EP3499009B1 - Combustion engine, motor vehicle and method for operating a combustion engine - Google Patents

Combustion engine, motor vehicle and method for operating a combustion engine Download PDF

Info

Publication number
EP3499009B1
EP3499009B1 EP18210319.2A EP18210319A EP3499009B1 EP 3499009 B1 EP3499009 B1 EP 3499009B1 EP 18210319 A EP18210319 A EP 18210319A EP 3499009 B1 EP3499009 B1 EP 3499009B1
Authority
EP
European Patent Office
Prior art keywords
pressure
combustion engine
gas line
purge gas
internal combustion
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.)
Active
Application number
EP18210319.2A
Other languages
German (de)
French (fr)
Other versions
EP3499009A1 (en
Inventor
Jens Wodausch
Björn Fröhlich
Silke Weddig
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.)
Volkswagen AG
Original Assignee
Volkswagen AG
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 Volkswagen AG filed Critical Volkswagen AG
Publication of EP3499009A1 publication Critical patent/EP3499009A1/en
Application granted granted Critical
Publication of EP3499009B1 publication Critical patent/EP3499009B1/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

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
    • F02D41/0025—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
    • 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
    • F02M25/0836—Arrangement of valves controlling the admission of fuel vapour to an engine, e.g. valve being disposed between fuel tank or absorption canister and intake manifold
    • 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
    • F02M25/089—Layout of the fuel vapour installation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0602—Fuel pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0611—Fuel type, fuel composition or fuel quality
    • F02D2200/0612—Fuel type, fuel composition or fuel quality determined by estimation

Definitions

  • the invention relates to a method for operating an internal combustion engine with a fuel tank system comprising a tank ventilation valve.
  • the invention further relates to an internal combustion engine suitable for carrying out such a method and to a motor vehicle with such an internal combustion engine.
  • a fuel tank system for an internal combustion engine of a motor vehicle regularly has a vent line which makes it possible to relieve an increasing pressure in the fuel tank of the tank system as a result of fuel evaporating at high ambient temperatures, for example. Also due to emission regulations, as far as possible no fuel vapors may get into the environment. This is prevented in that a fuel vapor filter, which is regularly designed in the form of an activated carbon filter, is integrated into the ventilation line and absorbs the fuel vapors.
  • such a tank system is additionally provided with a purge gas line which is connected on the one hand to the fuel vapor filter and on the other hand to the fresh gas line of the internal combustion engine.
  • a purge gas line which is connected on the one hand to the fuel vapor filter and on the other hand to the fresh gas line of the internal combustion engine.
  • ambient air can temporarily be sucked in via an ambient opening of the fuel vapor filter by means of the negative pressure prevailing in the area of the mouth of the purge gas line in the fresh gas line, which air flows through the fuel vapor filter in the opposite direction to the flow direction in which the fuel vapors flow from the fuel tank into the fuel vapor filter and rinse it.
  • the fuel vapors from the fuel vapor filter are thus fed to the combustion chambers of the internal combustion engine of the internal combustion engine via the fresh gas line.
  • the US 2002/0162457 A1 describes a method for venting a fuel tank system of an internal combustion engine, in which a decision is made based on the content of hydrocarbons in the purge gas when the fuel vapor filter must be purged and when this purging can be ended again.
  • the determination of the hydrocarbon content in the flushing gas is carried out by means of a corresponding HC sensor.
  • the DE 10 2016 014 461 A1 discloses a method according to the preamble of claim 1.
  • the invention was based on the object of specifying an advantageous method for determining the content of hydrocarbons in the flushing gas of a fuel tank system of an internal combustion engine.
  • Determination of the “qualitative” load is understood to mean that at least one statement is made about a specific composition of individual hydrocarbons for the mixture of hydrocarbons contained in the flushing gas.
  • a pressure gradient, a pressure difference to one of the other pressure measurements and / or a pressure gradient difference is determined for the pressure measurements, which are analyzed with regard to at least one value describing them, which is characteristic of certain types of hydrocarbons, in order to determine the loading of the purge gas to determine the hydrocarbons qualitatively.
  • a relatively large pressure gradient a relatively large ethanol content in the flushing gas is assumed.
  • the term “fuel vapor filter” does not mean that it has to filter the volatile fuel in gaseous form. Rather, the fuel can already be (partially) condensed out again during the filtering.
  • the inventive determination of the qualitative load enables a particularly precise assessment of the influence of the purge gas that is fed to the fresh gas line of the internal combustion engine and via this to the internal combustion engine, has on the combustion processes in the operation of the internal combustion engine.
  • countermeasures such as, in particular, an adaptation of the quantities of fuel injected into the combustion chambers of the internal combustion engine for the individual work cycles, which is used to compensate for the hydrocarbons introduced into the combustion chambers with the purge gas, can be carried out as precisely as possible.
  • the fuel-fresh gas mixture quantities which are thermally converted in the individual work cycles in the combustion chambers, can be kept as precisely as possible in the range of an intended setpoint or setpoint range, which has a positive effect on the operating behavior of the internal combustion engine or the entire internal combustion engine and, in particular, on the efficiency and / or the emission behavior.
  • the invention accordingly also relates to a method for operating an internal combustion engine, which comprises an inventive determination of the content of hydrocarbons in the purge gas of a fuel tank system of the internal combustion engine and, based on this determination result, an adaptation of parameters that influence combustion processes occurring in an internal combustion engine when the internal combustion engine is operating.
  • the preferably provided quantitative determination of the loading of the flushing gas with hydrocarbons in which the amount of hydrocarbons is preferably in relation to the total amount of the flushing gas, i.e. the relative content of the hydrocarbons (in percent by volume or percent by mass) is determined, preferably only or once (for the period) at the end of the period, whereby particularly precise results with regard to the quantitative loading of the flushing gas with hydrocarbons can be achieved based on pressure measurements.
  • the defined period of time with the start-up of the compressor consequently begins with the start of a flushing process and / or ends with the determination of several pressure values lying in the same value range.
  • This value range is relatively small in comparison to the maximum difference between the measured pressure values, so that it is accordingly provided that the defined period ends when the same or approximately the same pressure values occur several times.
  • the defined period of time extends exactly or at least over the defined number of pressure measurements.
  • the positions of at least some of the pressure measurements within the defined period and / or the time interval of at least some of the pressure measurements from a previous start-up of the compressor is used to determine the qualitative loading of the purge gas with the hydrocarbons.
  • This can result in a particularly precise determination of the qualitative load.
  • a relatively large ethanol content in the flushing gas is only assumed if at least one relatively large pressure gradient has been determined in a relatively early section of the defined period and in particular after the compressor has been started up.
  • the time interval between the pressure measurements is at least partially varied.
  • the time interval between a first pressure measurement and a second pressure measurement is selected to be shorter, the greater a pressure gradient determined based on the first pressure measurement.
  • a first pressure gradient is determined based on a first pressure measurement and a second pressure gradient is determined based on a subsequent second pressure measurement and the time interval between the second and a subsequent third pressure measurement varies based on the size of the difference between these pressure gradients is that with a relatively large difference between the pressure gradients, the time interval is selected to be relatively small.
  • a method according to the invention is carried out at least once each time the compressor is started up, so that the content of hydrocarbons in the purging gas then pumped is determined according to the invention for each flushing process, so that the most exact possible compensation of the Influence of the hydrocarbons introduced into the combustion chambers of the internal combustion engine via the flushing gas.
  • the method according to the invention can be used in particular in a fuel tank system of an internal combustion engine (according to the invention) whose internal combustion engine is externally ignited and, in particular, can be operated according to the Otto principle, because the fuel used to operate such an internal combustion engine is usually relatively (especially compared to diesel) Fuel) is highly volatile, which may justify the particular need for tank ventilation.
  • An internal combustion engine according to the invention can in particular be part of a motor vehicle.
  • the internal combustion engine of the internal combustion engine can in particular be provided for direct or indirect provision of the drive power for the motor vehicle.
  • the invention therefore further relates to a motor vehicle, in particular a wheel-based motor vehicle (preferably a car or a truck), with an internal combustion engine according to the invention.
  • the Fig. 1 shows an internal combustion engine according to the invention for a motor vehicle with a fuel tank system.
  • This comprises a fuel tank 10, which is connected via a ventilation line 12 with a fuel vapor filter 14, which is in particular in the form of an activated carbon filter be formed or at least include one such is connected.
  • the fuel vapor filter 14 is also connected to a fresh gas line 18 of the internal combustion engine via a flushing gas line 16, the flushing gas line 16 being integrated into the fresh gas line 18 upstream (with respect to the flow direction of fresh gas in the fresh gas line 18 in the direction of an internal combustion engine 20 of the internal combustion engine)
  • Charge air compressor 22 opens.
  • the charge air compressor 22 is part of an exhaust gas turbocharger, which further comprises an exhaust gas turbine 24 which is integrated in an exhaust gas line 26 of the internal combustion engine.
  • an exhaust gas turbine 24 which is integrated in an exhaust gas line 26 of the internal combustion engine.
  • a throttle valve 36 is also provided which divides the charge air line into an upstream section, often referred to as a pressure pipe, and a downstream section, often referred to as an intake pipe.
  • the side of the fuel vapor filter 14 of the fuel tank system facing away from the vent line 12 and the purge gas line 16 is in gas-conducting connection via an ambient air line 38, for which purpose the ambient air line 38 forms an ambient opening 44.
  • the fuel tank 10 is partially filled with fuel, a portion of this actually liquid fuel generally being vaporized, so that fuel is also present in the fuel tank 10 in a gaseous state.
  • Such evaporation of fuel in the fuel tank 10 is intensified by a relatively high temperature of the fuel, which can be the case in particular at relatively high ambient temperatures and when the ambient pressure changes, for example as a result of a motor vehicle comprising the internal combustion engine driving uphill.
  • Such a venting of the fuel tank 10 leads to an increasing saturation of the fuel vapor filter 14, which in turn requires it to be regenerated at regular intervals.
  • the fuel vapor filter 14 is rinsed in that ambient air is sucked in via the ambient opening 44 and the ambient air line 38.
  • This ambient air flows through the fuel vapor filter 14 in the opposite direction compared to the flow when venting the fuel tank 10, whereby the fuel molecules absorbed in the fuel vapor filter 10 are carried along by the ambient air and introduced into the fresh gas line 18 via the purge gas line 16.
  • this fuel which as a rule comprises a mixture of different hydrocarbons, is fed to combustion in the combustion chambers 28 of the internal combustion engine 20.
  • Such a flushing of the fuel vapor filter 14 is only provided temporarily and always during the operation of the internal combustion engine 26, because only then can the fuel introduced into the fresh gas line 18 by flushing the fuel vapor filter 14 also be safely fed to combustion in the combustion chambers 34.
  • a tank ventilation valve 42 is integrated into the flushing gas line 16 and is arranged as close as possible to its opening 40 in the fresh gas line 18 or is integrated into it.
  • a sufficient pressure gradient is required between the ambient pressure on the one hand and the pressure in the fresh gas line 18 in the area of the mouth 40 of the purging gas line 16 on the other hand, which is not always given due to strongly fluctuating pressures in the fresh gas line 18 during operation of the internal combustion engine 20 .
  • the pressure of the fresh gas in the section of the fresh gas line 18 in the area of the mouth 40 of the purge gas line 16 is usually so low that there is a sufficient pressure gradient compared to the ambient pressure at the surrounding mouth 44. However, this is not always the case.
  • the fuel tank system of the internal combustion engine also includes a compressor 46 integrated into the flushing gas line 16, which is also regularly referred to as a "flushing air pump” and which is in the form of a Piston compressor, in particular as a vane compressor, or as a radial fan can be designed.
  • a compressor 46 By operating this compressor 46, ambient air can be actively sucked in via the ambient opening 44, which air then flows through the fuel vapor filter 14 to flush it and is conveyed via the compressor 46 to the opening 40 of the flushing gas line 16.
  • At least the compressor 46, the tank ventilation valve 42, the throttle valve 36 and a pressure sensor 50 integrated in the purge gas line 16 can be controlled by means of a control device 48 (e.g. the engine control of the internal combustion engine).
  • a control device 48 e.g. the engine control of the internal combustion engine.
  • the Fig. 2 illustrates in a diagram the procedure when carrying out a method according to the invention. This includes for two flushing processes of a fuel tank system of an internal combustion engine according to, for example, FIG Fig. 1 the pressure curves in a section of the purging gas line 16, which can in particular be arranged downstream of the compressor 46, over time for a defined period of time that begins with the commissioning of the compressor (starting time t A ) and extends over a period of time up to in of the Fig. 2 marked end time t E extends, shown. During this defined period of time, a plurality of pressure measurements, which are in the Fig.
  • the end time t E which can also be different for the various flushing processes, can be a defined time span after the respective starting time t A. Alternatively, it can be provided that the end time t E occurs at the same time as the last of a defined number of pressure measurements is carried out. And again, as an alternative, it can be provided that the end time t E is set if the pressure profile under consideration no longer changes over a defined period and / or over a defined number of pressure measurements or only changes with a value below a defined limit value.
  • an evaluation of the / each pressure curve takes place, from which, on the one hand, the quantitative and, on the other hand, the qualitative loading of the purging gas pumped by the compressor during the associated period, which then flows into the fresh gas line or has already flowed into it, is derived with hydrocarbons .
  • This evaluation is based in particular on different densities which the various hydrocarbons contained in the purge gas have, on the one hand, in comparison with one another and, on the other hand, in comparison to the ambient air also contained in the purge gas.
  • the quantitative loading of the flushing gas with hydrocarbons can be determined from the increase in pressure averaged over the respective period, while statements about the qualitative loading and thus the composition of the mixture comprising various hydrocarbons in the mixture can be determined from the characteristic curve of the pressure during the respective period Purge gas are taken.
  • the top of the two in the Fig. 2 The pressure curves shown show a significantly steeper rise in a relatively early section of the defined period than the lower pressure curve in a corresponding section of the associated period, whereby a relatively high ethanol content of the purging gas conveyed in the corresponding purging process can be derived.
  • Fig. 2 it is also shown that the time intervals between the pressure measurements are varied for the individual pressure curves, whereby there is a tendency for the time interval after which a pressure measurement still to be carried out is to be carried out to be selected to be shorter, the steeper the increase or the greater was the pressure gradient of the pressure curve at the time of the previous pressure measurement. In this way, the resolution in the determination of the pressure curves can be increased and the evaluation result can be improved.

