CN104373237A - 内燃发动机中燃料蒸气的基于传感器的测量和吹扫控制 - Google Patents

内燃发动机中燃料蒸气的基于传感器的测量和吹扫控制 Download PDF

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CN104373237A
CN104373237A CN201410402041.3A CN201410402041A CN104373237A CN 104373237 A CN104373237 A CN 104373237A CN 201410402041 A CN201410402041 A CN 201410402041A CN 104373237 A CN104373237 A CN 104373237A
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gas blowby
flow rate
purge flow
estimation module
control system
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CN104373237B (zh
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B.J.宋
M.卡塞蒂
S.杰弗里
L.A.阿瓦罗恩
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GM Global Technology Operations LLC
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Abstract

一种用于车辆的燃料控制系统包括压力补偿模块，所述模块基于进气压力信号对进气氧信号补偿并且生成经补偿的进气氧信号。窜气估计模块生成估计的窜气流量。吹扫流量估计模块基于经补偿的进气氧信号和估计的窜气流量来估计吹扫流量。燃料控制估计模块基于吹扫流量来减少到车辆的发动机的喷射器的燃料供给。

Description

内燃发动机中燃料蒸气的基于传感器的测量和吹扫控制
相关申请的交叉引用
本申请与2013年8月15日提交的美国专利申请号13/967，591相关。上述申请的全部公开内容以引用方式并入本文中。
技术领域
本公开涉及发动机控制系统，并且更具体地涉及基于吹扫流量调整燃料供给的发动机的燃料控制系统。
背景技术
这里提供的背景技术是用于大体呈现本公开背景的目的。目前署名的发明人的工作就其在该背景部分中描述的程度以及在提交时另外地可不认作现有技术的本说明的方面，既不明确地也不隐含地认为是对抗本发明的现有技术。
蒸发(EVAP)排放控制系统从车辆的燃料箱回收燃料蒸气。EVAP系统包括罐和吹扫阀。燃料蒸气返回到进气歧管以在发动机中燃烧。当吹扫阀打开时，燃料蒸气使进气空气中的氧移位。在不调整燃料蒸气的情况下，供给至气缸的进气空气将是富集的。因此，由燃料喷射器供给的燃料的量应减少。
发明内容
一种用于车辆的燃料控制系统包括压力补偿模块，该模块基于进气压力信号对进气氧信号补偿并且生成经补偿的进气氧信号。窜气（blow-by）估计模块生成估计的窜气流量。吹扫流量估计模块基于经补偿的进气氧信号和估计的窜气流量来估计吹扫流量。燃料控制估计模块基于吹扫流量来减少到车辆的发动机的喷射器的燃料供给。
在其它特征中，吹扫流量估计模块基于经补偿的进气氧信号来估计窜气流量和吹扫流量的和。吹扫流量估计模块使用由经补偿的进气氧信号索引的查找表来估计窜气流量和吹扫流量的和。吹扫流量估计模块包括差值模块，该差值模块从吹扫流量和窜气流量的和中减去由窜气估计模块生成的估计的窜气流量。
在其它特征中，窜气估计模块基于进气歧管压力来估计窜气流量。窜气估计模块使用由进气歧管压力索引的查找表来估计窜气流量。窜气估计模块仅当吹扫阀关闭时估计估计的窜气流量。吹扫流量估计模块仅当吹扫阀打开时估计吹扫流量。窜气估计模块和吹扫流量估计模块仅当车辆的排气再循环阀关闭时启用。
在其它特征中，压力补偿模块针对静态压力和动态压力进行补偿。
1. 一种用于车辆的燃料控制系统，包括：
压力补偿模块，其基于进气压力信号对进气氧信号补偿并且生成经补偿的进气氧信号；
窜气估计模块，其生成估计的窜气流量；
吹扫流量估计模块，其基于所述经补偿的进气氧信号和所述估计的窜气流量来估计所述吹扫流量；以及
燃料控制估计模块，其基于所述吹扫流量来减少到往所述车辆的发动机的喷射器的燃料供给。
2. 根据方案1所述的燃料控制系统，其中，所述吹扫流量估计模块基于所述经补偿的进气氧信号来估计窜气流量与所述吹扫流量的和。
3. 根据方案2所述的燃料控制系统，其中，所述吹扫流量估计模块使用由所述经补偿的进气氧信号做索引的查找表来估计所述窜气流量 与所述吹扫流量的所述和。
4. 根据方案2所述的燃料控制系统，其中，所述吹扫流量估计模块包括差值模块，所述差值模块从所述吹扫流量与所述窜气流量的所述和中减去由所述窜气估计模块生成的所述估计的窜气流量。
5. 根据方案1所述的燃料控制系统，其中，所述窜气估计模块基于进气歧管压力来估计所述窜气流量。
