In other embodiments, the foregoing operations may be differently distributed between or among pressure measurement processing logic 512, injection quantity estimation logic 514, and / or additional logic injector controls 510.

[0050] Injection control logic 516, is configured to determine injector commands to provide output including injector control signal 519. Injector control logic 516 may be configured to determine an injector on-time command effective to set injector control signal 519 to an injector- on state or value for a duration corresponding to a commanded injector on time. Injector control logic 516 may determine the injector on-time command in response to fueling command 502, and engine speed 503, rail pressure 506, and rail temperature 508 and may utilize a number of techniques to perform this determination.

[0051] In some embodiments, injector control logic 516 may be configured and provided as one or more lookup tables, maps or response surfaces which are configured and operable to provide an injector on-time command in response to the aforementioned inputs.

[0052] It shall be appreciated that additional tables for combinations of other fuel temperatures and engine speeds may also be provided in the set of tables 600. It shall also be appreciated that interpolation between a set of two or more tables, between a set of two or more curves of a given table may be utilized to determine intermediate values.

[0053] In some embodiments, injector control logic 516 may be configured and operable to solve one or more equations to determine an injector on-time command in response to the aforementioned inputs.

[0054] The injector-on state of injector control signal 519 may be effective to actuate switch 534. Switch 534 is operatively coupled with a system voltage source (V_supply) and configured to selectably supply an injector current (l inj) a solenoid 124 of an injector 12. The injector current (l inj) is effective to energize solenoid 124 to induce lifting motion of injector armature 122 (sometimes referred to as an injector needle) in the direction generally indicated by arrow L. In the lifted position (illustrated in phantom as denoted by dashed lines), injector armature 122 allows fuel supplied to injector gallery 126 to exit one or more apertures of a tip of injector 12 as an fuel injection (F inj) into a port of intake manifold 37 leading to an associated combustion chamber of engine 10.

[0055] Inj ection control modification logic 518 is configured to modify a relationship between an injector on-time command and a commanded injection quantity which is utilized by injector control logic 516 in response to output of modification operator 416 and / or injection rate shape model 420 as described above. In some embodiment injection control modification logic 518 may be configured to modify one or more tables defining one or more relationships betweencommanded on-time as a function of injection quantity at a given fuel pressure such as described above in connection with injector control logic 516. In some embodiment injection control modification logic 518 may be configured to modify one or more coefficients of an equation defining one or more relationships between commanded on-time as a function of injection quantity at a given fuel pressure. In some embodiments injection control modification logic 518 may be configured to modify one values in adaptive tables defining one or more relationships between commanded on-time as a function of injection quantity at a given fuel pressure such as described above in connection with injector control logic 516.

[0056] Injection control modification logic 518 may modify one or more of the foregoing relationships between an injector on-time command and a commanded injection quantity by comparing a calculated injected fuel quantity estimate, such as the estimate determined by process 300 and / or controls 400 described herein, with an existing model of the relationship. The existing model of the relationship may comprise a set of look-up tables.

[0057] Injection control modification logic 518 may compare a calculated injected fuel quantity estimate with a predicted injected quantity for an engine speed and fuel rail temperature, for example, by determining a difference between the calculated injected fuel quantity estimate and the predicted injected quantity. It shall be appreciated that the foregoing logic and other logic and aspects of injector controls 510 may operate concurrently or in a variety of orders, sequences, dependencies, independencies, and other forms and that no ordinality requirement is to be imposed or implied by the reference numerals.

[0058] With reference to Fig. 7, there is illustrated a graph 700 illustrating a measured dynamic rail pressure 710 and a modeled dynamic rail pressure 720 before an example adaptation operation comprising a least-squares fitting operation according to the present disclosure. Graph 700 illustrates an initial gain (g) of 1, an initial phase of zero and an initial R-squared variance value of 0.64. It shall be appreciated that phase allows the a fitted curve to be transposed or moved to left or right (along the time or sample axis). The physical unit is of phase may be expressed in units of time or converted to number of samples based on a sampling rate.

