EP0191170B1 - Dispositif de dégazage de réservoir de carburant - Google Patents

Dispositif de dégazage de réservoir de carburant Download PDF

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Publication number
EP0191170B1
EP0191170B1 EP19850115458 EP85115458A EP0191170B1 EP 0191170 B1 EP0191170 B1 EP 0191170B1 EP 19850115458 EP19850115458 EP 19850115458 EP 85115458 A EP85115458 A EP 85115458A EP 0191170 B1 EP0191170 B1 EP 0191170B1
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EP
European Patent Office
Prior art keywords
control
duty ratio
tank ventilation
mixture
mean value
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.)
Expired
Application number
EP19850115458
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German (de)
English (en)
Other versions
EP0191170A1 (fr
EP0191170B2 (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. 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
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Filing date
Publication date
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Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0191170A1 publication Critical patent/EP0191170A1/fr
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Publication of EP0191170B1 publication Critical patent/EP0191170B1/fr
Publication of EP0191170B2 publication Critical patent/EP0191170B2/fr
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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 detecting the composition of the exhaust gas are used to control tank ventilation valves in such a way that that such a valve is continuously opened or closed depending on the signal of the k-probe.
  • the tank ventilation valve is arranged between an intermediate store and the inlet of the internal combustion engine and is electrically controlled; a corresponding, but pneumatically controlled tank vent valve is also known from DE-A-2 612 300.
  • tank ventilation device which parallelly converts the output signal of the X-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 a major influence and are ultimately also compensated for, approximately indirectly via the reaction of the 1-probe, in their effect on the mixture composition, albeit with a time delay and possibly out of phase.
  • 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. Therefore, if you only allow the buffer to be flushed under certain operating conditions, an additional fuel-air mixture that can be traced back to this tank ventilation results, which, as a mixture that has not been measured or cannot be measured with reasonable effort, results in the fuel metering signal that is normally produced very precisely with a high degree of computation a fuel injection system the duration of the injection control command t; - and falsifies the resulting amount of fuel supplied to the internal combustion engine.
  • 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 to provide a device which in terms of its proportions or its amounts, the tank ventilation mixture, which cannot be predetermined, can be supplied to the intake tract of the respective internal combustion engine in such a way that, on the one hand, there is an effective ventilation of the intermediate storage unit, but on the other hand no disturbing influence on the fuel metering device operating under the control of a 1 regulation the internal combustion engine results.
  • the invention solves this problem with the characterizing features of claim 1 and has the decisive advantage that the tank ventilation influence is removed from the area of arbitrary connections and is deliberately fine-tuned to the respective internal combustion engine behavior with continuous change of the maximum quantity to be supplied, the tank ventilation depending on in internal combustion engines already existing A control of the operating mixture is controlled and regulated so that negative influences neither on driving behavior nor on the basic control of the fuel supply are possible.
  • the control of the tank ventilation in the sense of a pre-control from a load-speed characteristic map is of particular advantage, this pre-control then being made even more dependent on the 2nd control factor.
  • tank ventilation valve in the tank ventilation line between the filter and the suction tract is controlled periodically by the assigned control unit, the period resulting from the change between opening and closing the valve and a variation of this ratio of opening time to closing time (which corresponds to the duty cycle of the tank ventilation control) appropriate 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 ⁇ control factor.
