EP1317617B1 - Verfahren und elektronische steuereinrichtung zur diagnose der gemischbildung einer brennkraftmaschine - Google Patents

Verfahren und elektronische steuereinrichtung zur diagnose der gemischbildung einer brennkraftmaschine Download PDF

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Publication number
EP1317617B1
EP1317617B1 EP01971668A EP01971668A EP1317617B1 EP 1317617 B1 EP1317617 B1 EP 1317617B1 EP 01971668 A EP01971668 A EP 01971668A EP 01971668 A EP01971668 A EP 01971668A EP 1317617 B1 EP1317617 B1 EP 1317617B1
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EP
European Patent Office
Prior art keywords
mixture
fuel
internal combustion
tank venting
active
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
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EP01971668A
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German (de)
English (en)
French (fr)
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EP1317617A1 (de
Inventor
Gholamabas Esteghlal
Dieter Lederer
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Robert Bosch GmbH
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Robert Bosch GmbH
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Classifications

    • 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
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3076—Controlling fuel injection according to or using specific or several modes of combustion with special conditions for selecting a mode of combustion, e.g. for starting, for diagnosing
    • 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
    • F02D41/0035—Controlling the purging of the canister as a function of the engine operating conditions to achieve a special effect, e.g. to warm up the catalyst
    • F02D41/0037—Controlling the purging of the canister as a function of the engine operating conditions to achieve a special effect, e.g. to warm up the catalyst for diagnosing the engine
    • 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
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • 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
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3023—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode

Definitions

  • the invention relates to a method for the diagnosis of mixture formation in internal combustion engines with tank ventilation.
  • exhaust gas-relevant errors should be detected with on-board means and, if necessary, a fault lamp should be activated.
  • the mixture adaptation is also used for fault diagnosis. If, for example, the correction intervention of the adaptation is too large, this indicates an error.
  • the diagnosis of the fuel supply system is coupled to the mixture adaptation. This can only run with active lambda control, ie in particular not in operating modes in which lambda is only controlled (as for example in stratified operation with direct fuel injection (BDE), in non-regulated lean-burn operation with intake manifold injection).
  • active lambda control ie in particular not in operating modes in which lambda is only controlled (as for example in stratified operation with direct fuel injection (BDE), in non-regulated lean-burn operation with intake manifold injection).
  • the engine In stratified operation, the engine is operated with a highly stratified cylinder charge and high excess air to achieve the lowest possible fuel consumption.
  • the stratified charge is achieved by a late fuel injection, which ideally leads to the division of the combustion chamber into two zones: the first zone contains a combustible air-fuel mixture cloud at the spark plug. It is surrounded by the second zone, which consists of an insulating layer of air and residual gas.
  • the potential for optimizing consumption arises from the possibility of operating the engine largely unthrottled while avoiding charge cycle losses.
  • the shift operation is preferred at comparatively low load.
  • the engine is operated with homogeneous cylinder filling.
  • the homogeneous cylinder filling results from an early fuel injection during the intake process. As a result, a longer time is available for mixture formation until combustion.
  • the potential of this mode of performance optimization results, for example, from the utilization of the entire combustion chamber volume for filling with a combustible mixture.
  • the engine temperature must have reached the switch-on temperature threshold and the lambda probe must be ready for operation.
  • the current values of load and speed must be within certain ranges in which each is learned. This is known, for example, from US Pat. No. 4,584,982. Furthermore, homogeneous operation must be present.
  • the invention aims to increase the period in which the engine can be operated optimally in shift operation.
  • Switching to homogeneous operation for diagnostics reduces the fuel consumption advantage of gasoline direct injection, since the homogeneous operation is less favorable than the shift operation. Switching to homogeneous operation therefore increases fuel consumption unnecessarily if there is no fault. It should be avoided as much as possible without worsening the discovery of emissions relevant to exhaust emissions.
  • This desired effect is achieved with a method for diagnosing the mixture formation in internal combustion engines with combustion chambers and with tank ventilation, in which the diagnosis is coupled to a mixture adaptation, which runs only with active lambda control and in the outside of the active lambda control, an indication of a mixture or Probe error is detected by an error suspicion with active tank ventilation and inactive mixture adaptation is formed when a measure of the influence of the tank ventilation on the mixture composition, which is formed under the assumption of an intact system assumes implausible values, and in which then this suspicion exists, the mixture adaptation is requested in order to verify or falsify the suspicion, if necessary.
  • the internal combustion engine is operated with gasoline direct injection into the combustion chambers.
  • a further development is characterized in that the internal combustion engine at least in a first operating mode with stratified mixture distribution in the combustion chambers (stratified operation) and a second mode with homogeneous mixture distribution in the combustion chambers (homogeneous operation) is operated and that the detection of an indication of a mixture or probe error (suspected fault) takes place outside the active lambda control in the shift operation.
  • Another measure provides that when detected in shift operation indication of a mixture or probe error (suspected error), a switchover for diagnostic purposes to verify or falsify the suspected fault in the homogeneous operation.
  • Another measure provides for use with a control unit for controlling a tank ventilation system (12) and other functions for achieving efficient combustion of the fuel / air mixture in the combustion chamber, the dancer ventilation system 12 having an activated carbon filter 15 which is connected via corresponding lines or connections to the tank, the ambient air and the suction pipe of the internal combustion engine is connected, and has a arranged in the line to the intake manifold tank vent valve 16.
  • a precontrol value rk is formed for a Kraftstoffzumesssignal for fuel injection into at least one of the combustion chambers in response to at least the rotational speed n and a signal ml on the sucked by the engine air quantity, wherein a mismatch of the amount of fuel to the amount of air in the signal Us an exhaust gas probe forms from which a controller 2.3 forms a control manipulated variable fr, which reduces the mismatch by a multiplicative link with the pilot control value rk.
  • a further measure provides for forming an adaptation engagement on the fuel metering signal formation by forming an average value frm of the control variable fr and by correcting the fuel metering signal formation with an adaptation intervention variable fra based on said mean value.
  • Another measure provides that in shift operation, although no mixture adaptation, but a tank venting takes place.
  • a further development provides that if the loading of the regeneration gas of the TE is outside a plausible range, the suspected fault is set.
  • the invention is also directed to an electronic control device for carrying out the method according to the above-mentioned methods and developments for the diagnosis of mixture formation.
  • the invention provides a method for diagnosing the mixture formation in internal combustion engines with tank ventilation, wherein the diagnosis is coupled to the mixture adaptation and can only run with active lambda control.
  • the mixture adaptation thus does not run in particular in operating modes of the internal combustion engine in which lambda is only controlled.
  • the method is characterized by the fact that outside the active lambda control, an indication of a mixture or probe error is also detected in stratified or lean operation, in particular in BDE, but basically also in lean operation with intake manifold injection.
  • a suspected fault is formed with active tank ventilation and non-active mixture adaptation. If a measure of the influence of the tank ventilation on the mixture composition, which is formed assuming an intact system, assumes implausible values, the mixture adaptation is requested in order to verify the suspicion, if necessary.
  • the setting of a suspected error for the mixture in the TE is particularly advantageous in BDE engines, since it allows both in the shift and in the homogeneous operation error detection and thus the activation of the GA.
  • the GA in turn requires an active lambda control, ie homogeneous operation, so it can not be activated in shift operation and thus detect no error. Switching to homogeneous operation for diagnostic purposes only takes place in case of justified suspicion of an error. An undesirable restriction of the shift operation is thus avoided.
  • Fig. 1 shows the technical environment of the invention.
  • FIG. 1 represents the combustion chamber of a cylinder of an internal combustion engine.
  • An inlet valve 2 controls the flow of air to the combustion chamber.
  • the air is sucked in via a suction pipe 3.
  • the intake air amount can be varied via a throttle valve 4, which is controlled by a control unit 5.
  • Exhaust gas sensor 16 may be, for example, a lambda probe whose Nernst voltage indicates the oxygen content in the exhaust gas.
  • the exhaust gas is passed through at least one catalytic converter 15 in which pollutants are converted from the exhaust gas and / or temporarily stored.
  • 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 outputs output signals for adjusting the throttle angle alpha by an actuator 9 and for controlling a fuel injection valve 10, dosed by the fuel into the combustion chamber of the engine becomes. In addition, by the Control unit, the triggering of the ignition via an ignition device 11 controlled.