Description

Die Erfindung betrifft ein Verfahren zum Betreiben einer Brennkraftmaschine mit einem ein Tankentlüftungsventil umfassenden Kraftstofftanksystem. Die Erfindung betrifft weiterhin eine zur Durchführung eines solchen Verfahrens geeignete Brennkraftmaschine sowie ein Kraftfahrzeug mit einer solchen Brennkraftmaschine.The invention relates to a method for operating an internal combustion engine with a fuel tank system comprising a tank ventilation valve. The invention further relates to an internal combustion engine suitable for carrying out such a method and to a motor vehicle with such an internal combustion engine.

Ein Kraftstofftanksystem für eine Brennkraftmaschine eines Kraftfahrzeugs weist regelmäßig eine Entlüftungsleitung auf, die es ermöglicht, einen ansteigenden Druck in dem Kraftstofftank des Tanksystems infolge von beispielsweise bei hohen Umgebungstemperaturen verdampfendem Kraftstoff an die Umgebung zu entlasten. Dabei dürfen, auch aufgrund von Emissionsvorschriften, möglichst keine Kraftstoffdämpfe in die Umgebung gelangen. Dies wird verhindert, indem in die Entlüftungsleitung ein Kraftstoffdampffilter, der regelmäßig in Form eines Aktivkohlefilters ausgebildet ist, integriert ist, der die Kraftstoffdämpfe absorbiert.A fuel tank system for an internal combustion engine of a motor vehicle regularly has a vent line which makes it possible to relieve an increasing pressure in the fuel tank of the tank system as a result of fuel evaporating at high ambient temperatures, for example. Also due to emission regulations, as far as possible no fuel vapors may get into the environment. This is prevented in that a fuel vapor filter, which is regularly designed in the form of an activated carbon filter, is integrated into the ventilation line and absorbs the fuel vapors.

Zur Regeneration eines solchen Kraftstoffdampffilters ist ein solches Tanksystem zusätzlich mit einer Spülgasleitung versehen, die einerseits mit dem Kraftstoffdampffilter und andererseits mit dem Frischgasstrang der Brennkraftmaschine verbunden ist. Im Betrieb der Brennkraftmaschine kann zeitweise mittels des im Bereich der Mündung der Spülgasleitung in dem Frischgasstrang herrschenden Unterdrucks Umgebungsluft über eine Umgebungsmündung des Kraftstoffdampffilters angesaugt werden, die den Kraftstoffdampffilter in Gegenrichtung zu derjenigen Strömungsrichtung, in der die Kraftstoffdämpfe aus dem Kraftstofftank in den Kraftstoffdampffilter strömen, durchströmen und diesen dadurch spülen. Die Kraftstoffdämpfe aus dem Kraftstoffdampffilter werden so über den Frischgasstrang den Brennräumen des Verbrennungsmotors der Brennkraftmaschine zugeführt.To regenerate such a fuel vapor filter, such a tank system is additionally provided with a purge gas line which is connected on the one hand to the fuel vapor filter and on the other hand to the fresh gas line of the internal combustion engine. During operation of the internal combustion engine, ambient air can temporarily be sucked in via an ambient opening of the fuel vapor filter by means of the negative pressure prevailing in the area of the mouth of the purge gas line in the fresh gas line, which air flows through the fuel vapor filter in the opposite direction to the flow direction in which the fuel vapors flow from the fuel tank into the fuel vapor filter and rinse it. The fuel vapors from the fuel vapor filter are thus fed to the combustion chambers of the internal combustion engine of the internal combustion engine via the fresh gas line.

Aus der US 2003/0047161 A1 ist ein Kraftstofftanksystem einer Brennkraftmaschine mit einem direkt einspritzenden Verbrennungsmotor bekannt, bei dem die Art des Verbrennungsverfahrens und die Menge des dazu eingespritzten Kraftstoffs beim Spülen des Kraftstofftanksystems in Abhängigkeit von einer Sollwertabweichung für das Verhältnis aus Kraftstoff und Luft, die basierend auf dem Messwert einer Lambdasonde ermittelt wird, eingestellt werden.From the US 2003/0047161 A1 a fuel tank system of an internal combustion engine with a direct injection internal combustion engine is known, in which the type of combustion process and the amount of fuel injected for this purpose when flushing the fuel tank system as a function of a setpoint deviation for the ratio of fuel and air, which is determined based on the measured value of a lambda probe will be set.

