EP0364522B1 - Procede et dispositif pour le reglage d'une soupape de degazage d'un reservoir - Google Patents

Procede et dispositif pour le reglage d'une soupape de degazage d'un reservoir Download PDF

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Publication number
EP0364522B1
EP0364522B1 EP89902932A EP89902932A EP0364522B1 EP 0364522 B1 EP0364522 B1 EP 0364522B1 EP 89902932 A EP89902932 A EP 89902932A EP 89902932 A EP89902932 A EP 89902932A EP 0364522 B1 EP0364522 B1 EP 0364522B1
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EP
European Patent Office
Prior art keywords
fuel
tank venting
control
value
factor
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EP89902932A
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German (de)
English (en)
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EP0364522A1 (fr
Inventor
Ulrich Steinbrenner
Günther PLAPP
Wolfgang Wagner
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Robert Bosch GmbH
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Robert Bosch GmbH
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • 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
    • F02D41/0042—Controlling the combustible mixture as a function of the canister purging, e.g. control of injected fuel to compensate for deviation of air fuel ratio when purging
    • 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

Definitions

  • the invention relates to a method and a device for setting a tank ventilation valve, which connects a container in which fuel vapors are temporarily stored to the intake manifold of an internal combustion engine.
  • a method and a device for setting a tank ventilation valve are known from DE-A1-35 02 573 (US patent application 822.012 / 86).
  • the method described there uses the lambda control factor, which is supplied by a lambda controller functional unit for controlling the lambda value of the air / fuel mixture to be supplied to the internal combustion engine.
  • This factor serves to modify values of a pilot control variable for a pulse duty factor for actuating the tank ventilation valve, which values are stored in an addressable manner via the speed and a load-dependent variable.
  • the known method presupposes that on the negative pressure side of the tank ventilation valve, that is to say at the junction the tank ventilation in the air duct of the internal combustion engine, essentially the same negative pressure prevails. This presupposes that the mentioned junction is in front of the throttle valve. If different negative pressures occur depending on different loads, this is taken into account by the load-dependent values of the pilot variable. In the cited document, however, it is expressly mentioned that larger pressure differences between different load conditions cannot be adequately taken into account.
  • the invention is based on the object of specifying a method and a device for setting a tank ventilation valve, which method and which device also lead to good control results for the total amount of fuel to be supplied to an internal combustion engine if the method or the device is to be used on a system , in which the tank ventilation is guided behind the throttle valve in the air duct of an internal combustion engine.
  • the method according to the invention calculates the maximum possible gas flow through the tank ventilation valve under the pressure conditions prevailing in a particular operating state.
  • This maximum gas flow is taken into account when modifying predetermined pilot control values of a size that is a measure of the desired amount of regeneration fuel.
  • pilot control values are advantageously set in inverse proportion to the calculated maximum gas flow.
  • the dependency can be done either by addressing a memory with pre-control values stored there via the maximum gas flow calculated for the respective operating state, or by dividing a pre-control value determined without the dependence on the maximum gas flow by the value of the respective maximum gas flow.
  • the pilot values are also set in proportion to the air mass flow through the intake manifold. This dependency can also be done in one of the two ways just described.
  • the pilot control values are modified by division by a loading factor, which, based on its present value, is preferably changed step by step depending on the respective present value of the lambda control factor in such a way that it leads to a change in the amount of regenerative fuel to be output in the respective direction that changes the Lambda control factor on one Control factor setpoint.
  • the setpoint is typically one.
  • a modification to the divided value also belongs to the modification. The modification mentioned can be carried out on the pre-control values before they are set to the dependency mentioned in the previous section or afterwards.
  • the modified and set values are finally converted into a manipulated value for the tank ventilation valve, typically a duty cycle.
  • the control value to be supplied to the fuel metering device is reduced in the method according to the invention in order to reduce the amount of fuel supplied by this device to the internal combustion engine compared to the state in which no fuel is supplied via the tank ventilation valve. The reduction takes place to such an extent that the metering device essentially supplies the internal combustion engine with the amount of fuel which is supplied to it more via the tank ventilation valve.
  • a device requires at least one regeneration pre-control value memory, a flow determination means, a load control means, a conversion means and a compensation means.
  • the regeneration pilot control value memory stores provisional values for the regeneration gas flow in an addressable manner via values of the rotational speed, the air flow and the maximum possible gas flow through the tank ventilation valve. The maximum possible values for the gas flow through the tank ventilation valve are determined by the flow determining means for the respective operating state.