6. 根据方案1所述的燃料控制系统，其中，所述窜气估计模块使用由进气歧管压力索引的查找表来估计所述窜气流量。
7. 根据方案1所述的燃料控制系统，其中，所述窜气估计模块仅当吹扫阀关闭时估计所述估计的窜气流量。
8. 根据方案1所述的燃料控制系统，其中，所述吹扫流量估计模块仅当吹扫阀打开时估计所述吹扫流量。
9. 根据方案1所述的燃料控制系统，其中，所述窜气估计模块和所述吹扫流量估计模块仅当所述车辆的排气再循环阀关闭时启用。
10. 根据方案1所述的燃料控制系统，其中，所述压力补偿模块补偿静态压力和动态压力。
11. 一种用于控制车辆的燃料控制系统的方法，包括：
基于进气压力信号来对进气氧信号补偿以生成经补偿的进气氧信号；
生成估计的窜气流量；
基于所述经补偿的进气氧信号和所述估计的窜气流量来估计吹扫流量；以及
基于所述吹扫流量来减少到往所述车辆的发动机的喷射器的燃料供给。
12. 根据方案11所述的方法，还包括基于所述经补偿的进气氧信号来估计窜气流量与所述吹扫流量的和。
13. 根据方案12所述的方法，还包括使用由所述经补偿的进气氧信号做索引的查找表来估计所述窜气流量与所述吹扫流量的所述和。
14. 根据方案12所述的方法，还包括从所述吹扫流量与所述窜气流量的所述和中减去所述估计的窜气流量。
15. 根据方案11所述的方法，还包括基于进气歧管压力来估计所述窜气流量。
16. 根据方案11所述的方法，还包括使用由进气歧管压力索引的查找表来估计所述窜气流量。
17. 根据方案11所述的方法，还包括仅当吹扫阀关闭时估计所述估计的窜气流量。
18. 根据方案11所述的方法，还包括仅当吹扫阀打开时估计所述吹扫流量。
19. 根据方案11所述的方法，还包括仅当所述车辆的排气再循环阀关闭时启用所述窜气流量和所述吹扫流量的估计。
20. 根据方案11所述的方法，其中，所述压力补偿包括补偿静态压力和动态压力。
通过详细描述、权利要求和附图，本公开的其它应用领域将变得显而易见。详细描述和具体示例仅意图用于举例说明，而并非意图限制本公开的范围。
附图说明
通过详细描述和附图将会更全面地理解本公开，在附图中：
图1是根据本公开的基于吹扫流量来调整燃料供给的燃料控制系统的功能框图；
图2是根据本公开的示出窜气估计模块的操作的坐标图；
图3是根据本公开的示出吹扫流量估计模块的操作的坐标图；以及
图4是示出用于操作图1的燃料控制系统的方法的示例的流程图。
在附图中，附图标记可再次使用以标示类似的和/或相同的元件。
具体实施方式
在一些示例中，根据本公开的燃料控制系统在进气歧管中采用氧传感器。氧传感器的输出针对进气歧管真空而补偿。吹扫流量和窜气流量的和基于经补偿的进气歧管中的氧水平来估计。窜气流量被估计并且从所述和中减去以确定吹扫流量。将喷入下一循环中的燃料基于吹扫流量而被调整。响应时间由具有延迟的传感器响应来控制，该延迟从通过导管的气体输送量和体积的排空/填充时间来校准。
罐中的空气渗漏量体现在经补偿的进气氧水平中。充气的减少的氧含量也体现在吹扫时间期间的燃料控制中。
现在参看图1，示出了控制系统200的功能框图。车辆包括进气歧管202、具有气缸205的发动机204、排气系统206和燃料存储系统208。进气氧传感器212和进气压力传感器214位于进气歧管202中以分别测量进气歧管202中的进气氧(O2IM)和进气压力或真空(PIM)。
发动机控制模块210包括排气再循环(EGR)控制模块228以控制EGR系统230，EGR系统230包括EGR阀231。在某些条件下，EGR控制模块228和EGR系统230将排气中的一些从排气系统206再循环至进气歧管202。再循环的排气与进气空气在进气歧管202中混合，以用于在发动机204的气缸205中燃烧。
发动机控制模块210还包括蒸发排放控制模块232以控制包括吹扫阀235和罐237的蒸发排放(EVAP)系统234。罐237捕集来自诸如燃料存储系统208的车辆的部件的燃料蒸气。吹扫阀235选择性地打开以吹扫罐237。吹扫的燃料蒸气被再循环并与进气空气在进气歧管202中混合并且在发动机204的气缸205中燃烧。
压力补偿模块240接收进气氧传感器212和进气压力传感器214的输出并生成针对歧管压力进行补偿的经补偿的进气氧信号。在一些示例中，压力补偿模块240针对静态压力和动态压力变化进行补偿。与静态压力和动态压力补偿有关的附加细节可见于2013年8月15日提交的美国专利申请13/967，591中。
压力补偿模块240接收来自进气压力传感器214的进气压力信号和来自进气氧传感器212的进气氧信号(未补偿)。压力补偿模块240输出针对歧管压力进行补偿的经补偿的氧信号。
窜气估计模块242基于窜气流量来生成窜气信号。窜气流量可表达为比率或数量。窜气估计模块242还接收来自吹扫控制模块232的吹扫启动信号。窜气估计也可基于温度和湿度。
吹扫流量计算模块248基于吹扫流量来生成吹扫流量信号。吹扫流量计算模块248接收来自压力补偿模块240的经补偿的氧信号。吹扫流量计算模块248首先确定吹扫流量和窜气流量的和。在一些示例中，吹扫流量计算模块248访问由经补偿的氧信号索引的查找表以生成吹扫流量和窜气流量的和。
吹扫流量计算模块248包括差值模块252，差值模块252从吹扫流量和窜气流量的和中减去从窜气估计模块242接收的窜气流量。差值模块252输出吹扫流量。吹扫流量计算模块248也可接收来自吹扫控制模块232的吹扫启动信号。
