EP0636778A1 - Verfahren und Vorrichtung zum korrigieren der Kraftstoffeinspritzungsdauer in Abhängigkeit des Durchflusses einer Tankentlüftungsanlage für einen Einspritzmotor - Google Patents

Verfahren und Vorrichtung zum korrigieren der Kraftstoffeinspritzungsdauer in Abhängigkeit des Durchflusses einer Tankentlüftungsanlage für einen Einspritzmotor Download PDF

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Publication number
EP0636778A1
EP0636778A1 EP94401644A EP94401644A EP0636778A1 EP 0636778 A1 EP0636778 A1 EP 0636778A1 EP 94401644 A EP94401644 A EP 94401644A EP 94401644 A EP94401644 A EP 94401644A EP 0636778 A1 EP0636778 A1 EP 0636778A1
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Prior art keywords
engine
injection
fuel
coefficient
duration
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EP94401644A
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English (en)
French (fr)
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EP0636778B1 (de
Inventor
Marcel Colomby
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Marelli France SAS
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Magneti Marelli France SAS
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Priority claimed from FR9308884A external-priority patent/FR2708046B1/fr
Priority claimed from FR9308885A external-priority patent/FR2708049B1/fr
Application filed by Magneti Marelli France SAS filed Critical Magneti Marelli France SAS
Publication of EP0636778A1 publication Critical patent/EP0636778A1/de
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    • 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
    • F02D41/0045—Estimating, calculating or determining the purging rate, amount, flow or concentration
    • 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
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/003—Adding fuel vapours, e.g. drawn from engine fuel reservoir
    • F02D41/0042—Controlling the combustible mixture as a function of the canister purging, e.g. control of injected fuel to compensate for deviation of air fuel ratio when purging

Definitions

  • the invention relates to a method for correcting the injection time as a function of the purge flow rate of a purge circuit comprising a canister, for an internal combustion engine, of the spark-ignition type, equipped with an installation for fuel supply by injection, and therefore referred to as an injection engine in the remainder of this description, and preferably, but not exclusively, with a four-stroke engine cycle.
  • the fuel supply installation of such an injection engine comprises an air intake manifold to the engine, on the upstream of which a shutter for controlling the air flow, most often in disc shape, called butterfly, is rotatably mounted in a body.
  • the injection installation comprises at least one injector delivering fuel into the intake manifold.
  • the injector or each injector is supplied with fuel at a pressure given by a regulator, which drifts towards the injector a part of the fuel which it receives from the tank by a pump, and which returns to the tank the quantity of excess fuel by relative to that injected, which is a function of the duration of opening of the injector, called injection duration, and determined by a computer connected to sensors for operating parameters of the engine.
  • the computer generally receives signals representative of the engine water or coolant temperature, the air temperature in the intake manifold, the throttle opening angle, and above all it receives engine rotation signals, supplied for example by a sensor cooperating with a toothed wheel secured to the flywheel, and having a singularity, for example a missing tooth, for detecting the top dead center (TDC) of a cylinder of reference, allowing the computer to determine the injection phases or times in the different cylinders, the engine speed being calculated from the signal modulated by the movement of the teeth.
  • the computer can also receive a pressure signal measured directly in the intake manifold, or can calculate this pressure signal from two measurements chosen from the group comprising the throttle opening angle, the air flow and engine speed.
  • This computer which determines the instant and duration of injection of each injector, is generally simultaneously an engine control computer, fulfilling other command and control functions, and determining in particular the instants of ignition of the spark plugs of the engine cylinders.
  • a basic injection duration calculated essentially as a function of the engine speed and of the pressure in the manifold, it is known to provide regulation from the oxygen sensor by correcting this injection duration basic by multiplication by a richness coefficient KO2, determined, in particular by application of value transitions, as a function of the richness signal of the oxygen sensor in the engine operating zones in closed loop, and fixed equal to a value nominal in the case of open-loop engine operation, for example in low temperature operation (after starting the engine cold), or in deceleration, or at full load, and finally if the engine speed is greater than a given high threshold.
  • a richness coefficient KO2 determined, in particular by application of value transitions, as a function of the richness signal of the oxygen sensor in the engine operating zones in closed loop, and fixed equal to a value nominal in the case of open-loop engine operation, for example in low temperature operation (after starting the engine cold), or in deceleration, or at full load, and finally if the engine speed is greater than a given high threshold.
