EP2304209B1 - Moteur à combustion interne et procédé pour le faire fonctionner - Google Patents

Moteur à combustion interne et procédé pour le faire fonctionner Download PDF

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Publication number
EP2304209B1
EP2304209B1 EP09780502.2A EP09780502A EP2304209B1 EP 2304209 B1 EP2304209 B1 EP 2304209B1 EP 09780502 A EP09780502 A EP 09780502A EP 2304209 B1 EP2304209 B1 EP 2304209B1
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EP
European Patent Office
Prior art keywords
internal combustion
combustion engine
sensor
line
determined
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EP09780502.2A
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German (de)
English (en)
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EP2304209A2 (fr
Inventor
Wolfgang Mai
Paul Rodatz
Rudolf Bierl
Stephan Heinrich
Manfred Weigl
Andreas Wildgen
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Vitesco Technologies GmbH
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Vitesco Technologies GmbH
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Publication of EP2304209A2 publication Critical patent/EP2304209A2/fr
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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
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/003—Adding fuel vapours, e.g. drawn from engine fuel reservoir
    • F02D41/0032—Controlling the purging of the canister as a function of the engine operating conditions
    • F02D41/004—Control of the valve or purge actuator, e.g. duty cycle, closed loop control of position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—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
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1459—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being a hydrocarbon content or concentration

