EP1944490A1 - Kraftstoffregelungsverfahren - Google Patents

Kraftstoffregelungsverfahren Download PDF

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Publication number
EP1944490A1
EP1944490A1 EP07000428A EP07000428A EP1944490A1 EP 1944490 A1 EP1944490 A1 EP 1944490A1 EP 07000428 A EP07000428 A EP 07000428A EP 07000428 A EP07000428 A EP 07000428A EP 1944490 A1 EP1944490 A1 EP 1944490A1
Authority
EP
European Patent Office
Prior art keywords
fuel
crankcase
amount
combustion chambers
control method
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.)
Withdrawn
Application number
EP07000428A
Other languages
English (en)
French (fr)
Inventor
Jouko Gäddevik
Torkel Wahlberg
Thomas Wittefeldt
Erik Sunnegårdh
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.)
GM Global Technology Operations LLC
Original Assignee
GM Global Technology Operations LLC
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 GM Global Technology Operations LLC filed Critical GM Global Technology Operations LLC
Priority to EP07000428A priority Critical patent/EP1944490A1/de
Priority to PCT/EP2008/000058 priority patent/WO2008083944A1/en
Publication of EP1944490A1 publication Critical patent/EP1944490A1/de
Withdrawn legal-status Critical Current

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    • 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
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/047—Taking into account fuel evaporation or wall wetting
    • 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
    • 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
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
    • F02D41/126—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off transitional corrections at the end of the cut-off period
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/08—Engine blow-by from crankcase chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/11—Oil dilution, i.e. prevention thereof or special controls according thereto