[0059] With reference to Fig. 8, there is illustrated a graph 800 illustrating a first fitted dynamic rail pressure 810 and the modeled dynamic rail pressure 720 after a first iteration of an example adaptation operation comprising a least-squares fitting operation according to the presentdisclosure. Graph 800 illustrates a first adjusted gain (g) of 0.74, a first adjusted phase of -0.15 and a first adjusted R-squared variance value of 0.94.

[0060] With reference to Fig. 9, there is illustrated a graph 900 illustrating a second fitted dynamic rail pressure 910 and the modeled dynamic rail pressure 720 after a second iteration of an example adaptation operation comprising a least-squares fitting operation according to the present disclosure. Graph 900 illustrates a second adjusted gain (g) of 0.73, a second adjusted phase of -0.20, and a second adjusted R-squared variance value of 0.96.

[0061] With reference to Fig. 10, there is illustrated a graph 1000 illustrating a relationship of and variance between a true injection rate shape 1010 based on a simulation results and a modeled injection rate shape 1020 before an example adaptation operation comprising a least-squares fitting operation according to the present disclosure.

[0062] With reference to Fig. 11, there is illustrated a graph 1100 illustrating the true injection rate shape 1010 and an adjusted modeled injection rate shape 1120 after an example adaptation operation comprising a least-squares fitting operation according to the present disclosure.

[0063] It shall be appreciated that terms such as “a non-transitory memory,” “a non-transitory memory medium,” and “a non-transitory memory device” refer to a number of types of devices and storage mediums which may be configured to store information, such as data or instructions, readable or executable by a processor or other components of a computer system and that such terms include and encompass a single or unitary device or medium storing such information, multiple devices or media across or among which respective portions of such information are stored, and multiple devices or media across or among which multiple copies of such information are stored.

[0064] It shall be appreciated that terms such as “determine,” “determined,” “determining” and the like when utilized in connection with a control method or process, an electronic control system or controller, electronic controls, or components or operations of the foregoing refer inclusively to a number of acts, configurations, devices, operations, and techniques including, without limitation, calculation or computation of a parameter or value, obtaining a parameter or value from a lookup table or using a lookup operation, receiving parameters or values from a datalink or network communication, receiving an electronic signal (e.g., a voltage, frequency, current, or pulse-width modulation (PWM) signal) indicative of the parameter or value, receivingoutput of a sensor indicative of the parameter or value, receiving other outputs or inputs indicative of the parameter or value, reading the parameter or value from a memory location on a computer- readable medium, receiving the parameter or value as a run-time parameter, and / or by receiving a parameter or value by which the interpreted parameter can be calculated, and / or by referencing a default value that is interpreted to be the parameter value.

[0065] As illustrated by this detailed description the present disclosure contemplates a number of embodiments including the following non-limiting example embodiments

[0066] A first example embodiment is a process of operating an internal combustion engine system, the process comprising: operating a fuel injector in fluid communication with a fuel rail to inject multiple pulses of fuel per a combustion stroke; determining a measured dynamic fuel pressure indicative of variation in fuel pressure of the rail during one of the multiple pulses; determining an adaptation of a modeled dynamic rail pressure to the measured dynamic fuel pressure; determining a modified injection control parameter in response to the adaptation; and at least one of controlling and diagnosing the internal combustion engine system in response to the modified injection control parameter.

[0067] A second example embodiment includes the features of the first example embodiment, wherein the determining the adaptation comprises performing a regression fit of the modeled dynamic rail pressure to the measured dynamic fuel pressure.

[0068] A third example embodiment includes the features of the first example embodiment, wherein the adaptation comprises a gain parameter and a phase parameter.

[0069] A fourth example embodiment includes the features of the first example embodiment, comprising determining the modeled dynamic rail pressure in response to an impulse response of the injector and an injection rate shape model.