Die US 2002/0162457 A1 beschreibt ein Verfahren zur Entlüftung eines Kraftstofftanksystems einer Brennkraftmaschine, bei dem basierend auf dem Gehalt an Kohlenwasserstoffen in dem Spülgas entschieden wird, wann ein Spülen des Kraftstoffdampffilters erfolgen muss und wann dieses Spülen wieder beendet werden kann. Die Ermittlung des Gehalts an Kohlenwasserstoffen in dem Spülgas wird dabei mittels eines entsprechenden HC-Sensors durchgeführt.The US 2002/0162457 A1 describes a method for venting a fuel tank system of an internal combustion engine, in which a decision is made based on the content of hydrocarbons in the purge gas when the fuel vapor filter must be purged and when this purging can be ended again. The determination of the hydrocarbon content in the flushing gas is carried out by means of a corresponding HC sensor.

Die DE 10 2016 014 461 A1 offenbart ein Verfahren gemäß dem Oberbegriff des Patentanspruchs 1.The DE 10 2016 014 461 A1 discloses a method according to the preamble of claim 1.

Der Erfindung lag die Aufgabe zugrunde, ein vorteilhaftes Verfahren zum Ermitteln des Gehalts von Kohlenwasserstoffen in Spülgas eines Kraftstofftanksystems einer Brennkraftmaschine anzugeben.The invention was based on the object of specifying an advantageous method for determining the content of hydrocarbons in the flushing gas of a fuel tank system of an internal combustion engine.

Diese Aufgabe wird mittels eines Verfahrens gemäß dem Patentanspruch 1 gelöst. Eine zur Durchführung eines solchen Verfahrens geeignete Brennkraftmaschine ist Gegenstand des Patentanspruchs 9. Vorteilhafte Ausführungsformen des erfindungsgemäßen Verfahrens und bevorzugten Ausgestaltungsformen der erfindungsgemäßen Brennkraftmaschine sind Gegenstände der weiteren Patentansprüche und/oder ergeben sich aus der nachfolgenden Beschreibung der Erfindung.This object is achieved by means of a method according to patent claim 1. An internal combustion engine suitable for carrying out such a method is the subject of patent claim 9. Advantageous embodiments of the method according to the invention and preferred embodiments of the internal combustion engine according to the invention are the subjects of the further patent claims and / or result from the following description of the invention.

Erfindungsgemäß ist ein Verfahren zum Ermitteln des Gehalts von Kohlenwasserstoffen in Spülgas eines Kraftstofftanksystem einer Brennkraftmaschine vorgesehen, wobei das Kraftstofftanksystem zumindest

  • einen Kraftstofftank,
  • einen Kraftstoffdampffilter, der in fluidleitender Verbindung mit einer Umgebungsmündung steht,
  • eine von dem Kraftstofftank zu dem Kraftstoffdampffilter führende Entlüftungsleitung,
  • eine von dem Kraftstoffdampffilter zu dem Frischgasstrang der Brennkraftmaschine führende Spülgasleitung,
  • ein in die Spülgasleitung integriertes Regelventil (Tankentlüftungsventil),
  • einen in die Spülgasleitung integrierten Drucksensor, der als Relativdrucksensor oder als Absolutdrucksensor oder als Differenzdrucksensor ausgebildet sein kann, und
  • einen in die Spülgasleitung integrierten Verdichter, d.h. eine sogenannte Spülluftpumpe,
umfasst. Erfindungsgemäß ist vorgesehen, dass während eines Betriebs des Verdichters über einen definierten Zeitraum mittels des Drucksensors mindestens drei Druckmessungen in der Spülgasleitung durchgeführt und erst am Ende des Zeitraums basierend auf den ermittelten Druckwerten die Beladung des Spülgases, das während des Zeitraums die Spülgasleitung durchströmt hat, mit Kohlenwasserstoffen qualitativ ermittelt wird.According to the invention, a method for determining the content of hydrocarbons in the purge gas of a fuel tank system of an internal combustion engine is provided, the fuel tank system at least
  • a fuel tank,
  • a fuel vapor filter that is in fluid communication with a surrounding mouth,
  • a vent line leading from the fuel tank to the fuel vapor filter,
  • a purge gas line leading from the fuel vapor filter to the fresh gas line of the internal combustion engine,
  • a control valve integrated in the purging gas line (tank ventilation valve),
  • a pressure sensor integrated into the purge gas line, which can be designed as a relative pressure sensor or as an absolute pressure sensor or as a differential pressure sensor, and
  • a compressor integrated into the purge gas line, i.e. a so-called purge air pump,
includes. According to the invention it is provided that during operation of the compressor over a defined period of time by means of the pressure sensor at least three pressure measurements are carried out in the purge gas line and only at the end of the period based on the determined pressure values the loading of the purge gas that has flowed through the purge gas line during the period with Hydrocarbons is determined qualitatively.

Als Ermittlung der "qualitativen" Beladung wird dabei verstanden, dass für das in dem Spülgas enthaltene Gemisch an Kohlenwasserstoffen zumindest eine Aussage über eine konkrete Zusammensetzung einzelner der Kohlenwasserstoffe getroffen wird.Determination of the “qualitative” load is understood to mean that at least one statement is made about a specific composition of individual hydrocarbons for the mixture of hydrocarbons contained in the flushing gas.

Hierzu wird für die Druckmessungen jeweils ein Druckgradient, eine Druckdifferenz zu einer der anderen Druckmessungen und/oder eine Druckgradientendifferenz ermittelt, die hinsichtlich mindestens eines diese jeweils beschreibenden Werts, der für bestimmte Arten von Kohlenwasserstoffen charakteristisch ist, analysiert werden, um die Beladung des Spülgases mit den Kohlenwasserstoffen qualitativ zu ermitteln. So kann beispielsweise vorgesehen sein, dass bei einem relativ großen Druckgradienten von einem relativ großen Ethanolgehalt im Spülgas ausgegangen wird.For this purpose, a pressure gradient, a pressure difference to one of the other pressure measurements and / or a pressure gradient difference is determined for the pressure measurements, which are analyzed with regard to at least one value describing them, which is characteristic of certain types of hydrocarbons, in order to determine the loading of the purge gas to determine the hydrocarbons qualitatively. For example, it can be provided that with a relatively large pressure gradient, a relatively large ethanol content in the flushing gas is assumed.

Die Bezeichnung "Kraftstoffdampffilter" bedingt erfindungsgemäß nicht, dass dieser den flüchtigen Kraftstoff in gasförmiger Form filtern muss. Vielmehr kann der Kraftstoff bei der Filterung auch schon wieder (teilweise) auskondensiert sein.According to the invention, the term “fuel vapor filter” does not mean that it has to filter the volatile fuel in gaseous form. Rather, the fuel can already be (partially) condensed out again during the filtering.

Neben einer Ermittlung der quantitativen Beladung, die vorzugsweise parallel zu der Ermittlung der qualitativen Beladung durchgeführt wird, ermöglicht die erfindungsgemäße Ermittlung der qualitativen Beladung eine besonders genaue Abschätzung des Einflusses, den das Spülgas, das dem Frischgasstrang der Brennkraftmaschine und über diesen dem Verbrennungsmotor zugeführt wird, auf die Verbrennungsprozesse im Betrieb des Verbrennungsmotors hat. Dadurch können dementsprechend auch Gegenmaßnahmen, wie insbesondere eine Anpassung der Mengen des für die einzelnen Arbeitsspiele in Brennräume des Verbrennungsmotors eingespritzten Kraftstoffs, die der Kompensation der mit dem Spülgas in die Brennräume eingebrachten Kohlenwasserstoffe dient, möglichst genau durchgeführt werden. Dadurch können die Kraftstoff-Frischgas-Gemischmengen, die in den einzelnen Arbeitsspielen in den Brennräumen thermisch umgesetzt werden, möglichst exakt im Bereich eines vorgesehenen Sollwerts oder Sollwertbereichs gehalten werden, was sich positiv auf das Betriebsverhalten des Verbrennungsmotors oder der gesamten Brennkraftmaschine und insbesondere auf den Wirkungsgrad und/oder das Emissionsverhalten auswirkt.In addition to determining the quantitative load, which is preferably carried out in parallel to the determination of the qualitative load, the inventive determination of the qualitative load enables a particularly precise assessment of the influence of the purge gas that is fed to the fresh gas line of the internal combustion engine and via this to the internal combustion engine, has on the combustion processes in the operation of the internal combustion engine. As a result, countermeasures, such as, in particular, an adaptation of the quantities of fuel injected into the combustion chambers of the internal combustion engine for the individual work cycles, which is used to compensate for the hydrocarbons introduced into the combustion chambers with the purge gas, can be carried out as precisely as possible. As a result, the fuel-fresh gas mixture quantities, which are thermally converted in the individual work cycles in the combustion chambers, can be kept as precisely as possible in the range of an intended setpoint or setpoint range, which has a positive effect on the operating behavior of the internal combustion engine or the entire internal combustion engine and, in particular, on the efficiency and / or the emission behavior.

