EP0191170B2 - Fuel vapour purging device for a fuel tank - Google Patents

Fuel vapour purging device for a fuel tank Download PDF

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Publication number
EP0191170B2
EP0191170B2 EP85115458A EP85115458A EP0191170B2 EP 0191170 B2 EP0191170 B2 EP 0191170B2 EP 85115458 A EP85115458 A EP 85115458A EP 85115458 A EP85115458 A EP 85115458A EP 0191170 B2 EP0191170 B2 EP 0191170B2
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EP
European Patent Office
Prior art keywords
control
duty ratio
mean value
mixture
fuel
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EP85115458A
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German (de)
French (fr)
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EP0191170A1 (en
EP0191170B1 (en
Inventor
Helmut Ing. Grad. Breitkreutz
Albrecht Dipl.-Ing. Clement
Dieter Dipl.-Ing. Mayer
Claus Dipl.-Ing. Ruppmann
Dieter Dipl.-Ing. Walz
Ernst Dipl.-Ing. Wild
Martin Dr. Zechnall
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Robert Bosch GmbH
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Robert Bosch GmbH
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    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/003—Adding fuel vapours, e.g. drawn from engine fuel reservoir
    • F02D41/0032—Controlling the purging of the canister as a function of the engine operating conditions
    • F02D41/004—Control of the valve or purge actuator, e.g. duty cycle, closed loop control of position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1486—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor with correction for particular operating conditions
    • F02D41/1488—Inhibiting the regulation
    • F02D41/1491—Replacing of the control value by a mean value
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
    • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • F02D41/2454—Learning of the air-fuel ratio control