  • the richness coefficient KO2 by the computer makes it possible to increase or reduce the basic injection time, to center the operation of the engine on a richness equal to 1. Furthermore, it is known to express, for a given engine speed, the basic injection duration as a substantially linear function increasing, in the useful operating range of the engine, of the absolute pressure in the intake manifold, representing the engine torque, i.e. the engine load, and neglecting correction coefficients from maps, for example as a function of engine speed, pressure in the manifold or the throttle opening angle, to reflect the inflection of the straight in an S curve, in areas of low and high pressure in the tubing.
  • This substantially linear increasing function is represented by a straight line having a pressure offset at the origin, called offset, and a gain (or slope of the straight line) which are each drawn from a map, depending at least on the engine speed.
  • motor vehicles are equipped with a receptacle, called a canister, containing means for absorbing fuel vapors.
  • This canister is connected to the tank by a recovery pipe, is provided with a vent putting the fuel tank in the open air and is connected to the intake circuit, preferably downstream of the butterfly valve, by a suction pipe. on which is mounted an electrically controlled canister purge valve, the flow of which is controlled by the computer.
  • the purge circuit thus produced allows, when the valve is open, and due to the vacuum prevailing downstream of the butterfly in the pipe, to suck in ambient air through the vent, through the canister, and to purge thus the canister of the fuel that it contains by mixing it with this ambient air so that it is sucked with it in the intake circuit.
  • the electrically operated purge valve is generally a solenoid valve controlled at constant frequency, and the control parameter of which is the opening duty cycle (RCO) which is variable, that is to say the opening time , for a constant period, corresponds to a variable fraction of this period, which corresponds to the length of the slot of the electric control current applied.
  • RCO opening duty cycle
  • the opening cyclic ratio is defined by a map based mainly on the pressure in the intake manifold and engine speed.
  • the fuel supply by the injectors is controlled without explaining the fuel content of the purge circuit, corresponding to the ratio of the mass flow of fuel to the total mass flow of the purge circuit, and without ensuring continuous monitoring of the contribution from the purge circuit and the canister to the motor supply.
  • mapping does not take into account the filling state of the canister, and is therefore deliberately limited to low flow rates to reduce the contribution of the canister, and this particularly at low loads where the overabundant supply of fuel vapor vis-à-vis screw of the engine requirement causes an excessive drift of the coefficient of richness KO2.
  • the computer calculates an injection duration, which is representative of the needs of the engine and actually applied to the injectors, without always taking into account all of the contributions fuel from the canister, and, secondly, that the flow rate of the canister purge valve is controlled without taking into account either the filling state of the canister.
  • this signal results from an integration of this injection duration applied to the injectors, since the pressure difference applied to the injectors is constant. It therefore also follows from the above that this consumption signal is erroneous by default, since it neglects the amount of fuel consumed by the engine and coming from the canister.
  • the purging of the canister and the self-adaptation of the offset and gain terms occur simultaneously, at all speeds: we adopt, as the self-adaptation term, an idle offset when the engine is running at idle, and, without idling , an offset except idle at low pressures, where the influence of the offset is preponderant, and a gain at high pressure.
  • the purge state is taken into account by the self-adaptation by calculating a purge offset, when the purge is authorized.
  • the problem underlying the invention is to remedy these drawbacks.
  • the main object of the invention is to propose a method making it possible to weight the duration of injection as a function of the fuel content of the canister.
  • Another object of the invention is to obtain a corrected injection duration, usable for a precise determination of the consumption of the engine in fuel.
  • Yet another object of the invention is to allow an estimation of the fuel content of the purge circuit and monitoring of the contribution of the purge continuously, in order to be able to improve the control of the supply of the engine.