Die Erfindung betrifft dementsprechend auch ein Verfahren zum Betreiben einer Brennkraftmaschine, das ein erfindungsgemäßes Ermitteln des Gehalts von Kohlenwasserstoffen in Spülgas eines Kraftstofftanksystems der Brennkraftmaschine sowie basierend auf diesem Ermittlungsergebnis eine Anpassung von Parametern, die im Betrieb der Brennkraftmaschine in einem Verbrennungsmotor ablaufende Verbrennungsprozesse beeinflussen, umfasst.The invention accordingly also relates to a method for operating an internal combustion engine, which comprises an inventive determination of the content of hydrocarbons in the purge gas of a fuel tank system of the internal combustion engine and, based on this determination result, an adaptation of parameters that influence combustion processes occurring in an internal combustion engine when the internal combustion engine is operating.

Die vorzugsweise vorgesehene quantitative Ermittlung der Beladung des Spülgases mit Kohlenwasserstoffen, bei der vorzugsweise die Menge der Kohlenwasserstoffe im Verhältnis zu der Gesamtmenge des Spülgases, d.h. der relative Gehalt der Kohlenwasserstoffe (in Volumenprozent oder Massenprozent), ermittelt wird, erfolgt vorzugsweise erst beziehungsweise einmalig (für den Zeitraum) am Ende des Zeitraums, wodurch basierend auf Druckmessungen besonders genaue Ergebnisse hinsichtlich der quantitativen Beladung des Spülgases mit Kohlenwasserstoffen realisiert werden können.The preferably provided quantitative determination of the loading of the flushing gas with hydrocarbons, in which the amount of hydrocarbons is preferably in relation to the total amount of the flushing gas, i.e. the relative content of the hydrocarbons (in percent by volume or percent by mass) is determined, preferably only or once (for the period) at the end of the period, whereby particularly precise results with regard to the quantitative loading of the flushing gas with hydrocarbons can be achieved based on pressure measurements.

Vorzugsweise kann vorgesehen sein, dass der definierte Zeitraum mit der Inbetriebnahme des Verdichters folglich mit dem Anfang eines Spülvorgangs beginnt und/oder mit dem Ermitteln von mehreren in einem gleichen Wertebereich liegenden Druckwerten endet. Dieser Wertebereich ist dabei im Vergleich zu der maximalen Differenz der gemessenen Druckwerten relativ klein, so dass demnach vorgesehen ist, dass der definierte Zeitraum beim mehrfachen Auftreten von gleichen oder annähernd gleichen Druckwerten endet. Alternativ oder ergänzend kann aber auch vorgesehen sein, dass der definierte Zeitraum sich genau oder mindestens über die definierte Anzahl von Druckmessungen erstreckt.It can preferably be provided that the defined period of time with the start-up of the compressor consequently begins with the start of a flushing process and / or ends with the determination of several pressure values lying in the same value range. This value range is relatively small in comparison to the maximum difference between the measured pressure values, so that it is accordingly provided that the defined period ends when the same or approximately the same pressure values occur several times. Alternatively or in addition, it can also be provided that the defined period of time extends exactly or at least over the defined number of pressure measurements.

Weiterhin bevorzugt kann vorgesehen sein, dass für die Ermittlung der qualitativen Beladung des Spülgases mit den Kohlenwasserstoffen ergänzend die Positionen zumindest einzelner der Druckmessungen innerhalb des definierten Zeitraums und/oder der zeitliche Abstand zumindest einzelner der Druckmessungen von einer vorausgegangenen Inbetriebnahme des Verdichters genutzt wird. Dadurch kann sich eine besonders genaue Ermittlungen der qualitativen Beladung ergeben. Beispielsweise kann vorgesehen sein, dass von einem relativ großen Ethanolgehalt im Spülgas nur dann ausgegangen wird, wenn in einem relativ frühen Abschnitt des definierten Zeitraums und insbesondere nach einer Inbetriebnahme des Verdichters mindestens ein relativ großer Druckgradient ermittelt worden ist.Furthermore, it can preferably be provided that the positions of at least some of the pressure measurements within the defined period and / or the time interval of at least some of the pressure measurements from a previous start-up of the compressor is used to determine the qualitative loading of the purge gas with the hydrocarbons. This can result in a particularly precise determination of the qualitative load. For example, it can be provided that a relatively large ethanol content in the flushing gas is only assumed if at least one relatively large pressure gradient has been determined in a relatively early section of the defined period and in particular after the compressor has been started up.

Zur Erhöhung der Genauigkeit der Ermittlung der quantitativen und/oder der qualitativen Beladung des Spülgases mit Kohlenwasserstoffen kann vorzugsweise vorgesehen sein, dass der zeitliche Abstand zwischen den Druckmessungen zumindest teilweise variiert wird. Insbesondere kann vorgesehen sein, dass, in definierten Grenzen und bezogen auf Referenzwerte, der zeitliche Abstand zwischen einer ersten Druckmessung und einer zweiten Druckmessung umso kürzer gewählt wird, je größer ein basierend auf der ersten Druckmessung ermittelter Druckgradient ist. Folglich kann vorzugsweise vorgesehen sein, dass ein erster Druckgradient basierend auf einer ersten Druckmessung sowie ein zweiter Druckgradient basierend auf einer darauffolgenden zweiten Druckmessung ermittelt wird und basierend auf der Größe des Unterschieds zwischen diesen Druckgradienten der zeitliche Abstand zwischen der zweiten und einer darauffolgenden dritten Druckmessung derart variiert wird, dass bei einem relativ großen Unterschied zwischen den Druckgradienten der zeitliche Abstand relativ klein gewählt wird.To increase the accuracy of the determination of the quantitative and / or the qualitative loading of the flushing gas with hydrocarbons, it can preferably be provided that the time interval between the pressure measurements is at least partially varied. In particular, it can be provided that, within defined limits and based on reference values, the time interval between a first pressure measurement and a second pressure measurement is selected to be shorter, the greater a pressure gradient determined based on the first pressure measurement. Consequently, it can preferably be provided that a first pressure gradient is determined based on a first pressure measurement and a second pressure gradient is determined based on a subsequent second pressure measurement and the time interval between the second and a subsequent third pressure measurement varies based on the size of the difference between these pressure gradients is that with a relatively large difference between the pressure gradients, the time interval is selected to be relatively small.

Vorzugsweise kann vorgesehen sein, dass ein erfindungsgemäßes Verfahren bei jeder Inbetriebnahme des Verdichters zumindest einmalig durchgeführt wird, so dass für jeden Spülvorgang eine erfindungsgemäße Ermittlung des Gehalts von Kohlenwasserstoffen in dem dann geförderten Spülgas erfolgt, so dass demensprechend auch für jeden Spülvorgang eine möglichst exakte Kompensation des Einflusses der über das Spülgas in die Brennräume des Verbrennungsmotors eingebrachten Kohlenwasserstoffe erfolgen kann.It can preferably be provided that a method according to the invention is carried out at least once each time the compressor is started up, so that the content of hydrocarbons in the purging gas then pumped is determined according to the invention for each flushing process, so that the most exact possible compensation of the Influence of the hydrocarbons introduced into the combustion chambers of the internal combustion engine via the flushing gas.

Eine erfindungsgemäße Brennkraftmaschine umfasst einerseits zumindest

  • einen Verbrennungsmotor,
  • einen Frischgasstrang zum Zuführen von Frischgas zu dem Verbrennungsmotor,
  • einen Abgasstrang zum Abführen von Abgas von dem Verbrennungsmotor und
  • ein Kraftstofftanksystem, das
    • einen Kraftstofftank,
    • einen Kraftstoffdampffilter, der in fluidleitender Verbindung mit einer Umgebungsmündung steht,
    • eine von dem Kraftstofftank zu dem Kraftstoffdampffilter führende Entlüftungsleitung,
    • eine von dem Kraftstoffdampffilter zu dem Frischgasstrang der Brennkraftmaschine führende Spülgasleitung,
    • ein in die Spülgasleitung integriertes Regelventil (Tankentlüftungsventil),
    • einen in die Spülgasleitung integrierten Drucksensor und
    • einen in die Spülgasleitung integrierten Verdichter, d.h. eine sogenannte Spülluftpumpe,
umfasst. Weiterhin weist eine erfindungsgemäße Brennkraftmaschine eine Steuerungsvorrichtung auf, die zur automatisierten Durchführung eines erfindungsgemäßen Verfahrens ausgebildet ist.An internal combustion engine according to the invention comprises on the one hand at least
  • an internal combustion engine,
  • a fresh gas line for supplying fresh gas to the internal combustion engine,
  • an exhaust line for removing exhaust gas from the internal combustion engine and
  • a fuel tank system that
    • a fuel tank,
    • a fuel vapor filter that is in fluid communication with a surrounding mouth,
    • a vent line leading from the fuel tank to the fuel vapor filter,
    • a purge gas line leading from the fuel vapor filter to the fresh gas line of the internal combustion engine,
    • a control valve integrated in the purging gas line (tank ventilation valve),
    • a pressure sensor integrated in the purge gas line and
    • a compressor integrated into the purge gas line, i.e. a so-called purge air pump,
includes. Furthermore, an internal combustion engine according to the invention has a control device which is designed for the automated implementation of a method according to the invention.