  • FIG. 1 shows a highly schematic diagram of the basic principle of tank ventilation with a tank ventilation valve with a continuously changeable opening cross section and electronic control unit
  • FIG. 2 shows the approximately linear course of the characteristic of the tank ventilation valve over the duty cycle of the control pulse sequence
  • FIG. 3 shows a tank ventilation map for pre-controlling the duty cycle of the Control pulse sequence for the tank ventilation valve via load and speed
  • Fig. 4 shows the characteristic curve of the mean value of the lambda control factor for lambda control-dependent control of the tank ventilation
  • Fig. 1 shows a highly schematic diagram of the basic principle of tank ventilation with a tank ventilation valve with a continuously changeable opening cross section and electronic control unit
  • FIG. 2 shows the approximately linear course of the characteristic of the tank ventilation valve over the duty cycle of the control pulse sequence
  • FIG. 3 shows a tank ventilation map for pre-controlling the duty cycle of the Control pulse sequence for the tank ventilation valve via load and speed
  • Fig. 4 shows the characteristic curve of the mean value of the lambda control factor for lambda control-dependent
  • FIG. 6 the characteristic curve course of the duty cycle of the control pulse sequence, the tank ventilation and the mean value of the lambda control factor over the time at pilot control About the tank ventilation map and additional limit control
  • Fig. 7 schematically shows the block diagram of the tank ventilation with pilot control map and optional additional intervention of a lambda control-dependent control and a limit control.
  • FIG. 1 shows a fuel tank or tank 10 which is ventilated and ventilated 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 while the internal combustion engine is running - only the intake area 12 with the throttle valve 12a is shown in FIG. 1.
  • the metering of the fuel extracted from the area of the tank ventilation or of the fuel air mixture formed there, the proportions of which cannot be determined, takes place via a special tank ventilation valve 13 such that in all operating states of the system there is no impairment of driving behavior and exhaust gas behavior and no impairment of the control circuits involved in the fuel metering and adaptive systems occurs.
  • the control of the tank ventilation valve 13 takes place on its magnetic part 13a by a control device 14, this one Control pulse sequence outputs with a variable duty cycle TV, whereby a suitable variation of the opening cross section of the tank ventilation system 13 can be set.
  • 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 calculation.
  • 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.
  • a first embodiment which is also of independent importance from other, possibly supplementary and supportive control and regulation options for tank ventilation, includes the control of the tank ventilation valve via a tank ventilation map or pilot control map, which is dependent on the load (shown as pilot control Injection pulse t L here a fuel injection system) and the speed n via 4x4 support points with the possibility of interpolation each outputs quantized duty cycle variables and feeds, for example, a multiplier 15 for the tank ventilation valve control.
  • pilot control map is denoted by 16 and shown in FIG. 3 as a diagram, the map being designed such that the percentage enrichment of the combustion mixture supplied to the internal combustion engine is the same in all areas for a given TE mixture .
  • the duty cycle of the control pulse sequence for the tank ventilation valve can be quantized continuously or in steps of, for example, 10% each in the range between 0 and 100%.
  • the control of the further processing point 15 from the pilot control map 16 is shown via a switch S1, which is useful so that in certain operating states (idling, overrun cut-off) the tank ventilation can be completely prevented, if necessary, or also to do without to allow the pilot control map control to take effect other control and regulating methods to be explained below.
  • the lambda control circuit for generating the fuel metering signal of the internal combustion engine 17, in this case a spark-ignition internal combustion engine (Otto engine) with injection, in a multiplier stage 18, starting from the output signal of a load sensor (not shown),