Definitions

  • the invention relates to a device according to the preamble of claim 1.
  • a device of this type US-A-4 275 697
  • the composition of the exhaust gas-sensing lambda probe is used to control tank ventilation valves in such a way that depending on the signal of the lambda probe such valve is opened or closed continuously.
  • the tank ventilation valve is arranged between an intermediate store and the inlet of the internal combustion engine and is electrically controlled; a corresponding, but pneumatically controlled tank ventilation valve is also known from DE-A-2 612 300.
  • DE-A-2 633 617 discloses a combination of precontrol and regulation of setting variables in internal combustion engines, but without going into the special conditions when venting fuel tanks.
  • tank ventilation device according to US Pat. No. 4,275,697, which parallelly converts the output signal of the ⁇ probe, which is converted into a clock pulse sequence, and which is originally fed to the solenoid of a control nozzle in the carburetor in order to ensure a stoichiometric mixture used to switch the tank ventilation off or to keep it to minimum values when either a minimum or a maximum fuel is added via the carburetor.
  • the additional tank ventilation should lead to an undesirable over-greasing of the mixture; in normal operation, the additional fuel quantities coming from the tank ventilation remain without any major influence and ultimately, namely indirectly via the reaction of the ⁇ probe, affect the mixture composition, albeit with a time delay and below Circumstances, roughly corrected.
  • the intermediate storage container containing the activated carbon filter is able to store fuel vapors up to a certain maximum quantity, the filter being flushed during engine operation by the vacuum developed by the internal combustion engine in the intake tract, for which purpose the filter has an opening to the outside air. Therefore, if you only allow the buffer to be flushed under certain operating conditions, an additional fuel-air mixture that is attributable to this tank ventilation results, which, as a mixture that has not been measured or cannot be measured with reasonable effort, results in the fuel metering signal that is normally produced very precisely with a high level of computation a fuel injection system, the duration of the injection control command t i - and the resulting quantity of fuel supplied to the internal combustion engine falsifies.
  • Such an additional amount of fuel which in particular also influences the driving behavior under certain conditions, which in extreme cases can consist of almost 100% air or 100% fuel vapor as a tank ventilation mixture, is also not acceptable if the influence of this disturbance variable is directly influenced by pneumatic actuators refers to the intake manifold pressure developed by the internal combustion engine or completely excludes the supply of the tank ventilation mixture by means of an electronic on / off control for particularly sensitive operating conditions, such as idling.
  • the invention is therefore based on the object to provide a device which in terms of its proportions or its quantities, the tank ventilation mixture, which cannot be predetermined, can be fed to the intake tract of the respective internal combustion engine in such a way that, on the one hand, there is an effective ventilation of the intermediate storage, but on the other hand no disturbing influence on the fuel metering device operating under the guidance of a ⁇ regulation the internal combustion engine results.
  • the invention solves this problem with the characterizing features of claim 1 and has the decisive advantage that the tank ventilation influence is removed from the area of arbitrary connections and is deliberately fine-tuned to the respective internal combustion engine behavior with continuous change of the maximum quantity to be supplied, the tank ventilation depending on in internal combustion engines already existing ⁇ control of the operating mixture is controlled and regulated so that negative influences neither on the driving behavior nor on the basic control of the fuel supply are possible.
  • tank ventilation valve in the tank ventilation line between the filter and the suction tract is controlled periodically by the assigned control unit, the period resulting from the change between opening and closing the valve and a variation of this ratio of opening time to closing time (which corresponds to the duty cycle of the tank ventilation control) appropriate adjustment of the tank ventilation mixture amount can be achieved.
  • tank ventilation can also be included and implemented in the overall behavior of the internal combustion engine over a wide range depending on the ⁇ control factor.
  • FIG. 1 shows the basic principle of tank ventilation with tank ventilation valve with a continuously changeable opening cross section and electronic control unit
  • FIG. 2 shows the approximately linear course of the characteristic curve of the tank ventilation valve over the pulse duty factor of the control pulse sequence
  • Control pulse sequence for the tank ventilation valve via load and speed
  • Fig. 4 shows the characteristic curve of the mean value of the lambda control factor for lambda control-dependent control of the tank ventilation
  • Fig. 5 characteristic curves of the duty cycle, tank ventilation and lambda control factor over time each with pure control via the tank ventilation Map and additionally with a control dependent on the mean value of the lambda control factor
  • FIG. 1 shows the basic principle of tank ventilation with tank ventilation valve with a continuously changeable opening cross section and electronic control unit
  • FIG. 2 shows the approximately linear course of the characteristic curve of the tank ventilation valve over the pulse duty factor of the control pulse sequence
  • Control pulse sequence for the tank ventilation valve via load and speed
  • Fig. 4 shows the characteristic curve of the mean value of the lambda control factor for lambda control-dependent
  • Fig. 7 shows the block diagram schematic of the tank ventilation with pilot control map and optional supplementary engagement of a lambda control dependent control and a threshold control.
  • FIG. 1 shows a fuel tank or tank 10 which is vented and vented exclusively via an activated carbon filter located in a temporary storage tank 11, the fuel evaporating from the tank being stored in the activated carbon filter up to a limited maximum amount.
  • This stored fuel is then sucked into the engine while the internal combustion engine is running - only the intake area 12 with the throttle valve 12a is shown in FIG. 1.
  • the metering of the fuel drawn off from the area of the tank ventilation or of the fuel air mixture formed there, the proportions of which cannot be determined, takes place via a special tank ventilation valve 13 in such a way that in all operating states of the system there is no impairment of driving behavior and exhaust gas behavior and no impairment of the control circuits involved in the fuel metering and adaptive systems occurs.