[0070] A fifth example embodiment includes the features of the fourth example embodiment, wherein the impulse response of the injector comprises a predetermined calibration established in repose to at least one of a simulation and empirical data.

[0071] A sixth example embodiment includes the features of the fourth example embodiment, wherein the injection rate shape model comprises a fixed calibration established in response to an injector on time and a peak injection rate.

[0072] A seventh example embodiment includes the features of the fourth example embodiment, wherein the determining a modified injection control parameter comprises modifying an injector on time in response to the adaptation.

[0073] An eighth example embodiment includes the features of the first example embodiment, comprising performing the determining the measured dynamic fuel pressure, the determining the adaptation, and the determining the modified injection control parameter for a plurality of the multiple pulses.

[0074] A ninth example embodiment includes the features of the first example embodiment, comprising performing multiple iterations of the determining the measured dynamic fuel pressure and the determining the adaptation, wherein the determining the modified injection control parameter is responsive to the multiple iterations.

[0075] A tenth example embodiment includes the features of the first example embodiment, wherein the operating the fuel injector provides positive torque output of the internal combustion engine system.

[0076] An eleventh example embodiment is a system of an internal combustion engine, the system comprising: a fuel injector in fluid communication with a fuel rail; and an electronic control system configured to control the fuel injector to inject multiple pulses of fuel per a combustion stroke; determine a measured dynamic fuel pressure indicative of variation in fuel pressure of the rail during one of the multiple pulses; determine an adaptation of a modeled dynamic rail pressure to the measured dynamic fuel pressure; determine a modified injection control parameter in response to the adaptation; and at least one of control and diagnose the internal combustion engine system in response to the modified injection control parameter.

[0077] A twelfth example embodiment includes the features of the eleventh example embodiment, wherein the electronic control system is configured to determine the adaptation by performing a regression fit of the modeled dynamic rail pressure to the measured dynamic fuel pressure.

[0078] A thirteenth example embodiment includes the features of the eleventh example embodiment, wherein the adaptation comprises a gain parameter and a phase parameter.

[0079] A fourteenth example embodiment includes the features of the eleventh example embodiment, wherein the electronic control system is configured to determine the modeled dynamic rail pressure using the impulse response of the injector and an injection rate shape model.

[0080] A fifteenth example embodiment includes the features of the fourteenth example embodiment, wherein the impulse response of the injector comprises a predetermined calibration established in repose to at least one of a simulation and empirical data.

[0081] A sixteenth example embodiment includes the features of the fourteenth example embodiment, wherein the injection rate shape model comprises a fixed calibration established in response to an injector on time and a peak injection rate.

[0082] A seventeenth example embodiment includes the features of the fourteenth example embodiment, wherein the modified injection control parameter comprises a modified injector on time.

[0083] An eighteenth example embodiment includes the features of the eleventh example embodiment, wherein the electronic control system is configured to determine measured dynamic fuel pressure, determine adaptation, and determine modified injection control parameter for a plurality of the multiple pulses.

[0084] A nineteenth example embodiment includes the features of the eleventh example embodiment, wherein the electronic control system is configured to perform multiple iterations to determine the measured dynamic fuel pressure and the adaptation, wherein the modified injection control parameter is responsive to the multiple iterations.

[0085] A twentieth example embodiment includes the features of the eleventh example embodiment, wherein the electronic control system is configured to control the fuel injector, determine the measured dynamic fuel pressure, and determine the adaptation with the internal combustion engine providing positive torque output.

[0086] While example embodiments of the disclosure have been illustrated and described in detail in the drawings and foregoing description, the same is to be considered as illustrative and not restrictive in character, it being understood that only certain example embodiments have been shown and described and that all changes and modifications that come within the spirit of the claimed inventions are desired to be protected. It should be understood that while the use of words such as preferable, preferably, preferred or more preferred utilized in the description above indicates that the feature so described may be more desirable, it nonetheless may not be necessary and embodiments lacking the same may be contemplated as within the scope of the invention, the scope being defined by the claims that follow. In reading the claims, it is intended that when words such as “a,” “an,” “at least one,” or “at least one portion” are used there is no intention to limit theclaim to only one item unless specifically stated to the contrary in the claim. When the language “at least a portion” and / or “a portion” is used the item can include a portion and / or the entire item unless specifically stated to the contrary.

