阅读说明：本技术 机动车辆热力发动机的压电喷射器的燃料静态流量漂移的确定 (Determination of the static flow drift of the fuel of a piezoelectric injector of a motor vehicle heat engine ) 是由 Q·迪萨尔迪耶 于 2020-03-27 设计创作，主要内容包括：公开了一种用于确定机动车辆热力发动机的压电喷射器的燃料静态流量漂移的方法。该方法依赖于在喷射器的供应室中实施的流体压力测量,以计算测量的静态流量值。将该值与标称静态流量进行比较,以确定静态流量漂移的可能的存在和幅度。此外,每次压力测量都是在喷射器的阀关闭且喷射器打开时进行的。这样,测量的静态流量计算不会受到与测量不相关的压力变化的影响。(A method for determining static flow drift of fuel for a piezoelectric injector of a motor vehicle heat engine is disclosed. The method relies on fluid pressure measurements performed in the supply chamber of the injector to calculate a measured static flow value. This value is compared to the nominal static flow to determine the possible presence and magnitude of static flow drift. Furthermore, each pressure measurement is taken with the valve of the injector closed and the injector open. In this way, the measured static flow calculation is not affected by pressure variations that are not related to the measurement.)

1. A method for determining a fuel static flow drift of a piezo-electric injector of a motor vehicle heat engine, said injector (104, 105, 106, 107) comprising an electro-hydraulic valve (202) of the servo valve type adapted to cause opening or closing of said injector, said method comprising the following steps performed by a control unit (101) when said injector is open and said electro-hydraulic valve is closed:

a) acquiring (403) at least two pressure values P1 and P2 measured by a pressure sensor (102) in a supply chamber (103) of the injector at respectively associated at least two different instants t1 and t 2;

b) calculating (404) a pressure gradient dP over time based on the acquired pressure values and the respectively associated instants of time;

c) calculating (405) the measured static flow Q_mesA value equal to said pressure gradient with respect to time dP multiplied by a first determined value V corresponding to the total volume of pressurized fuel_sysAnd then divided by a second determined value K corresponding to the elastic modulus of the fuel; and

d) determining (406) a representation of static traffic drift Q_ratioWith the measured static flow rate Q_mesAnd a third determined value Q_nominalIs proportional to the ratio of the third determination value Q_nominalCorresponding to a nominal flow of the injector within a range of pressure values of said pressure gradient dP with respect to time; and storing information representative of the static traffic drift in a memory of the control unit, the information being associated with the value representative of static traffic drift.

2. The method according to claim 1, further comprising, before performing the steps a), b), c) and d) of the method, verifying (401), by the control unit, a plurality of activation conditions of the method, and wherein the steps a), b), c) and d) of the method are performed if and only if all execution conditions of the method are fulfilled.

3. The method of claim 2, wherein the execution condition of the method comprises:

the value of the temperature TCO of the water in the cooling circuit is comprised between determined limit values;

-the value of the fuel temperature is comprised between the determined limit values;

-the value of the fuel pressure is comprised between the determined limit values;

-the value of the quantity of fuel required for injection is comprised between the determined limit values; and

the value of the angular position of the crankshaft of the heat engine is comprised between the determined limit values.

4. A method according to any one of claims 1 to 3, further comprising, before carrying out the steps a), b), c) and d) of the method, comparing a theoretical duration comprised between the closing of the electro-hydraulic valve and the closing of the injectors with a determined threshold value, based on a determined injection command from the control unit, and wherein the steps a), b), c) and d) of the method are carried out if and only if the theoretical duration is greater than the determined threshold value.

5. Method according to any one of claims 1 to 4, wherein, during said step c), said pressure gradient with respect to time is calculated by a calculation method using a linear regression model.

6. Method according to any of claims 1-5, further comprising, after said step d), performing a flow regulating action by said control unit, such as modifying in an injection command the total amount of fuel to be injected, the total duration of injector opening or the injection pressure.

7. The method of any one of claims 1 to 6, wherein the representation of static traffic drift Q_ratioIs calculated as the measured static flow rate Q_mesIs divided by said determined value Q corresponding to the nominal flow of the injector within the pressure value range of said pressure gradient dP with respect to time_nominal。

8. Method according to claim 7, wherein a nominal flow of the injector corresponding to a range of pressure values of said pressure gradient dP with respect to time is obtainedSaid determined value Q of_nominalIs obtained on the basis of laboratory characterization of the characteristics of a plurality of injectors substantially identical to the injector that is the subject of the steps of the method.