  • the invention proposes a method for correcting the injection duration as a function of the purge flow rate of a purge circuit of an injection engine, for which the purge circuit comprises a canister collecting vapors from fuel from a tank, and connected to an engine intake manifold, fitted with a shutter or butterfly for controlling the air flow, by an electrically controlled canister purge valve, the flow of which is controlled by a computer connected to sensors for operating parameters of the engine from which it receives at least rotation signals from the engine and signals making it possible to know the pressure in the intake manifold, and calculating an injection duration representative of the needs of the engine (T inj M), and is characterized in that it consists in calculating the injection duration applied to each engine injector (T inj A) by subtracting from the injection duration representative of the engine needs (T inj M) a duration (TI CAN) corresponding to the contribution of the purge circuit expressed by the quantity of fuel introduced in the form of vapor between two consecutive injections, and calculating said quantity of fuel as a function of the
  • the method consists in determining the quantity of air-vapor fuel mixture controlled by the purge valve from the pressure difference to which the purge valve is subjected and from the duration of opening of this valve, from the previous injection, by reference to the flow characteristic of this valve, stored in the computer.
  • the subtraction of the time TI CAN corresponding to said quantity of fuel air-vapor mixture controlled by the purge valve, can be ensured in two steps, during two consecutive injection phases, so that during the first injection, a first partial subtraction is controlled, defined by a percentage of said duration TI CAN, and that during the second injection, a second partial subtraction, defined by the complement TI CAN duration.
  • the invention also relates to the application of the method for correcting the injection duration as a function of the purge flow rate, as defined above, to determining the actual fuel consumption of an injection engine, this application characterized in that it consists in integrating the signal of duration T inj M, equal to the sum of the applied injection duration T inj A and the duration TI CAN corresponding to said quantity of fuel air-vapor mixture.
  • the method of the invention also consists in defining a coefficient K CAN, applicable under all operating conditions of the engine, and which is developed continuously when the purging is authorized, from the drift of the richness coefficient, so that K CAN is increased or respectively decreased if the richness coefficient is lower or respectively higher than its nominal value, and to calculate a quantity of fuel equivalent to the supply of the purge circuit vapors by making the product of the coefficient K CAN by the quantity of fuel air-vapor mixture controlled by the purge valve.
  • the contribution of the canister and its purge circuit is thus continuously estimated from the single coefficient K CAN, which itself represents an estimate of the fuel content of the purge circuit, and which is defined from the derives from the richness coefficient KO2 when the engine is operating in a closed loop and the purge is active.
  • K CAN can be used in all the operating conditions of the engine, its taking into account can be substituted for that of the terms of idle offset under purge and off idle offset under purge of the aforementioned known self-adaptation methods.
  • the method according to the invention also consists in memorizing the value of the coefficient K CAN when the engine stops engine (ignition off), and to adopt as the value of the coefficient K CAN following a restart of the engine, said stored value and corrected by a coefficient depending on the evolution of the thermal state of the vehicle during the stop, this coefficient correction may be a function of the engine coolant temperature.
  • the method of the invention allows two modes of adaptation of the coefficient K CAN. Normally, to allow a fine and continuous adaptation of K CAN, it consists in correcting K CAN by a slow adaptation by application to the current value of K CAN of a correction proportional to the difference between the nominal value and the average value of the richness coefficient KO2, the calculation of this correction being restarted after a predetermined number m of transitions of KO2.
  • the method consists in authorizing the slow variation of K CAN only if the average value of KO2 is outside a dead band of enrichment and a dead band of depletion, located on either side of the nominal value of KO2, and to take into account a possible first order mismatch, a dead enrichment band is adopted whose width is greater than that of the dead depletion band.
  • the method according to the invention consists in interrupting the slow adaptation and in correcting the coefficient K CAN by an adaptation fast, by applying to its current value a correction proportional to the difference between the nominal value and the current value of the richness coefficient KO2, when the latter deviates from its nominal value without transition for a time greater than a predetermined threshold, for example around 3 seconds, then restart the calculation of the rapid correction of K CAN every n top dead center (TDC), n being a predetermined number, as long as a KO2 transition is not obtained.
  • TDC top dead center
  • the rapid adaptation of K CAN is carried out when KO2 evolves without transition for a time greater than a time delay ⁇ '1T, then the calculation of the rapid correction is restarted under the same conditions as above, provided that at the end of the time delay ⁇ '1T, KO2 is divergent from its nominal value, otherwise there is no rapid adaptation of K CAN and the time delay ⁇ '1T is restarted.
  • the invention also relates to a device intended for implementing the method specific to the invention, and as presented above, and which is characterized in that the computer comprises at least one microprocessor programmed and / or produced so as to control the progress of this process.
