EP1315630A1 - Procede de diagnostic de la soupape de ventilation du reservoir a carburant - Google Patents

Procede de diagnostic de la soupape de ventilation du reservoir a carburant

Info

Publication number
EP1315630A1
EP1315630A1 EP01962667A EP01962667A EP1315630A1 EP 1315630 A1 EP1315630 A1 EP 1315630A1 EP 01962667 A EP01962667 A EP 01962667A EP 01962667 A EP01962667 A EP 01962667A EP 1315630 A1 EP1315630 A1 EP 1315630A1
Authority
EP
European Patent Office
Prior art keywords
air
tank ventilation
throttle valve
energy flow
valve
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.)
Granted
Application number
EP01962667A
Other languages
German (de)
English (en)
Other versions
EP1315630B1 (fr
Inventor
Gholamabas Esteghlal
Dieter Lederer
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
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1315630A1 publication Critical patent/EP1315630A1/fr
Application granted granted Critical
Publication of EP1315630B1 publication Critical patent/EP1315630B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

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
    • F02M25/0809—Judging failure of purge control system

Definitions

  • the invention relates to a method for diagnosing the tank ventilation valve in internal combustion engines.
  • the invention aims to enable a reliable diagnosis without being dependent on the fuel portion of the regeneration gas.
  • This goal is achieved with a method for testing the functionality of a tank ventilation valve between an internal combustion engine and a fuel vapor accumulator, wherein the stored fuel vapor from the fuel vapor accumulator is fed to the internal combustion engine when the tank ventilation valve is open and the fuel vapor supply represents a first energy flow to the internal combustion engine, and also to the internal combustion engine Air flows in via a throttle valve and this air is assigned a second energy flow and means are provided which keep the sum of both energy flows at a predetermined value when the tank venting valve is actuated in an opening manner and wherein the tank ventilation valve is actuated in an opening manner and a change resulting from the opening actuation of the energy flow delta E is determined via the throttle valve and compared with a predetermined threshold and being a small one e Energy flow change that does not exceed the threshold (threshold) is considered a fault in the tank ventilation valve.
  • a further embodiment provides that a sufficiently large change in energy flow that exceeds the threshold value (threshold) is evaluated as a sign of a functional tank ventilation valve.
  • a further embodiment provides that the energy flow via the throttle valve is defined as the product of the air flowing through the throttle valve and the efficiency with which this air is burned after being mixed with fuel.
  • a further embodiment provides that, to determine the energy flow change, a first charge detection is carried out via an intake manifold pressure sensor and a second charge detection via an evaluation of the throttle valve position in connection with the rotational speed, and the cylinder filling with air at a given speed is determined by the partial pressure portion of the air in the intake manifold pressure and wherein the amount of air flowing through the throttle valve, which represents a factor of the energy flow, is controlled by the control device in such a way that, for example, a constant engine speed is set while the engine is under load while idling.
  • Tank ventilation valve is already almost completely closed, the additional torque, which results from the additional filling from the opened tank ventilation valve, is destroyed by a deterioration in the ignition angle efficiency.
  • the invention is also directed to an electronic control device for carrying out at least one of the above-mentioned methods and embodiments.
  • the energy flow can be defined as the product of the air flowing through the throttle valve and the efficiency with which this air is burned after being mixed with fuel.
  • a sufficiently large energy flow change that exceeds the threshold value (threshold) can be regarded as a sign of a functioning tank ventilation valve.
  • a first charge detection can be carried out via an intake manifold pressure sensor and a second charge detection via an evaluation of the throttle valve position in connection with the speed.
  • the cylinder filling with air at a given speed can be determined by the partial pressure of the air in the intake manifold pressure and the amount of air flowing via the throttle valve, which is a factor of the energy flow, can be controlled by the control unit so that, for example, the engine remains idle while the engine is under constant load sets a stable engine speed.
  • the intake manifold pressure does not change when the tank ventilation valve is opened, because the additional opening cross section of the tank ventilation valve is compensated for by reducing the opening cross section of the throttle valve.
  • the reduction in the opening cross section of the throttle valve correlates with the change in the energy flow via the throttle valve.
  • Tank ventilation valve is already almost completely closed, a destruction of the additional torque, which results from the additional filling from the opened tank ventilation valve
  • the method according to the invention advantageously allows a reliable differentiation of defective and functional tank ventilation valves regardless of the fuel content of the regeneration gas.
  • the tank ventilation valve in lean operation, as is important, for example, in internal combustion engines with gasoline direct injection. Because the diagnosis can be carried out in lean operation, it is not necessary to interrupt the lean operation for diagnosis of the tank ventilation valve. This saves fuel compared to a diagnosis outside of lean operation.
  • Fig. 1 shows the technical environment in which the invention is used.
  • the 1 in FIG. 1 represents the combustion chamber of a cylinder of an internal combustion engine.
  • the inflow of air to the combustion chamber is controlled via an inlet valve 2.
  • the air is sucked in via a suction pipe 3.
  • the amount of intake air can be varied via a throttle valve 4 by one Control unit 5 is controlled.
  • the control unit is supplied with signals about the driver's desired torque, for example about the position of an accelerator pedal 6, a signal about the engine speed n from a speed sensor 7 and a signal about the amount ml of the intake air from an air flow meter 8.
  • an intake manifold pressure sensor 8a and / or a throttle valve position sensor 8b is provided for air volume measurement.
  • the term filling detection is also used.
  • the term filling refers to the amount of air in a single cylinder and thus describes the amount of air related to the filling of a single cylinder. In a first approximation, this is the measured intake air quantity of the internal combustion engine divided by the number of cylinders and the speed and thus standardized to one stroke.
