CN107191294B - Method and apparatus for regenerating a fuel vapor absorber - Google Patents

Method and apparatus for regenerating a fuel vapor absorber Download PDF

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Publication number
CN107191294B
CN107191294B CN201710145762.4A CN201710145762A CN107191294B CN 107191294 B CN107191294 B CN 107191294B CN 201710145762 A CN201710145762 A CN 201710145762A CN 107191294 B CN107191294 B CN 107191294B
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combustion engine
actuation
tank
internal combustion
fuel
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CN107191294A (en
Inventor
A.波塞尔特
A.古切尔
M.洛伦茨
P.埃克特
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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
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/008—Controlling each cylinder individually
    • F02D41/0082—Controlling each cylinder individually per groups or banks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K15/00—Arrangement in connection with fuel supply of combustion engines or other fuel consuming energy converters, e.g. fuel cells; Mounting or construction of fuel tanks
    • B60K15/03—Fuel tanks
    • B60K15/035—Fuel tanks characterised by venting means
    • 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
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1454—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio
    • 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
    • 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
    • F02M25/0836—Arrangement of valves controlling the admission of fuel vapour to an engine, e.g. valve being disposed between fuel tank or absorption canister and intake manifold
    • 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
    • F02M25/089—Layout of the fuel vapour installation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K15/00—Arrangement in connection with fuel supply of combustion engines or other fuel consuming energy converters, e.g. fuel cells; Mounting or construction of fuel tanks
    • B60K15/03—Fuel tanks
    • B60K15/035—Fuel tanks characterised by venting means
    • B60K15/03504—Fuel tanks characterised by venting means adapted to avoid loss of fuel or fuel vapour, e.g. with vapour recovery systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K15/00—Arrangement in connection with fuel supply of combustion engines or other fuel consuming energy converters, e.g. fuel cells; Mounting or construction of fuel tanks
    • B60K15/03—Fuel tanks
    • B60K15/035—Fuel tanks characterised by venting means
    • B60K15/03519—Valve arrangements in the vent line
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K15/00—Arrangement in connection with fuel supply of combustion engines or other fuel consuming energy converters, e.g. fuel cells; Mounting or construction of fuel tanks
    • B60K15/03—Fuel tanks
    • B60K2015/03256—Fuel tanks characterised by special valves, the mounting thereof
    • B60K2015/03302—Electromagnetic valves
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K15/00—Arrangement in connection with fuel supply of combustion engines or other fuel consuming energy converters, e.g. fuel cells; Mounting or construction of fuel tanks
    • B60K15/03—Fuel tanks
    • B60K15/035—Fuel tanks characterised by venting means
    • B60K15/03504—Fuel tanks characterised by venting means adapted to avoid loss of fuel or fuel vapour, e.g. with vapour recovery systems
    • B60K2015/03514—Fuel tanks characterised by venting means adapted to avoid loss of fuel or fuel vapour, e.g. with vapour recovery systems with vapor recovery means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/101—Engine speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2400/00—Control systems adapted for specific engine types; Special features of engine control systems not otherwise provided for; Power supply, connectors or cabling for engine control systems
    • F02D2400/08—Redundant elements, e.g. two sensors for measuring the same parameter
    • 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
    • F02M2025/0845—Electromagnetic valves

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Transportation (AREA)
  • Supplying Secondary Fuel Or The Like To Fuel, Air Or Fuel-Air Mixtures (AREA)

Abstract

The invention relates to a method for regenerating a fuel vapor absorber of a fuel tank having at least one tank outlet valve. The actuation (A) of the canister outlet valve is synchronized with the actuation of the inlet valve of a cylinder (61, 62, 63, 64) of the internal combustion engine. The method may use an apparatus for regenerating a fuel vapor absorber of a fuel tank. The device has a canister exhaust line terminating in an intake pipe of the internal combustion engine. A plurality of connecting lines connect the fuel vapor absorber to the tank vent line, wherein in each of the connecting lines a tank vent valve is arranged in each case.