  • the load controller means determines the load factor mentioned above and divides the pilot values read out for a given set of values of addressing operating variables by this load factor. In a subsequent step within the load regulator means, the divided value is then regulated. The regulated value is converted by the conversion means into a manipulated value for the actuator of the tank ventilation valve.
  • the compensation means carries out the aforementioned reduction in the control value to be supplied to the fuel metering device.
  • Said means of the device can be implemented by individual hardware-specific special assemblies or by the known functions of a suitably programmed microcomputer, with the second possibility being preferred according to today's technology.
  • the method according to the invention can also be implemented with a larger number of such means, specifically with the less information that is already taken into account in the regeneration pilot control value memory. The dependencies not taken into account must then be created in special functional means.
  • the values to be stored in the memory in this case correspond exactly to what is ultimately desired, namely to replace a certain proportion of the total fuel with regeneration fuel.
  • the device has a load regulator means directly behind the pilot control value memory, which means that a gas ratio number is obtained by dividing the fuel ratio by the load factor. From this ratio, the actually required regeneration gas flow is obtained by multiplying it with the air flow through the intake manifold and a constant in a multiplication step. In a dividing step, the maximum gas flow that is possible at the moment is taken into account, the value of which is determined by a flow determining means.
  • a conversion means calculates a manipulated variable for the actuator of the tank ventilation valve.
  • a compensation means reduces the manipulated value which is fed to the fuel metering device in accordance with the amount of regenerating fuel supplied.
  • the device working with these means can be adapted particularly well to different engine systems, since it takes into account important variables that are important for the function of the overall device in separate calculation steps.
  • Any valve whose flow can be controlled can be used as a tank ventilation valve.
  • the use of a clocked valve is particularly advantageous.
  • DE-A1-35 02 573 already mentioned at the beginning, mentions a clock frequency of 10 Hz as advantageous. Without changing the frequency, the clock ratio for ice creaming is required Gas flow varies. The opening and closing times of the valve are therefore within wide limits.
  • the opening time or the closing time is set to the minimum value at which the tank ventilation valve can still operate properly is. It is not the cycle frequency that is kept constant, but the opening time when the valve is mostly closed. This has the advantage that even with unfavorable duty cycles, the fastest possible change between opening and closing and thus good driving properties of the vehicle in which the device is used are achieved.
  • the clock frequency is so low that z. B. the opening time is so large that it overlaps with the intake periods of several cylinders. In order to prevent this, the clock frequency is limited to a minimum value according to an advantageous further embodiment. If this value is reached, the frequency is maintained and the closing or opening time of the tank ventilation valve is set below the value that is actually required for correct operation. Although this leads to deviations from the desired values, this is less serious than poor driving behavior due to a too low clock frequency.
  • FIG. 1 shows an internal combustion engine 10 with regulation of the injection time TI of an injection valve 11 and regulation of the duty cycle TAU of a tank ventilation valve 12.
  • the injection time is regulated as follows. Preliminary injection times TIV are read out from an injection pilot control value memory 13 as a function of the speed n and a load-dependent variable TL. The values arrive at a compensating-multiplying step 14, the function of which is discussed in connection with the regulation of the tank ventilation valve. After this multiplication step, the modified values arrive at a control factor multiplication step 15, where they are compared with a control factor FR can be multiplied, which is supplied by a lambda control means 16 as a function of a target / actual difference. The actual value is obtained with the aid of a lambda probe 17. The setpoint comes from a lambda setpoint memory 18 which can be addressed via the speed n and the load-dependent variable TL.
  • control factor multiplying step 15 the control factor is also led to an injection adaptation means 19 which carries out a learning process when a corresponding adaptation instruction is fulfilled, which is indicated by a closable injection adaptation switch 20.
  • the output signal of the injection adapter 19 also modifies the injection time. This is done in a linking means 21 which, for. B. works multiplicatively or multiplicatively and additively, depending on the structure and function of the injection adapter 19.
  • the described control loop for the injection time works in such a way that an injection pilot control time TIV is read out of the injection pilot control value memory 13 for the respective operating state. This time is modified by the above-mentioned calculation steps with the aid of the control factor FR in such a way that the lambda setpoint specified for the relevant operating state is set.