  • FIG. 1 is schematically represented in 1, an injection engine, with four cylinders-four times, and positive ignition, fitted with a multi-point type indirect fuel injection system.
  • This installation comprises four injectors 2 each mounted in one respectively of the four branches 3 downstream of an intake manifold 4, and each opening into the cylinder head of the engine 1, at the level of the intake valve of a cylinder corresponding.
  • a throttle valve 5 for controlling the intake air flow is rotatably mounted in a throttle body 6 in the upstream part of the pipe 4, the throttle body 6 having a bypass pipe 7 on the throttle valve 5, and the passage section is regulated by a valve shown diagrammatically at 8 and controlled by a stepping motor 9.
  • the injectors 2 are supplied with fuel under a pressure defined by the regulator 10, itself supplied from the tank 11, closed by a tight plug, by means of the pump 12 on the supply line 13 on which is also fitted the filter 14. The additional amount of fuel diverted by the regulator 10 to the injectors 2 is returned to the tank 11 by the return line 15.
  • the fuel vapors forming in the tank 11 are collected by a canister 16, containing an absorbent charge of these vapors, for example activated carbon, and connected to the tank by the recovery pipe 17.
  • the canister 16 has a vent 18, by which it puts the reservoir 11 in the open air, and is connected to the intake manifold 4, downstream of the throttle valve 5 by a suction pipe 19 on which is mounted an electrically controlled valve 20, for purging the canister 16.
  • This valve 20 is a solenoid valve normally closed at rest and with opening controlled by RCO variable.
  • variable RCO of this valve 20 therefore the purge flow of the canister 16 of the fuel vapors which it contains, as well as the position of the electric stepper motor 9 are controlled by electrical orders which are transmitted to them from the computer 21 by conductors 22 and 23. From same, the duration of opening or injection of the injectors 2, a function of the quantity of fuel injected by each injector 2 into the corresponding cylinder, (since the pressure difference applied to the injectors 2 is constant and fixed by the regulator 10) , is controlled by electrical commands applied by the computer 21 to the injectors 2 by the conductor 24.
  • injection duration variable RCO, stepping motor control
  • signals received from various sensors of engine operating parameters including an air temperature signal of intake 25, delivered by a temperature probe 26 placed in the air stream, an absolute pressure signal for tubing 27 delivered by a pressure probe 28 in tubing 4, a temperature signal 29 for engine cooling water 1, supplied by a sensor not shown, and a signal 30 of engine rotation, making it possible to determine the engine speed, as well as the passages at TDC in the various cylinders for determining the instants of injection.
  • This signal 30 can be provided by a sensor cooperating with a toothed wheel driven by the flywheel and having a singularity of detection of the transition to TDC of a reference cylinder.
  • the computer 21 also receives a signal 31 of the butterfly opening angle 5 supplied by an appropriate sensor, such as a potentiometer for copying the angular position of the butterfly 5, and mounted on the axis of rotation of the latter, and delivers at 33 a fuel consumption signal. Finally, the computer 21 receives at 32 a richness signal R delivered, in the form of electrical voltage, by an oxygen probe called the ⁇ probe, placed in the engine exhaust gases, of which it indicates the oxygen content. In operation of the motor in closed loop, the richness signal R is used by the computer 21 to center the operation of the engine on a richness equal to 1. For this, the computer 21 first calculates a basic injection duration, with reference to a network of curves stored in the computer 21 and such as that shown in FIG.
  • the computer 21 then increases or reduces the injection duration applied to the injectors 2 to obtain a richness signal R equal to 1. For this, the computer 21 calculates a richness coefficient KO2 by which it multiplies the basic injection time T inj B given by the formula (1).
  • the richness coefficient KO2 is chosen equal to 1. These zones correspond in particular to operation with a faulty ⁇ probe, or with an air temperature below an input threshold in a closed loop, for example in the event of a cold start of the engine, or when the open loop is imposed by the speed or the opening angle of the throttle valve, for example when decelerating or at full load, or if the engine speed N is greater than a given high threshold, for example 4500 rpm, and, in general, each time the target richness differs from 1.
  • a given high threshold for example 4500 rpm
  • the value of the offset D or of the gain G is modified by a cyclic self-adaptation, so as to correct all the drifts of this richness coefficient KO2 so that it remains close to 1.