Description

Method and apparatus for regenerating a fuel vapor absorber
Technical Field
The present invention relates to an apparatus for regenerating a fuel vapor absorber of a fuel tank. Furthermore, the invention relates to a method for regenerating a fuel vapor absorber of a fuel tank, which method can use the device. The invention further relates to a computer program which is designed to carry out each step of the method, and to a machine-readable storage medium on which the computer program is stored. Finally, the invention relates to an electronic control device, which is provided to carry out the method.
Background
In order to comply with the limit values for the emission of boil-off gas of fuel tanks built into motor vehicles, tank ventilation systems are provided. Here, the exhaust line from the fuel tank ends in an activated charcoal container. There, hydrocarbons of the fuel vapors escaping from the canister are absorbed, so that only cleaned air can escape into the surroundings. The absorbed hydrocarbons must be periodically removed from the activated carbon canister. This is called "regeneration (regenereren)". In this case, a further line leads from the activated charcoal container to an intake manifold of an internal combustion engine which drives the motor vehicle. During operation of the motor, a negative pressure (Unterdruck) is generated in the suction pipe. This results in air from the surroundings flowing through the activated carbon into the suction pipe. The air desorbs hydrocarbons absorbed in the activated carbon canister so that the absorbed hydrocarbons can be supplied to the motor-type combustion. A canister vent valve in the line leading to the suction line meters the regeneration flow. The regeneration flow can be adapted to the operating state of the internal combustion engine by means of the frequency of the canister exhaust valve and the electrical duty cycle. The amount of hydrocarbon added is pushed back by means of the lambda control and the amount of fuel injected into the cylinders of the internal combustion engine is adapted accordingly by means of the mixture adaptation.
Disclosure of Invention
A method for regenerating a fuel vapor absorber, in particular an activated carbon filter, of a fuel tank having at least one tank outlet valve provides for the actuation of the tank outlet valve (Anteuerung) to be synchronized with the actuation of an inlet valve of an internal combustion engine. This ensures a uniform distribution of the fuel introduced from the fuel vapor absorber to the cylinders of the internal combustion engine. The increased legal requirements for the canister exhaust system result in increased regeneration flows, which result in increased fuel addition from the canister exhaust system into the fuel path. This fuel charge must be brought into the internal combustion engine using a non-constant intake manifold negative pressure. Although the average intake pipe vacuum depends on the operating point of the internal combustion engine, which is determined, for example, by its throttle position or the motor speed, a brief fluctuation of the intake pipe pressure is caused by the opening and closing of the intake valve. Especially at idle, i.e. at maximum suction line underpressure, using conventional canister venting strategies may lead to uncontrolled mixture deviations. Such mixture deviations can be avoided with this method.
In the actuation of the tank outlet valve, at least one value is preferably taken into account, which provides information about the mixture addition in the internal combustion engine. Such a value may be the rotational speed of the internal combustion engine. The further value may be the number of cylinders of the internal combustion engine. Other values may be the flow time of the fuel vapour from the canister outlet valve to the inlet valve (flutzeit). Still another value may be the delay time between the cylinder intake port and the lambda sensor of the internal combustion engine (Verzugszeit). Finally, as a value, a single lambda detection (einzellabbarerkennung) of a cylinder of an internal combustion engine can be used, which can be carried out by means of a lambda sensor arranged in the exhaust gas line of the internal combustion engine. In the following embodiments of the method, which can be carried out symmetrically with respect to the intake frequency of the internal combustion engine, the total lambda control of the internal combustion engine can alternatively also be used. Taking this value into account, an optimal actuation of the at least one tank outlet valve can be carried out, which can lead, by means of an improved uniform distribution, to improved driving unevenness of the internal combustion engine in idling and other operating ranges, to an increase in the possible quantity of flushing (Splupengen), to a reduction in the exhaust gas emissions and a reduction in the fuel consumption. In addition, it is possible to realize an expansion of the start phase/stop phase of the internal combustion engine.
In a preferred embodiment of the method, the actuation of the canister outlet valve is also carried out for each actuation of the inlet valve of the internal combustion engine. In this way, a particularly homogeneous supply of fuel vapor from the tank exhaust gas to the cylinders of the internal combustion engine can be achieved without causing an uneven distribution of the cylinders. This improves the running instability of the internal combustion engine at idle. In addition to idle operation, a uniform distribution over the cylinders of the internal combustion engine also improves the running instability of the internal combustion engine. The result is a motor capability that achieves a higher rate of flushing from the activated carbon container seen on all cylinders.
