EP0288090A2 - Dispositif de dégazage de réservoir de carburant - Google Patents

Dispositif de dégazage de réservoir de carburant Download PDF

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Publication number
EP0288090A2
EP0288090A2 EP88106880A EP88106880A EP0288090A2 EP 0288090 A2 EP0288090 A2 EP 0288090A2 EP 88106880 A EP88106880 A EP 88106880A EP 88106880 A EP88106880 A EP 88106880A EP 0288090 A2 EP0288090 A2 EP 0288090A2
Authority
EP
European Patent Office
Prior art keywords
tank ventilation
adaptation
control
value
fuel
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP88106880A
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German (de)
English (en)
Other versions
EP0288090A3 (en
EP0288090B1 (fr
Inventor
Helmut Ing. Grad. Breitkreutz
Albrecht Dipl.-Ing. Clement
Dieter Dipl.-Ing. Mayer
Claus Dipl.-Ing. Ruppmann
Dieter Dipl.-Ing. Walz
Ernst Dipl.-Ing. Wild
Martin Dr. Ing. Zechnall
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
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Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0288090A2 publication Critical patent/EP0288090A2/fr
Publication of EP0288090A3 publication Critical patent/EP0288090A3/de
Application granted granted Critical
Publication of EP0288090B1 publication Critical patent/EP0288090B1/fr
Anticipated expiration legal-status Critical
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/08—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding fuel vapours drawn from engine fuel reservoir
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/003—Adding fuel vapours, e.g. drawn from engine fuel reservoir
    • F02D41/0032—Controlling the purging of the canister as a function of the engine operating conditions
    • F02D41/004—Control of the valve or purge actuator, e.g. duty cycle, closed loop control of position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1486—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor with correction for particular operating conditions
    • F02D41/1488—Inhibiting the regulation
    • F02D41/1491—Replacing of the control value by a mean value
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
    • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • F02D41/2454—Learning of the air-fuel ratio control