Definitions

  • the invention relates to an internal combustion engine and a method for operating an internal combustion engine.
  • Exhaust gases can escape from the fuel tank of a motor vehicle in which, for example, gasoline is stored, and can be released from the fuel.
  • Highly volatile hydrocarbons can detach from the fuel at high outside temperatures or as a result of vibrations in the fuel tank while driving and leave the fuel tank as gas.
  • fuel tanks can be sealed gas-tight.
  • the volatile hydrocarbons are then temporarily stored in a memory and can be supplied to the intake air of the internal combustion engine. If it is not known or not sufficiently well known how much hydrocarbons are dissolved in the intake air, it is not possible to control precisely how much less fuel has to be injected in order to achieve the best possible air / fuel ratio. This leads to increased fuel consumption by the internal combustion engine and possibly also to poorer exhaust gas values.
  • the DE 195 09 310 A1 discloses a method for relieving an absorption memory of a tank ventilation in internal combustion engines. Gaseous fuel components from the fuel tank get into an absorption filter and are sucked out of this mixed with air into the intake tract of the internal combustion engine. An engine control unit controls the metering of air and fuel for the supply of the internal combustion engine for the entered operating state and the current operating parameters. The air-fuel mixture sucked out of the absorption filter is in terms of its amount and its hydrocarbon content measured continuously. The measured amount of the air-fuel mixture from the absorption filter and its hydrocarbon content is taken into account in reducing the amount of air and fuel in accordance with the entered operating state and the current operating parameters of the internal combustion engine.
  • the EP 1 094 306 A1 discloses a thermal flow sensor, a method and an apparatus for detecting a liquid, and a method and an apparatus for flow measurement.
  • a method for operating an internal combustion engine which has at least one sensor for measuring a hydrocarbon content of a gas stream in a line, comprises determining the hydrocarbon content of the gas stream flowing through the line. The mass flow of the gas flow flowing through the line is determined. At least one control device for controlling the gas flow through a line is controlled as a function of the determined hydrocarbon content and the determined mass flow. The adjusting device has at least one valve which is arranged on the line and which can be controlled as a function of the determined hydrocarbon content and the determined mass flow. As a result, it can be controlled relatively precisely how much energy in the form of gaseous hydrocarbons is fed to the internal combustion engine via the intake air.
  • At least one signal of at least one semiconductor component that is integrated in the at least one sensor can be evaluated.
  • the at least one sensor has at least one temperature sensor. At least one signal from the at least one temperature sensor is evaluated. The signals make it relatively easy to draw conclusions about the hydrocarbon content and the mass flow.
  • the fuel supply to an internal combustion engine can be controlled depending on the determined hydrocarbon content and the determined mass flow. As a result, the mixture of fuel and gaseous hydrocarbons in the intake air can be adjusted as well as possible.
  • An internal combustion engine comprises at least one sensor for measuring a hydrocarbon content of a gas stream in a line.
  • the internal combustion engine comprises an evaluation device for evaluating at least one signal of the at least one sensor.
  • At least one control device for controlling the gas flow through the line is coupled to the evaluation device and is controlled by the evaluation device as a function of the evaluated signals.
  • the at least one sensor has at least one heating element for heating a gas stream and at least one temperature sensor.
  • the at least one sensor can have at least a first and a second temperature sensor, the at least one heating element being arranged between the first temperature sensor and the second temperature sensor. In this setup, the hydrocarbon content and the mass flow are inferred relatively precisely.
  • the actuator is arranged on the line.
  • the adjusting device includes a clock-controlled valve depending on the determined hydrocarbon content and the determined mass flow. The control of the gas flow through the line can thus be implemented relatively inexpensively and precisely.
  • the evaluation unit can be part of an engine control for operating the internal combustion engine.
  • Figure 1 10 shows an internal combustion engine 100 that has a fuel tank 104, an internal combustion engine 112 and a hydrocarbon tank 106.
  • Fuel 105 is stored in the fuel tank 104.
  • Gaseous hydrocarbons 107 can be directed from the fuel tank 104 into the hydrocarbon tank 106 via a line 108, which is coupled to the fuel tank 104 and the hydrocarbon tank 106.
  • the hydrocarbon tank is coupled to the internal combustion engine 112 via a line 109, in particular the intake tract of the internal combustion engine.
  • the line 109 has a valve 102 and a plurality of hydrocarbon sensors 101.
  • the hydrocarbon sensors are set up to measure a hydrocarbon content of a gas stream.
  • the hydrocarbon sensors can also measure the mass flow of hydrocarbons in the gas stream. Only one hydrocarbon sensor can also be arranged, further hydrocarbon sensors can also be arranged, for example on the hydrocarbon tank 106.
  • the hydrocarbon sensors can also be arranged on further lines, for example on line 108.
  • the valve is set up to interrupt the gas flow to the internal combustion engine .
  • the gas flow through line 109 can be controlled by valve 102.