In a further preferred embodiment of the method, the cylinders of the internal combustion engine are divided into two groups. The actuation of the canister outlet valve takes place at each actuation of the inlet valve of the first group of cylinders. In contrast, when the inlet valves of the second group of cylinders are actuated, no actuation of the canister outlet valves takes place. As long as the two groups are of the same size, for example, a halving actuation is possible, in that the tank outlet valve is actuated once for each of the two cylinders. In this case, the motor angle information is preferably incorporated into the actuation of the tank outlet valve. It is thereby achieved that the amount of hydrocarbons from the fuel vapour absorber is not absorbed directly by the cylinder. This ensures that the quantity of hydrocarbons is distributed as uniformly as possible in the intake manifold.
In a further preferred embodiment of the method, the canister outlet valve is actuated during each time interval only when one of the inlet valves is actuated, wherein all inlet valves are actuated in each time interval one after the other. After each time period has elapsed, the inlet valve to be actuated is replaced. This can be taken into account in the presetting, in particular in the form of a rolling actuation. The cylinders are alternated in their firing sequence, and the canister outlet valve is actuated when the inlet valve of the cylinder is open. In particular, when the rotational speed of the internal combustion engine slightly exceeds the idle rotational speed, the canister outlet valve can be opened in such a way that, taking into account the flow times, a further cylinder is charged with hydrocarbon vapors in each working gap of the internal combustion engine. If the loading adaptation of the fuel vapor absorber is correctly learned, then the fuel injection pilot can be corrected cylinder-specifically. A further improvement can be achieved here by the identification and correction of the lambda value of the individual cylinders.
In particular, in the case of actuation of the canister outlet valve with each actuation of the inlet valve, the method is limited in its operability to a maximum operating frequency of the canister outlet valve. If only a single canister outlet valve is present, then the method can be carried out in this way only in the lower rotational speed range of the internal combustion engine. An extended operating range may be achieved by an arrangement employing a fuel vapor absorber for regenerating the fuel tank. The device has a canister exhaust line which ends in an intake manifold of the internal combustion engine. A plurality of connecting lines connect the fuel vapor absorber with the canister vent line. A tank outlet valve is arranged in each of the connecting lines. In this method, it can now be provided that the tank outlet valves of the device are actuated alternately. This method can thus be used even at high rotational speeds of the internal combustion engine by using a plurality of parallel-connected tank outlet valves, even in the case of a low maximum operating frequency of the employed tank outlet valves.
The computer program is designed to carry out each step of the method, in particular when the computer program is run on a computer or an electronic control device. This makes it possible to implement the method on conventional electronic control devices without having to make structural changes to this. For this purpose, the computer program is stored on a machine-readable storage medium. The electronic control unit is obtained by running a computer program on a conventional electronic control unit, which is provided for regenerating the fuel vapor absorber of the fuel tank by means of the method.
Drawings
Embodiments of the invention are illustrated in the drawings and further described in the following description:
fig. 1 schematically shows a conventional device for regenerating a fuel vapor absorber, which can be operated by means of a method according to an embodiment of the invention.
Fig. 2 shows a diagram of the actuation of a tank outlet valve in an exemplary embodiment of the method according to the invention.
Fig. 3 shows in a diagram the actuation of a tank outlet valve in a further exemplary embodiment of the method according to the invention.
Fig. 4 shows in a diagram the actuation of a tank outlet valve in a further exemplary embodiment of the method according to the invention.
FIG. 5 schematically illustrates an apparatus for regenerating a fuel vapor absorber, according to an embodiment of the invention.
Fig. 6 shows a schematic representation of the actuation of the tank outlet valve of the device according to fig. 5 in an exemplary embodiment of the method according to the invention.
Detailed Description
In a motor vehicle, not shown, a fuel tank 1 is arranged, which is filled with fuel 11. The fuel tank 1 is shown in fig. 1. The line through which the fuel vapor can be discharged leads from the fuel tank 1 to a fuel vapor absorber 2, which is embodied as an activated carbon filter. The carbon filter has openings around it. The fuel vapor absorber also has a line which is connected via a tank outlet valve 3 to a tank outlet line 4 which ends in an intake pipe 5 of an internal combustion engine 6. The negative pressure in the intake pipe 5 can be controlled by means of a throttle 51. The internal combustion engine 6 has four cylinders 61, 62, 63, 64. The internal combustion engine 6 is implemented as a four-stroke motor with an ignition sequence of the cylinders 61 → 63 → 64 → 62. Each of the cylinders 61, 62, 63, 64 has an intake valve 611, 621, 631, 641 which connects an inner space of the cylinder with the intake pipe 5. Furthermore, each of the cylinders 61, 62, 63, 64 has an exhaust valve 612, 622, 632, 642 which connects the interior space of the cylinder with the exhaust gas line 7. A lambda sensor 71 is arranged in the exhaust gas line 7. The canister outlet valve 3, the throttle valve 51 and the internal combustion engine 6 are controlled by means of an electronic control unit 8. The control instrument also receives data from the lambda sensor 71.
During normal operation of the internal combustion engine 6, fuel 11 is discharged or injected (ausgast) from the fuel tank 1 and reaches the fuel vapor absorber 2. There, the fuel is absorbed by the activated carbon contained in the fuel vapour absorber 2, while the pressure compensation to the surroundings takes place through the opening of the fuel vapour absorber. The canister outlet valve 3 is closed here. The tank outlet valve 3 is opened during the tank venting operation. Ambient air is sucked into the fuel vapour absorber 2 through an opening of the fuel vapour absorber by the negative pressure prevailing in the intake pipe 5 when the internal combustion engine 6 is running. Ambient air passes over the activated carbon contained in the fuel vapor absorber and desorbs the absorbed fuel vapor there. They are carried along by a canister exhaust line 4 and an intake pipe 5 and fed to combustion in an internal combustion engine 6.