Das erfindungsgemäße Verfahren kann insbesondere bei einem Kraftstofftanksystem einer (erfindungsgemäßen) Brennkraftmaschine zur Anwendung kommen, deren Verbrennungsmotor fremdgezündet und insbesondere nach dem Otto-Prinzip betreibbar ist, weil der für den Betrieb eines solchen Verbrennungsmotors genutzte Kraftstoff in der Regel relativ (insbesondere im Vergleich zu Diesel-Kraftstoff) leicht flüchtig ist, wodurch die besondere Notwendigkeit einer Tankentlüftung begründet sein kann.The method according to the invention can be used in particular in a fuel tank system of an internal combustion engine (according to the invention) whose internal combustion engine is externally ignited and, in particular, can be operated according to the Otto principle, because the fuel used to operate such an internal combustion engine is usually relatively (especially compared to diesel) Fuel) is highly volatile, which may justify the particular need for tank ventilation.

Eine erfindungsgemäße Brennkraftmaschine kann insbesondere Teil eines Kraftfahrzeugs sein. Dabei kann der Verbrennungsmotor der Brennkraftmaschine insbesondere zur direkten oder indirekten Bereitstellung der Antriebsleistung für das Kraftfahrzeug vorgesehen sein. Die Erfindung betrifft daher weiterhin ein Kraftfahrzeug, insbesondere ein radbasiertes Kraftfahrzeug (vorzugsweise ein PKW oder ein LKW), mit einer erfindungsgemäßen Brennkraftmaschine.An internal combustion engine according to the invention can in particular be part of a motor vehicle. The internal combustion engine of the internal combustion engine can in particular be provided for direct or indirect provision of the drive power for the motor vehicle. The invention therefore further relates to a motor vehicle, in particular a wheel-based motor vehicle (preferably a car or a truck), with an internal combustion engine according to the invention.

Die unbestimmten Artikel ("ein", "eine", "einer" und "eines"), insbesondere in den Patentansprüchen und in der die Patentansprüche allgemein erläuternden Beschreibung, sind als solche und nicht als Zahlwörter zu verstehen. Entsprechend damit konkretisierte Komponenten sind somit so zu verstehen, dass diese mindestens einmal vorhanden sind und mehrfach vorhanden sein können.The indefinite articles ("a", "an", "an" and "an"), in particular in the claims and in the description that generally explains the claims, are to be understood as such and not as numerals. Components specified in this way are therefore to be understood in such a way that they are present at least once and can be present several times.

Die vorliegende Erfindung wird nachfolgend anhand eines in den Zeichnungen dargestellten Ausgestaltungsbeispiels näher erläutert. In den Zeichnungen zeigt:

Fig. 1:
eine erfindungsgemäße Brennkraftmaschine mit einem Kraftstofftanksystem in schematischer Darstellung und
Fig. 2:
ein Diagramm zur Veranschaulichung der Durchführung eines erfindungsgemäßen Verfahrens.
The present invention is explained in more detail below with reference to an exemplary embodiment shown in the drawings. In the drawings shows:
Fig. 1:
an internal combustion engine according to the invention with a fuel tank system in a schematic representation and
Fig. 2:
a diagram to illustrate the implementation of a method according to the invention.

Die Fig. 1 zeigt eine erfindungsgemäße Brennkraftmaschine für ein Kraftfahrzeug mit einem Kraftstofftanksystem. Dieses umfasst einen Kraftstofftank 10, der über eine Entlüftungsleitung 12 mit einem Kraftstoffdampffilter 14, der insbesondere in Form eines Aktivkohlefilters ausgebildet sein oder zumindest einen solchen umfassen kann, verbunden ist. Der Kraftstoffdampffilter 14 ist weiterhin über eine Spülgasleitung 16 mit einem Frischgasstrang 18 der Brennkraftmaschine verbunden, wobei die Spülgasleitung 16 in den Frischgasstrang 18 stromauf (bezüglich der Strömungsrichtung von Frischgas in dem Frischgasstrang 18 in Richtung eines Verbrennungsmotor 20 der Brennkraftmaschine) eines in den Frischgasstrang 18 integrierten Ladeluftverdichters 22 mündet. Der Ladeluftverdichter 22 ist Teil eines Abgasturboladers, der weiterhin eine Abgasturbine 24 umfasst, die in einen Abgasstrang 26 der Brennkraftmaschine integriert ist. In der zwischen dem Ladeluftverdichter 22 und dem Verbrennungsmotor 20 gelegenen Ladeluftstrecke des Frischgasstrangs 18 ist noch eine Drosselklappe 36 vorgesehen, die die Ladeluftstrecke in einen stromauf gelegenen, häufig als Druckrohr bezeichneten Abschnitt sowie einen stromab gelegenen, häufig als Saugrohr bezeichneten Abschnitt unterteilt.The Fig. 1 shows an internal combustion engine according to the invention for a motor vehicle with a fuel tank system. This comprises a fuel tank 10, which is connected via a ventilation line 12 with a fuel vapor filter 14, which is in particular in the form of an activated carbon filter be formed or at least include one such is connected. The fuel vapor filter 14 is also connected to a fresh gas line 18 of the internal combustion engine via a flushing gas line 16, the flushing gas line 16 being integrated into the fresh gas line 18 upstream (with respect to the flow direction of fresh gas in the fresh gas line 18 in the direction of an internal combustion engine 20 of the internal combustion engine) Charge air compressor 22 opens. The charge air compressor 22 is part of an exhaust gas turbocharger, which further comprises an exhaust gas turbine 24 which is integrated in an exhaust gas line 26 of the internal combustion engine. In the charge air section of the fresh gas line 18 located between the charge air compressor 22 and the internal combustion engine 20, a throttle valve 36 is also provided which divides the charge air line into an upstream section, often referred to as a pressure pipe, and a downstream section, often referred to as an intake pipe.

Im Betrieb der Brennkraftmaschine wird in bekannter Weise in definierter Reihenfolge in Brennräumen 28 des Verbrennungsmotors 20, die teilweise von Zylindern 30 des Verbrennungsmotors 20 begrenzt sind, Gemischmengen, die aus Frischgas, das vollständig oder hauptsächlich aus Umgebungsluft besteht, sowie aus beispielsweise direkt mittels nicht dargestellten Einspritzventilen in die Brennräume 28 eingespritztem Kraftstoff bestehen, verbrannt, wobei die so erzeugten Druckerhöhungen in den Brennräumen 28 dazu genutzt werden, in den Zylindern 30 längsaxial beweglich geführte Kolben 32 zu bewegen. Diese Bewegungen der Kolben 32 werden unter Zwischenschaltung von Pleueln (nicht dargestellt) in eine Drehbewegung einer Kurbelwelle (nicht dargestellt) gewandelt, wobei die Führung der Kolben 32 über die Pleuel mittels der Kurbelwelle gleichzeitig zu einer zyklischen Hin-und-herBewegung der Kolben 32 führt. Das bei der Verbrennung der Frischgas-Kraftstoff-Gemischmengen in den Brennräumen 28 entstandene Abgas wird über den Abgasstrang 26 abgeführt und durchströmt dabei die Abgasturbine 24, was zu einem drehenden Antrieb eines Turbinenlaufrads (nicht dargestellt) führt. Diese Drehung des Turbinenlaufrads wird mittels einer Welle 34 auf ein Verdichterlaufrad (nicht dargestellt) des Ladeluftverdichters 22 übertragen, wodurch der Ladeluftverdichter 22 für eine Verdichtung des über den Frischgasstrang 18 dem Verbrennungsmotor 20 zugeführten Frischgases sorgt.During operation of the internal combustion engine, in a known manner, in a defined order in combustion chambers 28 of internal combustion engine 20, which are partially limited by cylinders 30 of internal combustion engine 20, mixture quantities consisting of fresh gas, which consists entirely or mainly of ambient air, and, for example, directly by means of not shown Injection valves consist of fuel injected into the combustion chambers 28, and the pressure increases thus generated in the combustion chambers 28 are used to move pistons 32 that are axially movable in the cylinders 30. These movements of the pistons 32 are converted into a rotary movement of a crankshaft (not shown) with the interposition of connecting rods (not shown), with the guidance of the pistons 32 over the connecting rods by means of the crankshaft simultaneously leading to a cyclic to-and-fro movement of the pistons 32 . The exhaust gas resulting from the combustion of the fresh gas / fuel mixture quantities in the combustion chambers 28 is discharged via the exhaust gas tract 26 and flows through the exhaust gas turbine 24, which leads to a rotating drive of a turbine impeller (not shown). This rotation of the turbine impeller is transmitted by means of a shaft 34 to a compressor impeller (not shown) of the charge air compressor 22, as a result of which the charge air compressor 22 compresses the fresh gas supplied to the internal combustion engine 20 via the fresh gas line 18.

Der Kraftstoffdampffilter 14 des Kraftstofftanksystems steht mit seiner bezüglich der Entlüftungsleitung 12 und der Spülgasleitung 16 abgewandten Seite (bezogen auf dessen Filterwirkung für Kraftstoffdämpfe) über eine Umgebungsluftleitung 38 mit der Umgebung in gasleitender Verbindung, wozu die Umgebungsluftleitung 38 eine Umgebungsmündung 44 ausbildet.The side of the fuel vapor filter 14 of the fuel tank system facing away from the vent line 12 and the purge gas line 16 (based on its filtering effect for fuel vapors) is in gas-conducting connection via an ambient air line 38, for which purpose the ambient air line 38 forms an ambient opening 44.

