초록 ▼

A fuel injection system operates under a predetermined substantially constant pump speed and creates multi-pressure levels by diverting the fuel flow. Fuel pressure can be switched from one steady pressure level to another level on-demand instantly. This superimposes and overlaps typical fuel inject

A fuel injection system operates under a predetermined substantially constant pump speed and creates multi-pressure levels by diverting the fuel flow. Fuel pressure can be switched from one steady pressure level to another level on-demand instantly. This superimposes and overlaps typical fuel injection events in the linear operating ranges under different pressure levels, significantly increasing the fuel injection dynamic range. The dynamic range is further increased when another predetermined constant pump speed is assigned. Thus, the system saves fuel and reduces exhaust emission in city driving when gas pedal is released including idle. The same system can instantly deliver additional fuel on-demand for extra power beyond engine rating producing a sport-car-like performance.

대표청구항 ▼

The claims are: 1. A method of controlling a fuel injection system of an internal combustion engine having an engine control module and a fuel pump for supplying pressurized fuel from a reservoir through a fuel line to a plenum in fluid communication with at least one fuel injector controlled by el

The claims are: 1. A method of controlling a fuel injection system of an internal combustion engine having an engine control module and a fuel pump for supplying pressurized fuel from a reservoir through a fuel line to a plenum in fluid communication with at least one fuel injector controlled by electronic pulse width to inject fuel pulses q to the engine, wherein the fuel injection system includes two fuel by-pass paths operable to divert a portion of the flow of fuel from the fuel line upstream of the plenum back to either the reservoir or an inlet of the fuel pump, each by-pass path having a binary control valve and a flow constraint provided by an orifice of predetermined diameter, a needle-valve-like device, or a device compressing the fuel by-pass path, wherein a first fuel pressure level PH1 in the fuel line is defined when the control valve of only one of the two fuel by-pass paths is closed, a second or the highest fuel pressure level PH2 in the fuel line is defined when the control valves of both fuel by-pass paths are closed, and a third or the lowest fuel pressure level PL in the fuel line is defined when the control valves of both fuel by-pass paths are open, the method comprising the steps of: A. setting a fuel pump drive, voltage or current, for operating the fuel pump at a predetermined substantially constant speed; B. communicating with the engine control module: detecting engine operating conditions, including but not limited to fuel pressure, engine speed, vehicle speed and throttle position, while the engine is running; determining the engine fuel demand Q and amount of air flow for the engine, and coordinating operations including throttle valve and air accessories, turbocharger or supercharger, to provide the amount of air flow for adequate fuel/air mix in accordance with the detected operating conditions; C. calculating the size of the fuel pulses q for satisfying the engine fuel demand Q; D. detecting the fuel pressure level in the fuel line; E. determining the electronic pulse width for the fuel pulses q to be sent to the fuel injector at the detected pressure level in accordance with the fuel demand Q; and F. selecting one of the three pressure levels so that varying pulse width at the selected pressure for fuel pulse q operable within the full range of detected driving conditions for the next fuel injection cycles until the driving condition changes. 2. The method of claim 1, wherein the engine further includes a controller operable in response to receipt of signals indicating the operating conditions, vehicle speed, engine speed and throttle position to actuate the fuel injector to: deliver the fuel pulses q, select from among the three pressure states, and vary the electronic pulse width to control the size of injected fuel pulses q. 3. The method of claim 2 wherein the controller is operable to calculate the size of fuel pulses q in step C and determine the pulse width at the detected pressure level. 4. The method of claim 1 wherein activation of the binary control valves produces a rapid switching among the pressure levels, and wherein the electric pulse widths determined in step E before and after, respectively, the pressure switching between the fuel pressure levels, produce substantially the same size injected fuel pulses q. 5. The method of claim 4 wherein following a few engine revolutions after the opening of a binary control valve, the electric pulse width PW is increased to a level greater than a steady state pulse width (PW)L at pressure level PL, to minimize pressure spikes and pressure wave reflections during opening of the binary control valve. 6. The method of claim 4 wherein following a few engine revolutions after the closing of a binary control valve, the electric pulse width is decreased to a level less than a steady state pulse width (PW)H at pressure level PH, to minimize pressure spikes and pressure wave reflections during closing of the binary control valve. 7. The method of claim 1 comprising starting the engine at the first pressure level PH1 with a normally closed one of the control valves in its closed state and the other normally open control valve in its open state, thereafter opening the normally closed control valve to instantly reduce the pressure to the third pressure level PL for city driving where vehicle is at low speed and stop- and-go is frequent; and closing the normally closed control valve to instantly return the pressure to the first pressure level PH1 for normal highway driving where the vehicle is at high speed and rarely stops. 