  • the throttle valve angle alpha and the injection pulse width ti are essential control variables to be coordinated with each other for realizing the desired torque.
  • Another key variable for influencing the torque is the angular position of the ignition relative to the piston movement.
  • the determination of the manipulated variables for adjusting the torque is the subject of DE 1 98 51 990, which should be included in the extent to the disclosure.
  • controller controls a tank ventilation 12 and other functions to achieve efficient combustion of the fuel / air mixture in the combustion chamber.
  • the gas power resulting from the combustion is converted by the piston 13 and crank mechanism 14 into a torque.
  • the Tankentluftungsstrom 12 consists of an activated carbon filter 18 which communicates via corresponding lines or connections to the tank 20, the ambient air 17 and the intake manifold of the engine, wherein in the line to the intake manifold a tank vent valve 19 is arranged.
  • the activated carbon filter 18 stores in the tank 20 evaporating fuel.
  • the tank venting valve 19 is opened by the control unit 5
  • air is sucked out of the environment 17 through the activated carbon filter, which discharges the stored fuel into the air.
  • This also called Tankentlwestsgemisch or as a regeneration gas fuel-air mixture affects the Composition of the total internal combustion engine supplied mixture.
  • the proportion of fuel in the mixture is also determined by metering fuel via the fuel metering device 10, which is adapted to the intake air quantity.
  • the fuel sucked in via the tank ventilation system can correspond in extreme cases to a proportion of about one third to half of the total fuel quantity.
  • FIG. 2 illustrates the formation of a fuel metering signal based on the signals of FIG. 1 and the operation of an adaptation.
  • FIG. 2 shows the formation of the fuel metering signal.
  • Block 2.1 represents a map, which is addressed by the rotational speed n and the relative air charge rl and are stored in the pilot control values rk for the formation of the fuel metering signals.
  • the relative air charge rl is related to a maximum filling of the combustion chamber with air and thus to a certain extent indicates the fraction of the maximum combustion chamber or cylinder filling. It is essentially formed from the signal ml.
  • rk corresponds to the amount of fuel allocated to the air quantity rl.
  • Block 2.2 shows the known multiplicative lambda control intervention.
  • a mismatch of the amount of fuel to the amount of air is reflected in the signal Us of the exhaust probe.
  • a controller 2.3 forms the control manipulated variable fr, which reduces the mismatch via the intervention 2.2.
  • Block 2.4 thus represents the conversion of the relative and corrected fuel quantity into a real drive signal taking into account fuel pressure, injection valve geometry, etc.
  • the blocks 2.5 to 2.9 represent the known operating parameter-dependent mixture adaptation which can act multiplicatively and / or additively.
  • the circle 2.9 should represent these 3 possibilities.
  • the switch 2.5 is opened or closed by the means 2.6, wherein the means 2.6 operating parameters of the internal combustion engine such as temperature T, air mass ml and speed n is supplied. Means 2.6 in conjunction with the switch 2.5 thus allows a operating parameter range-dependent activation of the three adaptation options mentioned.
  • the formation of the adaptation engagement on fuel metering signal formation is illustrated by blocks 2.7 and 2.8.
  • Block 2.7 forms the mean value frm of the control manipulated variable fr when the switch 2.5 is closed. Deviations of the mean value frm from the neutral value 1 are taken over by the block 2.8 into the adaptation intervention variable fra.
  • control manipulated variable fr initially goes against 1.05 due to a mismatching of the precontrol.
  • the deviation 0.05 from the value 1 is adopted by the block 2.8 in the value fra of the adaptation intervention.
  • fra goes against 1.05, with the result that again goes to 1.
  • the adaptation ensures that misadjustments of the feedforward control do not have to be compensated for every change of operating point.
  • This adaptation of the ⁇ daptions united fra is carried out at high temperatures of the internal combustion engine, for example, above a cooling water temperature of 70 ° Celsius then closed switch 2.5; once adjusted, fra also acts with open switch 2.5 on the formation of the fuel metering signal.
  • the solution according to the invention is based on the fact that in shift operation, although no mixture adaptation, but a tank ventilation takes place.
  • the tank ventilation is used to equalize the pressure between the fuel tank and the environment, which is required for example in case of increased evaporation of the fuel due to heating or decrease in ambient pressure.
  • Input variables of this calculation are in addition to the Lämbdasondensignal the measured intake air quantity, the metered via the injectors fuel quantity and off the Regeneriergasmenge deducible the Anêttastiety for the tank venting valve and other boundary conditions.
  • a certain (known) intake air quantity and a certain (known) quantity of fuel metered in via the injection valves, in conjunction with a specific (known) amount of regeneration gas and a certain (unknown) fuel vapor fraction, at the regeneration gas quantity results in a specific oxygen concentration in the exhaust gas.
  • oxygen concentration When measured by measurement with an exhaust gas probe (known) oxygen concentration thus results in the desired load by calculation.
  • the fuel fraction of the tank ventilation is determined based on the total fuel quantity.
  • This proportion of fuel is the control variable of the tank ventilation, which is regulated to a working point dependent preset value. For example, at a certain operating point, perhaps 30% of the total fuel flow is to flow through the tank vent valve while the other 70% is injected via fuel injectors.
  • this fuel fraction is limited to predetermined limits depending on the total fuel amount, for example, to 50%. If there is no error, these limits are not reached.
  • a mixture or sensor error outside of the tank ventilation is interpreted as a loading of the regeneration gas with active tank ventilation.
  • the actual load will not match the calculated load.
  • the specified limits can be achieved. If, at the same time, the mixture control factor is not within a predetermined range around its normal position, this is interpreted as an indication of a mixture or probe error and the error suspicion is set. As soon as one of the limit values is reached, further opening of the tank ventilation valve is actively prevented.
  • the mixture control factor is the factor for the mixture deviation formed in the tank ventilation phase (control factor of the lambda control multiplied by the ratio of the lambda actual value to the lambda nominal value). From the deviation of this factor from its neutral value (one), the loading of the regeneration gas is adapted and thus the fuel content of the tank ventilation on the total fuel.
  • the mixture adaptation is requested, the activation of which is switched to an operating mode with active lambda control, ie to homogeneous operation in the case of BDE, and the tank venting is switched off. This ensures that an existing mixture error is adapted; If the adaptation values run against limit values, an error entry occurs. The previous suspicion is thus verified.
  • the loading of the regeneration gas is incorrectly adapted.
  • the loading is reset to a neutral value after a closure of the tank-venting valve due to operational conditions before the next opening.
  • the suspected error is reset after the mixture has been adapted.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (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)
  • Combined Controls Of Internal Combustion Engines (AREA)
EP01971668A 2000-09-04 2001-08-29 Verfahren und elektronische steuereinrichtung zur diagnose der gemischbildung einer brennkraftmaschine Expired - Lifetime EP1317617B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10043859 2000-09-04
DE10043859A DE10043859A1 (de) 2000-09-04 2000-09-04 Verfahren zur Diagnose der Gemischbildung
PCT/DE2001/003301 WO2002020969A1 (de) 2000-09-04 2001-08-29 Verfahren und elektronische steuereinrichtung zur diagnose der gemischbildung einer brennkraftmaschine