  • the compensating-multiplying step 14 has already been mentioned. This serves to reduce the injection pre-control time when fuel is supplied to the intake manifold 22 of the internal combustion engine 10 not only via the injection valve 11, but also via a tank ventilation pipe 23.
  • the tank ventilation has an intermediate store 24, which is usually filled with activated carbon. Its vent inlet 25E is connected to the fuel tank. When regenerating, air flows into it through a vent inlet 25B at ambient pressure PAMB. Its outlet 26 leads to the tank ventilation valve 23, which is connected to the suction pipe 22 via the tank ventilation pipe 23.
  • the suction pressure PSAUG prevails in both pipes mentioned.
  • the tank ventilation pipe 23 opens into the intake manifold behind a throttle valve 27. As a result, the suction vacuum is particularly strong, which leads to a high gas flow through the intermediate store 24 and thus to good regeneration results of the activated carbon.
  • an air mass meter 28 is also arranged in the air duct, which measures the air flow, that is to say the air mass per unit of time, through the air duct.
  • the output signal from the air mass meter 28 is converted by an evaluation means 29, which is also supplied with the speed signal n, into an air flow signal ML and the load signal TL already mentioned, the latter being proportional to the quotient of air flow and speed.
  • the load detection does not have to be done by an air mass meter, but can be done in any way, for. B. by measuring the position of the accelerator pedal or the throttle valve.
  • the tank ventilation valve 12 is not able to directly control the regeneration fuel mass, but it can only directly influence the regeneration gas flow. However, a certain amount of fuel from the injection valve 11 and a certain amount of fuel from the tank ventilation pipe 23 are actually desired for each operating state. Specified values must therefore always be a measure of the ratio of regeneration fuel mass / total fuel mass. What type of regeneration gas flow corresponds to the desired fuel mass depends on the loading factor FTEAD of the regeneration gas, i. H. of the ratio of regeneration fuel mass to regeneration gas mass. If all of the regeneration gas is fuel gas, the loading factor is one; if the regeneration gas consists only of air, the loading factor is zero.
  • the loading factor present in each case is determined by first assuming a certain value and using this assumption to determine the regeneration gas flow. If the assumption was incorrect, the internal combustion engine 10 is supplied with a different total fuel mass than assumed. This leads to a deviation of the control factor FR from one. Depending on the direction in which the control factor FR deviates from one, the loading factor FTEAD initially assumed is changed, in each case in the direction which counteracts the measured deviation of the control factor FR from one. Thus, based on the initially assumed value of the load factor FTEAD, the load factor applicable to the present operating conditions is adjusted.
  • the device for setting the tank ventilation valve includes a regeneration pilot control memory 30, a load regulator means 31, the function of which is shown in detail in FIG. 2, an air mass multiplier 32, a flow determining means 33, the function of which is shown in detail in FIG. 3 Flow dividing means 34, a normalizing multiplier 35, a conversion means 36 and a compensating means, which acts as a loading multiplier 37, subtracting means 38 and already mentioned compensating multiplier 14.
  • the regeneration pilot control value memory stores fuel ratio numbers for the ratio of regeneration fuel mass / total fuel mass addressable via values of the speed n and the load-dependent variable TL, z. B. the value 0.1 for medium speed and medium load.
  • This example number means that when an operating state occurs with those predetermined values of speed and load, for which the value 0.1 is stored, up to 10% of the total fuel mass may be applied by regenerating fuel mass.
  • the regeneration gas stream contains a sufficient proportion of fuel gas that the permissible 10% can be supplied.
  • the fuel ratio FTEFMA read out for the respective operating state is given to the load control means 31, to which the control factor FR is also supplied by the lambda control stage 16.
  • the loading control means 31 works in two sub-steps, namely a recurrence means 39 and a control means 40, which will now be explained in more detail with reference to FIG. 2.
  • the recurrence means 39 has a sample / hold step 41 which, for. B. can be performed by a memory cell in a microcomputer.
  • This step 41 stores an assumed value for the loading factor FTEAD, e.g. B. the value zero at first start-up or the value that was last calculated.
  • FTEAD FTEAD (i - 1) - ⁇ FR * LEKTE where ⁇ FR is the positive or negative deviation of the control factor FR from the setpoint one.
  • LEKTE is a mitigating factor that, depending on the value set for it, causes the Adaptation process for the control of the tank ventilation valve is not too fast, but rather damped, so to speak, to avoid control vibrations.