Definitions

  • the invention relates to a device according to the preamble of claim 1.
  • ⁇ probes that measure the composition of the exhaust gas are used to control tank ventilation valves, that such a valve is opened or closed continuously depending on the signal of the ⁇ probe.
  • the tank ventilation valve is in each case arranged between an intermediate store and the inlet of the internal combustion engine and is electrically controlled; a corresponding, but pneumatically controlled tank ventilation valve is also known from DE-A-2 612 300.
  • tank ventilation systems that are dependent for the output signal of a ⁇ probe or, depending on a fuel control pulse, actuate tank ventilation valves so that the release of vapors from the intermediate storage is always permitted if the output signal of the ⁇ probe results in a lean mixture composition while the tank ventilation valve is closed or almost closed when the ⁇ probe indicates a rich mixture composition.
  • This is to achieve a balancing effect with regard to a steady ratio of the fuel air mixture supplied to the internal combustion engine as a whole, but the treatment of the fuel air mixture via the gasification provided in both US patents remains unaffected by the tank ventilation means. This means that when a correspondingly lean mixture is indicated by the ⁇ probe, the enrichment takes place simultaneously and therefore in parallel via the mixture preparation system and the tank ventilation.
  • tank ventilation device according to US Pat. No. 4,275,697, which parallelly converts the output signal of the ⁇ probe, which is converted into a clock pulse sequence, and which is originally fed to the solenoid of a control nozzle in the carburetor, in order to ensure a stoichiometric mixture used to switch off the tank ventilation or to keep it to minimum values when either a minimum or a maximum fuel is added via the carburetor.
  • the additional tank ventilation should lead to an undesirable over-greasing of the mixture; in normal operation, the additional fuel quantities coming from the tank ventilation remain without major ones Influence and ultimately, also indirectly, namely indirectly via the reaction of the ⁇ probe, in its effect on the mixture composition, albeit with a time delay and possibly out of phase, are approximately corrected.
  • the intermediate storage container containing the activated carbon filter is able to store fuel vapors up to a certain maximum amount, the filter being flushed during engine operation by the vacuum developed by the internal combustion engine in the intake tract, for which purpose the filter has an opening to the outside air.
  • the filter has an opening to the outside air.
  • Such an additional amount of fuel which in particular also influences the driving behavior under certain conditions, which in extreme cases can consist of almost 100% air or 100% fuel vapor as a tank ventilation mixture, is also not acceptable if the influence of this disturbance variable is directly influenced by pneumatic actuators obtains the intake manifold pressure developed by the internal combustion engine or completely excludes the supply of the tank ventilation mixture by means of an electronic on / off control for particularly sensitive operating conditions, such as idling.
  • the invention is therefore based on the object of providing a device which supplies the tank ventilation mixture, which cannot be predetermined in terms of its proportions or quantities, to the intake tract of the respective internal combustion engine in such a way that, on the one hand, there is effective ventilation of the buffer store, but on the other hand none disruptive influence on the fuel metering for the internal combustion engine operating under the guidance of a ⁇ control results.
  • the invention solves this problem with the characterizing features of claim 1 and has the advantage that despite the fact that the extent of the tank ventilation influence eludes a mathematical forecast, both the actual fuel metering can be coordinated with the tank ventilation influence and measures can be taken, In order to ensure in the so-called adaptive learning systems (adaptive pilot control systems) that the unavoidable, long-term deviations of the controller output in the presence of a tank ventilation, which can only be attributed to this additional influence, do not introduce unwanted pilot control corrections per se. which would permanently disrupt the adaptation behavior.
  • adaptive learning systems adaptive pilot control systems
  • the deviation of the control factor from the setpoint value caused by the tank ventilation causes a correction value to run away, which occurs in the above
  • tank ventilation valve in the tank ventilation line between the filter and the suction tract is periodically controlled by an associated control device, the period resulting from the change between opening and closing the valve and by varying this ratio of opening duration to closing duration (which is the duty cycle of the Tank ventilation control corresponds) a corresponding adjustment of the tank ventilation mixture amount can be achieved.
  • tank ventilation can also be incorporated and implemented in the overall behavior of the internal combustion engine over a wide range depending on the lambda control factor.
  • FIG. 1 shows a fuel tank or tank 10 which is ventilated and vented exclusively via an activated carbon filter located in a temporary storage tank 11, the fuel evaporating from the tank being stored in the activated carbon filter up to a limited maximum amount. This stored fuel is then sucked into the engine by the running internal combustion engine - only the intake area 12 with the throttle valve 12a is shown in FIG. 1.
  • the tank ventilation valve 13 is activated on its magnetic part 13a by a tank ventilation control (TE) 34, which outputs a control pulse sequence with a variable pulse duty factor TV, whereby a suitable variation of the opening cross section of the tank ventilation system 13 can be set.
  • TE tank ventilation control
  • the characteristic curve of the tank ventilation valve 13 between the minimum throughput Qmin and Qmax over the pulse duty factor can be approximately linear, possibly also exponential, which can be included in the range.
  • the following information relates to specific numerical data of a suitable tank ventilation valve with a passage cross-section that can be changed continuously depending on the duty cycle of the control pulse sequence.
  • the basic function of a fuel injection system can therefore be such that for the generation of the fuel metering signal in connection with a lambda control circuit in a multiplier stage, starting from the output signal of a load sensor shown, for example an air flow meter, and a speed sensor, a load signal, namely an injection time duration signal t L, is generated and a further, downstream multiplier stage, ultimately for the control of the or injection valves.
  • the second multiplier stage corrects the injection duration with a correction factor F R , which is generated as a lambda correction factor behind a comparator from the actual lambda value generated by the lambda probe and a desired lambda value from a lambda controller 22, which is shown in FIG. 2 is shown.
  • the invention now also succeeds in adaptively designing the tank ventilation TE, in other words, the components, switching means, regulating and control processes involved in the tank ventilation are such that what the tank ventilation brings to the mixture for the internal combustion engine the actual mixture formation (basic adaptation) is subtracted again, which results in a particular advantage in those mixture preparation systems and fuel injection systems which themselves have an adaptive pilot control for lambda control and for which tank ventilation can therefore cause certain difficulties because this adaptive pilot control ( Basic adaptation) usually uses the longer-term deviations of the controller output (lambda controller) as a measure for a correction of the pilot control - the invention makes it possible to retain the advantages of adapting the pilot control in its extension.
  • FIG. 2 therefore shows schematically and without going into special detailed solutions, in the upper area the lambda control circuit for the mixture preparation, for example by a fuel injection system with basic adaptation, and in the lower part the extension of this basic principle to an adaptive pilot control of the tank ventilation.