Der Kraftstofftank 10 ist teilweise mit Kraftstoff gefüllt, wobei ein Teil dieses eigentlich flüssigem Kraftstoffs in der Regel verdampft ist, so dass in dem Kraftstofftank 10 auch Kraftstoff in gasförmigem Aggregatzustand vorliegt. Ein solches Verdampfen von Kraftstoff in dem Kraftstofftank 10 wird durch eine relativ hohe Temperatur des Kraftstoffs verstärkt, was insbesondere bei relativ hohen Umgebungstemperaturen sowie bei einer Änderung des Umgebungsdrucks, beispielsweise infolge einer Bergfahrt eines die Brennkraftmaschine umfassenden Kraftfahrzeugs, der Fall sein kann. Um einen durch ein solches Verdampfen bedingten, unzulässig hohen Überdruck in dem Kraftstofftank 10 zu vermeiden, ist die Möglichkeit eines Druckausgleichs mit dem Umgebungsdruck über die Entlüftungsleitung 12 und den Kraftstoffdampffilter 14 sowie über die Umgebungsluftleitung 38 gegeben, wobei durch den Kraftstoffdampffilter 14 vermieden wird, dass ein solcher Druckausgleich zu einem Entweichen von Kraftstoffdämpfen in die Umgebung führt.The fuel tank 10 is partially filled with fuel, a portion of this actually liquid fuel generally being vaporized, so that fuel is also present in the fuel tank 10 in a gaseous state. Such evaporation of fuel in the fuel tank 10 is intensified by a relatively high temperature of the fuel, which can be the case in particular at relatively high ambient temperatures and when the ambient pressure changes, for example as a result of a motor vehicle comprising the internal combustion engine driving uphill. In order to avoid an inadmissibly high overpressure in the fuel tank 10 caused by such evaporation, there is the possibility of pressure equalization with the ambient pressure via the vent line 12 and the fuel vapor filter 14 and via the ambient air line 38, whereby the fuel vapor filter 14 avoids that Such a pressure equalization leads to an escape of fuel vapors into the environment.

Ein solches Entlüften des Kraftstofftanks 10 führt zu einer zunehmenden Sättigung des Kraftstoffdampffilters 14, was wiederum bedingt, diesen in regelmäßigen Abständen zu regenerieren. Hierzu ist ein Spülen des Kraftstoffdampffilters 14 vorgesehen, indem Umgebungsluft über die Umgebungsmündung 44 und die Umgebungsluftleitung 38 angesaugt wird. Diese Umgebungsluft durchströmt den Kraftstoffdampffilter 14 in im Vergleich zu der Durchströmung bei der Entlüftung des Kraftstofftanks 10 entgegengesetzter Richtung, wodurch in dem Kraftstoffdampffilter 10 absorbierte Kraftstoffmoleküle durch die Umgebungsluft mitgenommen und über die Spülgasleitung 16 in den Frischgasstrang 18 eingetragen werden. Dadurch wird dieser Kraftstoff, der in der Regel eine Mischung unterschiedlicher Kohlenwasserstoffe umfasst, einer Verbrennung in den Brennräumen 28 des Verbrennungsmotors 20 zugeführt.Such a venting of the fuel tank 10 leads to an increasing saturation of the fuel vapor filter 14, which in turn requires it to be regenerated at regular intervals. For this purpose, the fuel vapor filter 14 is rinsed in that ambient air is sucked in via the ambient opening 44 and the ambient air line 38. This ambient air flows through the fuel vapor filter 14 in the opposite direction compared to the flow when venting the fuel tank 10, whereby the fuel molecules absorbed in the fuel vapor filter 10 are carried along by the ambient air and introduced into the fresh gas line 18 via the purge gas line 16. As a result, this fuel, which as a rule comprises a mixture of different hydrocarbons, is fed to combustion in the combustion chambers 28 of the internal combustion engine 20.

Ein solches Spülen des Kraftstoffdampffilters 14 ist lediglich zeitweise und stets während des Betriebs des Verbrennungsmotors 26 vorgesehen, weil nur dann der durch das Spülen des Kraftstoffdampffilters 14 in den Frischgasstrang 18 eingebrachte Kraftstoff auch sicher einer Verbrennung in den Brennräumen 34 zugeführt werden kann. Ein Einbringen in den Frischgasstrang 18 bei einem Nichtbetrieb des Verbrennungsmotors 26 könnte dagegen dazu führen, dass der gasförmige Kraftstoff über Undichtigkeiten des Frischgasstrangs 18 und insbesondere über eine Ansaugöffnung des Frischgasstrangs 18 in die Umgebung entweichen könnte.Such a flushing of the fuel vapor filter 14 is only provided temporarily and always during the operation of the internal combustion engine 26, because only then can the fuel introduced into the fresh gas line 18 by flushing the fuel vapor filter 14 also be safely fed to combustion in the combustion chambers 34. An introduction into the fresh gas line 18 when the internal combustion engine 26 is not in operation, however, could lead to the gaseous fuel escaping into the environment via leaks in the fresh gas line 18 and in particular via an intake opening of the fresh gas line 18.

In die Spülgasleitung 16 ist ein Tankentlüftungsventil 42 integriert, das möglichst nah an deren Mündung 40 in den Frischgasstrang 18 angeordnet oder in diese integriert ist.A tank ventilation valve 42 is integrated into the flushing gas line 16 and is arranged as close as possible to its opening 40 in the fresh gas line 18 or is integrated into it.

Für ein Spülen des Kraftstoffdampffilters 14 ist ein ausreichendes Druckgefälle zwischen einerseits dem Umgebungsdruck und andererseits dem Druck im Frischgasstrang 18 im Bereich der Mündung 40 der Spülgasleitung 16 erforderlich, die aufgrund stark schwankender Drücke in dem Frischgasstrang 18 während eines Betriebs des Verbrennungsmotors 20 nicht immer gegeben ist. Während eines Betriebs des Verbrennungsmotors 20 und damit des Ladeluftverdichters 22 ist der Druck des Frischgases in dem Abschnitt des Frischgasstrangs 18 im Bereich der Mündung 40 der Spülgasleitung 16 meistens so niedrig, dass ein ausreichendes Druckgefälle im Vergleich zu dem an der Umgebungsmündung 44 anliegenden Umgebungsdruck vorliegt. Dies ist jedoch nicht immer der Fall.For flushing the fuel vapor filter 14, a sufficient pressure gradient is required between the ambient pressure on the one hand and the pressure in the fresh gas line 18 in the area of the mouth 40 of the purging gas line 16 on the other hand, which is not always given due to strongly fluctuating pressures in the fresh gas line 18 during operation of the internal combustion engine 20 . During operation of the internal combustion engine 20 and thus the charge air compressor 22, the pressure of the fresh gas in the section of the fresh gas line 18 in the area of the mouth 40 of the purge gas line 16 is usually so low that there is a sufficient pressure gradient compared to the ambient pressure at the surrounding mouth 44. However, this is not always the case.

Um jederzeit ein Spülen des Kraftstoffdampffilters 14 zu ermöglichen, so dass sicher eine vollständige Sättigung desselben verhindert werden kann, umfasst das Kraftstofftanksystem der Brennkraftmaschine noch einen in die Spülgasleitung 16 integrierten Verdichter 46, der regelmäßig auch als "Spülluftpumpe" bezeichnet wird und der in Form eines Kolbenverdichters, insbesondere als Flügelzellenverdichter, oder als Radialgebläse ausgebildet sein kann. Durch einen Betrieb dieses Verdichters 46 kann aktiv Umgebungsluft über die Umgebungsmündung 44 angesaugt werden, die dann den Kraftstoffdampffilter 14 zu dessen Spülung durchströmt und über den Verdichter 46 bis zu der Mündung 40 der Spülgasleitung 16 gefördert wird.In order to enable the fuel vapor filter 14 to be flushed at any time, so that complete saturation of the same can be prevented, the fuel tank system of the internal combustion engine also includes a compressor 46 integrated into the flushing gas line 16, which is also regularly referred to as a "flushing air pump" and which is in the form of a Piston compressor, in particular as a vane compressor, or as a radial fan can be designed. By operating this compressor 46, ambient air can be actively sucked in via the ambient opening 44, which air then flows through the fuel vapor filter 14 to flush it and is conveyed via the compressor 46 to the opening 40 of the flushing gas line 16.

Zumindest der Verdichter 46, das Tankentlüftungsventil 42, die Drosselklappe 36 und ein in die Spülgasleitung 16 integrierter Drucksensor 50 sind mittels einer Steuerungsvorrichtung 48 (z.B. der Motorsteuerung der Brennkraftmaschine) ansteuerbar.At least the compressor 46, the tank ventilation valve 42, the throttle valve 36 and a pressure sensor 50 integrated in the purge gas line 16 can be controlled by means of a control device 48 (e.g. the engine control of the internal combustion engine).