  • T inj M (P tub - D) x G x K carto x KO2
  • T inj A T inj M - TI CAN
  • TI CAN which corresponds to a reduction in the amount of fuel to be injected relative to the calculated requirements, is expressed as a function of the amount of fuel introduced in the form of vapors between two consecutive injections, and coming from the circuit. purge.
  • this amount is determined between the P.M.H. of the current injection phase and the P.M.H. from the previous injection phase.
  • the quantity of fuel equivalent to the supply in the form of vapor from the canister 16 and the lines 17 and 19 of the purge circuit, is calculated according to an estimated content of fuel from the purge system and the quantity of fuel air-vapor mixture controlled by the purge valve 20, between the TDCs of the last two injections, this estimated content corresponding to the ratio of the mass flow of fuel to the total mass flow of the purge, and being defined using a K CAN coefficient, as described below.
  • This quantity of air-vapor mixture Q a-v is determined from the opening time tR.C.O. of this valve 20 from the P.M.H. of previous injection, of the pressure difference to which this valve 20 is subjected, that is to say of the difference between the atmospheric pressure P atm in the canister 16 in the open air by its vent 18, and the absolute pressure in the tubing P tub, and the flow characteristic of the purge circuit which is memorized in the computer 21 as a function of the vacuum (P atm - P tub) in the tubing 4 and at 100% RCO (full opening of valve 20).
  • the flow rate of the valve 20 is representative of the quantity of air-vapor mixture admitted by the valve 20, per unit of time.
  • Knowledge of P tub and the opening time tR.C.O. of the valve 20 since the last injection therefore makes it possible to know Q a-v, of which TI CAN is a function.
  • the amount of equivalent fuel this contribution can be considered as subtracted twice, instead of once, the first subtraction being defined as a percentage of this calculated equivalent quantity, and the second subtraction corresponding to the complement.
  • TI CAN This amounts to dividing TI CAN into two complementary parts, a first fraction of which, for example equal to 60% of TI CAN, is subtracted from T inj M to give the duration applied T inj A from the TDC of the injection phase considered, while the second fraction, equal to 40% of TI CAN, is subtracted from T inj M newly calculated to give the duration of injection applied T inj A from the TDC of the injection phase next, this value T inj A also being reduced by 60% of the value of TI CAN newly calculated at TDC of the next injection.
  • the output 33 of the computer 21 is an output on which an instantaneous consumption signal is given, which corresponds to an integration of the signal T inj M.
  • T inj M T inj A + TI CAN
  • T inj M is a faithful image of the real consumption of the engine 1.
  • This signal 33 can be transmitted to a consumer, which measures the instantaneous consumption of the engine 1, or to a computer on-board, which measures the total consumption as a function of time, and, by combination with other information, such as the quantity of fuel initially introduced into the tank 11, calculates for example the remaining range.
  • the fuel quantities have been expressed above, by way of example, in injection durations, since the characteristic quantity-duration of opening of the injectors is known, but they can be expressed directly in mass, the conversion into duration injection at the end of the calculation chain, through this characteristic.
  • the two upper curves of FIG. 3 represent, as a function of time, an example of changes in correspondence of the richness signal R, as obtained from the signal supplied by the probe d ⁇ , and the richness coefficient KO2.
  • this curve undulates around the value 1, which it takes at successive instants T1 to T6.
  • the computer 21 applies to KO2 a transition of corresponding value at a positive level 35, followed by a progressive increase 36 until time T3 where, under the effect of the increase in the value of KO2, therefore of the duration of injection, and therefore of the quantity of injected fuel, R ceases to be less than 1 to become again greater than 1.
  • the computer 21 then gives KO2 a new value transition, but this time in the form of a negative step 37, in order to rapidly decrease its value, followed by a gradual decrease 38, until time T4, where R ceases to be greater than 1 to become again less than 1.
  • the computer 21 gives KO2 a value transition in positive step 39, followed by a progressive increase 40 until time T5 when R becomes again greater than 1, and so on.
  • the contribution of canister 16 and its purge circuit 17, 19, 20 to the supply of fuel to engine 1 is considered to be expressed by an amount of fuel equivalent to l supply of fuel vapors delivered by valve 20.