Definitions

  • the present invention relates to a fuel control method for an internal combustion engine, in particular for an engine for a motor vehicle which is capable of running on alcohol-containing fuel.
  • Combustion engines of this type have received considerable public interest in recent times in view of the fact that alcohol is a renewable resource, and that worldwide supplies of petrol are dwindling. Due to the limited availability of ethanol fuel, engines have been developed which are capable of running on fuels that contain gasoline and ethanol in varying proportions. In order to ensure stoichiometric combustion, these engines must be able to adjust the air-fuel ratio according to the composition. For example, if an engine operates on pure ethanol, its air-fuel ratio must be set approx. 1.4 times higher than when it operates on gasoline, in order to achieve stoichiometric combustion. Adaptation of the air-fuel ratio to the fuel composition should be automatic, so that a user can refill a tank with a fuel of arbitrary composition, which may be different from that of residual fuel, which may be present in the tank.
  • the need for the air-fuel ratio to be tuneable in a wide range can cause serious problems if the parameters on which control of the air-fuel ratio is based exhibit transient fluctuations which are not based on a change in the fuel composition.
  • a known source for such transient fluctuations is the tendency of the fuel to wash down into the crankcase of the engine and to mix with oil in the crankcase while the engine is cold, in particular during cranking.
  • ethanol in this washed-down fuel will evaporate, and since in most spark-ignited combustion engines the combustion chambers receive part of their intake air from the crankcase, it will cause the air-fuel ratio in the combustion chamber to be richer than expected.
  • the ratio between air from the crankcase and fresh inlet air in the combustion chambers depends on inlet pressure and engine speed, parameters which may fluctuate at a timescale of seconds. Accordingly, the amount of fuel vapour from the crankcase in the combustion chambers may vary widely in a short timescale, making closed-loop control of the injected fuel amount based on the exhaust gas composition extremely difficult.
  • the object of the present invention is, therefore, to provide a fuel control method for an internal combustion engine which is compatible with a wide tuning range of the air-fuel ratio, on the onc hand, while avoiding fuel metering problems related to a possible presence of fuel vapour in the crankcase.
  • the fuel vapour flow from the crankcase can be estimated to be negligible if at least one of the following conditions is met:
  • the monitoring step a) above preferably comprises incrementing an estimated amount of fuel in the crankcase in proportion to an amount of fuel injected into the combustion chambers while cranking. In other words, it may be assumed that a certain fraction of the fuel which is injected during cranking is washed down into the crankcase oil.
  • the monitoring step a) may comprise decrementing an estimated amount of fuel in the crankcase at a constant rate.
  • the decrease rate of the estimated amount of fuel may be obtained by dividing the estimated amount of fuel at the start of the engine by the predetermined time mentioned above.
  • the predetermined air-fuel ratio may be set by closed loop control based on exhaust gas composition. As soon as the monitored fuel amount rises above the predetermined threshold, the closed-loop is preferably disabled, so that fluctuations of the exhaust gas composition caused by the introduction of fuel vapour from the crankcase into the combustion chambers will not have an influence on the predetermined air-fuel ratio.
  • vapour flow may be estimated proportional to at least one of the following parameters:
  • FIG. 1 In the simplified representation of Fig. 1 , only a single combustion chamber 1 of an internal combustion engine of a motor vehicle is shown; it being understood that a plurality of such combustion chambers 1 will conventionally be arranged along a crankshaft 2 extending perpendicular to the plane of the drawing. All combustion chambers 1 are connected to an intake manifold 3 by an intake valve 4, and to an exhaust duct 5 by an exhaust valve 6. A throttle 7 at an upstream end of intake manifold 3 controls the flow of fresh air to the combustion chambers 1.
  • An injection valve 12 for injecting fuel is shown at the upper end of combustion chamber 1. Alternatively, it might be located in a downstream portion of intake manifold 3.
  • a fuel controller circuit 15 controls the amount of fuel injected by valve 12 in a closed loop based on e.g. engine speed data from an engine speed sensor, not shown, airflow data from an airflow sensor 16 placed in the intake manifold 3, and data on the composition of the exhaust gas, in particular on their oxygen content, from a lambda sensor 18 provided at a upstream side of a catalytic converter 17 placed in exhaust duct 5.
  • the fuel controller circuit 15 has stored in it a current air-fuel ratio AFR and calculates the amount of fuel to be injected by valve 12 based on the airflow detected by airflow sensor 16 and the air-fuel ratio AFR.
  • the injection quantity determined by controller 15 may be modified at 19 by a compensation quantity from compensating circuit 20, the operation of which will be explained later referring to Fig. 3 .
  • the compensating circuit 20 is connected, among others, to a pressure sensor 14 located at intake manifold 3 between throttle 7 and intake valve 4.
  • Oil 9 at the bottom of crankcase 8 is supplied to moving parts of the engine by conventional means, not shown.
  • a ventilation duct 10 from crankcase 8 reaches intake manifold 3 at a downstream side of throttle 7, so that when the engine is operating, a negative pressure in the intake manifold 3 generated by throttle 7 will cause a valve 11 between ventilation duct 10 and intake manifold 3 to open and air to flow from crankcase 8 through intake manifold 3 into combustion chambers 1.
  • the valve 11 prevents an airflow in the reverse direction, from intake manifold 3 to crankcase 8, in case that the pressure in the intake manifold 3 should exceed that in crankcase 8.
  • exhaust fumes and water vapour which escape from combustion chamber 1 into crankcase 8 while the engine is operating, are evacuated. However, not only exhaust gas escapes from combustion chamber 1 into the crankcase 8, but also, in particular while the engine is cranking, unburned fuel.
  • this down-washed fuel mixes with the oil 9 in the crankcase 8.
  • the engine When the engine becomes warm, it will evaporate from the oil, and the evaporated fuel is re-introduced into combustion chamber 1 via ventilation duct 10. If the fuel injected at that time by injection valve 12 is metered so as to achieve stoichiometric combustion, the fuel vapour from the crankcase will cause the engine to run rich. If the fuel contains components which tend to evaporate quickly from the crankcase oil, such as, in particular, ethanol, the contribution of these fuel vapours to the overall fuel quantity in combustion chamber 1 can be significant. This may lead to problems such as engine stalling, the fuel controller appearing to be defective, etc.