9. The method of any one of claims 1 to 6, wherein the representation of static traffic drift Q_ratioIs calculated as the measured total area A of the injector orifice_mesDivided by the nominal total area A of the injector orifice_nominalAnd wherein the measured total area A of the injector orifice_mesIs equal toWhere Cd is a flow efficiency coefficient, ρ is a fuel density dependent on fuel temperature and pressure, Δ P is a difference between a pressure measured in the supply chamber and a pressure measured in the combustion chamber, and the nominal total area A of the injector orifice_nominalIs determined based on data provided by the injector manufacturer.

10. Method according to any one of claims 1 to 9, wherein during said step a) pressure values are acquired with a determined acquisition frequency during the whole duration comprised between the closing of the electro-hydraulic valve and the closing of the injectors.

11. An apparatus for determining the static flow drift of fuel of a piezoelectric injector of a motor vehicle heat engine, said injector (104, 105, 106, 107) comprising an electro-hydraulic valve (202) of the servo valve type adapted to cause the opening or closing of said injector, said apparatus comprising a control unit (101), a pressure sensor (102) in a supply chamber (103) of the injector, said control unit comprising means for implementing all the steps of the method according to any one of claims 1 to 10.

12. A computer program product comprising instructions for causing a computer to perform all the steps of the method according to any of claims 1 to 10 when said computer program is loaded into the memory of an apparatus according to the invention and executed by the processor of said apparatus.

13. An injection system comprising a pump, a connecting line, a supply chamber, a supply line, a piezo injector and a control unit, which are adapted to carry out all the steps of the method according to any one of claims 1 to 10.

Technical Field

The present invention generally relates to a fuel injection system of a heat engine of a motor vehicle.

The invention relates more particularly to a method for determining the static flow drift of the fuel of a piezoelectric injector of a motor vehicle heat engine.

Background

In motor vehicles with heat engines, whether these vehicles are fuelled with diesel or gasoline, the injection system is often affected, over a considerable time, by a drift in the quantity of fuel atomized by the injector during injection.

The injector has the function of releasing the fuel jet required to supply the engine with fuel. The duration of this jet, called the injection time, is controlled electrically by the engine management computer according to the parameters obtained by the sensors (engine temperature, accelerator pedal position, engine load determined by the air pressure in the intake, etc.). The injector tip comprises a nozzle closed by a needle, and the upper part of the injector houses an electromechanical system controlled by a computer which lifts the needle from its seat to initiate the injection.

The injector is a major source of such drift because the injector suffers from corrosion or fouling phenomena. In fact, erosion of the injector nozzle causes an uncontrolled increase in the amount of fuel injected for a given injection command. In contrast, fouling of the injector nozzle results in an uncontrolled reduction in the amount of fuel injected for a given injection command. More precisely, the erosion and fouling of the nozzle changes the static flow value of the injector, i.e. the maximum value reached by the flow during the fully open phase of the injector (i.e. during injection). In the case of corrosion, the value tends to increase, while in the case of nozzle fouling, the value tends to decrease.

In any of these situations, the effects of such drift can be very detrimental to the overall performance of the vehicle. On the one hand, they lead to a drift of the generated engine torque with respect to the expected engine torque, and on the other hand they lead to an increase in the emission of pollutant gases, either directly in the case of an increase in the static flow or indirectly due to a deterioration in the engine performance.

Of the various types of injectors used in motor vehicle heat engine injection systems, the use of injectors known as piezo injectors is very widespread. A basic feature of such injectors is that they use electro-hydraulic valves, also known as servo valves. The role of such a valve is to cause the injector to open or close. More specifically, the injector is kept closed by default under the action of the pressurized fuel in the supply circuit. Each opening of the electro-hydraulic valve may cause an intentional fuel leak that, in turn, causes the injector to open and, thus, cause fuel to be injected into the associated combustion chamber of the engine. The name piezo injector derives from the fact that the valve is driven by a piezo actuator controlled by a voltage command. In summary, a voltage pulse is applied to the piezoelectric actuator of the valve to open the valve, and after a certain delay, the injector opens as a knock-out effect.