  • the control of the tank ventilation valve 13 takes place on its magnetic part 13a by a control device 14, this one Control pulse sequence outputs with variable duty cycle TV, whereby a suitable variation of the opening cross section of the tank ventilation system 13 can be set.
  • the characteristic curve of the tank ventilation valve 13 between the minimum throughput Qmin and Qmax over the pulse duty factor can be approximately linear, possibly also exponential, which can be included in the calculation.
  • the following information relates to specific numerical data of a suitable tank ventilation valve with a passage cross-section that can be changed continuously depending on the duty cycle of the control pulse sequence.
  • a corresponding characteristic curve is shown qualitatively in FIG. 2.
  • a first embodiment which is independent of other, possibly supplementary and supportive control and regulation options for tank ventilation, has inventive importance, the control of the tank ventilation valve via a tank ventilation map or pilot control map, which is dependent on the load (shown as pilot control Injection pulse t L here a fuel injection system) and the speed n via 4x4 support points with the possibility of interpolation each outputs quantized duty cycle variables and feeds, for example, a multiplier 15 for the tank ventilation valve control.
  • pilot control map is denoted by 16 and shown in FIG. 3 as a diagram, the map being designed so that the percentage enrichment of the combustion mixture supplied to the internal combustion engine is the same in all areas for a given TE mixture .
  • the duty cycle of the control pulse sequence for the tank ventilation valve can be quantized continuously or in steps of, for example, 10% each in the range between 0 and 100%.
  • Fig. 7 the control of the further processing point 15 from the pilot control map 16 is shown via a switch S1, which is useful so that in certain operating states (idling, overrun cut-off) the tank ventilation can be completely prevented, if necessary, or also to do without to enable the pilot control map control to take effect other control and regulating methods to be explained below.
  • the lambda control circuit for generating the fuel metering signal of the internal combustion engine 17, in this case a spark ignition internal combustion engine (Otto engine) with injection, in a multiplier stage 18, starting from the output signal of a load sensor (not shown),
  • a load sensor for example, an air flow meter, and a speed sensor generates a load signal, namely an injection time duration signal t L and is fed to a further, downstream multiplier stage 19, ultimately for the control of the injection valve or valves.
  • a correction factor F R is applied to the injection time period at the multiplier 19, which is generated as a lambda correction factor behind a comparator 20 from the actual lambda value generated by the lambda probe 21 and a lambda target value from a lambda controller 22.
  • this lambda correction factor F R which is present anyway on the basis of the lambda control loop, is used in order to make possible a lambda control-dependent control of the tank ventilation as well.
  • the averaged value generated via an intermediate low-pass filter 23 is used F R of the lambda correction factor is used and also reaches a multiplication point 15 for the TE valve control via a characteristic curve block 24.
  • the characteristic curve of the tank ventilation change or influence above the mean value of the lambda control is again shown separately in FIG. 4 and comprises four support points with interpolation, the basic function being such that an increasing enrichment of the tank ventilation mixture (TE mixture) over the mean value F R of the lambda correction factor is recognized, since this shifts to lower values, and the tank ventilation is closed accordingly by correspondingly changing the duty cycle of the control pulse sequence for the tank ventilation valve.
  • the block diagram of FIG. 7 also contains a second possible variant for characteristic curve mean value control, which can be used as an alternative to this and comprises limit value regulation of the mean value of the lambda correction factor.
  • a further comparison point 25 is provided, which has a limit value F RGW of the mean value of the lambda correction factor is supplied, together with the actual value mean value F R of the correction factor.
  • the comparison result is sent to a comparator 26, which decides whether the mean value F R of the correction factor is above or below the predetermined limit value;
  • a downstream integrator 27 is driven as an I controller for limit value control with appropriate polarity, the output signal of which is then likewise fed to the multiplication point 15.
  • FIG. 5 The diagrams on the left-hand side of FIG. 5 show the states that result from the pilot control map 16 with pure control; assume that the duty cycle of the controller is at 0.25 due to the speed and load values; occurs at a predetermined time t 1 (see diagram b) of Fig. 5) a sudden increase in the fuel content in the TE mixture (illustrated by three different curves (1); (2); (3)), then the controller responds Not at all via the pilot control map and the lambda correction factor F R only shifts accordingly in the direction of a lean mixture as a result of the "fuel cloud" (theoretical step function) in the TE mixture (see c) of FIG. 5), ie the Regulator leans.
  • the enrichment now caused by the tank ventilation shifts the mean value F R beyond the limit value GW, which occurs at time t2.
  • the duty cycle of the drive pulse sequence is (increasingly) closed via the I controller 27, that is, it decreases from the time t 3 to the mean value F R has returned above the limit; from this point in time, the pulse duty factor increases again in accordance with the adjustment of the I-controller 27, whereby multiple oscillations, as shown at c) in FIG. 6, can also result around the limit value GW until the cloud formation has subsided at the point in time t and Average F R and duty cycle return to previous values.
  • the time constant of the I controller 27 for the tank ventilation must be greater than the time constant of the known I controller of the lambda control for the fuel metering or the calculation of the fuel injection pulses, one for the entire speed / load range constant time constant is sufficient for the tank ventilation. Furthermore, a maximum limitation I TEmax should be provided for the I controller and the quantization of the I controller should be about four times finer than the output quantization for the pulse duty factor.
  • the overall function of the tank ventilation in accordance with the block diagram representation of FIG. 7 can therefore look like the two following formulas alternatively indicate and the alternatively provided additional control options occur via the mean value of the lambda control or the limit value control in addition to the map control:
  • TVTE KFTE (n, t L ) - ITE ( F ⁇ CMEA )