In the first exemplary embodiment of the method according to the invention, the actuation a of the tank outlet valve 3 takes place synchronously with the opening of the inlet valves 611, 621, 631, 641 of the cylinders 61, 62, 63, 64. The course of the actuation a of the canister outlet valve 3 with the opening of the inlet valves 611, 621, 631, 641 is shown in fig. 2, wherein the reference numbers of the respective cylinders are plotted on the abscissa, the inlet valves of which are opened. The actuation a of the tank outlet valve 3 is plotted on the ordinate, wherein the value 0 corresponds to a closed tank outlet valve and the value 1 corresponds to a fully open tank outlet valve.
Fig. 3 shows an actuation a of the tank outlet valve 3 in a second exemplary embodiment of the method according to the invention. Here, the canister exhaust valve 3 is operated only in synchronization with the opening of the intake valves 611, 641 of the first cylinder 61 and the fourth cylinder 64. The two cylinders 61, 64 also form a first group of cylinders, the actuation of the canister outlet valve 3 being carried out when the inlet valve of the first group of cylinders is open. The second cylinder 62 and the third cylinder 63 form a second group of cylinders which is not considered in the actuation of the canister outlet valve 3.
In the third exemplary embodiment of the method according to the invention, the opening is only carried out once in each time interval Δ t, wherein the inlet valves 611, 621, 631, 641 of all four cylinders 61, 62, 63, 64 are opened in each time interval. This is shown in fig. 4. In this case, the actuation of the tank outlet valve 3 takes place in a rolling manner, so that during the first time interval Δ t the actuation a of the tank outlet valve 3 takes place only in synchronism with the first cylinder 61. The actuation a of the canister outlet valve 3 takes place successively in the subsequent time interval Δ t in the firing order of the cylinders, synchronously with the opening of the inlet valves of the third cylinder 63, the fourth cylinder 64 and the second cylinder 62.
In all the previously described exemplary embodiments of the method according to the invention, different values are taken into account when actuating the canister purge valve 3. The edge distances between the individual control signals are adapted as a function of the rotational speed of the internal combustion engine 6. This rotational speed can be detected by a crankshaft sensor wheel, not shown, of the internal combustion engine 1 in order to reduce the edge distance when the rotational speed increases and to increase the edge distance when the rotational speed decreases. The number of cylinders 61, 62, 63, 64 has been considered in the present embodiment of the method according to the invention. If the method according to the invention is to be carried out for internal combustion engines 6 with different numbers of cylinders, a synchronized actuation of the tank outlet valves 3 of the other cylinders is also provided. The synchronous actuation of the open canister outlet valve 3 with reference to the inlet valves 611, 621, 631, 641 is not understood to mean a simultaneous opening. Specifically, the flow time of the fuel vapor from the tank outlet valve 3 to the inlet valves 611, 621, 631, 641 is taken into account, so that the tank outlet valve 3 opens in a time-staggered manner before the inlet valves 611, 621, 631, 641, so that the regeneration gas flow accordingly reaches the open inlet valves. The fuel injection in the cylinders 61, 62, 63, 64 matches the fuel addition out of the tank exhaust line 4. For this purpose, a single lambda detection of each individual cylinder 61, 62, 63, 64 is carried out by means of the lambda sensor 71. The delay time from the filling event of the cylinder inlet to the lambda sensor 71 of the internal combustion engine 6 is also taken into account for this.
In an exemplary embodiment of the device according to the invention for regenerating the fuel vapor absorber 2 shown in fig. 5, the single tank vent valve 3 shown in fig. 1 is dispensed with. Instead, the line leaving the fuel vapor absorber 2 is divided into two connecting lines 21, 22. These two connecting lines 21, 22 in turn merge at the inlet of the tank outlet line 4. In each of the two connecting lines 21, 22 a separate tank outlet valve 31, 32 is arranged. The two tank outlet valves 31, 32 can be actuated independently of one another.
In a fourth exemplary embodiment of the method according to the invention, as shown in fig. 6, either the actuation a (31) of the first tank outlet valve 31 or the actuation a (32) of the second tank outlet valve 32 takes place alternately in synchronism with the opening of the inlet valves 611, 621, 631, 641. The first tank outlet valve 31 is also actuated synchronously with the inlet valves 611, 641 of the first and fourth cylinders 61, 64, respectively, and the second tank outlet valve 32 is actuated synchronously with the inlet valves 621, 631 of the second and third cylinders 62, 63, respectively. The regeneration gas flow is also introduced into the intake pipe 5 correspondingly, as in the third embodiment of the method according to the invention, when each of the intake valves 611, 621, 631, 641 is open. In this case, the high-frequency actuation a required for the one canister outlet valve 3 can be distributed over the two canister outlet valves 31, 32, and the fourth exemplary embodiment of the method according to the invention, in conjunction with the device according to the invention, makes it possible to carry out the method even at higher rotational speeds of the internal combustion engine 6, in which case the maximum operating frequency of the two canister outlet valves 31, 32 is not exceeded.