Die Fig. 2 veranschaulicht in einem Diagramm das Vorgehen bei der Durchführung eines erfindungsgemäßen Verfahrens. Darin sind für zwei Spülvorgänge eines Kraftstofftanksystems einer erfindungsgemäßen Brennkraftmaschine gemäß beispielsweise der Fig. 1 die Verläufe des Drucks in einem Abschnitt der Spülgasleitung 16, der insbesondere stromab des Verdichters 46 angeordnet sein kann, über der Zeit für einen definierten Zeitraum, der mit der Inbetriebnahme des Verdichters beginnt (Anfangszeitpunkt tA) und sich über eine Zeitspanne bis zu dem in der Fig. 2 gekennzeichneten Endzeitpunkt tE erstreckt, dargestellt. Während dieses definierten Zeitraums werden für jeden der Spülvorgänge eine Mehrzahl von Druckmessungen, die in der Fig. 2 durch entsprechende Messpunkte entlang der Druckverläufe gekennzeichnet sind, durchgeführt und die dazugehörigen Druckverläufe basierend auf den gemessenen Druckwerten interpoliert. Der Endzeitpunkt tE, der für die verschiedenen Spülvorgänge auch unterschiedlich liegen kann, kann eine definierte Zeitspanne nach dem jeweiligen Anfangszeitpunkt tA liegen. Alternativ kann vorgesehen sein, dass der Endzeitpunkt tE zeitgleich mit der Durchführung der letzten einer definierten Anzahl von Druckmessungen liegt. Und wiederum alternativ kann vorgesehen sein, dass der Endzeitpunkt tE gesetzt wird, wenn sich der jeweils betrachtete Druckverlauf über einen definierten Zeitraum und/oder über eine definierte Anzahl von Druckmessungen nicht mehr oder nur noch mit einem unterhalb eines definierten Grenzwerts liegenden Wert ändert.The Fig. 2 illustrates in a diagram the procedure when carrying out a method according to the invention. This includes for two flushing processes of a fuel tank system of an internal combustion engine according to, for example, FIG Fig. 1 the pressure curves in a section of the purging gas line 16, which can in particular be arranged downstream of the compressor 46, over time for a defined period of time that begins with the commissioning of the compressor (starting time t A ) and extends over a period of time up to in of the Fig. 2 marked end time t E extends, shown. During this defined period of time, a plurality of pressure measurements, which are in the Fig. 2 are characterized by corresponding measuring points along the pressure curves, performed and the associated pressure curves based on the measured pressure values interpolated. The end time t E , which can also be different for the various flushing processes, can be a defined time span after the respective starting time t A. Alternatively, it can be provided that the end time t E occurs at the same time as the last of a defined number of pressure measurements is carried out. And again, as an alternative, it can be provided that the end time t E is set if the pressure profile under consideration no longer changes over a defined period and / or over a defined number of pressure measurements or only changes with a value below a defined limit value.

Zeitgleich mit dem Ende des definierten Zeitraums erfolgt eine Auswertung des/jedes Druckverlaufs, woraus einerseits die quantitative und andererseits die qualitative Beladung des während des dazugehörigen Zeitraums von dem Verdichter geförderten Spülgases, das anschließend in den Frischgasstrang einströmt oder bereits eingeströmt ist, mit Kohlenwasserstoffen abgeleitet wird. Diese Auswertung basiert insbesondere auf unterschiedlichen Dichten, die die verschiedenen in dem Spülgas enthaltenen Kohlenwasserstoffe einerseits im Vergleich zueinander und andererseits im Vergleich zu in dem Spülgas ebenfalls enthaltener Umgebungsluft aufweisen. Dabei kann aus dem über dem jeweiligen Zeitraum gemittelten Anstieg des Drucks insbesondere die quantitative Beladung des Spülgases mit Kohlenwasserstoffen ermittelt werden, während aus dem charakteristischen Verlauf des Drucks während des jeweiligen Zeitraums Aussagen über die qualitative Beladung und damit die Zusammensetzung des verschiedene Kohlenwasserstoffe umfassenden Gemischs in dem Spülgas getroffen werden. Beispielsweise zeigt der obere der beiden in der Fig. 2 dargestellten Druckverläufe einen deutlich steileren Anstieg in einem relativ frühen Abschnitt des definierten Zeitraums als der untere Druckverlauf in einem entsprechenden Abschnitt des dazugehörigen Zeitraums, wodurch ein relativ hoher Ethanolgehalt des in dem entsprechenden Spülvorgang geförderten Spülgases abgeleitet werden kann.At the same time as the end of the defined period, an evaluation of the / each pressure curve takes place, from which, on the one hand, the quantitative and, on the other hand, the qualitative loading of the purging gas pumped by the compressor during the associated period, which then flows into the fresh gas line or has already flowed into it, is derived with hydrocarbons . This evaluation is based in particular on different densities which the various hydrocarbons contained in the purge gas have, on the one hand, in comparison with one another and, on the other hand, in comparison to the ambient air also contained in the purge gas. In particular, the quantitative loading of the flushing gas with hydrocarbons can be determined from the increase in pressure averaged over the respective period, while statements about the qualitative loading and thus the composition of the mixture comprising various hydrocarbons in the mixture can be determined from the characteristic curve of the pressure during the respective period Purge gas are taken. For example, the top of the two in the Fig. 2 The pressure curves shown show a significantly steeper rise in a relatively early section of the defined period than the lower pressure curve in a corresponding section of the associated period, whereby a relatively high ethanol content of the purging gas conveyed in the corresponding purging process can be derived.

In der Fig. 2 ist auch dargestellt, dass die zeitlichen Abstände zwischen den Druckmessungen für die einzelnen Druckverläufe variiert werden, wobei tendenziell vorgesehen ist, dass der zeitliche Abstand, nach dem eine noch durchzuführende Druckmessung durchgeführt werden soll, umso kürzer gewählt wird, je steiler der Anstieg beziehungsweise je größer der Druckgradient des Druckverlauf zum Zeitpunkt der jeweils vorausgegangenen Druckmessung war. Auf diese Weise kann die Auflösung bei der Ermittlung der Druckverläufe erhöht und damit das Auswertungsergebnis verbessert werden.In the Fig. 2 it is also shown that the time intervals between the pressure measurements are varied for the individual pressure curves, whereby there is a tendency for the time interval after which a pressure measurement still to be carried out is to be carried out to be selected to be shorter, the steeper the increase or the greater was the pressure gradient of the pressure curve at the time of the previous pressure measurement. In this way, the resolution in the determination of the pressure curves can be increased and the evaluation result can be improved.

BEZUGSZEICHENLISTEREFERENCE LIST

1010
KraftstofftankFuel tank
1212
EntlüftungsleitungVent line
1414th
KraftstoffdampffilterFuel vapor filter
1616
SpülgasleitungPurge gas line
1818th
FrischgasstrangFresh gas line
2020th
VerbrennungsmotorInternal combustion engine
2222nd
LadeluftverdichterCharge air compressor
2424
AbgasturbineExhaust gas turbine
2626th
AbgasstrangExhaust system
2828
Brennraum des VerbrennungsmotorsCombustion chamber of the internal combustion engine
3030th
Zylinder des VerbrennungsmotorsInternal combustion engine cylinder
3232
Kolben des VerbrennungsmotorsPistons of the internal combustion engine
3434
Wellewave
3636
Drosselklappethrottle
3838
UmgebungsluftleitungAmbient air duct
4040
Mündung der SpülgasleitungOpening of the purge gas line
4242
TankentlüftungsventilTank vent valve
4444
UmgebungsmündungSurrounding mouth
4646
Verdichtercompressor
4848
SteuerungsvorrichtungControl device
5050
DrucksensorPressure sensor

Claims (9)

  1. A method for determining the content of hydrocarbons in purge gas of a fuel tank system of a combustion engine, which comprises
    - a fuel tank (10),
    - a fuel vapor filter (14), which is fluidically connected to an ambient opening (44),
    - a vent line (12) leading from the fuel tank (10) to the fuel vapor filter (14),
    - a purge gas line (16) leading from the fuel vapor filter (14) to the fresh gas line (18) of the combustion engine,
    - a regulating valve (42) integrated into the purge gas line (16),
    - a pressure sensor (50) integrated into the purge gas line (16), and
    - a compressor (46) integrated into the purge gas line (16),
    wherein, during the operation of the compressor (46), at least three pressure measurements are carried out by means of the pressure sensor (50) over a defined time period, wherein the loading of the purge gas with hydrocarbons is qualitatively determined at the end of the time period based on the pressure values thereby determined, wherein a pressure gradient and/or a pressure difference to one of the other pressure measurements and/or a pressure gradient difference is determined for each of the pressure measurements, said pressure gradients and/or pressure differences and/or pressure gradient differences being analyzed with regard to at least one value descriptive thereof which is characteristic of specific types of hydrocarbons, in order to qualitatively determine the loading of the purge gas with the hydrocarbons.
  2. The method according to claim 1, characterized in that the time period begins with the start-up of the compressor (46) and/or ends with the determination of a plurality of pressure values lying in a same value range and/or the time period extends over the defined number of pressure measurements.
  3. The method according to one of the preceding claims, characterized in that the positions of the pressure measurements within the defined time period and/or the time interval of the pressure measurements from a preceding start-up of the compressor (46) are additionally used for determining the qualitative loading of the purge gas with the hydrocarbons.
  4. The method according to one of the preceding claims, characterized in that the loading of the purge gas with hydrocarbons (once) is also determined quantitatively at the end of the time period based on the measured pressure values.
  5. The method according to one of the preceding claims, characterized in that the time interval between the pressure measurements is at least partially varied.
  6. The method according to claim 5, characterized in that a first pressure gradient is determined based on a first pressure measurement and a second pressure gradient is determined based on a subsequent second pressure measurement, and, based on the size of the difference between these pressure gradients, the time interval between the second and a subsequent third pressure measurement is varied in such a way that the time interval is selected to be relatively small when the difference between the pressure gradients is relatively large.
  7. The method according to one of the preceding claims, characterized in that it is carried out at each start-up of the compressor (46).
  8. A combustion engine with
    - an internal combustion engine (20),
    - a fresh gas line (18) for supplying fresh gas to the internal combustion engine (20),
    - an exhaust gas line (26) for discharging exhaust gas from the internal combustion engine (20),
    - a fuel tank system which comprises
    - a fuel tank (10),
    - a fuel vapor filter (14), which is fluidically connected to an ambient opening (44),
    - a vent line (12) leading from the fuel tank (10) to the fuel vapor filter (14),
    - a purge gas line (16) leading from the fuel vapor filter (14) to the fresh gas line (18) of the combustion engine,
    - a regulating valve (42) integrated into the purge gas line (16),
    - a pressure sensor (50) integrated into the purge gas line (16) and
    - a compressor (46) integrated into the purge gas line (16), and
    - a control device (48),
    characterized in that the control device (48) is designed to carry out a method according to one of the preceding claims in an automated manner.
  9. The combustion engine according to claim 8, characterized in that the internal combustion engine (20) can be operated in a spark-ignited manner.
EP18210319.2A 2017-12-13 2018-12-05 Combustion engine, motor vehicle and method for operating a combustion engine Active EP3499009B1 (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102017129769.3A DE102017129769A1 (en) 2017-12-13 2017-12-13 Method for operating an internal combustion engine, internal combustion engine and motor vehicle