8. The method of claim 7 further comprising closing both control valves to instantly elevate the pressure level to the second pressure level PH2 producing extra power on demand for a limited period in respond to urgent needs for power in the enhanced power drive mode. 9. The method to stabilize the second or the highest fuel pressure level PH2 of claim 1 comprising adding a fuel return line with flow restraint in parallel with the two fuel by-pass paths to divert a portion of fuel flow from main fuel line, not entering the plenum, back to the reservoir or inlet of fuel pump, thus stabilizing the fuel pressure level PH2 when both or all fuel by-pass paths are closed. 10. The method of claim 9, including changing the highest fuel pressure level PH2 when all or both fuel by-pass paths are closed, comprising the steps of: closing all fuel by-pass lines, and changing the amount of flow restraint in the fuel return path including replacing the flow restraint by a new flow restraint of different value, thus changing the amount of fuel flow through fuel return line to change fuel pressure from PH2 to another pressure level (PH2′). 11. The method of claim 9, including changing the highest fuel pressure (PH2) comprising the steps of: closing all fuel by-pass lines, and re-setting the fuel pump speed from the initial predetermined substantially constant pump speed to a second predetermined substantially constant speed to change fuel pressure level from (PH2)1 to another pressure level (PH2)2. 12. A method of using system of claim 1 for a vehicle engine having a high pressure regulator stabilizing fuel pressure at PH2 in its fuel injection system, which has a fuel pump sending pressurized fuel from fuel reservoir through main fuel line to a fuel plenum in fluid communication with at least one fuel injectors, comprising: installing two fuel by-pass lines, each with flow constraint and a binary control valve, to divert a portion of fuel flow from main fuel line through one or both fuel by-pass lines to the reservoir or the inlet of fuel pump, setting fuel pump to run at a pre-determined substantially constant speed Ω, opening binary control valves in both fuel by-pass lines to instantly reduce fuel pressure to a pre-set level at PL for city driving to lower emissions in metropolitan areas, closing the binary control valve in one of the fuel by-pass lines to instantly change fuel pressure to a pre-set level at PH1 for normal highway driving for improved fuel economy; and closing all fuel by-pass lines creating the highest fuel pressure regulated by the high pressure regulator at PH2 already installed in the vehicle as the power driving mode for performance. 13. The method of claim 12 wherein the fuel pump is set at a first pre-determined substantially constant speed Ω1 enough to supply fuel to injectors for normal highway driving at PH1 and for city driving at PL , but may not be enough to supply fuel for operations at PH2 for the enhanced power drive mode, further comprising the following steps; setting fuel pump to run at a pre-determined substantially constant speed Ω1 so that enough fuel is supplied at PH1 for regular highway driving and at PL for city driving; closing both fuel return and fuel by-pass paths to raise fuel pressure quickly in response to urgent need for power, and simultaneously setting fuel pump at the second pre-determined substantially constant speed Ω2 where Ω2>Ω1 to stabilize its pressure at PH2 set by high pressure regulator, where PH2>PH1>PL, so that enough fuel is supplied at PH2 as the power drive mode for performance. 14. The method of creating an Eco-Friendly engine using smaller engine for improved fuel economy in highway driving and lowered emissions in city driving, and still able to produce instant super power on-demand, wherein the fuel injection system has at least two fuel by-pass lines to selectively divert portions of fuel from the main fuel line not entering the plenum, through one or two fuel by-pass paths, back to the inlet of fuel pump or reservoir, instantly creating at least three stable pressure levels, namely PH2, PH1, PL, wherein PH2>PH1>PL, comprising the following operating steps: setting fuel pump at a pre-determined substantially constant speed before, during and after the pressure switching; communicating with an Engine Control Module ECM, wherein ECM receives sensor signals on engine operating parameters, including engine speed, driving conditions, vehicle speed, and changes of gas pedal positions, determining the engine fuel demand Q, and the proper amount of air supply required for an adequate air/fuel mix, calculating the size of injected fuel pulses q needed at the engine speed in response to the engine fuel demand Q , programming the controller to choose one of the three pressure states PH2, PH1, or PL so that varying the pulse width at the chosen pressure level to inject fuel pulses q covers a full operating range of the vehicle at the driving conditions, and choosing the pulse width at the detected pressure level to inject fuel pulse q to the engine. 15. The method of claim 14 wherein there are created three stable fuel pressure levels PH2>PH1>PL under a pre-determined substantially constant fuel pump speed, and choosing a fuel pressure level comprising the steps of: (a) choosing PH1 for regular highway driving and engine start-up wherein one fuel by-pass line (path) is normally open and the other fuel by-pass line is normally closed, varying pulse width at the injectors producing the injected fuel pulses q covering the entire operating range at PH1 for highway driving, where the maximum amount of fuel injected at PH1 sets the maximum power rated for the engine; (b) choosing PL which is higher than the minimum pressure needed to produce fine fuel mists, by opening both fuel by-pass paths for city driving when engine is warm, varying the pulse width to inject fuel pulses q under PL to cover the entire operating range of city driving; where the largest amount of fuel injection under PL sets the maximum power under PL, and (c) creating an enhanced power drive mode by closing both fuel by-pass lines to create the highest pressure at PH2 thus injecting largest fuel pulses for a finite duration in response to urgent need for power and torque during passing and speeding, and engine not overheated. 