Claims (8)

1. Method for regenerating a fuel vapor absorber (2) of a fuel tank (1), which method is carried out using a device for the exhaust gas of the fuel vapor absorber (2), which device has a tank exhaust line (4) ending in an intake line (5) of an internal combustion engine (6), wherein a plurality of connecting lines (21, 22) connect the fuel vapor absorber (2) to the tank exhaust line (4), wherein a tank exhaust valve (31, 32) is arranged in each of the connecting lines (21, 22), characterized in that the actuation (a) of the tank exhaust valves (31, 32) is carried out alternately in synchronism with the actuation of the intake valves (611, 621, 631, 641) of the internal combustion engine (6).
2. Method according to claim 1, characterized in that at least one of the following values is taken into account in the actuation (a) of the canister vent valve (3, 31, 32):
-the rotational speed of the combustion engine (6),
-the number of cylinders (61, 62, 63, 64) of the internal combustion engine (6),
-the flow time of the fuel vapour from the canister outlet valve (3, 31, 32) to the inlet valve (611, 621, 631, 641),
-a delay time between the cylinder intake and a lambda sensor (71) of the internal combustion engine (6),
-single lambda identification of a cylinder (61, 62, 63, 64) of an internal combustion engine (6).
3. Method according to claim 1 or 2, characterized in that the actuation (a) of the tank outlet valve (3, 31, 32) is carried out at each actuation of the inlet valve (611, 621, 631, 641).
4. Method according to claim 1 or 2, characterized in that the cylinders (61, 62, 63, 64) of the internal combustion engine (6) are divided into two groups and the actuation (a) of the tank outlet valves (3, 31, 32) is carried out with each actuation of the inlet valves (611, 641) of the cylinders (61, 64) of the first group.
5. Method according to claim 1 or 2, characterized in that in each time interval (Δ t) in which all the inlet valves (611, 621, 631, 641) are actuated in succession, the tank outlet valve (3, 31, 32) is actuated only when one of the inlet valves (611, 621, 631, 641) is actuated, wherein the inlet valve (611, 621, 631, 641) to be actuated is replaced after the elapse of each time interval (Δ t).
6. Device for regenerating a fuel vapour absorber (2) of a fuel tank (1), characterized in that the device is configured for carrying out the method according to any one of claims 1 to 5.
7. A machine-readable storage medium on which a computer program is stored, the computer program being designed to carry out each step of the method according to any one of claims 1 to 5.
8. Electronic control unit (8) which is provided for regenerating the fuel vapor absorber of the fuel tank by means of the method according to one of claims 1 to 5.
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