Publications (2)

Publication Number Publication Date
EP1317617A1 EP1317617A1 (de) 2003-06-11
EP1317617B1 true EP1317617B1 (de) 2006-02-15

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US (1) US6739310B2 (es)
EP (1) EP1317617B1 (es)
JP (1) JP4700258B2 (es)
KR (1) KR20020068336A (es)
DE (2) DE10043859A1 (es)
ES (1) ES2257442T3 (es)
MX (1) MXPA02004305A (es)
RU (1) RU2002113762A (es)
WO (1) WO2002020969A1 (es)

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DE102008007030A1 (de) * 2008-01-31 2009-08-06 Continental Automotive Gmbh Verfahren und Vorrichtung zur Überprüfung der Funktionsfähigkeit einer Tankentlüftungsvorrichtung für eine Brennkraftmaschine
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DE102008007030A1 (de) * 2008-01-31 2009-08-06 Continental Automotive Gmbh Verfahren und Vorrichtung zur Überprüfung der Funktionsfähigkeit einer Tankentlüftungsvorrichtung für eine Brennkraftmaschine
US8041496B2 (en) 2008-01-31 2011-10-18 Continental Automotive Gmbh Method and device for checking the operability of a tank venting device for an internal combustion engine

Also Published As

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WO2002020969A1 (de) 2002-03-14
US6739310B2 (en) 2004-05-25
ES2257442T3 (es) 2006-08-01
JP2004508489A (ja) 2004-03-18
DE10043859A1 (de) 2002-03-14
EP1317617A1 (de) 2003-06-11
US20030075140A1 (en) 2003-04-24
DE50108959D1 (de) 2006-04-20
KR20020068336A (ko) 2002-08-27
MXPA02004305A (es) 2003-01-28
JP4700258B2 (ja) 2011-06-15
RU2002113762A (ru) 2004-01-20

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