  • the present invention deals with this problem by controlling the fuel injected by valve 12 according to a method which will be described referring to the flowchart of Fig. 3 .
  • phase P1 is a cranking phase, in which fuel is injected into combustion chamber 1, but revolutions of the engine are not yet driven by combustion of the injected fuel.
  • the injected fuel quantity is monitored in step S2 by incrementing a fuel counter AF by an amount proportional to the injected fuel quantity whenever fuel is injected into a combustion chamber 1.
  • the value of the fuel counter AF may be assumed to represent the total amount of fuel injected, or the portion of the injected fuel which is actually washed down from the combustion chambers 1into the crankcase 8, or the amount of ethanol in this down-washed fuel.
  • Step S2 is repeated as long as the engine is not yet started, i.e. as long as its revolutions are not powered by combustion of the fuel.
  • the process reaches step S4, in which a fuel decrement DF is calculated by dividing the accumulated fuel amount AF by a warmup time WT, or, to be more exact, by a number of iterations of the method which will be carried out during this warmup time.
  • the warmup Lime is an empirically determined quantity representing a time in which the washed-down ethanol is expected to have evaporated from the crankcase oil under normal operating conditions.
  • Step S5 determines whether the accumulated fuel AF is above a threshold AFmin.
  • the threshold AFmin is predetermined so that if the fuel in crankcase 8 is less than AFmin, evaporation of this fuel will not significantly influence the air-fuel ratio in the combustion chambers 1. If the accumulated fuel amount AF is below this threshold, the method proceeds directly to step S13, described later on.
  • step S7 it is checked whether the engine temperature TE exceeds a threshold Temin or not. If the threshold is not exceeded, it is assumed that the engine is still too cold for a significant amount of ethanol to evaporate in the crankcase 8.
  • This threshold temperature TEmin is typically in a range from 50 to 70°C, it being understood that depending on the location where this temperature is measured, it may deviate systematically from the average temperature of crankcase oil 9, which determines the propensity of the ethanol to evaporate.
  • step S7 When it is found in step S7 that the engine is warm enough for ethanol to evaporate in the crankcase 8, the air intake Q of the engine is compared to a threshold Qlim in step S8. If Q exceeds the threshold Qlim, it is assumed that the proportion of crankcase air in the total air intake of the combustion chambers 1 is so low that ethanol vapour contained in the crankcase air has no significant influence on the air-fuel ratio in combustion chambers 1.
  • step S9 a ⁇ value from lambda sensor 18 is compared to a threshold ⁇ min. As long as ⁇ is above this threshold, there can be no significant enrichment of the air-fuel mixture in the combustion chambers 1 by ethanol vapour from the crankcase 8, so that no compensation of the fuel amount determined by fuel controller 15 to be injected at valve 12 is necessary. In that case, the method proceeds directly to step S13.
  • the third phase P3 of the method is reached.
  • the status flag is set to 3 in step S10, and, if updating the current air-fuel ratio was enabled in fuel controller circuit 15, it is disabled now. Then it is checked in step S11 whether ⁇ is in a range between the above-mentioned lower limit ⁇ min and an upper limit ⁇ max.
  • step S12 When step S11 is carried out for the first time, ⁇ will be found to be less than ⁇ min, as in preceding step S9, and a fuel quantity compensation step S12 is carried out for the first time.
  • the first execution of step S12 comprises initialising to a positive value a correction factor or vapour concentration factor CF which is to be representative of the ethanol concentration in the crankcase air.
  • This correction factor may be selected proportional to the fuel amount AF, or it may simply be a predetermined value.
  • the airflow rate from the crankcase 8 to the combustion chambers 1 is determined based on the engine speed measured by the engine speed sensor, inlet pressure measured by pressure sensor 14, and a pro-stored table representing the crankcase airflow characteristic depicted in Fig. 2a .
  • the intake airflow is determined. Based on these data, the amount of ethanol vapour from the crankcase which is being introduced into the combustion chambers 1 is calculated, and the fuel amount injected at injection valve 12 is reduced by this amount.
  • Step S13 then checks whether the fuel amount is still positive, i.e. whether ethanol is expected to be left in the crankcase. If yes, the fuel amount AF is decremented by DF in step S14.
  • step S15 it is checked in step S15 whether the timer started in step S6 is out or not. If it is not, the method proceeds to step S16, from where it reverts to step S2, S8 or S11, depending on the value of status flag SF.
  • step S11 it is checked again in step S11 whether ⁇ is in the desired range between ⁇ min and ⁇ max or not. If the vapour concentration factor CF was initialized correctly, ⁇ will have returned to the desired range, so that the method proceeds directly to step S13, skipping the fuel estimation correction S12. If ⁇ is outside the desired range in step S11, the fuel estimation correction step S12 is repeated, i.e. the concentration factor CF is incremented or decremented depending on whether combustion conditions are still rich or have turned to lean. In this way, by carrying out step S12 repeatedly, the concentration factor CF will eventually become proportional to the ethanol concentration in the crankcase air, and ⁇ will fall into the desired range.
  • the progress of the method is time-controlled so that step S13 is repeated at regular intervals.
  • step S11 When the ethanol in the crankcase oil is nearly exhausted, its concentration in the crankcase airflow decreases, so that on occasional repetitions of step S11, ⁇ will be found to exceed ⁇ max, causing the concentration factor CF to be decremented in step S12.
  • step S14 When step S14 has been repeated WT times, Lhe fuel amount will be found to be 0 in step S13. In that case, the method branches to step S17.
  • the concentration factor CF has not yet become zero, it is gradually decreased to zero, and at the same time the air-fuel rate AFR of fuel controller circuit 15 is allowed to adapt.
  • ethanol boiloff compensation according to the invention ends in step S18, and steady-state control of the injected fuel quantity may be continued by fuel controller circuit 15 alone.
  • step S15 if the timer is found to have expired in step S15, it is assumed that all ethanol must have evaporated from crankcase oil 9, and the method proceeds to step S17, so that a smooth transition to control by fuel controller circuit 15 alone is achieved.
EP07000428A 2007-01-10 2007-01-10 Kraftstoffregelungsverfahren Withdrawn EP1944490A1 (de)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP07000428A EP1944490A1 (de) 2007-01-10 2007-01-10 Kraftstoffregelungsverfahren
PCT/EP2008/000058 WO2008083944A1 (en) 2007-01-10 2008-01-08 Fuel control method