  • a plurality of valves can also be arranged, for example two or more valves. Valves can also be arranged on further lines, for example on line 108.
  • the valve 102 is coupled to an engine control 103 via an electrical line 111.
  • the sensors 101 are coupled to the engine control system via an electrical line 110.
  • the engine controller 103 which has an evaluation device 114, controls the valves and can evaluate signals from the sensors.
  • the fuel 105 can be fed via a fuel delivery unit via fuel lines to the internal combustion engine 112, where it is injected into the intake tract via injection valves 115 and is combusted in the internal combustion engine.
  • the exhaust gases from the combustion process are conveyed away from the engine by an exhaust system.
  • a lambda probe 116 is arranged in the exhaust line and can determine a ratio of air to fuel. To do this, the lambda probe measures the residual oxygen content in the exhaust gas.
  • Hydrocarbons for example methane, butane or propane, evaporate from the fuel 105, for example a gasoline.
  • the different hydrocarbon chains have different evaporation temperatures, so that different hydrocarbons are released from the liquid fuel 105 depending on the outside temperature. The higher the outside temperature and thus the temperature of the fuel 105, the more hydrocarbons go into the gas phase.
  • the tank 104 in which the fuel 105 is stored, is gas-tight.
  • the filler cap closes a filler neck of the fuel tank in a gas-tight manner.
  • the hydrocarbon-containing gas mixture that forms in the tank 104 is fed into the hydrocarbon tank 106 via the line 108.
  • the hydrocarbon tank may contain an activated carbon storage element.
  • the evaporated hydrocarbons are absorbed by the activated carbon, stored and released again when necessary.
  • the hydrocarbon tank can be piped 109 can be emptied.
  • air is blown into the hydrocarbon tank from the outside via a valve 113, which absorbs the hydrocarbons.
  • the hydrocarbon-containing air can be used as intake air for the internal combustion engine 112 and thus contribute to combustion in the engine.
  • the sensors for measuring a hydrocarbon content have, for example, a heating element for heating a gas stream and a temperature sensor.
  • the sensor is integrated on a silicon chip.
  • the gas stream flowing past the sensor element is heated and the thermal conductivity or the thermal capacity of the gas flowing past can be determined on the basis of signals from the temperature sensor, which are evaluated by the engine control unit, in particular by the evaluation unit.
  • the concentration of the hydrocarbon in the gas stream can be determined from this, since this is proportional to the thermal conductivity or heat capacity of the gas.
  • the mass flow of the gas stream flowing through the line can be determined.
  • the hydrocarbon sensor can also have at least one ultrasound source and at least one ultrasound receiver. These sensors are arranged in line 109 such that ultrasound can be sent through the gas flow and runs from the ultrasound source to the ultrasound receiver. Ultrasound can be emitted once in a direction opposite to the direction of the gas flow and once in the same direction as the direction of the gas flow. From this, you can a speed of sound in the gas mixture and the speed of the media can be concluded. The hydrocarbon content and the mass flow of the gas flow can be concluded from this.
  • the at least one ultrasound source 301 and the at least one ultrasound receiver 303 can also be designed as a single component. Such an ultrasonic transducer is set up to generate ultrasonic waves in response to electrical signals. It is also set up to generate electrical signals from received ultrasound waves. The ultrasonic transducer can convert electrical signals into acoustic signals and it can convert acoustic signals into electrical signals.
  • the evaluation unit 114 evaluates the signals from the sensors, so that the concentration of hydrocarbons and the mass flow of the gas flow through the line 109 are known. It is thus known how much energy is supplied to the internal combustion engine 112 in the form of gaseous hydrocarbons.
  • the engine controller 103 controls the injection valves 115 accordingly, so that less fuel is injected when more hydrocarbon is supplied via the intake air.
  • the amount of gaseous hydrocarbon can be controlled via valve 102.
  • the valve 102 is controlled, for example, by pulse-width modulated signals from the engine control.
  • the valve can be clock-controlled depending on at least one signal from the evaluation unit.
  • the sensors which are arranged downstream of the valve 102 in the direction of flow of the gas stream, can be used to determine how much gaseous hydrocarbons pass through the valve.
  • the exact opening time of the valve can also be determined from this.
  • the activated carbon filter can be emptied relatively quickly since the control works relatively quickly, in particular in comparison with a control which is based on data from the lambda sensor.
  • the amount of fuel that is injected into the internal combustion engine via the injection valves 115 does not increase Controlled on the basis of static characteristic diagrams, which are stored in the engine control, but determined directly by the sensors and the evaluation device 114.
  • the valve 102 is controlled based on this data. In this way, manufacturing tolerances and aging effects of the valve can also be taken into account in the control of the valve and the control of other components, for example the injection valves 115.
  • Figure 2 shows a sensor 200 and a valve 204, which are arranged in a line 206.
  • a gas 205 is conducted in line 206.
  • the sensor 200 has a temperature sensor 201 and a further temperature sensor 203, which are each arranged on one side of a heating element 202.