  • the recursion means 39 works with a recursion subcarrier step 43, to which the loading factor FTEAD (i-1) from the previous calculation cycle and the quantity ⁇ FR * LEKTE are supplied and which the newly calculated value FTEAD (i) for the loading factor to sample / hold step 41.
  • a gas ratio is obtained by division, which represents the ratio of mass of regeneration gas to mass of total fuel. If the loading factor FTEAD is set to zero or to a very small value at the start of the operation of the device, this would result in a high gas ratio and thus a senselessly high value for the gas flow that the tank ventilation valve should enforce. Very high values for the required gas throughput can also occur during operation if the operating state changes suddenly and the fuel ratio number read from the regeneration pilot control value memory 30 jumps compared to the previously read number. In order to avoid abrupt changes in the required value for the regeneration gas flow and in particular the jump to senselessly high values, the recurring means 39 is followed by the said regulating means 40.
  • the quotient of the read fuel ratio FTEFMA and the loading factor FTEAD determined by the recursion formula is formed.
  • This variable is supplied as a setpoint via a setpoint / actual comparison step 44 to an I control step which has a normalizing comparator step 45 and an integrator step 46. Only the initial value supplied by integrator step 46 is evaluated as the gas ratio number FTEFVA. This output variable is subtracted from said target value in target / actual comparison step 44. If the difference is positive, the normalizing comparator step 45 outputs the signal "plus 1", which leads to a further high integration of the gas ratio number FTEFVA by the integrator step 46.
  • the gas ratio number is supplied to the air mass multiplying step 32, where it is multiplied by the current value for the air mass ML. If a multiplication by a normalization factor took place at the same time, there would be a quantity that would be a direct measure of the required regeneration gas flow for the current air flow ML. In the exemplary embodiment shown, however, this standardization only takes place after the flow dividing step 34 in the standardization multiplication step 35, so that it can be normalized to a predetermined maximum gas flow at the same time.
  • the intake manifold pressure PSAUG is present via the tank ventilation pipe 23 at the outlet 26 of the tank ventilation valve 12 and changes essentially in proportion to the value of the load-indicating quantity TL.
  • This proportional relationship is stored in the suction pressure characteristic curve memory 47. It could also be calculated, but this would require additional computing time.
  • the relationship between the maximum possible gas flow VREGNULL through the permanently open tank ventilation valve 12 and the quotient QUOP between suction pressure PSAUG and ambient pressure PAMB is complex and can only be calculated with difficulty. The relationship is therefore stored in the flow characteristic curve memory 49.
  • the flow determining means 33 are each supplied with values of the load-indicating quantity TL and the ambient pressure PAMB. It takes the suction pressure characteristic curve memory 47 from the suction pressure valid for the predetermined load size and divides it by the ambient pressure PAMB in order to be able to use the quotient obtained in this way to obtain a provisional value for the maximum gas flow through the tank ventilation valve 12 from the flow characteristic curve memory 49. This value is then multiplied by the ambient pressure PAMB in the pressure multiplication step 50 and normalized to the ambient pressure for which the remaining characteristic curve and characteristic map values of the entire device are intended in the normalization multiplication step 35 already mentioned.
  • the conversion means 36 receives a signal that is a direct measure of the open time of the tank ventilation valve 12.
  • the present value is converted into a duty cycle by the conversion means 36 TAU converted for the actuator 51 of the tank ventilation valve 12. It is already taken into account with the aid of the flow determining means 33 that different duty cycles are required to achieve the same gas flow under different pressure conditions.
  • the flow determination means 33 is thus functionally closer to the conversion means 36 than those arithmetic steps which are used to actually calculate the desired regeneration current. This value would already be present at the output of the air mass multiplication step 32 if the normalization mentioned above had already been carried out there.
  • the function of the function groups of the device for setting the tank ventilation valve 12 described so far is as follows: It is assumed that the entire system is in balance, that is to say the injection time TI has been chosen correctly and that the tank ventilation pipe 23 has exactly the desired amount of regeneration fuel in relation to Total amount of fuel supplied. Now suddenly the loading factor of the regeneration gas stream, e.g. B. in that the activated carbon is largely regenerated in the intermediate storage 24. This leads to an excessively lean mixture being supplied to the internal combustion engine 10. The control factor FR then rises above the value one, as a result of which the difference ⁇ FR from the setpoint one becomes positive.