Furthermore, it is well known that when this type of injector degrades (i.e., corrodes or fouls), the inherent physical effects tend to compensate for drift in the amount of fuel injected. In fact, the total duration of the injector opening phase tends to be prolonged as the static flow of the injector decreases under the influence of the fouling of the holes in the nozzle. Conversely, as the static flow of the injector increases under the influence of orifice erosion, the overall duration of the injector opening phase tends to shorten. Thus, the amount injected is less affected by injector degradation.

However, in order to minimize potential dispersion in various injection system behaviors and to reduce potential drift in these injector closing timings, some injection systems also include means for controlling injector closing timings. In these systems, the closing moment of the injector is not only determined indirectly by the closing moment of its valve (after a determined delay), but by an active system that precisely controls the closing moment of the valve. In this case, the total duration of the injector opening phase is not really affected by the potential deterioration of the injector nozzle, and in such injection systems, in fact, the drift of the injector static flow due to the deterioration of the injector over time directly leads to an increase in the quantity of injected fuel (in the case of corrosion) and a decrease in the quantity of injected fuel (in the case of fouling).

For this reason, no mechanism is generally provided to compensate for potential variations in the amount of fuel injected due to injector degradation over time. However, the constant search for better heat engine performance for the purpose of, inter alia, limiting fuel consumption and pollutant gas emissions, leads to the need to detect and/or correct fuel static flow drifts of the injectors.

In order to correct or detect fuel flow drift, in particular static flow drift, of the injector, some existing solutions employ additional sensors in the injection system. These sensors allow to detect the total duration of the injector opening phase, the static flow of the injector or potential variations of the injector closing moment. For example, they rely on pressure sensors, optical sensors or electrical contact sensors, which are specifically incorporated into the injection system.

Other solutions include using sensors already present in the injection system or the engine. For example, the flow drift can be detected by means of a pressure measurement which is carried out by a pressure sensor which is located in the supply chamber of the injector of such an injection system. This solution allows determining the error of the static flow or injection quantity based on the pressure drop associated with the opening of the injector and on the duration of such pressure drop.

For example, patent application WO201805091 discloses a method that relies on a pressure drop measured during the entire duration of the injector opening phase in order to determine the flow drift of the injector. However, this solution takes into account the whole of the pressure drop caused by the injection. In particular, it also takes into account the effect of fuel leakage in the case of piezo-electric injectors in connection with the opening of the electro-hydraulic valve. Finally, since uncorrelated effects are incorporated into the calculation of the static flow of the injector, the determination of a potential drift of the injected fuel quantity may thus be impaired or even destroyed.

Disclosure of Invention

The present invention aims to overcome the above-mentioned drawbacks of the prior art by allowing the static flow drift of a piezo injector to be determined without the aid of additional sensors and by using only relevant measurement data, thus ensuring a good accuracy of such determination.

To this end, a first aspect of the invention proposes a method for determining a fuel static flow drift of a piezoelectric injector of a motor vehicle heat engine, said injector comprising an electro-hydraulic valve of the servo valve type adapted to cause opening or closing of the injector, said method comprising the following steps performed by a control unit when the injector is open and the electro-hydraulic valve is closed:

a) acquiring at least two pressure values P1 and P2 measured by a pressure sensor in the supply chamber of the injector at respectively associated at least two different instants t1 and t 2;

b) calculating a pressure gradient dP over time on the basis of the acquired pressure values and the respectively associated instants of time;

c) calculating the measured static flow Q_mesA value equal to the pressure gradient dP with respect to time multiplied by a first determined value V corresponding to the total volume of pressurized fuel_sysAnd then divided by a second determined value K corresponding to the elastic modulus of the fuel; and

d) determining a representation of static flow drift Q_ratioOf the measured static flow rate Q_mesAnd a third determined value Q_nominalIs proportional to the ratio of the third determination value Q_nominal corresponds to the nominal flow of the injector within a range of pressure values of the pressure gradient dP with respect to time; and storing in the memory of the control unit a representation of the static traffic driftAssociated with said value representative of static traffic drift.

Embodiments alone or in combination further provide:

-the method further comprises: before performing steps a), b), c) and d) of the method, a plurality of activation conditions of the method are verified by a control unit, and wherein steps a), b), c) and d) of the method are performed if and only if all execution conditions of the method are fulfilled.