  • control unit 5 From these and possibly other input signals via further parameters of the internal combustion engine, such as intake air and coolant temperature and so on, the control unit 5 forms output signals for setting the throttle valve angle alpha by means of an actuator 9 and for controlling a fuel injection valve 10, by means of which fuel is metered into the combustion chamber of the engine becomes.
  • the control unit also controls the triggering of the ignition via an ignition device 11.
  • the throttle valve angle alpha and the injection pulse width ti are essential, coordinated manipulated variables for realizing the desired torque.
  • Another important manipulated variable for influencing the torque is the angular position of the ignition relative to the piston movement. •
  • the determination of the manipulated variables for setting the torque is the subject of DE 1 98 51 990, which is to be included in the disclosure to this extent.
  • control unit controls a tank ventilation 12 and further functions to achieve efficient combustion of the fuel / air mixture in the combustion chamber.
  • the gas force resulting from the combustion is converted into a torque by pistons 13 and crank mechanism 14.
  • the tank ventilation system 12 consists of an activated carbon filter 15, which communicates with the tank, the ambient air and the intake manifold of the internal combustion engine via corresponding lines or connections, a tank ventilation valve 16 being arranged in the line to the intake manifold.
  • the activated carbon filter 15 stores evaporating fuel in the tank 5.
  • air is drawn from the environment 17 through the activated carbon filter, which releases the stored fuel into the air.
  • This fuel-air mixture also known as a tank ventilation mixture or also as a regeneration gas, influences the composition of the mixture supplied to the internal combustion engine as a whole.
  • the proportion of fuel in the mixture is also determined by metering fuel via the fuel metering device 10, which is adapted to the amount of air drawn in.
  • the fuel drawn in via the tank ventilation system can correspond to a proportion of approximately one third to half of the total fuel quantity. 2 shows a flow chart as an exemplary embodiment of the method according to the invention.
  • Step 2.1 the tank ventilation valve is triggered to open.
  • Step 2.2 is used to determine the change delta E of the energy flow via the throttle valve after the opening actuation of the tank ventilation valve. Examples for the determination of delta E follow below.
  • step 2.3 the energy flow change delta E is compared with a predetermined threshold.
  • a small energy flow change that does not exceed the threshold value (threshold) is evaluated as an error in step 2.4.
  • This evaluation can be carried out, for example, by activating an error lamp or by storing the error message in the control unit.
  • the change in energy flow can be determined, for example, in the following manner, a first charge detection using an intake manifold pressure sensor and a second charge detection using an evaluation of the throttle valve position in conjunction with the speed being required.
  • the cylinder filling with air is determined by the partial pressure of the air in the intake manifold pressure.
  • the amount of air flowing through the throttle valve, which is a factor of the energy flow, is controlled by the control unit in such a way that a stable engine speed is established, for example, when the engine is loaded at idle speed.
  • a charge is recorded from the throttle valve position alpha and the speed n (alpha, n - charge detection).
  • both filling detections are compared or the values of both detections are assigned to one another as the same.
  • Throttle valve position (smaller opening angle) gives the alpha, n charge detection a changed value.
  • the change is proportional to the change in energy flow through the throttle valve.
  • the energy flow change via the throttle valve can be determined from the reaction of a speed controller:
  • the energy flow via the throttle valve changes, for example, through the reaction of a speed controller to the inflow of fuel / air mixture via the tank ventilation valve into the intake manifold.
  • the speed controller responds by closing the throttle valve.
  • the change in the energy flow can be determined in step 2.2 from the extent of the closing adjustment.
  • a functioning tank ventilation valve indicates a sufficiently large change.
  • the energy flow through the throttle valve is particular proportional to the product of the air mass flow via the throttle valve and the ignition angle efficiency.
  • An ignition angle efficiency of, for example, 100% means that the combustion energy which can be obtained from the intake air mass after being mixed with fuel is converted into torque.
  • the ignition angle efficiency is, for example, 80%, only 80% of the theoretical maximum value is converted into moment.
  • the effect is the same as if only 80% of a reference air mass is converted to 100% at the moment.
  • a fictitious air mass can be assigned to the product of ignition angle efficiency and air mass.
  • an energy flow can be assigned to the air mass flow via the throttle valve through the combination with the ignition angle efficiency, which corresponds to a fictitious air mass which is converted into energy or into moment after being mixed with fuel.
  • this is used for diagnosis:
  • the change in energy flow can be determined and evaluated for diagnosis.
  • Stratified operation with gasoline direct injection is characterized by near-free, unthrottled operation with a large excess of air.
  • the throttle valve is about 80% open.
  • the torque is not set via the mixture quantity, but rather via the mixture quality, ie the fuel quantity.
  • the combustibility of the mixture with a large excess of air is achieved by a spatially inhomogeneous mixture distribution in the combustion chamber.
  • This operating mode is also called shift operation.
  • a distinction must be made between operation with a homogeneous mixture distribution without or with less excess air.
  • the incomplete opening of the throttle valve in shift operation causes so-called throttling, which ensures that the absolute Intake manifold pressure does not exceed a predetermined value.
  • a criterion for the location of this value is, for example, the minimum torque that can be set for a given cylinder charge by varying the amount of fuel.
  • the fuel quantity must not drop below a minimum value below which the mixture is no longer combustible. If this minimum value is connected with a too high moment at high intake manifold pressure, the intake manifold pressure must be reduced by the mentioned throttling.
  • the diagnosis runs as follows: First, a certain throttling, for example, to an intake manifold pressure of 700 mbar, is set by the throttle valve, so that the flammability limit is not exceeded when the tank ventilation valve is opened.
  • Tank ventilation valve the pressure rises to 800 mbar, for example, which is registered by the intake manifold pressure sensor.
  • the change in the energy flow can also be compared with an expected value that arises in a functional system. In this case, a deviation that is too large indicates an error.