16. A method of creating dual pressure levels in an engine's fuel injection system including a fuel pump set to run at a predetermined substantially constant speed which is independent of the engine speed for sending pressurized fuel from a fuel tank through a main fuel line to a fuel plenum in fluid communication with at least one fuel injector, at least one fuel by-pass line forming a fuel recirculation loop for returning pressurized fuel from a location upstream of the plenum to either the fuel reservoir or the inlet of the fuel pump to stabilize the fuel pressure level in the main fuel line, the at least one fuel by-pass line including a flow constraint of a first fixed flow constraint value, the at least one fuel by-pass line being selectively opened/closed by a binary valve element which is either opened to establish a fuel pressure level of PL to the plenum or closed to increase the fuel pressure level to PH, wherein the pulse width of injected fuel pulses can be varied under PL in accordance with one driving condition and varied under PH in accordance with another driving condition to widen the fuel injection dynamic range, the method comprising the step of changing the flow constraint value to a second fixed flow constraint value including replacing a different flow constraint element, such that the fuel pressure assumes a different level PL1 when the valve element is in its opened position, while maintaining the higher pressure level PH unchanged when the valve element is in its closed position. 17. A method of creating dual pressure levels in an engine's fuel injection system including a fuel pump set to run at a predetermined substantially constant speed which is independent of the engine speed for sending pressurized fuel from a fuel tank through a main fuel line to a fuel plenum in fluid communication with at least one fuel injector, at least one fuel by-pass line forming a fuel recirculation loop for returning pressurized fuel from a location upstream of the plenum to either the fuel reservoir or the inlet of the fuel pump to stabilize the fuel pressure level in the main fuel line, the fuel by-pass line including a flow constraint of fixed flow constraint value, the at least one fuel by-pass line being selectively opened/closed by a binary valve element which is either opened to establish in the main fuel line a fuel pressure level of PL or closed to increase the fuel pressure level to PH, wherein the pulse width of injected fuel pulses can be varied under PL in accordance with one driving condition and varied under PH in accordance with another driving condition, the method comprising the step of re-setting the fuel pump speed to a different predetermined substantially constant speed which is independent of the engine speed such that the fuel pressure in the main fuel line instantly assumes different levels PL1 and PH1 when the valve element in the at least one fuel by-pass line is opened or closed, respectively. 18. A method for regulating the pressure in a constant speed multi-pressure fuel injection system for an engine, the method comprising the steps of: A. setting a fuel pump to run at a predetermined substantially constant speed which is independent of the engine speed for sending pressurized fuel from a fuel tank through a main fuel line to a fuel plenum in fluid communication with at least one fuel injector; at least one fuel by-pass line forming a fuel recirculation loop for returning pressurized fuel from a location upstream of the plenum to either the fuel reservoir or the inlet of the fuel pump to stabilize the fuel pressure level in the main fuel line, the at least one fuel by-pass line including a binary valve element and a flow constraint of fixed flow constraint value, B. receiving a signal from a gas pedal sensor indicating a desired engine power; C. determining if the signal meets a predetermined engine power request threshold; D. in response to the signal meeting the pre-determined threshold in step C, closing a fuel bypass line from fuel line to fuel tank to raise the fuel pressure in the fuel injection system; and E. maintaining the closed fuel bypass line in a closed state while the predetermined engine power request threshold is met. 19. The method of claim 18, wherein step C comprises checking the signal a predetermined plurality of consecutive times to verify that the signal meets the pre-determined engine power request threshold. 20. The method of claim 18, wherein if the signal meets the pre-determined threshold in step C, determining if the temperature of the engine is below a pre-determined engine temperature threshold and closing the fuel bypass path in step D only if the engine temperature is below the pre-determined engine temperature threshold, wherein step E comprises maintaining the fuel bypass value in a closed state while the predetermined engine power request threshold is met and the engine temperature is below the pre-determined engine temperature threshold. 21. The method of claim 18, wherein if the signal meets the pre-determined threshold in step C, determining if the fuel by-pass path has been closed for less than a pre-determined time period and closing the fuel bypass path in step D only if the fuel by-pass path has been closed for less than the pre-determined time period, wherein step E comprises maintaining the fuel bypass valve in a closed state while the predetermined engine power request threshold is met and the fuel by-pass path has been closed less than the pre-determined time period. 22. A method for regulating the pressure in a constant speed multi-pressure fuel injection system for an engine of a vehicle, the method comprising the steps of: A. operating a fuel pump at a substantially constant speed which is independent of engine speed for sending pressurized fuel from a fuel tank through a fuel line to fuel rail and then to a fuel injector, B. providing a fuel by-pass line forming a fuel recirculation loop for returning pressurized fuel from a location upstream of the plenum to either the fuel reservoir or the inlet of the fuel pump to stabilize the fuel pressure level in the main fuel line, the fuel by-pass line including a flow constraint of fixed flow constraint value, the at least one fuel by-pass line being selectively opened/closed by a binary valve element which is either opened or closed, and C. providing a manual override accessible to a driver of the vehicle actuable to open the valve element to instantly lower the fuel pressure.