Publications (2)

Publication Number Publication Date
EP3499009A1 EP3499009A1 (en) 2019-06-19
EP3499009B1 true EP3499009B1 (en) 2020-10-21

Family

ID=64606805

Family Applications (1)

Application Number Title Priority Date Filing Date
EP18210319.2A Active EP3499009B1 (en) 2017-12-13 2018-12-05 Combustion engine, motor vehicle and method for operating a combustion engine

Country Status (3)

Country Link
US (1) US10787977B2 (en)
EP (1) EP3499009B1 (en)
DE (1) DE102017129769A1 (en)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11698045B2 (en) 2014-09-24 2023-07-11 Eaton Intelligent Power Limited Electrically controlled fuel system module
JP2017532489A (en) * 2014-09-24 2017-11-02 イートン コーポレーションＥａｔｏｎ Ｃｏｒｐｏｒａｔｉｏｎ Electronically controlled fuel system module
DE112017002141T5 (en) 2016-05-16 2019-01-03 Eaton Intelligent Power Limited ELECTRONIC EVAPORATION EMISSIONS MANAGEMENT SYSTEM
KR102484937B1 (en) * 2018-05-15 2023-01-04 현대자동차주식회사 Method for canister purge control of vehicle
DE102018112731A1 (en) * 2018-05-28 2019-11-28 Volkswagen Aktiengesellschaft Method for controlling a control valve
DE102019205845A1 (en) * 2019-04-24 2020-10-29 Volkswagen Aktiengesellschaft Method for controlling a negative pressure in an intake manifold of an internal combustion engine of a motor vehicle, control device of a motor vehicle and motor vehicle

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3998744B2 (en) * 1996-11-20 2007-10-31 富士重工業株式会社 Fuel injection control device and ignition timing control device for compressed natural gas engine
US6695895B2 (en) 2001-05-02 2004-02-24 Toyota Jidosha Kabushiki Kaisha Fuel vapor handling apparatus and diagnostic apparatus thereof
US6622691B2 (en) 2001-09-10 2003-09-23 Delphi Technologies, Inc. Control method for a direct injection gas engine with fuel vapor purging
JP4322799B2 (en) * 2004-03-25 2009-09-02 株式会社日本自動車部品総合研究所 Evaporative fuel processing device for internal combustion engine
JP2007218122A (en) * 2006-02-14 2007-08-30 Denso Corp Leakage diagnosis device
JP2008101524A (en) * 2006-10-18 2008-05-01 Denso Corp Evaporated fuel processing system of internal combustion engine
US8602004B2 (en) * 2010-04-09 2013-12-10 Aisan Kogyo Kabushiki Kaisha Fuel vapor processing apparatus
DE102015216504B4 (en) 2015-08-28 2020-03-12 Continental Automotive Gmbh Method and device for controlling an internal combustion engine during cold start and warm-up
JP6332836B2 (en) 2015-12-07 2018-05-30 マツダ株式会社 Evaporative fuel processing equipment
US10054070B2 (en) * 2016-09-08 2018-08-21 Ford Global Technologies, Llc Methods and system for diagnosing sensors by utilizing an evaporative emissions system

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

Also Published As

Publication number Publication date
DE102017129769A1 (en) 2019-06-13
EP3499009A1 (en) 2019-06-19
US20190178179A1 (en) 2019-06-13
US10787977B2 (en) 2020-09-29

Similar Documents

Publication Publication Date Title
EP3499009B1 (en) Combustion engine, motor vehicle and method for operating a combustion engine
DE19938037B4 (en) Diagnostic system for an internal combustion engine
EP2156039B1 (en) Method and device for determining the combustion lambda value of an internal combustion engine
WO2019121169A1 (en) Device for operating a tank ventilation system of an internal combustion engine
DE102005024872A1 (en) Method and device for determining an oxygen storage capacity of the exhaust gas catalytic converter of an internal combustion engine and method and device for determining a dynamic time duration for exhaust gas probes of an internal combustion engine
WO2009141198A1 (en) Method and device for the diagnosis of an nox sensor for an internal combustion engine
DE102018106441A1 (en) Method for operating an internal combustion engine and internal combustion engine
WO2006117287A1 (en) Method for controlling a fuel delivering device of an internal combustion engine
EP3533985A1 (en) Combustion engine, motor vehicle and method for operating a combustion engine
EP2458185B1 (en) Method for operating a combustion engine, control element, combustion engine
EP1987243A1 (en) Method and device for operating an internal combustion engine having lambda control
DE102007007815B4 (en) Method and device for operating an internal combustion engine
EP3555448B1 (en) Method for testing the sealing tightness of a fuel tank system of an internal combustion engine
DE102006002718B4 (en) Method and device for operating an internal combustion engine
DE102019200963A1 (en) Method for operating an internal combustion engine and internal combustion engine, set up to carry out such a method
DE102006009989B4 (en) Method and device for operating an internal combustion engine
DE10323869A1 (en) Fuel vapor operating method for a regenerating valve in a fuel vapor retention system triggers the regenerating valve with a control signal
EP3575581B1 (en) Method for controlling a control valve
DE102006005503A1 (en) Method for operating internal combustion engine entails determining value of at least one parameter characterizing quality of combustion and comparing value with first predetermined threshold value
EP3795815A1 (en) Method for operating a combustion engine with hc sensor integrated into a purge gas line
DE102017213868A1 (en) Method for operating an internal combustion engine and internal combustion engine
DE10228004A1 (en) Method for determining a loading of an activated carbon container of a tank ventilation system
DE102017221734A1 (en) Method for controlling an exhaust gas recirculation system and internal combustion engine with a control unit for carrying out the method
DE102018209851B4 (en) Method for operating an internal combustion engine and corresponding internal combustion engine
DE102017217080B4 (en) Method for operating an internal combustion engine and a corresponding internal combustion engine

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION HAS BEEN PUBLISHED

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

AX Request for extension of the european patent

Extension state: BA ME

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20191219

RBV Designated contracting states (corrected)

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: GRANT OF PATENT IS INTENDED

INTG Intention to grant announced

Effective date: 20200715

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE PATENT HAS BEEN GRANTED

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

Free format text: LANGUAGE OF EP DOCUMENT: GERMAN

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 502018002796

Country of ref document: DE

REG Reference to a national code

Ref country code: AT

Ref legal event code: REF

Ref document number: 1326073

Country of ref document: AT

Kind code of ref document: T

Effective date: 20201115

REG Reference to a national code

Ref country code: NL

Ref legal event code: MP

Effective date: 20201021

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201021

Ref country code: RS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201021

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210222

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210122

Ref country code: NO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210121

REG Reference to a national code

Ref country code: LT

Ref legal event code: MG4D

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BG

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210121

Ref country code: SE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201021

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210221

Ref country code: PL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201021

Ref country code: LV

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201021

Ref country code: ES

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201021

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: HR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201021

Ref country code: NL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201021

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 502018002796

Country of ref document: DE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201021

Ref country code: RO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201021

Ref country code: SM

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201021

Ref country code: SK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201021

Ref country code: CZ

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201021

Ref country code: EE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201021

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201021

Ref country code: MC

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201021

REG Reference to a national code

Ref country code: BE

Ref legal event code: MM

Effective date: 20201231

26N No opposition filed

Effective date: 20210722

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: AL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201021

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20201205

Ref country code: IT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201021

Ref country code: IE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20201205

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201021

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20210221

Ref country code: TR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201021

Ref country code: MT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201021

Ref country code: CY

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201021

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20201021

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20201231

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LI

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20211231

Ref country code: CH

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20211231

P01 Opt-out of the competence of the unified patent court (upc) registered

Effective date: 20230523

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: GB

Payment date: 20231219

Year of fee payment: 6

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 20231226

Year of fee payment: 6

Ref country code: DE

Payment date: 20231231

Year of fee payment: 6