  • the sensor 200 is configured to measure the concentration of hydrocarbon in the gas 205.
  • Sensor 200 is further configured to measure the mass flow of hydrocarbon in gas 205 through line 206.
  • the gas flow through line 206 can be controlled by valve 204.
  • the sensor 200 can be coupled to an evaluation device, which is part of an engine control for operating an internal combustion engine, for example.
  • the sensor 200 is integrated, for example, on a silicon substrate and can comprise further elements, for example an evaluation circuit or an analog-digital converter.
  • the temperature sensor 201 and the temperature sensor 203 can each have a plurality of temperature sensors for measuring a temperature.
  • the gas 205 flowing past the sensor 200 is heated in a defined manner by the heating element 202.
  • the temperature sensor 201 which is arranged upstream of the heating element, detects the temperature of the gas stream before the gas stream is heated.
  • the further temperature sensor 203 which is arranged downstream of the heating element 202, detects the temperature of the heated gas.
  • the thermal capacity of the gas can be inferred from a difference in these temperatures. From the sum of these temperatures, the Thermal conductivity of the gas can be closed. From this, the hydrocarbon content in the gas 205 and the mass flow through the line 206 can be calculated.
  • the valve 204 can be controlled.
  • the valve 204 can be coupled to an engine control for operating an internal combustion engine, in particular the evaluation device of the engine control.
  • the valve 204 is controlled as a function of the determined hydrocarbon concentration and the mass of hydrocarbons in the gas stream determined by the sensor. For example, the valve is controlled via a pulse width modulated signal.
  • the valve 204 can be a clocked valve that is clocked, for example, at a frequency of 20 Hz.
  • Sensor 200 can be used to determine very precisely when and how much hydrocarbons flow through line 206. Sensor 200 can determine very precisely when and to what extent valve 204 is open.
  • the data from the sensor 200 enable the engine control or the evaluation device to measure the amount of energy provided by the gas flow as precisely as possible. This information can in turn be used to control the valve 204 and to control injection valves of the internal combustion engine in order to control the ratio of fuel to gas as optimally as possible.
  • FIG 3 shows an embodiment of a hydrocarbon sensor 300 which differs from the subject matter of the invention.
  • the sensor 300 has an ultrasound source 301, which can also serve as an ultrasound receiver.
  • the sensor has a further ultrasound source 303, which can also serve as an ultrasound receiver.
  • the ultrasound sources 301 and 303 are arranged at a defined distance from one another in a line 306.
  • Hydrocarbon-containing gas 305 flows through line 306.
  • An ultrasound reflector 302 is arranged on the line.
  • the ultrasound sources and receivers can also be arranged opposite one another, so that a sound reflector is not necessary.
  • An ultrasound pulse is emitted by the ultrasound source 301, which is sent via the ultrasound reflector 302 to the further ultrasound receiver 303.
  • the runtime required can be measured by an evaluation device. After the ultrasound pulse has passed from the first ultrasound source 301 via the ultrasound reflector 302 to the further ultrasound receiver 303, the further ultrasound receiver is used as an ultrasound source.
  • the ultrasound source 303 emits an ultrasound pulse which runs in one direction against the gas flow via the ultrasound reflector 302 to the first sound receiver 301. The runtime required for this is measured by the evaluation device.
  • the speed of sound in the gas mixture 305 and the speed at which the gas mixture flows through the line can be determined from the measured transit times between the ultrasound sources and ultrasound receivers. For this purpose, a total term and a differential term can be created.
  • at least one valve can be controlled and the gas flow through line 306 can thereby be controlled.
  • at least one injection valve of an internal combustion engine can also be controlled. The data determined can be used to set an exact ratio of fuel to gas in the combustion chambers of the internal combustion engine.
  • a first step S1 of a method for operating an internal combustion engine as in Figure 4 shown the start takes place, which can be close to a start of the internal combustion engine.
  • the hydrocarbon content of a gas stream flowing through a line is determined.
  • the mass flow of the gas flow flowing through the line is also determined.
  • at least one control device is controlled as a function of the determined hydrocarbon content and the determined mass flow.
  • the adjusting device can comprise a valve which is modulated as a function of a pulse width Signal of an evaluation device is clock controllable.
  • a valve can be controlled so that it can be controlled how much gaseous hydrocarbon is supplied to the internal combustion engine.
  • step S3 the fuel supply to the internal combustion engine can be controlled.
  • the control of the fuel supply depends on the determined hydrocarbon content and the determined mass flow.
  • the valve can be controlled depending on the evaluated signal from the sensor.
  • the sensor can check valve control by measuring the hydrocarbon content and mass flow of gas flow downstream of the valve. The functionality of the valve can thus be checked by comparing the measured data with stored target data.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Other Investigation Or Analysis Of Materials By Electrical Means (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Investigating Or Analyzing Materials By The Use Of Ultrasonic Waves (AREA)