吹扫流量计算模块248的输出被输入到燃料控制模块256，燃料控制模块256基于吹扫流量来调整喷射器250的燃料供给。
在一些示例中，提供了空气质量流量(MAF)传感器257以测量空气质量流量。在其它示例中，使用歧管绝对压力(MAP)传感器214。
现在参看图2，示出了窜气估计模块242的操作。当EGR阀231和吹扫阀235关闭并且假设泄漏量可忽略不计时，氧传感器204感测来自发动机的曲轴箱的窜气，该窜气多数情况下为燃烧副产物。流量被建模为通过具有给定尺寸的孔口的不可压缩流量：
其中，A为面积，cq为流量系数， = 曲轴箱压力 – 歧管压力。
因为大多数发动机不具有曲轴箱压力传感器，所以使用发动机负载的替代变量(空气流量)。大多数发动机控制系统包括流过发动机的总充气的测量或估计(仅仅是举例，MAF传感器257或基于歧管绝对压力(MAP)传感器的速度密度计算)。
仅仅是举例，当归因于排气再循环、蒸发排放系统(EVAP)和窜气的流量可忽略不计时，进气氧传感器可读取接近于诸如20.9% (环境空气)的预定值。在实践中，20.9%可被校准，并且它通常是湿度、环境压力和温度的函数。
当EGR阀和吹扫阀关闭时确定的窜气质量流量可用来使用公式(1)来估计窜气流量。在一些示例中，当吹扫阀打开时，该公式可实现为查找表。在一些示例中，用于估计窜气的查找表可由进气歧管压力和发动机负载(如在图2中)或其它变量索引。
现在参看图3，示出了吹扫流量估计模块的操作。在图3中，示出了吹扫流量的计算的示例。吹扫流量可表达为比率或数量。到发动机的总充气质量流量是三项之和。这里，我们假设EGR阀和吹扫阀的打开是互相排斥的。是由MAF传感器测量的通过节气门的新鲜空气质量流量。为窜气流量，并且为通过速度-密度公式得出的总流量。
在吹扫不启用时被学习并且在吹扫启用时按照不可压缩的孔口流量方程模型使用。
吹扫流量是烃类和空气(渗漏)的混合。因为氧传感器将渗漏中的氧读取为空气，所以测量的流量可视为烃类。因为利用吹扫的发动机燃料供给趋于在富侧，并且氧气不足是约束，所以吹扫燃料供给可实现为基于压力修正的进气氧百分比读数的简单查找表。
得出基于压力修正的进气氧百分比指定燃料供给中的%减少以保持空气燃料混合物的化学计量的曲线。例如，当进气氧空气比等于18%时，燃料喷射器必须将喷射量减少至正常情况的86%，因为吹扫将供给化学计量燃烧所需燃料的16%。附加示例在图3中提供。图3中的示例不考虑窜气，其在吹扫流量调整被输出至燃料控制模块256之前由差值模块252减去。
现在参看图4，示出了用于操作图1的控制系统的方法的示例。在300中，控制确定EGR阀是否关闭。如果否，控制返回到300。如果EGR阀关闭，则在304中，控制读取进气氧传感器、进气压力传感器和吹扫阀的开度%。在306中，控制执行压力补偿。在310中，控制确定吹扫阀是否关闭。如果是，则控制在314中估计窜气流量并且控制返回到300。
在322中，控制基于经补偿的进气氧信号来估计吹扫流量和窜气流量的和。在324中，控制减去估计的窜气以生成吹扫流量。在326中，控制从在下一循环中喷射的燃料中减去吹扫流量。时间响应由具有延迟的传感器响应来控制，该延迟从通过导管的气体输送量和体积的排空/填充时间来校准。
上面的描述本质上仅是示例性的并且决不是要限制本公开、其应用或用途。本公开的广义教导可以以各种形式实施。因此，虽然本公开包括具体示例，但本公开的真正范围不应局限于此，因为在研究附图、说明书和随附权利要求书的基础上其它修改将变得显而易见。如本文所用，短语A、B和C中的至少一个应当被解释为是指使用非排他逻辑“或”的逻辑(A或B或C)。应当理解，在不改变本公开的原理的情况下，可以以不同的顺序(或同时地)执行方法内的一个或多个步骤。
在本申请中，包括以下讨论的定义，术语模块可替换为术语电路。术语模块可表示、作为其一部分或包括：专用集成电路(ASIC)；数字、模拟、或混合模拟/数字离散电路；数字、模拟、或混合模拟/数字集成电路；组合逻辑电路；现场可编程门阵列(FPGA)；执行代码的处理器(共用的、专用的或成组的)；存储由处理器执行的代码的存储器(共用的、专用的或成组的)；提供所描述功能的其它合适的硬件部件；或上述中的一些或全部的组合，例如在片上系统中。
如在上面所使用的术语代码可包括软件、固件和/或微代码并可指程序、例程、函数、类和/或对象。术语共用的处理器涵盖执行来自多个模块的一些或全部代码的单个处理器。术语成组的处理器涵盖与附加的处理器结合执行来自一个或多个模块的一些或全部代码的处理器。术语共用的存储器涵盖存储来自多个模块的一些或全部代码的单个存储器。术语成组的存储器涵盖与附加的存储器结合执行来自一个或多个模块的一些或全部代码的存储器。术语存储器可以是术语计算机可读介质的子集。术语计算机可读介质不涵盖通过介质传播的暂时性电气和电磁信号，并且可因此被认为是有形的和非暂时的。非暂时的有形计算机可读介质的非限制性示例包括非易失性存储器、易失性存储器、磁存储器和光存储器。
本申请中描述的设备和方法可通过由一个或多个处理器执行的一个或多个计算机程序来部分或完全地实现。计算机程序包括存储在至少一个非暂时的有形计算机可读介质上的处理器可执行指令。计算机程序还可包括和/或依赖于所存储的数据。