  • This positive value is subtracted from the value FTEAD (i-1) for the loading factor still stored in the sample / hold step, whereby a new, smaller value FTEAD (i) is obtained.
  • the fuel ratio number FTEFMA which is read out unchanged is divided by this smaller value in the loading dividing step 52, as a result of which the value supplied to the target / actual comparison step 44 becomes larger.
  • the gas ratio FTEFVA is thereby reduced to integrates a higher value than the previous one until it reaches the specified target value.
  • This increase in the gas ratio FTEFVA increases the regeneration gas flow and thus the amount of regeneration fuel supplied to the intake manifold 22 through the tank ventilation pipe 23 so that the internal combustion engine 10 is operated again with the predetermined lambda setpoint, at which the control factor FR is again one.
  • the loading factor FTEAD is adjusted to the value that actually applies in the regeneration gas flow by the loading regulator means 31, the product of its value and the value of the gas ratio FTEFVA by definition gives exactly the ratio of the regeneration fuel mass to the total fuel mass, that is to say the value 0 in the example. 1.
  • This value from the load multiplying step 37 is subtracted from the fixed value one in the subtracting step 38, whereby the compensating multiplying step 14 is supplied with a difference value, in the example the value 0.9, by which the preliminary injection time TIV is multiplied. This is thus reduced, in the example by 10%.
  • the control value supplied to the injection valve 11 is thus reduced to such an extent that the fuel supplied by the injection valve of the internal combustion engine 10 is reduced in each case to the extent that the injection valve 11 is the one in which no fuel is supplied via the tank ventilation valve 12
  • Internal combustion engine 10 essentially supplies the amount of fuel that is supplied to it more via the tank ventilation valve 12.
  • the vent adaptation switch 53 and the actuator switch 54 are open (the adaptation of the loading factor FTEAD by the recurrence means 39 is stopped), and the injection adaptation switch 20 is closed, while it is exactly the opposite in periods for the adaptation ventilation .
  • the following conditions apply in particular as special conditions as are taken into account by a special condition level in the control means 40. If the tank ventilation valve 12 is fully open, the normalizing comparator step 45 inevitably outputs the value "minus 1" so that the integrator step 46 integrates again downwards. Thereby there is a limit control. The same applies if the control factor FR to limit values for rich or lean operation, z. B. runs to the values 0.8 or 1.2.
  • the special condition means 55 directly influences the integrator step 46. For example, it sets its output value directly to the quotient of the fuel ratio FTEFMA and the loading factor FTEAD if this quotient becomes smaller than the current output value FTEFVA, which is the case when the load is reduced .
  • the integration speed is normally chosen to be relatively low, so that vibrations do not occur when superimposed on the integration behavior of the lambda control means 16.
  • rapid integration is selected at the beginning of each adaptation period for the tank ventilation until the control factor FR runs to one of the limits already mentioned or until the tank ventilation valve is fully open.
  • a special measure is also taken in recursion means 39.
  • a learning factor dividing step 56 is used which divides a predetermined weakening constant KONSTL for learning by the initial value FTEFVA of integrator step 46 and thus gains the weakening factor LEKTE. This has the effect that if the gas throughput through the tank ventilation is still relatively low, the learning process takes place quickly, whereas the learning process, that is to say the recursion in the recursion means 39, takes place increasingly slowly when the regeneration gas flow increases. This also reduces the tendency to control vibrations.
  • FIG. 4 shows a variant of that part of the functional sequence of FIG. 1 which in FIG. 1 lies below the horizontal dash-dotted line drawn there. These are the arithmetic steps between reading values from the regeneration pilot value memory 30 and the conversion means 36. In the embodiment according to FIG. 4, there are only four arithmetic step groups, namely the flow determining means 33, a read from a modified regeneration pilot value memory 30.4, the load control means 31 and the conversion means 36.
  • the regeneration pre-control value memory 30.4 of the embodiment according to FIG. 4 can be controlled not only via values of two operating variables, but via values of four operating variables, namely via values of the load-indicating variable TL, the speed n, the air flow ML and the maximum gas flow VREGNULL.
  • One of the two addressing variables, load-indicating variable TL and airflow ML, can be omitted, since these variables can be converted into one another using the speed n and a constant.
  • the air mass multiplying step 32, the flow dividing step 34 and the normalizing multiplying step 35 are omitted in comparison to the embodiment according to FIG. 1.
