EP0191170B2 - Vorrichtung zur Entlüftung von Kraftstofftanks - Google Patents

Vorrichtung zur Entlüftung von Kraftstofftanks Download PDF

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Publication number
EP0191170B2
EP0191170B2 EP85115458A EP85115458A EP0191170B2 EP 0191170 B2 EP0191170 B2 EP 0191170B2 EP 85115458 A EP85115458 A EP 85115458A EP 85115458 A EP85115458 A EP 85115458A EP 0191170 B2 EP0191170 B2 EP 0191170B2
Authority
EP
European Patent Office
Prior art keywords
control
duty ratio
mean value
mixture
fuel
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP85115458A
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German (de)
English (en)
French (fr)
Other versions
EP0191170A1 (de
EP0191170B1 (de
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
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
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Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0191170A1 publication Critical patent/EP0191170A1/de
Application granted granted Critical
Publication of EP0191170B1 publication Critical patent/EP0191170B1/de
Publication of EP0191170B2 publication Critical patent/EP0191170B2/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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.
  • a device of this type US-A-4 275 697
  • the composition of the exhaust gas-sensing lambda probe is used to control tank ventilation valves in such a way that depending on the signal of the lambda probe such valve is opened or closed continuously.
  • 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 ventilation valve is also known from DE-A-2 612 300.
  • DE-A-2 633 617 discloses a combination of precontrol and regulation of setting variables in internal combustion engines, but without going into the special conditions when venting fuel tanks.
  • tank ventilation device according to US Pat. No. 4,275,697, which parallelly converts the output signal of the ⁇ probe, which is converted into a clock pulse sequence, and which is originally fed to the solenoid of a control nozzle in the carburetor in order to ensure a stoichiometric mixture used to switch the tank ventilation off 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 any major influence and ultimately, namely indirectly via the reaction of the ⁇ probe, affect the mixture composition, albeit with a time delay and below Circumstances, roughly corrected.
  • the intermediate storage container containing the activated carbon filter is able to store fuel vapors up to a certain maximum quantity, 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 is attributable 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 level of computation a fuel injection system, the duration of the injection control command t i - and the resulting quantity of fuel supplied to the internal combustion engine falsifies.
  • 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 refers to 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 quantities, the tank ventilation mixture, which cannot be predetermined, can be fed 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, but on the other hand no disturbing influence on the fuel metering device operating under the guidance of a ⁇ 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 ⁇ control of the operating mixture is controlled and regulated so that negative influences neither on the driving behavior nor on the basic control of the fuel supply are possible.
  • 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 included and implemented in the overall behavior of the internal combustion engine over a wide range depending on the ⁇ control factor.
  • FIG. 1 shows the basic principle of tank ventilation with tank ventilation valve with a continuously changeable opening cross section and electronic control unit
  • FIG. 2 shows the approximately linear course of the characteristic curve of the tank ventilation valve over the pulse duty factor of the control pulse sequence
  • 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. 5 characteristic curves of the duty cycle, tank ventilation and lambda control factor over time each with pure control via the tank ventilation Map and additionally with a control dependent on the mean value of the lambda control factor
  • FIG. 1 shows the basic principle of tank ventilation with tank ventilation valve with a continuously changeable opening cross section and electronic control unit
  • FIG. 2 shows the approximately linear course of the characteristic curve of the tank ventilation valve over the pulse duty factor of the control pulse sequence
  • 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. 7 shows the block diagram schematic of the tank ventilation with pilot control map and optional supplementary engagement of a lambda control dependent control and a threshold control.
  • FIG. 1 shows a fuel tank or tank 10 which is vented and vented exclusively via an activated carbon filter located in a temporary storage tank 11, the fuel evaporating from the tank being stored in the activated carbon filter up to a limited maximum amount.
  • This stored fuel is then sucked into the engine 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 drawn off 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 in such a way 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 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 corresponding characteristic curve is shown qualitatively in FIG. 2.
  • a first embodiment which is independent of other, possibly supplementary and supportive control and regulation options for tank ventilation, has inventive importance, 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 so 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%.
  • Fig. 7 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 enable 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 target value 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 generated via an intermediate low-pass filter 23 is used F R of the lambda correction factor is used and also reaches a 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 this 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, which has 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;
  • 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 speed and load values; occurs at a predetermined time t 1 (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 controller responds Not at all via the pilot control map 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 step function) in the TE mixture (see c) of FIG. 5), ie the Regulator leans.
  • the enrichment now caused by the tank ventilation shifts the mean value F R beyond the limit value GW, which occurs at time t2.
  • the duty cycle of the drive pulse sequence is (increasingly) closed via the I controller 27, that is, it decreases from the time t 3 to the mean value F R has returned above the limit; 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 point in time t and Average F R and duty cycle return to previous values.
  • the time constant of the I controller 27 for the tank ventilation must be greater than the time constant of the known I 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 representation 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:
  • TVTE KFTE (n, t L ) - ITE ( F ⁇ CMEA )

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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)
EP85115458A 1985-01-26 1985-12-05 Vorrichtung zur Entlüftung von Kraftstofftanks Expired - Lifetime EP0191170B2 (de)

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 (de) 1986-08-20
EP0191170B1 EP0191170B1 (de) 1989-03-29
EP0191170B2 true EP0191170B2 (de) 1995-08-16

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ID=6260813

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Application Number Title Priority Date Filing Date
EP85115458A Expired - Lifetime EP0191170B2 (de) 1985-01-26 1985-12-05 Vorrichtung zur Entlüftung von Kraftstofftanks
EP19880106880 Expired - Lifetime EP0288090B1 (de) 1985-01-26 1985-12-05 Vorrichtung zur Entlüftung von Kraftstofftanks

Family Applications After (1)

Application Number Title Priority Date Filing Date
EP19880106880 Expired - Lifetime EP0288090B1 (de) 1985-01-26 1985-12-05 Vorrichtung zur Entlüftung von Kraftstofftanks

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US (1) US4683861A (ja)
EP (2) EP0191170B2 (ja)
JP (3) JPH0759917B2 (ja)
DE (3) DE3502573C3 (ja)

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Also Published As

Publication number Publication date
DE3502573A1 (de) 1986-07-31
JPH07293361A (ja) 1995-11-07
US4683861A (en) 1987-08-04
DE3584257D1 (de) 1991-10-31
DE3502573C2 (de) 1994-03-03
EP0288090A3 (en) 1989-01-04
JPH0759917B2 (ja) 1995-06-28
JP2694123B2 (ja) 1997-12-24
DE3502573C3 (de) 2002-04-25
JPH1068359A (ja) 1998-03-10
DE3569143D1 (en) 1989-05-03
EP0288090A2 (de) 1988-10-26
JP2945882B2 (ja) 1999-09-06
JPS61175260A (ja) 1986-08-06
EP0191170A1 (de) 1986-08-20
EP0288090B1 (de) 1991-09-25
EP0191170B1 (de) 1989-03-29

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