Claims (10)

1.一种用于车辆的燃料控制系统，包括：
压力补偿模块，其基于进气压力信号对进气氧信号补偿并且生成经补偿的进气氧信号；
窜气估计模块，其生成估计的窜气流量；
吹扫流量估计模块，其基于所述经补偿的进气氧信号和所述估计的窜气流量来估计所述吹扫流量；以及
燃料控制估计模块，其基于所述吹扫流量来减少到往所述车辆的发动机的喷射器的燃料供给。
2.根据权利要求1所述的燃料控制系统，其中，所述吹扫流量估计模块基于所述经补偿的进气氧信号来估计窜气流量与所述吹扫流量的和。
3.根据权利要求2所述的燃料控制系统，其中，所述吹扫流量估计模块使用由所述经补偿的进气氧信号做索引的查找表来估计所述窜气流量 与所述吹扫流量的所述和。
4.根据权利要求2所述的燃料控制系统，其中，所述吹扫流量估计模块包括差值模块，所述差值模块从所述吹扫流量与所述窜气流量的所述和中减去由所述窜气估计模块生成的所述估计的窜气流量。
5.根据权利要求1所述的燃料控制系统，其中，所述窜气估计模块基于进气歧管压力来估计所述窜气流量。
6.根据权利要求1所述的燃料控制系统，其中，所述窜气估计模块使用由进气歧管压力索引的查找表来估计所述窜气流量。
7.根据权利要求1所述的燃料控制系统，其中，所述窜气估计模块仅当吹扫阀关闭时估计所述估计的窜气流量。
8.根据权利要求1所述的燃料控制系统，其中，所述吹扫流量估计模块仅当吹扫阀打开时估计所述吹扫流量。
9.根据权利要求1所述的燃料控制系统，其中，所述窜气估计模块和所述吹扫流量估计模块仅当所述车辆的排气再循环阀关闭时启用。
10.一种用于控制车辆的燃料控制系统的方法，包括：
基于进气压力信号来对进气氧信号补偿以生成经补偿的进气氧信号；
生成估计的窜气流量；
基于所述经补偿的进气氧信号和所述估计的窜气流量来估计吹扫流量；以及
基于所述吹扫流量来减少到往所述车辆的发动机的喷射器的燃料供给。
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