  • a load sensor for example, an air flow meter, and a speed sensor generates a load signal, namely an injection time duration signal t L and is fed to a further, downstream multiplier stage 19, ultimately for the control of the injection valve or valves.
  • a correction factor F R is applied to the injection time period at the multiplier 19, which is generated as a lambda correction factor behind a comparator 20 from the actual lambda value generated by the lambda probe 21 and a lambda setpoint from a lambda controller 22.
  • this lambda correction factor F R which is present anyway on the basis of the lambda control loop, is used in order to make possible a lambda control-dependent control of the tank ventilation as well.
  • the averaged value F R of the lambda correction factor generated via an interposed low-pass filter 23 is used and also reaches the multiplication point 15 for the TE valve control via a characteristic curve block 24.
  • the characteristic curve of the tank ventilation change or influence above the mean value of the lambda control is again shown separately in FIG. 4 and comprises four support points with interpolation, the basic function being such that an increasing enrichment of the tank ventilation mixture (TE mixture) over the mean value F R of the lambda correction factor is recognized, since it shifts to lower values, and the tank ventilation is closed accordingly by correspondingly changing the duty cycle of the control pulse sequence for the tank ventilation valve.
  • the block diagram of FIG. 7 also contains a second possible variant for characteristic curve mean value control, which can be used as an alternative to this and comprises limit value regulation of the mean value of the lambda correction factor.
  • a further comparison point 25 is provided, to which a limit value F RGW of the mean value of the lambda correction factor is supplied, together with the actual value mean value F R of the correction factor.
  • the comparison result is sent to a comparator 26, which decides whether the mean value F R of the correction factor is above or below the predetermined limit value; depending on the result, a downstream integrator 27 is driven as an I controller for limit value control with appropriate polarity, the output signal of which is then likewise fed to the multiplication point 15.
  • FIG. 5 The diagrams on the left-hand side of FIG. 5 show the states that result from the pilot control map 16 with pure control; assume that the duty cycle of the controller is at 0.25 due to the speeds and load values; occurs at a predetermined time t (see diagram b) of FIG. 5) a sudden increase in the fuel content in the TE mixture (illustrated by three different curves (1); (2); (3)), then the reacts Control via the pilot control map thereon not at all and the lambda correction factor F R only shifts accordingly in the direction of a lean mixture as a result of the “fuel cloud” (theoretical jump function) in the TE mixture (see c) of FIG. 5), ie the regulator is emaciated.
  • the enrichment which is now brought about by the tank venting shifts the mean value F R beyond the limit value GW, which occurs at time t 2 .
  • the pulse duty factor of the actuation pulse sequence is then (increasingly) closed via the I controller 27, that is to say it decreases until the time t 3 the mean value F R has returned to above the limit value; From this point in time, the pulse duty factor increases again in accordance with the adjustment of the I-controller 27, whereby multiple oscillations, as shown at c) in FIG. 6, can also result around the limit value GW until the cloud formation has subsided at the time t 4 and mean F R and duty cycle return to the previous values.
  • the time constant of the I controller 27 for the tank ventilation must be greater than the time constant of the known 1 controller of the lambda control for the fuel metering or the calculation of the fuel injection pulses, one for the entire speed / load range constant time constant is sufficient for the tank ventilation. Furthermore, a maximum limitation I TEmax should be provided for the I controller and the quantization of the I controller should be about four times finer than the output quantization for the pulse duty factor.
  • the overall function of the tank ventilation in accordance with the block diagram of FIG. 7 can therefore look like the two following formulas alternatively indicate and the alternatively provided additional control options occur via the mean value of the lambda control or the limit value control in addition to the map control:

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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)

Claims (8)

1. Dispositif pour désaérer un réservoir de carburant pour des moteurs à combustion interne ou des équipements analogues, avec un réservoir intermédiaire captant les vapeurs de carburant qui se forment, notamment un réservoir de filtration à charbon actif, et avec des moyens pour délivrer de façon contrôlée le mélange de désaération du réservoir de carburant, (mélange TE) au moteur à combustion interne en fonction des conditions de fonctionnement sélectionnées, comprenant au moins le signal de sortie d'une sonde λ, par modification continue de la section transversale de l'orifice de passage d'une soupape de désaération du réservoir de carburant, commandée électriquement entre le réservoir intermédiaire et le moteur à combustion interne, dispositif caractérisé en ce qu'en complément de la régulation en fonction du signal de la sonde λ, la section transversale de l'orifice de passage de la soupape (13) de désaération du réservoir de carburant est déterminée de façon contrôlée par l'intermédiaire d'un champ caractéristique de précommande en fonction de la charge (tL), et de la vitesse de rotation (n), entre des valeurs prédéfinies (0 % - -100 %; TVTEminl, TVTEmin2, TVTEmax).
2. Dispositif selon la revendication 1, caractérisé en ce que la soupape (13) de désaération du réservoir de carburant, revêtant la forme d'une soupape électromagnétique, notamment à électro-aimant de levage, est commandée par un circuit de commande (14) au moyen d'une succession d'impulsions de commande synchronisée dont le taux d'impulsion (TVTE) est susceptible d'être modifié pour modifier la section transversale de l'orifice de passage.
3. Dispositif selon la revendication 1, caractérisé en ce que le champ caractéristique de précommande (KVTE) comprend au moins 4 x 4 points d'appui avec possibilité d'interpolation, et est conçu de façon que l'enrichissement en pourcentage du mélange de combustion, pour un mélange TE donné, a la même valeur sur toute l'étendue du champ.
4. Dispositif selon la revendication 2, caractérisé en ce que la régulation en fonction du signal de la sonde λ, du taux d'impulsion (TVTE) le long d'une courbe caractéristique de valeur moyenne du facteur de régulation λ (FR) s'effectue de sorte qu'un enrichissement du mélange TE est détecté par l'intermédiaire de la valeur moyenne du facteur de régulation (fR) et que la soupape de désaération du réservoir de carburant est en conséquence fermée par une réduction correspondante du taux d'impulsion.
5. Dispositif selon la revendication 4, caractérisé en ce que, en variante par rapport à la commande en fonction de courbes caractéristiques par l'intermédiaire de la valeur moyenne, l'adaptation de base reste inchangée par la désaération du réservoir de carburant.
6. Dispositif selon une des revendications 1 à 4, caractérisé en ce qu'il est prévu un bloc de précommande (16) à champ caractéristique, contenant des valeurs de taux d'impulsion pour la succession d'impulsions de commande de la soupape de désaération du réservoir de carburant, qui délivre des valeurs du taux d'impulsion, prédéfinies en fonction de la charge (tL) et de la vitesse de rotation (n) et les transmet à un point d'attaque, notamment un étage démultiplication (15) (figure 7).
7. Dispositif selon la revendication 6, caractérisé en ce qu'au point d'attaque (étage de multiplication 15) est appliqué un autre signal de sortie d'un bloc de courbes caractéristiques (24), qui établit des valeurs du taux d'impulsion définies en fonction de l'évolution de la valeur moyenne (FR) du facteur de réglage, pour l'exploitation exclusive, ou en combinaison avec les données du champ caractéristique de précommande.
8. Dispositif selon la revendication 6 ou 7, caractérisé en ce qu'il est prévu un point de comparaison (25), auquel sont appliqués une valeur limite (GW) de la valeur limite du facteur de réglage (FR), ainsi que ce facteur, avec un comparateur (26) branché à la suite pour déterminer le signe, et un intégrateur (27) qui, selon un réglage continu avec une constante prédéfinie, fournit un taux d'impulsion se modifiant pour la succession d'impulsions de commande et l'applique à l'étage de multiplication (15), de façon qu'en variante au réglage en fonction des courbes caractéristiques, il s'opère une régulation de valeurlimite du taux d'impulsion (TVTE) de la succession d'impulsions de commande, auquel cas, lors du dépassement d'une valeur- limite prédéfinie (FRGW), par la valeur-limite du facteur de réglage À (FR), le taux d'impulsion (TVTE) est modifié dans le sens d'une réduction de la section transversale de l'orifice, et, lors d'une régression, dans le sens d'une augmentation de la section transversale de l'orifice (figure 6).
EP85115458A 1985-01-26 1985-12-05 Dispositif de dégazage de réservoir de carburant Expired - Lifetime EP0191170B2 (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 Child Applications (1)

Application Number Title Priority Date Filing Date
EP88106880.3 Division-Into 1988-04-29

Publications (3)

Publication Number Publication Date
EP0191170A1 EP0191170A1 (fr) 1986-08-20
EP0191170B1 true EP0191170B1 (fr) 1989-03-29
EP0191170B2 EP0191170B2 (fr) 1995-08-16

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ID=6260813

Family Applications (2)

Application Number Title Priority Date Filing Date
EP19880106880 Expired - Lifetime EP0288090B1 (fr) 1985-01-26 1985-12-05 Dispositif de dégazage de réservoir de carburant
EP85115458A Expired - Lifetime EP0191170B2 (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
EP19880106880 Expired - Lifetime EP0288090B1 (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) EP0288090B1 (fr)
JP (3) JPH0759917B2 (fr)
DE (3) DE3502573C3 (fr)