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supplying Secondary Fuel Or The Like To Fuel, Air Or Fuel-Air Mixtures (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)

Description

Stand der TechnikState of the art

Die Erfindung betrifft eine Vorrichtung nach dem Oberbegriff des Anspruchs 1. Bei einer bekannten Vorrichtung dieser Art (US-A-4 275 697) wird die Zusammensetzung des Abgases erfassende Lambda-Sonde zur Steuerung von Tanktentlüftungsventilen so eingesetzt, daß abhängig vom Signal der LambdaSonde ein solches Ventil kontinuierlich geöffnet bzw. geschlossen wird. Das Tankentlüftungsventil ist dabei zwischen einem Zwischenspeicher und dem Einlaß der Brennkraftmaschine angeordnet und elektrisch gesteuert; ein entsprechendes, jedoch pneumatisch gesteuertes Tankentlüftungsventil ist ferner bekannt aus DE-A-2 612 300.The invention relates to a device according to the preamble of claim 1. In a known device of this type (US-A-4 275 697), the composition of the exhaust gas-sensing lambda probe is used to control tank ventilation valves in such a way that depending on the signal of the lambda probe such valve is opened or closed continuously. The tank ventilation valve is arranged between an intermediate store and the inlet of the internal combustion engine and is electrically controlled; a corresponding, but pneumatically controlled tank ventilation valve is also known from DE-A-2 612 300.

Die DE-A-2 633 617 offenbart eine Kombination von Vorsteuerung und Regelung von Einstellgrößen bei Brennkraftmaschinen, ohne jedoch auf die speziellen Verhältnisse bei der Entlüftung von Kraftstofftanks einzugehen.DE-A-2 633 617 discloses a combination of precontrol and regulation of setting variables in internal combustion engines, but without going into the special conditions when venting fuel tanks.

Bemerkenswert ist aber bei allen bekannten Ausführungsformen von Tanktentlüftungssystemen, die in Abhängigkeit zum Ausgangssignal einer λ-Sonde oder auch abhängig von einem Kraftstoffregelimpuls Tankentlüftungsventile ansteuern, daß eine Freigabe von Dämpfen aus dem Zwischenspeicher immer dann zugelassen wird, wenn sich aus dem Ausgangssignal der λ-Sonde eine magere Gemischzusammensetzung ergibt, während das Tankentlüftungsventil geschlossen oder nahezu geschlossen ist, wenn die λ-Sonde eine fette Gemischzusammensetzung anzeigt. Hierdurch soll eine ausgleichende Wirkung im Hinblick auf eine Verstetigung der Verhältnisanteile des der Brennkraftmaschine insgesamt zugeführten Kraftstoffluftgemisches erzielt werden, wobei aber die Aufbereitung des Kraftstoffluftgemisches über die in beiden US-Patentschriften vorgesehene Vergasung durch die Tankentlüftungsmittel unbeeinflußt bleibt. Das bedeutet, daß bei Anzeige eines entsprechend mageren Gemisches durch die λ-Sonde die Anfettung gleichzeitig und daher parallel über das Gemischaufbereitungssystem und die Tankentlüftung erfolgt.What is remarkable in all known embodiments of tank ventilation systems, however, is the dependence for the output signal of a λ probe or, depending on a fuel control pulse, actuate tank ventilation valves so that the release of vapors from the intermediate storage is always permitted if the output signal of the λ probe results in a lean mixture composition, while the tank ventilation valve is closed or almost closed when the λ probe indicates a rich mixture composition. This is intended to achieve a balancing effect with regard to a steady ratio of the fuel air mixture supplied to the internal combustion engine as a whole, but the processing of the fuel air mixture via the gasification provided in both US patents remains unaffected by the tank ventilation means. This means that when a correspondingly lean mixture is indicated by the λ probe, the enrichment takes place simultaneously and therefore in parallel via the mixture preparation system and the tank ventilation.