  • This equivalent quantity is calculated at each TDC of injection as being equal to the product of the quantity of fuel air-vapor mixture, delivered by valve 20 from TDC for injection above, by a coefficient K CAN, corresponding to an estimate of the content of canister 16 and its purge circuit 17, 19, 20 in fuel vapor.
  • the quantity of fuel air-vapor mixture can be determined from the product of the pressure difference to which the valve 20 is subjected, by the opening time t R.C.O. of valve 20, by reference to the flow characteristic of this valve 20, stored in the computer 21 and for example tabulated at 100% R.C.O. (full opening), the aforementioned pressure difference being given by the difference between atmospheric pressure and P tub.
  • K CAN The estimation of the value of K CAN is made continuously from the evolution of KO2, if the installation operates in a closed loop and the valve 20 controls a purge flow.
  • K CAN The principle of this adaptation of K CAN consists, by reference to the drift of the richness coefficient KO2 compared to its nominal value 1, to increase or respectively decrease the value of K CAN if KO2 is lower or respectively higher than its nominal value 1 .
  • this slow variation of K CAN is only authorized by the computer 21 if the average value of KO2 is outside of a so-called “dead” enrichment band and of a so-called “dead” depletion band. , which extend on either side of the nominal value 1 of KO2, the width of the dead enrichment band being greater than that of the dead depletion band, in order to hold account for a possible mismatch of the shift D and / or of the gain G.
  • K CAN is authorized for a difference between the average value of the richness coefficient KO2 and its nominal value 1 which is representative of an enrichment greater than an enrichment threshold, corresponding to the width of the dead band d enrichment, for example 3%
  • the decrease in K CAN is authorized for a difference between the average value of KO2 and its nominal value 1 which is representative of an impoverishment greater than a depletion threshold, corresponding to the width of the dead depletion band, for example of the order of 1.5%.
  • K CAN On the lower curve of figure 3, which represents the evolution of K CAN, the value of K CAN is represented constant between T1 and T6, because it is supposed that the predetermined number m of successive transitions of KO2, taken into account for l slow adaptation of K CAN, is greater than 6.
  • the computer 21 commands a rapid adaptation of K CAN .
  • the rapid correction is thus interrupted at time T12, corresponding to the transition 43 of KO2, when R again becomes equal to 1.
  • the time delay ⁇ 1T initiated at the instant T7 of crossing by its signal KO2 of its nominal value 1, requires to continuously scan the difference between the current value of KO2 and its nominal value.
  • the time delay ⁇ 1T is replaced by a time delay ⁇ '1T, initiated at time T6 of the last transition 41 of K CAN, and flowing until time T8, provided that at this instant KO2 is found to diverge from its nominal value 1. Otherwise, there is no rapid correction of K CAN and the time delay ⁇ '1T is restarted.
  • the current value of K CAN is memorized by the computer 21.
  • this memorized value is weighted by taking into account a coefficient representative of the evolution of the thermal state of the engine, or, more generally, of the vehicle, during stopping, because the content of the canister and its steam purge circuit fuel can be very variable during this shutdown.
  • K CAN on restart is chosen equal to K CAN stored x 65/100, or 0.65 K CAN stored.
  • KO2 is arbitrarily fixed equal to 1, and the value of K CAN becomes uncertain, and its adaptation impossible. The continuous development of the K CAN coefficient is then interrupted during open loop operations.
  • the computer 21 which is in fact a central computing and control unit, with in particular the circuits of calculation, memories, counters, registers and other necessary regulation and control circuits and of known structure, comprises at least one microprocessor or microcontroller programmed and / or produced so as to control the progress of this process.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Supplying Secondary Fuel Or The Like To Fuel, Air Or Fuel-Air Mixtures (AREA)
EP19940401644 1993-07-20 1994-07-18 Verfahren und Vorrichtung zum korrigieren der Kraftstoffeinspritzungsdauer in Abhängigkeit des Durchflusses einer Tankentlüftungsanlage für einen Einspritzmotor Expired - Lifetime EP0636778B1 (de)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
FR9308884A FR2708046B1 (fr) 1993-07-20 1993-07-20 Procédé et dispositif de correction de la durée d'injection en fonction du débit de purge d'un circuit de purge à canister, pour moteur à injection.