  • the load controller means 31 thereby no longer receives fuel ratio numbers, but rather provisional values for duty cycles, namely in that the duty cycle dependency of pressure ratios for predetermined regeneration gas flows is already taken into account via values for the maximum gas flow VREGNULL through the tank ventilation valve 12.
  • the load control means 31 uses these more complex values instead of the fuel ratio numbers.
  • the embodiment according to FIG. 4 has the advantage of very short computing time, since fewer arithmetic computing steps are to be carried out than with the embodiment according to FIG. 1. This requires a larger regeneration pre-control value memory 30.4 and the method is less adaptable to different operating conditions.
  • a step in the opposite direction would mean that instead of the regeneration pilot control value memory 30 of the embodiment according to FIG. 1, a memory was used in which only the relationship between fuel ratio numbers and the load variable TL is stored, while the dependence of the engine speed n would be taken into account by a subsequent multiplication step.
  • the memory just mentioned could also be dispensed with and a fuel ratio number required for each value of the load variable TL could be calculated from a mathematical function.
  • the conversion means 36 in the exemplary embodiment according to FIGS. 1 and 4 works according to a method for determining the duty cycle which is particularly advantageous for the present application. This is because the opening and closing times of the tank ventilation valve 12 are as short as possible.
  • the tank ventilation valve 12 has a minimum open time of 5 ms and a closing time of the same value in reliable operation. Are these times shortened, e.g. B. to 3 ms, it is no longer guaranteed that the selected time is really kept.
  • a duty cycle of 50% is to be set, an open time of 5 ms and a closing time of 5 ms are selected.
  • the frequency for the duty cycle is 1: 1 100 Hz, in the other two examples, however, 40 Hz. Is a minimum frequency, z. B.
  • the measure mentioned has the effect that clock frequencies and open or close times are never obtained, in which the alternating opening and closing of the tank ventilation valve leads to noticeable torque changes.
  • the external air pressure PAMB is used in the method step, which is particularly important for the invention, of taking into account the pressure conditions at the tank ventilation valve by means of the flow determination stage. This can either be measured directly, or it can be calculated from adaptation variables of the injection adaptation stage 19. The latter is based on the knowledge that it is necessary to adapt the pilot control values for the injection, in particular because of fluctuations in air pressure.

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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)

Abstract

Dans un procédé permettant d'obtenir des valeurs de réglage pour la commande d'une soupape de dégazage raccordée à la tubulure d'aspiration d'un moteur à combustion interne, on utilise le facteur de réglage qui est fourni par un incrément de calcul de régulation lambda. Le facteur de réglage modifie un facteur de charge pendant une durée allant jusqu'au moment où une quantité de carburant régénéré est fournie par l'intermédiaire de la soupape de dégazage du réservoir, quantité qui n'entraîne aucun écart par rapport à la valeur de consigne lambda. Le facteur de charge régulé modifie des valeurs pilotes pour la quantité de carburant régénéré qui doit être fournie pour toute condition de fonctionnement existante. Le procédé selon l'invention tient compte, ce qui est particulièrement important, des conditions de pression régnant au niveau de la soupape de dégazage du réservoir. Ainsi, il est possible de positionner l'embouchure du tube de dégazage dans la tubulure d'aspiration d'un moteur à combustion interne, derrière la soupape d'étranglement, où règne une forte dépression, qui peut de toute façon varier dans de larges limites. Le procédé tient compte de ces variations dans le cadre d'une commande pilote à réglage superposé, ce qui permet d'avoir des débits élevés de gaz régénérés, tout en assurant un fonctionnement fiable. Le dispositif selon l'invention présente, en particulier, des moyens de détermination du débit (33) destinés à tenir compte des conditions de pression régnant au niveau de la soupape de dégazage, ainsi que des moyens de réglage de la charge (31) destinés à adapter un facteur de charge provisoirement admis au facteur de charge réellement existant.