Claims

CLAIMS1. A process of operating an internal combustion engine system, the process comprising: operating a fuel injector in fluid communication with a fuel rail to inject multiple pulses of fuel per a combustion stroke; determining a measured dynamic fuel pressure indicative of variation in fuel pressure of the rail during one of the multiple pulses; determining an adaptation of a modeled dynamic rail pressure to the measured dynamic fuel pressure; determining a modified injection control parameter in response to the adaptation; and at least one of controlling and diagnosing the internal combustion engine system in response to the modified injection control parameter.

2. The process of claim 1, wherein the determining the adaptation comprises performing a regression fit of the modeled dynamic rail pressure to the measured dynamic fuel pressure.

3. The process of claim 1, wherein the adaptation comprises a gain parameter and a phase parameter.

4. The process of claim 1, comprising determining the modeled dynamic rail pressure in response to an impulse response of the injector and an injection rate shape model.

5. The process of claim 4, wherein the impulse response of the injector comprises a predetermined calibration established in repose to at least one of a simulation and empirical data.

6. The process of claim 4, wherein the injection rate shape model comprises a fixed calibration established in response to an injector on time and a peak injection rate.

7. The process of claim 4, wherein the determining a modified injection control parameter comprises modifying an injector on time in response to the adaptation.

8. The process of claim 1, comprising performing the determining the measured dynamic fuel pressure, the determining the adaptation, and the determining the modified injection control parameter for a plurality of the multiple pulses.

9. The process of claim 1, comprising performing multiple iterations of the determining the measured dynamic fuel pressure and the determining the adaptation, wherein the determining the modified injection control parameter is responsive to the multiple iterations.

10. The process of claim 1, wherein the operating the fuel injector provides positive torque output of the internal combustion engine system.

11. A system of an internal combustion engine, the system comprising: a fuel injector in fluid communication with a fuel rail; and an electronic control system configured to control the fuel injector to inject multiple pulses of fuel per a combustion stroke; determine a measured dynamic fuel pressure indicative of variation in fuel pressure of the rail during one of the multiple pulses; determine an adaptation of a modeled dynamic rail pressure to the measured dynamic fuel pressure; determine a modified injection control parameter in response to the adaptation; and at least one of control and diagnose the internal combustion engine system in response to the modified injection control parameter.

12. The system of claim 11, wherein the electronic control system is configured to determine the adaptation by performing a regression fit of the modeled dynamic rail pressure to the measured dynamic fuel pressure.

13. The system of claim 11, wherein the adaptation comprises a gain parameter and a phase parameter.

14. The system of claim 1 1, wherein the electronic control system is configured to determine the modeled dynamic rail pressure using the impulse response of the injector and an injection rate shape model.

15. The system of claim 14, wherein the impulse response of the injector comprises a predetermined calibration established in repose to at least one of a simulation and empirical data.

16. The system of claim 14, wherein the injection rate shape model comprises a fixed calibration established in response to an injector on time and a peak injection rate.

17. The system of claim 14, wherein the modified injection control parameter comprises a modified injector on time.

18. The system of claim 11, wherein the electronic control system is configured to determine measured dynamic fuel pressure, determine adaptation, and determine modified injection control parameter for a plurality of the multiple pulses.

19. The system of claim 11, wherein the electronic control system is configured to perform multiple iterations to determine the measured dynamic fuel pressure and the adaptation, wherein the modified injection control parameter is responsive to the multiple iterations.

20. The system of claim 11, wherein the electronic control system is configured to control the fuel injector, determine the measured dynamic fuel pressure, and determine the adaptation with the internal combustion engine providing positive torque output.

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