FR9308884 1993-07-20
FR9308885 1993-07-20
FR9308885A FR2708049B1 (fr) 1993-07-20 1993-07-20 Procédé et dispositif d'estimation de la teneur en combustible d'un circuit de purge à canister, pour moteur à injection.

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EP0636778A1 true EP0636778A1 (de) 1995-02-01
EP0636778B1 EP0636778B1 (de) 1998-02-04

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EP19940401644 Expired - Lifetime EP0636778B1 (de) 1993-07-20 1994-07-18 Verfahren und Vorrichtung zum korrigieren der Kraftstoffeinspritzungsdauer in Abhängigkeit des Durchflusses einer Tankentlüftungsanlage für einen Einspritzmotor

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EP (1) EP0636778B1 (de)
DE (1) DE69408377T2 (de)
ES (1) ES2111874T3 (de)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2772081A1 (fr) * 1997-12-09 1999-06-11 Renault Procede de gestion des vapeurs d'hydrocarbures dans un reservoir de vehicule a moteur a combustion interne

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FR2567962A1 (fr) * 1984-07-23 1986-01-24 Renault Procede adaptatif de regulation de l'injection d'un moteur a injection
US4831992A (en) * 1986-11-22 1989-05-23 Robert Bosch Gmbh Method for compensating for a tank venting error in an adaptive learning system for metering fuel and apparatus therefor
WO1989010472A1 (en) * 1988-04-20 1989-11-02 Robert Bosch Gmbh Process and device for adjusting a fuel tank ventilator valve
WO1990000225A1 (de) * 1988-07-01 1990-01-11 Robert Bosch Gmbh Verfahren und vorrichtung zur tankentlüftungsadaption bei lambdaregelung
US5048493A (en) * 1990-12-03 1991-09-17 Ford Motor Company System for internal combustion engine
US5090388A (en) * 1990-12-03 1992-02-25 Ford Motor Company Air/fuel ratio control with adaptive learning of purged fuel vapors
EP0482239A1 (de) * 1990-10-24 1992-04-29 Siemens Aktiengesellschaft Kraftstoffeinspritzsystem für eine Brennkraftmaschine
EP0533405A1 (de) * 1991-09-16 1993-03-24 Ford Motor Company Limited Verbrennungsmotor

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FR2567962A1 (fr) * 1984-07-23 1986-01-24 Renault Procede adaptatif de regulation de l'injection d'un moteur a injection
US4831992A (en) * 1986-11-22 1989-05-23 Robert Bosch Gmbh Method for compensating for a tank venting error in an adaptive learning system for metering fuel and apparatus therefor
WO1989010472A1 (en) * 1988-04-20 1989-11-02 Robert Bosch Gmbh Process and device for adjusting a fuel tank ventilator valve
WO1990000225A1 (de) * 1988-07-01 1990-01-11 Robert Bosch Gmbh Verfahren und vorrichtung zur tankentlüftungsadaption bei lambdaregelung
EP0482239A1 (de) * 1990-10-24 1992-04-29 Siemens Aktiengesellschaft Kraftstoffeinspritzsystem für eine Brennkraftmaschine
US5048493A (en) * 1990-12-03 1991-09-17 Ford Motor Company System for internal combustion engine
US5090388A (en) * 1990-12-03 1992-02-25 Ford Motor Company Air/fuel ratio control with adaptive learning of purged fuel vapors
EP0533405A1 (de) * 1991-09-16 1993-03-24 Ford Motor Company Limited Verbrennungsmotor

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2772081A1 (fr) * 1997-12-09 1999-06-11 Renault Procede de gestion des vapeurs d'hydrocarbures dans un reservoir de vehicule a moteur a combustion interne
EP0922844A1 (de) * 1997-12-09 1999-06-16 Renault Betriebsverfahren für Kohlenwasserstoffdämpfe in einem Behälter eines Kraftwagens mit einer Brennkraftmaschine
WO2000040848A1 (fr) * 1997-12-09 2000-07-13 Renault Procede de gestion des vapeurs d'hydrocarbures dans un reservoir de vehicule a moteur a combustion interne

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DE69408377T2 (de) 1998-09-10
DE69408377D1 (de) 1998-03-12
ES2111874T3 (es) 1998-03-16

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