Claims (8)

  1. Procédé de commande d'une soupape de dégazage de réservoir (12) relié à la tubulure d'aspiration d'un moteur à combustion interne, dont l'alimentation en mélange air/carburant se règle par une régulation lambda qui influence une installation de dosage de carburant (11) par un coefficient de régulation lambda (FR), procédé selon lequel on exécute la succession d'étapes de procédé fixées seulement lorsqu'elles sont expressément indiquées:
    - on calcule le débit de gaz maximum possible (VREGNULL) par la soupape de dégazage de réservoir (12) complètement ouverte pour les conditions de pression qui règnent dans chaque état de fonctionnement entre la pression d'aspiration et la pression ambiante (PSAUG/PAMB),
    - on prédétermine des valeurs de pré-commande (FTEFMA) d'une grandeur qui est une mesure de la quantité souhaitée de carburant de régénération, c'est-à-dire d'une quantité de carburant que doit fournir le dégazage de réservoir en fonction d'au moins une grandeur (TL) dépendant de la charge ou du régime (n),
    - on multiplie les valeurs de pré-commande éventuellement modifiées par une valeur pour le courant d'air (ML) fourni au moteur à combustion interne par la tubulure d'aspiration,
    - on convertit la valeur de pré-commande modifiée le cas échéant en un rapport de travail pour commander la soupape de dégazage de réservoir,
    - on compense l'influence prévisible de la quantité de carburant fournie par le dégazage de réservoir sur le bilan total en carburant, par une action de régulation lambda, supplémentaire (moyen 16) sur un signal de dosage de carburant destiné à l'installation de dosage de carburant 11 par une étape de compensation (moyen 14) qui réduit la valeur de réglage (TI) fournie à l'installation de dosage de carburant (11), si bien que la quantité de carburant fournie par l'installation de dosage (11) au moteur à combustion interne soit diminuée par rapport à celle fournie lorsque la soupape de dégazage (12) ne fournit par de carburant, pour que la quantité de carburant fournie au moteur par l'installation de dosage (11) soit diminuée de la quantité de carburant fournie par la soupape de dégazage de réservoir (12) suivant l'influence de la quantité de carburant prévisible en provenance du dégazage du réservoir sur le bilan total de carburant,
    - on détecte la composition du mélange total qui s'établit lorsque la soupape de dégazage est ouverte,
    procédé caractérisé par les étapes suivantes :
    - on modifie les valeurs de pré-commande par division par un coefficient de charge (FTEAD) pris par hypothèse et qui représente la fraction de la masse de carburant (quantité de carburant de régénération) sur la masse du mélange de dégazage du réservoir (courant de gaz traversant la soupape de dégazage),
    - on divise les valeurs de pré-commande le cas échéant modifiées et multipliées par un courant de gaz maximum possible (VREGNULL) par la soupape de dégazage de réservoir (12),
    - parallèlement à l'action de la régulation lambda (moyen 16) sur le signal de dosage de carburant fourni à l'installation de dosage de carburant (11), et qui modifie le coefficient de charge (FTEAD) en partant de sa valeur instantanée et en fonction de la valeur respective instantanée du coefficient de régulation lambda (FR), pour que lorsqu'il s'établit un mélange total maigre (FR>1) lorsque la soupape de dégazage est ouverte, le coefficient soit diminué et lorsqu'il s'établit un mélange total riche (FR<1) lorsque la soupape de dégazage est ouverte, cette valeur soit augmentée.
  2. Installation pour la mise en oeuvre du procédé selon la revendication 1, comprenant :
    - des moyens (17, 16, 15) de régulation lambda,
    - un moyen de détermination de débit (33) pour déterminer le courant de gaz maximum possible à travers la soupape de dégazage complètement ouverte pour les conditions de pression entre la pression d'aspiration et la pression ambiante (PSAUG-PAMB) qui règne dans chaque état de fonctionnement,
    - une mémoire de valeurs de pré-commande de régénération (30) qui, en fonction des paramètres de fonctionnement du moteur à combustion interne (n, TL) enregistre des valeurs de pré-commande d'une grandeur qui et une mesure d'une quantité de carburant de régénération souhaitée, c'est-à-dire d'une quantité de carburant à fournir par la régénération du réservoir,
    - un moyen de compensation (37, 38, 14) pour compenser le coefficient de charge (FTEAD) admis comme correct pour une influence prévisible de la quantité de carburant fournie par le dégazage du réservoir dans le bilant total de carburant par une étape de compensation (moyen 14) qui se fait en plus de l'action de régulation lambda (moyen 16,
    - un moyen de conversion (36) qui convertit les valeurs de pré-commande modifiées en une valeur de réglage (TAU) de l'élément de réglage (51) de la soupape de dégazage de réservoir,
    installation caractérisée par les moyens suivants :
    - un moyen de régulation de charge (31) qui émet le coefficient de charge (FTEAD) admis tout d'abord et qui désigne la fraction de la masse de carburant (quantité de carburant de régénération) dans la quantité du mélange de dégazage (courant de gaz à travers la soupape de dégazage) et ce moyen de régulation de charge modifie les valeurs de pré-commande, mentionnées par division par le coefficient de charge et qui partant de sa valeur présente modifie le coefficient de charge (FTEAD) en fonction d'une valeur respectivement appliquée d'un coefficient de régulation lambda (FR) de façon à diminuer lorsqu'il s'établit un mélange total pauvre (FR>1) lorsque la soupape de dégazage est ouverte, et qui augmente lorsqu'il s'établit un mélange total riche (FR<1) lorsque la soupape de dégazage est ouverte,
    - un moyen de division (34) qui divise les valeurs de pré-commande, modifiées par le courant de gaz maximum possible VREGO à travers la soupape de dégazage.