Unterschiedlich hierzu ist lediglich die Tankentlüftungsvorrichtung nach der US-A-4 275 697, die das in eine Taktimpulsfolge umgewandelte Ausgangssignal der λ-Sonde, welches ursprünglich dem Solenoid einer Steuerdüse im Vergaser zugeführt ist, um für ein möglichst stöchiometrisches Gemisch zu sorgen, parallel dazu benutzt, die Tankentlüftung immer dann abzuschalten oder auf minimale Werte zu halten, wenn entweder eine minimale oder eine maximale Kraftstoffzugabe über den Vergaser erfolgt. In diesen beiden Fällen soll die zusätzliche Tankentlüftung zu einer nicht wünschenswerten Überfettung des Gemisches führen; bei Normalbetrieb bleiben die zusätzlichen, aus der Tankentlüftung stammenden Kraftstoffmengen ohne größeren Einfluß und werden letztlich auch, nämlich indirekt über die Reaktion der λ-Sonde, in ihrer Einwirkung auf die Gemischzusammensetzung, wenn auch mit Zeitverzögerung und unter Umständen phasenverschoben, in etwa ausgeregelt.The only difference is the tank ventilation device according to US Pat. No. 4,275,697, which parallelly converts the output signal of the λ probe, which is converted into a clock pulse sequence, and which is originally fed to the solenoid of a control nozzle in the carburetor in order to ensure a stoichiometric mixture used to switch the tank ventilation off or to keep it to minimum values when either a minimum or a maximum fuel is added via the carburetor. In these two cases, the additional tank ventilation should lead to an undesirable over-greasing of the mixture; in normal operation, the additional fuel quantities coming from the tank ventilation remain without any major influence and ultimately, namely indirectly via the reaction of the λ probe, affect the mixture composition, albeit with a time delay and below Circumstances, roughly corrected.

Die genannten Veröffentlichungen sind Beispiele dafür, daß man bei dem Betrieb von Brennkraftmaschinen bestrebt ist, die sich aufgrund und in Abhängigkeit bestimmter Parameter (Kraftstoff-Temperatur, -Menge, Dampfdruck, Luftdruck, Spülmenge ...) bildenden Kraftstoffdämpfe nicht lediglich ins Freie zu entlüften, sondern der Brennkraftmaschine wieder zuzuführen; üblicherweise so, daß der erwähnte, mit Aktivkohle gefüllte Zwischenspeicher vorgesehen ist, der die sich bildenden Kraftstoffdämpfe, beispielsweise bei stehendem Fahrzeug, aufnimmt und über eine Leitung dem Ansaugbereich der Brennkraftmaschine zuführt. In diesem Zusammenhang ist es ferner bekannt, eine durch eine solche zusätzliche, auf die Tankentlüftung zurückzuführende Kraftstoffluftgemischmenge mögliche Erhöhung der Abgasemission zu verhindern oder kleinzuhalten, indem die Tankentlüftung nur bei bestimmten Betriebszuständen der Brennkraftmaschine zugelassen wird (s. Bosch "Motronic" - Technische Beschreibung C5/1 vom August 1981; DE-OS-2 829 958).The publications mentioned are examples of the fact that in the operation of internal combustion engines, efforts are made not only to vent the fuel vapors into the open due to and depending on certain parameters (fuel temperature, quantity, vapor pressure, air pressure, flushing quantity ...) , but to feed the internal combustion engine again; Usually so that the aforementioned, filled with activated carbon buffer is provided, which absorbs the fuel vapors that form, for example when the vehicle is stationary, and feeds it to the intake area of the internal combustion engine via a line. In this context, it is also known to prevent or minimize an increase in the exhaust gas emission that is possible due to such an additional quantity of fuel / air mixture attributable to the tank ventilation, by permitting the tank ventilation only in certain operating states of the internal combustion engine (see Bosch "Motronic" - Technical Description C5 / 1 of August 1981; DE-OS-2 829 958).