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2607192A1 (fr) * 1986-11-22 1988-05-27 Bosch Gmbh Robert Procede et installation pour compenser l'erreur de degazage du reservoir dans le cas d'un systeme d'alimentation en carburant a education adaptative dite egalement autodidactique
WO1989010472A1 (fr) * 1988-04-20 1989-11-02 Robert Bosch Gmbh Procede et dispositif pour le reglage d'une soupape de degazage d'un reservoir
WO1990000225A1 (fr) * 1988-07-01 1990-01-11 Robert Bosch Gmbh Procede et dispositif adaptatifs d'aeration de reservoirs a regulation de lambda
WO1990001628A1 (fr) * 1988-08-04 1990-02-22 Robert Bosch Gmbh Systeme de stereoregulation lambda
EP0482239A1 (fr) * 1990-10-24 1992-04-29 Siemens Aktiengesellschaft Système d'injection pour un moteur à combustion
US5125385A (en) * 1990-04-12 1992-06-30 Siemens Aktiengesellschaft Tank ventilation system and method for operating the same
WO1992016734A2 (fr) * 1991-03-22 1992-10-01 Robert Bosch Gmbh Procede et dispositif pour la ventilation de reservoirs
US5438967A (en) * 1992-10-21 1995-08-08 Toyota Jidosha Kabushiki Kaisha Internal combustion device
EP1136683A2 (fr) 2000-03-23 2001-09-26 Adam Opel Ag Système d'alimentation en carburant pour moteur à combustion interne

Families Citing this family (42)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6355357A (ja) * 1986-08-22 1988-03-09 Toyota Motor Corp 内燃機関の空燃比制御装置
JPH0718390B2 (ja) * 1986-09-26 1995-03-06 日産自動車株式会社 燃料蒸発ガスのパ−ジ量制御装置
JPH0726598B2 (ja) * 1988-02-18 1995-03-29 トヨタ自動車株式会社 内燃機関の空燃比制御装置
US5482024A (en) * 1989-06-06 1996-01-09 Elliott; Robert H. Combustion enhancer
NL8902897A (nl) * 1989-11-23 1991-06-17 Tno Zuiveren van lucht.
DE4025544A1 (de) * 1990-03-30 1991-10-02 Bosch Gmbh Robert Tankentlueftungsanlage fuer ein kraftfahrzeug und verfahren zum ueberpruefen deren funktionstuechtigkeit
DE4030948C1 (en) * 1990-09-29 1991-10-17 Mercedes-Benz Aktiengesellschaft, 7000 Stuttgart, De Monitoring removal of petrol vapour from IC engine fuel tank - detecting change in fuel-air mixt. composition during selected working conditions
JP3173661B2 (ja) * 1990-12-28 2001-06-04 本田技研工業株式会社 内燃エンジンの蒸発燃料制御装置
DE4108856C2 (de) * 1991-03-19 1994-12-22 Bosch Gmbh Robert Tankentlüftungsanlage sowie Verfahren und Vorrichtung zum Überprüfen der Dichtheit derselben
DE4122975A1 (de) * 1991-07-11 1993-01-14 Bosch Gmbh Robert Tankentlueftungsanlage fuer ein kraftfahrzeug sowie verfahren und vorrichtung zum ueberpruefen von deren funktionsfaehigkeit
US5263460A (en) * 1992-04-30 1993-11-23 Chrysler Corporation Duty cycle purge control system
JP3378304B2 (ja) * 1992-08-06 2003-02-17 マツダ株式会社 エンジンの空燃比制御装置
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US4683861A (en) 1987-08-04
EP0191170A1 (fr) 1986-08-20
JPH1068359A (ja) 1998-03-10
JP2694123B2 (ja) 1997-12-24
EP0288090A2 (fr) 1988-10-26
DE3502573A1 (de) 1986-07-31
DE3569143D1 (en) 1989-05-03
JPH0759917B2 (ja) 1995-06-28
JPH07293361A (ja) 1995-11-07
EP0191170B2 (fr) 1995-08-16
EP0288090A3 (en) 1989-01-04
EP0288090B1 (fr) 1991-09-25
DE3502573C2 (de) 1994-03-03
DE3502573C3 (de) 2002-04-25
DE3584257D1 (de) 1991-10-31
JP2945882B2 (ja) 1999-09-06
JPS61175260A (ja) 1986-08-06

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