-the execution conditions of the method comprise:

the value of the temperature TCO of the water in the cooling circuit is comprised between determined limit values;

-the value of the fuel temperature is comprised between the determined limit values;

-the value of the fuel pressure is comprised between the determined limit values;

-the value of the quantity of fuel required for injection is comprised between the determined limit values; and

the value of the angular position of the crankshaft of the heat engine is comprised between the determined limit values.

The method further comprises, before carrying out steps a), b), c) and d) of the method, comparing a theoretical duration comprised between the closing of the electro-hydraulic valve and the closing of the injectors with a determined threshold value, based on a determined injection command from the control unit, and wherein steps a), b), c) and d) of the method are carried out if and only if said theoretical duration is greater than said determined threshold value.

-during step c), calculating the pressure gradient with respect to time by a calculation method using a linear regression model.

The method further comprises, after step d), performing a flow regulating action by the control unit, for example modifying in the injection command the total quantity of fuel to be injected, the total duration of injector opening or the injection pressure.

-represents the static flow drift Q_ratioIs calculated as the measured static flow rate Q_mesIs divided by the nominal flow of the injector in the range of pressure values corresponding to the pressure gradient dP with respect to timeDetermination of value Q_nominal。

-a determined value Q corresponding to the nominal flow of the injector within a range of pressure values of the pressure gradient dP with respect to time_nominalIs obtained on the basis of laboratory characterization of the characteristics of a plurality of injectors substantially identical to the injector that is the subject of the steps of the method.

-represents the static flow drift Q_ratioIs calculated as the measured total area A of the injector orifice_mesDivided by the nominal total area A of the injector orifice_nominalWherein said measured total area A of injector holes_mesIs equal toWhere Cd is the flow efficiency coefficient, ρ is the fuel density depending on the fuel temperature and pressure, Δ P is the difference between the pressure measured in the supply chamber and the pressure measured in the combustion chamber, and the nominal total area A of the injector orifice_nominalIs determined based on data provided by the injector manufacturer.

-during step a), acquiring pressure values at a determined acquisition frequency during the whole duration comprised between the closing of the electro-hydraulic valve and the closing of the injectors.

In a second aspect, the invention also relates to a device for determining the static flow drift of fuel for a piezoelectric injector of a motor vehicle heat engine, said injector comprising an electro-hydraulic valve of the servo-valve type adapted to cause the opening or closing of the injector, said device comprising a control unit, a pressure sensor in a supply chamber of the injector, said control unit comprising means for implementing all the steps of the method according to the first aspect.

In a third aspect, the invention also relates to a computer program product comprising instructions for causing a computer to carry out all the steps of the method according to the first aspect, when the computer program is loaded into a memory of an apparatus according to the invention and executed by a processor of said apparatus.

In a fourth aspect, the invention also relates to an injection system comprising a pump, a connecting line, a supply chamber, a supply line, a piezo injector and a control unit, which are adapted to carry out all the steps of the method according to the first aspect.

Drawings

Other features and advantages of the present invention will become apparent from a reading of the following description. This description is purely illustrative and must be read with reference to the accompanying drawings, in which:

[ FIG. 1 ]: FIG. 1 is a schematic view of an embodiment of a jetting system in which a method according to the present invention may be implemented;

[ FIG. 2 ]: FIG. 2 is a perspective and partial cross-sectional view of a piezoelectric injector according to an embodiment of the invention;

[ FIG. 3 ]: FIG. 3 is a set of curves representing the operating characteristics of a piezoelectric injector over time according to an embodiment of the present invention; and

[ FIG. 4 ]: fig. 4 is a step diagram of an embodiment of a method according to the invention.

Detailed Description

In the following description of the embodiments and in the drawings, the same or similar elements have the same reference numerals in the drawings.

Fig. 1 shows a schematic representation of an embodiment of an injection system of a heat engine of a motor vehicle, in which injection system the method according to the invention can be implemented. From a structural point of view, the injection system 113 shown conforms to the prior art.

In the example shown, fuel 112 taken from a fuel tank 111 is pressurized to a high pressure by a pump 110. Fluid (i.e., fuel) at high pressure is communicated along a connecting line 109 to a common supply chamber (also referred to as a common rail) 103, which serves all of the piezo injectors 104, 105, 106 and 107 of the engine. These piezo injectors operate according to the description given in the introduction and will be described in more detail later with reference to fig. 2. Furthermore, the skilled person will understand that the number of injectors in such a system is not necessarily limited to four, as in the example shown, but may be equal to any number adapted to allow correct operation of a heat engine equipped with the injection system in question, the number of injectors depending in particular on the number of engine cylinders (combustion chambers).