Landscapes

  • 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)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Electrical Control Of Ignition Timing (AREA)

Abstract

L'invention concerne un procédé de vérification du bon fonctionnement d'une soupape de ventilation du réservoir à carburant située entre un moteur à combustion interne et un accumulateur de vapeur de carburant. Selon ce procédé, la vapeur de carburant stockée est acheminée de l'accumulateur de vapeur de carburant jusqu'au moteur à combustion interne lorsque la soupape de ventilation du réservoir à carburant est ouverte. L'alimentation en vapeur de carburant représente un premier courant d'énergie vers le moteur à combustion interne. De plus, le moteur à combustion interne est balayé par de l'air cédé par un clapet d'étranglement, un deuxième courant d'énergie étant affecté à cet air. Des moyens permettent de maintenir la somme des deux courants d'énergie à une valeur déterminée. La soupape de ventilation du réservoir à carburant est commandée à l'ouverture. On détermine par le clapet d'étranglement toute modification du courant d'énergie delta E, due à la commande d'ouverture, et l'on compare à un seuil prédéterminé. On évalue comme erreur toute petite modification du courant d'énergie ne dépassant pas la valeur seuil (Seuil).
EP01962667A 2000-09-01 2001-08-23 Procede de diagnostic de la soupape de ventilation du reservoir a carburant et dispositif de commande Expired - Lifetime EP1315630B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10043071A DE10043071A1 (de) 2000-09-01 2000-09-01 Verfahren zur Diagnose des Tankentlüftungsventils
DE10043071 2000-09-01
PCT/DE2001/003225 WO2002018165A1 (fr) 2000-09-01 2001-08-23 Procede de diagnostic de la soupape de ventilation du reservoir a carburant

Publications (2)

Publication Number Publication Date
EP1315630A1 true EP1315630A1 (fr) 2003-06-04
EP1315630B1 EP1315630B1 (fr) 2008-10-08