Der den Aktivkohlefilter enthaltende Zwischenspeicherbehälter ist in der Lage, Kraftstoffdämpfe bis zu einer bestimmten Maximalmenge zu speichern, wobei eine Spülung des Filters während des Motorbetriebes durch den von der Brennkraftmaschine entwickelten Unterdruck im Ansaugtrakt erfolgt, wozu das Filter eine Öffnung zur Außenluft besitzt. Notwendigerweise ergibt sich daher auch dann, wenn man nur bei bestimmten Betriebsbedingungen die Spülung des Zwischenspeichers zuläßt, ein zusätzliches, auf diese Tankentlüftung zurückzuführendes Kraftstoffluftgemisch, welches als nicht gemessenes oder mit sinnvollem Aufwand nicht meßbares Gemisch das normalerweise mit hohem Berechnungsaufwand sehr exakt erstellte Kraftstoffzumeßsignal - bei einer Kraftstoffeinspritzanlage die Dauer des Einspritzsteuerbefehls ti - und die sich hierdurch ergebende, der Brennkraftmaschine zugeführte Kraftstoffmenge verfälscht. Eine solche, insbesondere auch das Fahrverhalten unter bestimmten Bedingungen beeinflussende zusätzliche Kraftstoffmenge, die in den Extremfällen als Tankentlüftungsgemisch auch aus nahezu 100 % Luft oder 100 % Kraftstoffdampf bestehen kann, ist auch dann nicht akzeptierbar, wenn man den Einfluß, dieser Störgröße durch pneumatische Stellglieder unmittelbar auf den von der Brennkraftmaschine entwickelten Saugrohrdruck bezieht oder die Zuführung des Tankentlüftungs-Gemisches durch eine elektronische Ein/Aus-Steuerung für besonders empfindliche Betriebszustände, etwa Leerlauf, völlig ausschließt.The intermediate storage container containing the activated carbon filter is able to store fuel vapors up to a certain maximum quantity, the filter being flushed during engine operation by the vacuum developed by the internal combustion engine in the intake tract, for which purpose the filter has an opening to the outside air. Therefore, if you only allow the buffer to be flushed under certain operating conditions, an additional fuel-air mixture that is attributable to this tank ventilation results, which, as a mixture that has not been measured or cannot be measured with reasonable effort, results in the fuel metering signal that is normally produced very precisely with a high level of computation a fuel injection system, the duration of the injection control command t i - and the resulting quantity of fuel supplied to the internal combustion engine falsifies. Such an additional amount of fuel, which in particular also influences the driving behavior under certain conditions, which in extreme cases can consist of almost 100% air or 100% fuel vapor as a tank ventilation mixture, is also not acceptable if the influence of this disturbance variable is directly influenced by pneumatic actuators refers to the intake manifold pressure developed by the internal combustion engine or completely excludes the supply of the tank ventilation mixture by means of an electronic on / off control for particularly sensitive operating conditions, such as idling.

Der Erfindung liegt daher die Aufgabe zugrunde, eine Vorrichtung zu schaffen, die das in seinen Verhältnisanteilen bzw. seinen Mengen nicht vorgebbare Tankentlüftungs-Gemisch in einer solchen Weise dem Ansaugtrakt der jeweiligen Brennkraftmaschine zuführen kann, daß sich einerseits eine wirksame Entlüftung des Zwischenspeichers, andererseits aber kein störender Einfluß auf die unter der Führung einer λ-Regelung arbeitenden Kraftstoffdosiereinrichtung für die Brennkraftmaschine ergibt.The invention is therefore based on the object to provide a device which in terms of its proportions or its quantities, the tank ventilation mixture, which cannot be predetermined, can be fed to the intake tract of the respective internal combustion engine in such a way that, on the one hand, there is an effective ventilation of the intermediate storage, but on the other hand no disturbing influence on the fuel metering device operating under the guidance of a λ regulation the internal combustion engine results.