Each piezo jet is connected to a common supply chamber 103 by a specific supply line. For example, a supply line 108 connects the piezo jet 107 to the supply chamber 103. Further, with respect to piezo injector 107, supply line 108, supply chamber 103, connecting line 109, and internal passage 204 of the injector (as shown in FIG. 2) contain a volume of fuel pressurized to a high pressure, which helps to keep the injector closed as its default state. In addition, the pressure sensor 102 allows for measurement of the fluid pressure within the supply chamber. Finally, the control unit 101 operates the entire injection system by specifically commanding the pumps and injectors. Furthermore, the control unit 101 receives and processes information from the pressure sensor 102.

FIG. 2 illustrates a perspective and partial cross-sectional view of a piezoelectric injector according to an embodiment of the invention. The piezoelectric injector 107 shown is structurally consistent with the prior art.

In the example shown, the piezo injector 107 is supplied with high pressure fuel through its opening 206. When no command to open the injector is received, the high pressure fuel present in the internal passage 204 applies pressure to the needle 201, the needle 201 closing the injector at its tip 207. Conversely, when a voltage command is sent by the engine management computer to the piezo actuator 203, the actuator is displaced in a manner that causes the valve 202 to open. A portion of the fluid then flows back in the ejector via a specific channel (not visible in the ejector) and leaves the ejector at outlet 205. The fluid can be redirected, for example, to the pump 110 of the injection system 113.

In all cases, the expulsion of a determined quantity of fluid reduces the pressure exerted on the needle 201, the needle 201 being displaced in its chamber and causing the injector to open at its tip 207. It is this opening that allows a determined amount of fuel to be released into the combustion chamber (not shown) of the engine.

The graph of fig. 3 shows a set of curves indicating the variation over time of the operating characteristics of a piezo injector (as described with reference to fig. 2) in which the method according to the invention may be implemented. The three curves 301a, 301b and 301c shown show the measured change over time of three different characteristics during the injector opening phase (i.e. during injection), respectively. Specifically, curve 301a shows the voltage command applied to piezoelectric actuator 203 over time, curve 301b shows the flow rate through the injector at its tip 207 over time, and curve 301c shows the pressure measured by the supply chamber pressure sensor over time.

Those skilled in the art will appreciate that for the purposes of readability, a time offset (i.e., delay) has been applied to the graphical representation 301c of the change in pressure over time, and more particularly to correct for hydraulic delays associated with the travel of fluid along the various lines. In fact, because the pressure sensor is located in the supply chamber at a determined (and known) distance from the tip of the injector, the travel time of the fluid introduces a time offset between the event occurring at the injector tip and its response at the pressure sensor. More specifically, such hydraulic travel delays between the injector tip and the pressure sensor are characterized in the laboratory and can depend on the fuel pressure and temperature, but also on the distance between the injector tip and the sensor, which varies according to the position of the injector along the supply chamber. In all cases, this type of delay is well known to those skilled in the art, who will know how to take this into account in the calculations described later, adapting it to the precise topological and volumetric characteristics of the injection system in question.

Curve 301a shows in its left part a first voltage pulse characteristic for a command to open the electro-hydraulic valve. This pulse causes the piezoelectric actuator to displace and thus the accompanying opening of the valve. The second voltage pulse appearing in the right part of the curve is associated with another use of the valve, which in particular allows the valve to be used when appropriate to detect the closing of the injector. Since this use does not form part of the embodiments of the present invention, it is not the subject of a more intensive explanation in the context of this specification.

Curve 301b shows the injector flow rate as a function of time, physically measured by an external measuring device. The instantaneous ejection flow Rate is also referred to as ROI (Rate of ejection, in English). The pulses shown are directly from the pulses associated with the opening of the valve, with different delays between the respective opening and closing of the valve and injector. The static flow of the injector is thus the maximum value 303 reached by the flow during the injection phase.