Family

ID=7654617

Family Applications (1)

Application Number Title Priority Date Filing Date
EP01962667A Expired - Lifetime EP1315630B1 (fr) 2000-09-01 2001-08-23 Procede de diagnostic de la soupape de ventilation du reservoir a carburant et dispositif de commande

Country Status (7)

Country Link
US (1) US6886397B2 (fr)
EP (1) EP1315630B1 (fr)
JP (2) JP2004507664A (fr)
CN (1) CN1283483C (fr)
DE (2) DE10043071A1 (fr)
ES (1) ES2311022T3 (fr)
WO (1) WO2002018165A1 (fr)

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DE10136183A1 (de) 2001-07-25 2003-02-20 Bosch Gmbh Robert Verfahren und Steuergerät zur Funktionsdiagnose eines Tankentlüftungsventils einer Brennstofftankanlage insbesondere eines Kraftfahrzeuges
DE10150420A1 (de) * 2001-10-11 2003-04-30 Bosch Gmbh Robert Verfahren zur Überprüfung der Funktionsfähigkeit eines Tankentlüftungsventils einer Tankentlüftungsanlage
DE10220223B4 (de) * 2002-05-06 2004-03-18 Robert Bosch Gmbh Verfahren zur Funktionsdiagnose eines Tankentlüftungsventils in einer Brennstofftankanlage einer Brennkraftmaschine mit alpha/n-basierter Füllungserfassung
DE10324813B4 (de) * 2003-06-02 2015-12-31 Robert Bosch Gmbh Verfahren zur Diagnose eines Tankentlüftungsventils
FR2900981B1 (fr) * 2006-05-12 2012-04-27 Siemens Vdo Automotive Procede de diagnostic de fonctionnement d'un dispositif de purge d'un moteur
DE102008064345A1 (de) 2008-12-20 2010-06-24 Audi Ag Verfahren zur Prüfung der Funktion eines Tankentlüftungsventils
DE102009002746A1 (de) * 2009-04-30 2010-11-04 Robert Bosch Gmbh Verfahren zur Prüfung der Funktionsfähigkeit eines Tankentlüftungsventils
DE102010031216B4 (de) * 2009-09-18 2024-03-14 Robert Bosch Gmbh Verfahren zur Prüfung der Funktionsfähigkeit eines Tankabsperrventils einer Kraftstoff-Tankanlage
US8631783B2 (en) * 2009-11-18 2014-01-21 GM Global Technology Operations LLC Method and apparatus for controlling engine torque during intrusive testing
FR2958690B1 (fr) * 2010-04-08 2014-01-17 Continental Automotive France Procede et dispositif de detection de blocage de vanne de purge de filtre a vapeurs d'essence
DE102011084403A1 (de) 2011-10-13 2013-04-18 Robert Bosch Gmbh Tankentlüftungssystem und Verfahren zu dessen Diagnose
DE102011084859B4 (de) * 2011-10-20 2024-04-25 Robert Bosch Gmbh Verfahren zur Diagnose eines Tankentlüftungsventils
KR101725641B1 (ko) 2015-07-10 2017-04-11 현대오트론 주식회사 캐니스터 퍼지 밸브 고착 진단 방법 및 이를 위한 자동차 시스템
US10087857B2 (en) * 2016-09-13 2018-10-02 Ford Global Technologies, Llc Secondary system and method for controlling an engine
DE102016121900A1 (de) * 2016-11-15 2018-05-17 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Verfahren zur Diagnose eines Tankentlüftungsventils
SE540345C2 (en) * 2016-11-15 2018-07-17 Scania Cv Ab A method and system for diagnosing at least one pressure relief valve of a liquefied gas fuel system for a vehicle
DE102018217662A1 (de) * 2018-10-15 2020-04-16 Continental Automotive Gmbh Verfahren zur Diagnose eines Tankentlüftungssystems

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Also Published As

Publication number Publication date
JP2004507664A (ja) 2004-03-11
DE10043071A1 (de) 2002-03-14
EP1315630B1 (fr) 2008-10-08
WO2002018165A1 (fr) 2002-03-07
DE50114397D1 (de) 2008-11-20
US20040040537A1 (en) 2004-03-04
US6886397B2 (en) 2005-05-03
ES2311022T3 (es) 2009-02-01
CN1450962A (zh) 2003-10-22
CN1283483C (zh) 2006-11-08
JP2011252499A (ja) 2011-12-15

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