Vorteile der ErfindungAdvantages of the invention

Die Erfindung löst diese Aufgabe mit den kennzeichnenden Merkmalen des Anspruchs 1 und hat den entscheidenden Vorteil, daß der Tankentlüftungseinfluß aus dem Bereich willkürlicher Aufschaltungen herausgenommen und gezielt bei kontinuierlicher Änderung der jeweils zuzuführenden Maximalmenge feinfühlig auf das jeweilige Brennkraftmaschinenverhalten abgestimmt wird, wobei die Tankentlüftung in Abhängigkeit zur bei Brennkraftmaschinen ohnehin schon vorhandenen λ-Regelung des Betriebsgemisches so gesteuert und geregelt wird, daß negative Einflüsse weder auf das Fahrverhalten, noch auf die Grundregelung der Kraftstoffzufuhr möglich sind.The invention solves this problem with the characterizing features of claim 1 and has the decisive advantage that the tank ventilation influence is removed from the area of arbitrary connections and is deliberately fine-tuned to the respective internal combustion engine behavior with continuous change of the maximum quantity to be supplied, the tank ventilation depending on in internal combustion engines already existing λ control of the operating mixture is controlled and regulated so that negative influences neither on the driving behavior nor on the basic control of the fuel supply are possible.

Dabei ist von besonderem Vorteil die Steuerung der Tankentlüftung im Sinne einer Vorsteuerung aus einem Last-Drehzahl-Kennfeld heraus, wobei diese Vorsteuerung dann noch weiter abhängig vom λ-Regelfaktor gemacht wird.It is particularly advantageous to control the tank ventilation in the sense of a pre-control from a load-speed map, this pre-control then being made even more dependent on the λ control factor.

Besonders vorteilhaft ist auch die Einführung einer zusätzlichen oder auch allein in Verbindung mit dem Last-Drehzahlkennfeld wirksamen Grenzwertregelung um den Grenzwert eines minimal zulässigen λ-Regelfaktors.It is also particularly advantageous to introduce an additional limit value control, or one that is effective solely in connection with the load-speed characteristic map, around the limit value of a minimally permissible λ control factor.

Dabei wird das Tankentlüftungsventil in der Tankentlüftungsleitung zwischen dem Filter und dem Saugtrakt vom zugeordneten Steuergerät periodisch angesteuert, wobei die Periode sich aus dem Wechsel zwischen Öffnen und Schließen des Ventils ergibt und eine Variation dieses Verhältnisses Öffnungsdauer zu Schließdauer (was dem Tastverhältnis der Tankentlüftungsansteuerung entspricht) eine entsprechende Verstellung der Tankentlüftungs-Gemischmenge erzielt werden kann. Auf diese Weise kann über einen weiten Bereich in Abhängigkeit zum λ-Regelfaktor auch die Tankentlüftung im Sinne einer kontinuierlichen Regelung in das Gesamtverhalten der Brennkraftmaschine einbezogen und realisiert werden.The tank ventilation valve in the tank ventilation line between the filter and the suction tract is controlled periodically by the assigned control unit, the period resulting from the change between opening and closing the valve and a variation of this ratio of opening time to closing time (which corresponds to the duty cycle of the tank ventilation control) appropriate adjustment of the tank ventilation mixture amount can be achieved. In this way, tank ventilation can also be included and implemented in the overall behavior of the internal combustion engine over a wide range depending on the λ control factor.

Durch die in den Unteransprüchen aufgeführten Maßnahmen sind vorteilhafte Weiterbildungen und Verbesserungen der im Hauptanspruch angegebenen Vorrichtung möglich.Advantageous further developments and improvements of the device specified in the main claim are possible through the measures listed in the subclaims.