Finally, curve 301c shows the decrease in the pressure value measured in the supply chamber during this same phase. As already mentioned above, the basic idea of the method according to the invention is to use the measurement results to determine the static flow of the injector and thereafter its potential drift. In fact, the method uses only the measured pressure values contained within the portion 302 (delimited by the dashed line) of the curve 301c, i.e. when the valve is closed and the injector is still open. Thus, the pressure values used (and their variation over time) are due only to the opening of the injector, and not to the opening of the valve.

Furthermore, the skilled person will understand that in the example shown, the opening phase of the injector occurs when the pressure value is initially high and stable. In other words, the injection and, incidentally, the determination of the static flow rate is performed when the pump of the injection system has raised the fuel in the supply chamber to a high pressure. Preferably, the steps of the method are performed when the pumping phase is over, so that the pressure in the supply chamber is built up at a stable value. This form of implementation is simpler. However, in an alternative embodiment, it may be provided to use modeling of the pressure rise in order to allow for the determination of the static flow drift during the pumping (i.e. pressurization) phase.

Fig. 4 shows a step diagram illustrating an embodiment of the method according to the invention. All steps of the method are performed by a control unit, such as the control unit 101 of the injection system 113 shown in fig. 1. Such a Control Unit may be, for example, an Engine management computer or ECU (Engine Control Unit), which manages the operation of the Engine in an overall manner.

Step 401 is a preliminary step that includes verifying a plurality of conditions, which are referred to as method execution conditions. This means that the conditions have to be met before possible execution of the subsequent steps of the method. Verification refers to determining whether a condition is satisfied. Advantageously, such verification allows to guarantee the determination of the static flow drift of the injector, ensuring a satisfactory level of performance.

For this purpose, the control unit uses information originating from sensors or engine components in order to make a preliminary estimate of the possibility of accurately determining the static flow of fuel. For example, in a particular embodiment of the method, the control unit verifies the following conditions:

the value of the Temperature TCO ("Temperature COoling" in english) of the water in the COoling circuit is comprised between determined limit values. This condition is related to the accuracy of the calculations performed in the execution of the method, the calculations depending on the value.

The value of the fuel temperature is comprised between the determined limit values. This verification allows the other steps of the method to be performed only when the engine is hot.

The value of the fuel pressure is comprised between the determined limit values. The verification is related to the signal-to-noise ratio, which is better when the pressure value used for the calculation is high.

The value of the fuel quantity requested in the injection command is comprised between the determined limit values. This verification allows ensuring the minimum duration required for carrying out the calculation.

The value of the angular position of the crankshaft of the heat engine is comprised between the determined limit values. This condition is also equivalent to verifying the actual completion of the pumping phase.

During step 402, the control unit compares the theoretical duration of the time interval between the closing of the electro-hydraulic valve and the closing of the injectors with a determined threshold value. The theoretical duration refers to an expected duration based on known characteristics of the injection command. In particular, the control unit knows the theoretical duration for each injection command associated with a specific operating point of the engine. Thus, in the same way as for the verification of step 401, the subsequent steps of the method are performed if and only if the theoretical duration is greater than the selected threshold. This step also advantageously allows to ensure that the available, measured pressure value makes it possible to determine well the static flow of the injector. In particular, the accuracy of the static flow calculation described later is better if based on a sufficiently large number of pressure values. Now, as known per se, each pressure sensor operates with a limited acquisition frequency. Thus, the longer the available measurement duration, the better the accuracy of the calculation.

Those skilled in the art will appreciate that the above described exemplary embodiments are non-limiting and that, furthermore, steps 401 and 402 of the method may be performed simultaneously or in any order. Furthermore, it will be noted that all subsequent steps of the method are only performed when the injectors are open and the electro-hydraulic valves are closed.

Step 403 includes collecting a pressure value measured by a pressure sensor located in the injector supply chamber. Static flow calculation using these values requires at least two values measured at two different times. However, as already mentioned, the higher the number thereof, the better the accuracy. Therefore, the best measurement scenario is the case: wherein the pressure value is collected as soon as the valve is closed and until the injector is closed. In making this measurement, the already mentioned hydraulic travel delay between the injector tip and the pressure sensor is taken into account. For example, for an injection system in which the closing of the injector is controlled or detected, the acquisition of the pressure value may be carried out (at a certain acquisition frequency specific to the pressure sensor used) during the entire duration comprised between the closing of the electro-hydraulic valve and the closing of the injector. In contrast, without knowing the exact moment of injector closure, the acquisition of pressure values can be made at the same acquisition frequency during a determined duration from the start of valve closure. The duration needs to be selected as: it is considered sufficient to ensure that the number of pressure values collected is large enough, but not too large, to ensure that the measurement is taken while the injector is still open.