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP07000428A EP1944490A1 (de) 2007-01-10 2007-01-10 Kraftstoffregelungsverfahren

Publications (1)

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EP1944490A1 true EP1944490A1 (de) 2008-07-16

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WO (1) WO2008083944A1 (de)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2923266A1 (fr) * 2007-11-05 2009-05-08 Renault Sas Estimation des effets de l'evaporation du carburant dilue dans l'huile d'un moteur a combustion interne
WO2010040600A2 (de) * 2008-10-07 2010-04-15 Robert Bosch Gmbh Verfahren zum betrieb einer brennkraftmaschine
WO2011095479A1 (de) * 2010-02-02 2011-08-11 Continental Automotive Gmbh Verfahren zur überprüfung einer kraftstoffausgasung und steuergerät
EP2530262A1 (de) * 2010-01-28 2012-12-05 Toyota Jidosha Kabushiki Kaisha STEUERGERÄT FÜR VERBRENNUNGSMOTOR UND VORRICHTUNG ZUM MESSEN DES MASSENSTROMS VON ZURÜCKSCHWAPPENDEM NOx ZUR AUFNAHME ZUSAMMEN MIT EINEM DURCHBLASGAS
CN108425758A (zh) * 2017-02-14 2018-08-21 丰田自动车株式会社 燃料喷射量控制装置
CN112443409A (zh) * 2020-10-21 2021-03-05 浙江吉利控股集团有限公司 一种曲轴箱内燃油蒸气量的确定方法、系统及车辆

Citations (7)

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DE19604136A1 (de) * 1996-02-06 1997-08-07 Bosch Gmbh Robert Verfahren zum Ermitteln einer Einspritzmehrmenge beim Wiedereinsetzen einer Brennkraftmaschine
DE19727861C1 (de) * 1997-06-30 1998-12-17 Siemens Ag Verfahren zur Adaption der Kraftstoff-Wandfilmkompensationsmenge bei einem Kraftstoffregelsystem für eine Brennkraftmaschine
DE10252214A1 (de) * 2002-11-11 2004-05-27 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Verfahren zur Erstellung eines Kennlinienfeldes zur Regelung der Kraftstoff-Wandfilmkompensationsmenge mittels Kraftstoffregelsystem bei einer Brennkraftmaschine
JP2004239227A (ja) * 2003-02-10 2004-08-26 Nissan Motor Co Ltd 内燃機関のブローバイガス発生状態判定装置及びそれを用いた内燃機関の制御装置
WO2005080775A1 (de) * 2004-02-24 2005-09-01 Robert Bosch Gmbh Verfahren zum betreiben einer brennkraftmaschine
DE102004009679A1 (de) * 2004-02-27 2005-09-22 Siemens Ag Verfahren und Vorrichtung zum Steuern einer Brennkraftmaschine
EP1710419A1 (de) 2005-03-28 2006-10-11 Magneti Marelli Controle Motor Ltda. Erfassungssystem des im Kurbelgehäuse verdampften Kraftstoffes