  3. Installation selon la revendication 2, caractérisée en ce que le moyen de détermination de débit (33) comprend une mémoire de courbe caractéristique de débit (49) contenant des valeurs du courant de gaz maximum possible pour un rapport de pression prédéterminé (PSAUG/PAMB), adressable par des valeurs prédéterminées du rapport de pression.
  4. Installation selon l'une des revendications 2 et 3, caractérisée en ce que le moyen déterminant le débit (33) comporte une mémoire de caractéristiques de pression d'aspiration (47) qui enregistre des valeurs de la pression d'aspiration (PSAUG) en aval du papillon d'étranglement (27) et qui peuvent être adressées par les valeurs précédentes d'une grandeur de charge réelle.
  5. Installation selon l'une des revendications 2 et 4, caractérisée en ce que le moyen de détermination de débit (33) reçoit des valeurs correspondant à la pression ambiante (PAMB).
  6. Installation selon l'une des revendications 2 à 5, caractérisée par un étage de conditions particulières (55) qui fixe le moyen de régulation de charge (31, 40) sur des conditions de fonctionnement prédéterminées lorsque s'établissent les conditions de fonctionnement prédéterminées.
  7. Installation selon l'une des revendications 1 à 6, caractérisée en ce que le moyen de conversion (36) calcule des valeurs de rapport de travail (TAU) de façon que pour un rapport de travail d'ouverture supérieur à 50 %, la durée d'ouverture de la soupape de dégazage soit maintenue à une valeur minimale permettant un fonctionnement correct et on modifie la durée de fermeture et en ce que pour un rapport de travail d'ouverture inférieur à 50 %, la durée de fermeture est maintenue à une valeur minimale permettant un fonctionnement correct et on modifie la durée d'ouverture.
  8. Installation selon la revendication 7, caractérisée en ce que le moyen de conversion (36) limite la fréquence d'horloge à une valeur minimale et lorsque celle-ci est atteinte il abaisse la durée d'ouverture ou la durée de fermeture suivant le rapport de travail demandé, en dessous de la valeur minimale respective indiquée pour le fonctionnement correct.
EP89902932A 1988-04-20 1989-03-04 Procede et dispositif pour le reglage d'une soupape de degazage d'un reservoir Expired - Lifetime EP0364522B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE3813220 1988-04-20
DE3813220A DE3813220C2 (de) 1988-04-20 1988-04-20 Verfahren und Einrichtung zum Stellen eines Tankentlüftungsventiles
PCT/DE1989/000137 WO1989010472A1 (fr) 1988-04-20 1989-03-04 Procede et dispositif pour le reglage d'une soupape de degazage d'un reservoir

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EP0364522A1 EP0364522A1 (fr) 1990-04-25
EP0364522B1 true EP0364522B1 (fr) 1994-12-21

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US (1) US5072712A (fr)
EP (1) EP0364522B1 (fr)
JP (1) JP2755754B2 (fr)
KR (1) KR0141377B1 (fr)
DE (2) DE3813220C2 (fr)
WO (1) WO1989010472A1 (fr)

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DE58908799D1 (de) 1995-02-02
KR0141377B1 (ko) 1998-07-01
US5072712A (en) 1991-12-17
WO1989010472A1 (fr) 1989-11-02
DE3813220C2 (de) 1997-03-20
JP2755754B2 (ja) 1998-05-25
DE3813220A1 (de) 1989-11-02
JPH02503942A (ja) 1990-11-15
EP0364522A1 (fr) 1990-04-25
KR900700236A (ko) 1990-08-11

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