Claims (6)

  1. Procédé de fonctionnement d'un moteur à combustion interne (100) comportant au moins un capteur (101) destiné à mesurer la teneur en hydrocarbures d'un flux de gaz dans un conduit (109), le procédé comprenant les étapes suivantes :
    - déterminer la teneur en hydrocarbures du flux de gaz s'écoulant à travers le conduit (109) ;
    - déterminer le débit massique du flux de gaz s'écoulant à travers le conduit (109) ;
    - commander au moins un dispositif de réglage (102) comprenant une vanne disposée au niveau du conduit (109) pour commander le flux de gaz à travers le conduit en fonction de la teneur en hydrocarbures déterminée et du débit massique déterminé,
    - évaluer au moins un signal d'au moins un capteur de température (203) que l'au moins un capteur (101 ; 200) comporte, la teneur en hydrocarbures et le débit massique étant déterminés à partir de l'au moins un signal.
  2. Procédé selon la revendication 1, comprenant l'étape suivante : évaluer au moins un signal d'au moins un élément à semi-conducteur intégré dans l'au moins un capteur (101).
  3. Procédé selon la revendication 1 ou 2, comprenant l'étape suivante : commander l'alimentation en carburant d'un moteur à combustion interne (112) en fonction de la teneur en hydrocarbures déterminée et du débit massique déterminé.
  4. Moteur à combustion interne (100), comprenant :
    - au moins un capteur (101) destiné à mesurer la teneur en hydrocarbures d'un flux de gaz dans un conduit (109) ;
    - une unité d'évaluation (114) destiné à évaluer au moins un signal de l'au moins un capteur (101, 200) ;
    - au moins un dispositif de réglage (102) destiné à commander le flux de gaz à travers le conduit (109) et couplé à l'unité d'évaluation et commandé par l'unité d'évaluation en fonction des signaux évalués,
    l'au moins un capteur (101 ; 200) comportant au moins un élément chauffant (202) destiné à chauffer un flux de gaz et au moins un capteur de température (203), l'au moins un capteur (101 ; 200) étant conçu pour déterminer la teneur en hydrocarbures et le débit massique, et le dispositif de réglage (102) comprenant une vanne disposée au niveau du conduit commandée de manière synchronisée en fonction de la teneur en hydrocarbures déterminée et du débit massique déterminé.
  5. Moteur à combustion interne selon la revendication 4, l'au moins un capteur (101 ; 200) comportant au moins un premier (201) et un deuxième (203) capteur de température, l'au moins un élément chauffant (202) étant disposé entre le premier capteur de température (201) et le deuxième capteur de température (203).
  6. Moteur à combustion interne selon l'une des revendications 4 et 5, l'unité d'évaluation (114) faisant partie d'une commande de moteur (105) destinée à faire fonctionner le moteur à combustion interne.
EP09780502.2A 2008-07-14 2009-07-13 Moteur à combustion interne et procédé pour le faire fonctionner Active EP2304209B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008033058A DE102008033058A1 (de) 2008-07-14 2008-07-14 Brennkraftmaschine und Verfahren zum Betreiben einer solchen Brennkraftmaschine
PCT/EP2009/058911 WO2010007019A2 (fr) 2008-07-14 2009-07-13 Moteur à combustion interne et procédé pour le faire fonctionner

Publications (2)

Publication Number Publication Date
EP2304209A2 EP2304209A2 (fr) 2011-04-06
EP2304209B1 true EP2304209B1 (fr) 2020-03-04

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Application Number Title Priority Date Filing Date
EP09780502.2A Active EP2304209B1 (fr) 2008-07-14 2009-07-13 Moteur à combustion interne et procédé pour le faire fonctionner

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US (1) US20110137540A1 (fr)
EP (1) EP2304209B1 (fr)
DE (1) DE102008033058A1 (fr)
WO (1) WO2010007019A2 (fr)

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US20110137540A1 (en) 2011-06-09
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WO2010007019A3 (fr) 2010-07-22
WO2010007019A2 (fr) 2010-01-21

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