During step 404, the control unit bases on the precedingThe pressure values measured during a step calculate the pressure gradient with respect to time. To simplify the description, the gradient with respect to timeHereinafter denoted dP.

In a particular embodiment of the method, the pressure gradient dP with respect to time is calculated by a calculation method using a linear regression model. In a manner known per se, linear regression allows to determine the relationship between a variable called the explained variable (in this case the pressure P) and the explained variable (in this case the time t). The simplest models include: for example, the gradient is modeled using a linear relationship (i.e., a straight line) based on the measured values.

Thus, step 405 includes calculating Q according to the following equation_mesMeasured static flow rate:

[ mathematical formula 1]

。

Wherein, V_sysCorresponding to the volume of the high-pressure system, i.e. the total volume of fuel raised to high pressure, and K is a linear constant corresponding to the modulus of elasticity of the fuel. As known per se to the person skilled in the art, the modulus of elasticity depends on the measured fuel pressure and the temperature of the fuel. Those skilled in the art will know how to determine these values in order to use the precise value of the fuel elastic modulus in the calculation of the static flow. For example, the pressure value used may be a pressure value measured by a supply chamber pressure sensor, and the temperature value may be measured by a temperature sensor present in the injection system.

Finally, step 406 includes determining a signal indicative of static traffic drift (referred to as Q)_ratio) Is proportional to the value of the measured static flow Q_mesWith a nominal static flow Q, called ejector_nominalThe ratio of the values of (a). Furthermore, those skilled in the art will appreciate that static flow Q_ratioMust use the measured static flow Q_mesAnd nominal static flow Q_nominal, both of which are considered for the same range of pressure values. In other words, the nominal static flow Q for the calculation_nominalIs the nominal static flow determined over a range of pressure values of the pressure gradient dP with respect to time.

In one non-limiting embodiment, the static flow drift Q is represented_ratioSimply equals the measured static flow Q_mesIs divided by a nominal static flow rate Q determined within a range of pressure values of the pressure gradient dP with respect to time_nominalThe value of (c). Furthermore, the value of the nominal static flow is known beforehand, for example on the basis of laboratory characterization of the characteristics of a plurality of injectors substantially identical to the injector concerned.

In another embodiment of the method, a static traffic drift Q is represented_ratioThe value of (d) is determined according to the following formula:

[ mathematical formula 2]

。

Wherein A is_mesIs the measured total area of the injector orifice calculated from the measured static flow value, and A_nominalIs the nominal total area of the injector orifice determined from data provided by the injector manufacturer.

In particular, the measured total area of the holes is calculated according to the following formula:

[ mathematical formula 3]

。

Where Cd is the flow efficiency coefficient, where ρ is the fuel density depending on the fuel temperature and pressure, and Δ P is the difference between the pressure measured in the supply chamber and the pressure measured in the combustion chamber. All these values are known per se to the person skilled in the art, who will know how to adapt them to a particular injection system in order to determine the actual measured total area of the holes of a given injector.

Regardless of the approach used, a value representing the determined static traffic drift may be associated with information representing the static traffic drift. For example, if the drift is above a threshold, it is considered critical, that is to say has a significant impact on the operation of the engine. Thus, in an embodiment of the method, the information may be stored in a memory of the control unit. Advantageously, this memory may be read at a later time (e.g., during diagnostics) and thereby cause potential injector maintenance operations.

Furthermore, in some embodiments of the method, based on the stored information, the control unit may also perform a so-called flow regulating action, i.e. an action that allows to obtain a desired injection quantity of fuel despite injector degradation. For example, such actions may include modifying the total amount of fuel to be injected in the injection command, or modifying the total duration of injector opening, or modifying injection pressure, so as to modify static flow while keeping injection time constant. In this way, the regulating action is advantageously able to compensate for the static flow drift determined in the preceding step of the method.

In the claims, the term "comprising" or "comprises" does not exclude other elements or steps. The invention may be implemented using a single processor or several other units. Various features described and/or claimed may be advantageously combined. Their presence in the description or in different dependent claims does not exclude this possibility. The reference signs should not be construed as limiting the scope of the invention.