Family Cites Families (1)

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Publication number Priority date Publication date Assignee Title
DE10222808B4 (de) * 2002-05-17 2010-04-08 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Verfahren zur Regelung des Luft/Kraftstoff-Verhältnisses für eine Brennkraftmaschine

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19604136A1 (de) * 1996-02-06 1997-08-07 Bosch Gmbh Robert Verfahren zum Ermitteln einer Einspritzmehrmenge beim Wiedereinsetzen einer Brennkraftmaschine
DE19727861C1 (de) * 1997-06-30 1998-12-17 Siemens Ag Verfahren zur Adaption der Kraftstoff-Wandfilmkompensationsmenge bei einem Kraftstoffregelsystem für eine Brennkraftmaschine
DE10252214A1 (de) * 2002-11-11 2004-05-27 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Verfahren zur Erstellung eines Kennlinienfeldes zur Regelung der Kraftstoff-Wandfilmkompensationsmenge mittels Kraftstoffregelsystem bei einer Brennkraftmaschine
JP2004239227A (ja) * 2003-02-10 2004-08-26 Nissan Motor Co Ltd 内燃機関のブローバイガス発生状態判定装置及びそれを用いた内燃機関の制御装置
WO2005080775A1 (de) * 2004-02-24 2005-09-01 Robert Bosch Gmbh Verfahren zum betreiben einer brennkraftmaschine
DE102004009679A1 (de) * 2004-02-27 2005-09-22 Siemens Ag Verfahren und Vorrichtung zum Steuern einer Brennkraftmaschine
EP1710419A1 (de) 2005-03-28 2006-10-11 Magneti Marelli Controle Motor Ltda. Erfassungssystem des im Kurbelgehäuse verdampften Kraftstoffes

Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2923266A1 (fr) * 2007-11-05 2009-05-08 Renault Sas Estimation des effets de l'evaporation du carburant dilue dans l'huile d'un moteur a combustion interne
WO2009068770A1 (fr) * 2007-11-05 2009-06-04 Renault S.A.S. Estimation des effets de l'evaporation du carburant dilue dans l'huile d'un moteur a combustion interne
CN102171430B (zh) * 2008-10-07 2014-08-13 罗伯特·博世有限公司 用于运行内燃机的方法
WO2010040600A3 (de) * 2008-10-07 2010-07-08 Robert Bosch Gmbh Verfahren zum betrieb einer brennkraftmaschine mit kurbelgehäuseentlüftung in den ansaugtrakt
CN102171430A (zh) * 2008-10-07 2011-08-31 罗伯特·博世有限公司 用于运行内燃机的方法
US8505518B2 (en) 2008-10-07 2013-08-13 Robert Bosch Gmbh Method for operating an internal combustion engine
WO2010040600A2 (de) * 2008-10-07 2010-04-15 Robert Bosch Gmbh Verfahren zum betrieb einer brennkraftmaschine
EP2530262A1 (de) * 2010-01-28 2012-12-05 Toyota Jidosha Kabushiki Kaisha STEUERGERÄT FÜR VERBRENNUNGSMOTOR UND VORRICHTUNG ZUM MESSEN DES MASSENSTROMS VON ZURÜCKSCHWAPPENDEM NOx ZUR AUFNAHME ZUSAMMEN MIT EINEM DURCHBLASGAS
EP2530262A4 (de) * 2010-01-28 2013-09-04 Toyota Motor Co Ltd STEUERGERÄT FÜR VERBRENNUNGSMOTOR UND VORRICHTUNG ZUM MESSEN DES MASSENSTROMS VON ZURÜCKSCHWAPPENDEM NOx ZUR AUFNAHME ZUSAMMEN MIT EINEM DURCHBLASGAS
WO2011095479A1 (de) * 2010-02-02 2011-08-11 Continental Automotive Gmbh Verfahren zur überprüfung einer kraftstoffausgasung und steuergerät
US9255533B2 (en) 2010-02-02 2016-02-09 Continental Automotive Gmbh Method for checking the outgassing of fuel and control unit
CN108425758A (zh) * 2017-02-14 2018-08-21 丰田自动车株式会社 燃料喷射量控制装置
CN112443409A (zh) * 2020-10-21 2021-03-05 浙江吉利控股集团有限公司 一种曲轴箱内燃油蒸气量的确定方法、系统及车辆

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