  • the lambda controller 22 connected downstream of the actual value setpoint comparison point 20 for the output signal of the lambda probe generates the lambda correction factor F R , which leads to an intervention point 19, where, multiplicative and additive, preferably multiplicative, an effective injection time period t L ⁇ ⁇ i ⁇ F i generated by other components of the mixture preparation system, for example fuel injection system, is supplied.
  • the output signal F R of the lambda controller 22 is smoothed via a low-pass filter 23, that is to say subjected to averaging, and the smoothed or mean value signal F R of the correction factor is led after a comparison point 31 via a switch S3 to the basic adaptation block 32, which is usually a controller.
  • the basic adaptation block 32 which is usually a controller.
  • a downstream multiplier block 33 there is also a multiplication by a normalized speed value; memory (not shown) can also be provided, which temporarily stores the value of the basic pre-control adaptation, for example, for periods during which a lambda signal is not available, for example due to an inactive lambda probe.
  • the controller 32 for the basic adaptation adjusts its output variable for the multiplicative or additive factor resulting at the point of engagement 30, which originates from it, until the mean value of the output variable of the lambda controller 22 matches the setpoint at the comparison point 31, which is preferably the assumes neutral value 1, corresponds.
  • this basic pilot control adaptation can include various correction values - speed-proportional, speed-independent, which, depending on the load state of the internal combustion engine, intervene in the calculated injection period in an additive or multiplicative corrective manner, which is not shown.
  • the adaptive pre-control of the tank ventilation which is assigned to the pre-control adaptation of the injection duration, initially comprises a logic circuit or sequence control circuit, which is represented at 34 as representative of all conceivable embodiments, also in software version, and an associated block 35 for the TE adaptation, which alternatively via the already mentioned switch S3 from the mean value of the lambda correction factor F R is applied. Therefore, in this exemplary embodiment the control factor F R is used to intervene in the tank ventilation, an adaptation to the load value t L , for example additively, would of course also be conceivable.
  • block 35 for the TE adaptation passes information from block 34 of the sequence control TE, mainly via the duty cycle of the control pulse sequence for the tank ventilation valve 13, active lambda control, transition to pilot control map and the like.
  • the result of a limit value detection block 36 from the output of the TE adaptation block 35, at which a value of the adaptive pilot control for tank ventilation (ATE) is present, is whether this correction factor ATE (adaptation value) has a negative threshold value (ATEmin) or a positive threshold ATEpos has reached, which threshold values also as fat stroke or Lean stroke can be called.
  • ATE adaptive pilot control for tank ventilation
  • the adaptation value ATE passes through an intermediate multiplication stage 37, at which in turn, so that the two intervention values of the basic adaptation and the TE adaptation are equivalent, a standardized speed value is supplied, and via a switch S4 to a further intervention point 38 in the course of the t i preparation where multiplicative or additive interventions can be made.
  • a multiplier stage 39 with a speed value n is then connected downstream, so that a fuel / time-air mass / time mixture information is obtained at an addition point 40, which is then fed to the RE mixture at point 41.
  • the tank ventilation line 42 carrying the TE mixture from the tank ventilation valve 13 in front of the throttle valve can be connected to the intake tract of the internal combustion engine, as a result of which the amount of the extracted TE mixture remains approximately constant with the same cross section of the TE valve 13, since the negative pressure in front of the throttle valve is approximately constant and the amount increases with the root of the negative pressure.
  • a constant amount is also helpful for adaptive control as it is through an additive correction worth can be compensated.
  • the tank ventilation is activated at the start, when the overrun is switched off and also set a minimum value when the lambda control is inactive; a defined mixture should enable starting and reinsertion after overrun fuel cutoff.
  • the TE control starts softly and the duty cycle of the tank ventilation TVTE becomes, as in b) in 9, shown in a ramp shape, but with change limitation 1, increased starting from a predetermined minimum value TVTEmin1.
  • the slope of the duty cycle of the control pulse sequence for the TE valve is chosen so that the pilot control to be explained further below can compensate for the resulting disturbance in the mixture balance of the internal combustion engine in good time.
  • the pulse duty factor is increased until the adaptation value ATE has reached a minimum negative threshold value ATEmin, which can also be referred to as a lean stop in relation to the adaptation value.
  • a limit control then starts.
  • the duty cycle TVTE can already have reached a pre-control stop value at t 1, which can result from the pre-control map; therefore, the duty cycle is not changed until the time t2, at which the negative threshold ATEmin is reached.
  • the duty cycle TVTE is decremented until the threshold falls below (in the positive direction) again. From then on, the pulse duty factor is incremented again, until the threshold is exceeded again in the negative direction, etc.
  • the TE mixture is checked by the control process just explained beginning in block 34 with the regulation of the duty cycle from the beginning - it should also be pointed out here that the reduction of the duty cycle with a change limit 2 to the minimum value TVTEmin2 er follows, which enables a faster change in the duty cycle to small passage cross-sections of the tank ventilation valve.
  • This adaptation of the tank ventilation pre-control is expediently limited to a load-speed range that is effective only below the air quantity threshold, as shown in FIG. 10, since it can only be calculated precisely enough in this range.
  • the adapted value ATE is expediently only stored in a memory (not mentioned) assigned to block 35 of the TE adaptation when the engine is running - for use, for example, in the case of a temporarily inactive ⁇ probe, and is deleted again when the engine is switched off.
  • the TE feedforward adaptation is interrupted, and the last adapted value ATE is temporarily stored in the memory (not shown) assigned to block 35.
  • the effective range of the TE pilot control adaption according to Fig. 10 so much tank ventilation mixture can be output via the KFTE map that the influence on the lambda control can be neglected (the TE amount is proportional to the air volume), so that basic adaptation in this sub-area can also be effective during the tank ventilation - in other words, the switch S3 is switched to the block 32 in this case, which can also be done by the sequence control 34 by evaluating corresponding load and speed information.
  • sequence control for the activation of the tank ventilation valve in the form of a flow chart indicated on the next page 25 specifies the function of the sequence control 34 in software terms. It is therefore understood that, although the invention has been improved for better ver was explained on the basis of a block diagram using individual components, and a software version of the device according to the invention by means of a microcomputer or microcomputer is easily within the scope of the invention and can be carried out; Such an embodiment is not a problem for the person skilled in the field of fuel metering in internal combustion engines, since he can also call in experts in the field of data processing technology if necessary.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supplying Secondary Fuel Or The Like To Fuel, Air Or Fuel-Air Mixtures (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
EP19880106880 1985-01-26 1985-12-05 Dispositif de dégazage de réservoir de carburant Expired - Lifetime EP0288090B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3502573A DE3502573C3 (de) 1985-01-26 1985-01-26 Vorrichtung zur Entlüftung von Kraftstofftanks
DE3502573 1985-01-26

Related Parent Applications (1)

Application Number Title Priority Date Filing Date
EP85115458.3 Division 1985-12-05

Publications (3)

Publication Number Publication Date
EP0288090A2 true EP0288090A2 (fr) 1988-10-26
EP0288090A3 EP0288090A3 (en) 1989-01-04
EP0288090B1 EP0288090B1 (fr) 1991-09-25

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ID=6260813

Family Applications (2)

Application Number Title Priority Date Filing Date
EP85115458A Expired - Lifetime EP0191170B2 (fr) 1985-01-26 1985-12-05 Dispositif de dégazage de réservoir de carburant
EP19880106880 Expired - Lifetime EP0288090B1 (fr) 1985-01-26 1985-12-05 Dispositif de dégazage de réservoir de carburant

Family Applications Before (1)

Application Number Title Priority Date Filing Date
EP85115458A Expired - Lifetime EP0191170B2 (fr) 1985-01-26 1985-12-05 Dispositif de dégazage de réservoir de carburant

Country Status (4)

Country Link
US (1) US4683861A (fr)
EP (2) EP0191170B2 (fr)
JP (3) JPH0759917B2 (fr)
DE (3) DE3502573C3 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0430331A1 (fr) * 1989-11-23 1991-06-05 Nederlandse Organisatie Voor Toegepast-Natuurwetenschappelijk Onderzoek Tno Purification d'air
DE4326464A1 (de) * 1992-08-06 1995-01-19 Mazda Motor Luft-Kraftstoff-Verhältnis-Regeleinrichtung für eine Brennkraftmaschine
EP0691469A1 (fr) * 1994-07-05 1996-01-10 Regie Nationale Des Usines Renault S.A. Procédé de commande d'un moteur à combustion interne avec système de purge de canister

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Also Published As

Publication number Publication date
EP0191170B2 (fr) 1995-08-16
US4683861A (en) 1987-08-04
EP0288090A3 (en) 1989-01-04
DE3584257D1 (de) 1991-10-31
JPS61175260A (ja) 1986-08-06
JP2945882B2 (ja) 1999-09-06
EP0288090B1 (fr) 1991-09-25
EP0191170A1 (fr) 1986-08-20
DE3502573C2 (de) 1994-03-03
JPH07293361A (ja) 1995-11-07
DE3502573C3 (de) 2002-04-25
JP2694123B2 (ja) 1997-12-24
DE3569143D1 (en) 1989-05-03
EP0191170B1 (fr) 1989-03-29
DE3502573A1 (de) 1986-07-31
JPH0759917B2 (ja) 1995-06-28
JPH1068359A (ja) 1998-03-10

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