Zeichnungdrawing

Ausführungsbeispiele der Erfindung sind in der Zeichnung dargestellt und werden in der nachfolgenden Beschreibung näher erläutert. Es zeigen Fig. 1 stark schematisiert das Grundprinzip der Tankentlüftung mit Tankentlüftungsventil mit kontinuierlich änderbarem Öffnungsquerschnitt und elektronischem Steuergerät, Fig. 2 den angenähert linearen Verlauf der Kennlinie des Tankentlüftungsventils über dem Tastverhältnis der Ansteuerimpulsfolge, Fig. 3 ein Tankentlüftungs-Kennfeld zur Vorsteuerung des Tastverhältnisses der Ansteuerimpulsfolge für das Tankentlüftungsventil über Last und Drehzahl, Fig. 4 den Kennlinienverlauf des Mittelwerts des Lambda-Regelfaktors zur Lambda-regelungsabhängigen Steuerung der Tankentlüftung, Fig. 5 Kennlinienverläufe von Tastverhältnis, Tankentlüftung und Lambda-Regelfaktor über der Zeit jeweils bei reiner Steuerung über das Tankentlüftungs-Kennfeld und zusätzlich mit vom Mittelwert des Lambda-Regelfaktors abhängiger Steuerung, Fig. 6 den Kennlinienverlauf des Tastverhältnisses der Ansteuerimpulsfolge, der Tankentlüftung und des Mittelwerts des Lambda-Regelfaktors über der Zeit bei Vorsteuerung über das Tankentlüftungs-Kennfeld und zusätzlicher Grenzwertregelung, Fig. 7 schematisiert das Blockschaltbild der Tankentlüftung mit Vorsteuerkennfeld und wahlweisem ergänzendem Eingriff einer Lambdaregelungsabhängigen Steuerung und einer Grenzwertregelung.Exemplary embodiments of the invention are shown in the drawing and are explained in more detail in the following description. 1 shows the basic principle of tank ventilation with tank ventilation valve with a continuously changeable opening cross section and electronic control unit, FIG. 2 shows the approximately linear course of the characteristic curve of the tank ventilation valve over the pulse duty factor of the control pulse sequence, Control pulse sequence for the tank ventilation valve via load and speed, Fig. 4 shows the characteristic curve of the mean value of the lambda control factor for lambda control-dependent control of the tank ventilation, Fig. 5 characteristic curves of the duty cycle, tank ventilation and lambda control factor over time each with pure control via the tank ventilation Map and additionally with a control dependent on the mean value of the lambda control factor, FIG. 6 the characteristic curve course of the duty cycle of the control pulse sequence, the tank ventilation and the mean value of the lambda control factor over time at pre-control via the tank venting map and additional limit control, Fig. 7 shows the block diagram schematic of the tank ventilation with pilot control map and optional supplementary engagement of a lambda control dependent control and a threshold control.

Beschreibung der AusführungsbeispieleDescription of the embodiments

In Fig. 1 ist ein Kraftstoffbehälter oder Tank 10 gezeigt, der ausschließlich über ein in einem Zwischenspeicherbehälter 11 befindliches Aktivkohlefilter beund entlüftet wird, wobei der aus dem Tank verdampfende Kraftstoff bis zu einer begrenzten Maximalmenge im Aktivkohlefilter gespeichert wird. Dieser gespeicherte Kraftstoff wird dann bei laufender Brennkraftmaschine - in Fig. 1 ist lediglich der Ansaugbereich 12 mit Drosselklappe 12a dargestellt - in den Motor abgesaugt. Die Zumessung des aus dem Bereich der Tankentlüftung abgesaugten Kraftstoffs oder des dort gebildeten, in seinen Verhältnisanteilen nicht bestimmbaren Kraftstoffluftgemisches erfolgt über ein spezielles Tankentlüftungsventil 13 so, daß in allen Betriebszuständen des Systems keine Beeinträchtigung von Fahrverhalten und Abgasverhalten und keine Beeinträchtigung der an der Kraftstoffzumessung beteiligten Regelkreise und adaptiver Systeme auftritt.1 shows a fuel tank or tank 10 which is vented and vented exclusively via an activated carbon filter located in a temporary storage tank 11, the fuel evaporating from the tank being stored in the activated carbon filter up to a limited maximum amount. This stored fuel is then sucked into the engine while the internal combustion engine is running - only the intake area 12 with the throttle valve 12a is shown in FIG. 1. The metering of the fuel drawn off from the area of the tank ventilation or of the fuel air mixture formed there, the proportions of which cannot be determined, takes place via a special tank ventilation valve 13 in such a way that in all operating states of the system there is no impairment of driving behavior and exhaust gas behavior and no impairment of the control circuits involved in the fuel metering and adaptive systems occurs.

Die Ansteuerung des Tankentlüftungsventils 13 erfolgt auf dessen Magnetteil 13a von einem Steuergerät 14, wobei dieses eine Ansteuerimpulsfolge mit veränderbarem Tastverhältnis TV ausgibt, wodurch sich eine geeignete Variation des Öffnungsquerschnitts des Tankentlüftungssystems 13 einstellen läßt. Dabei kann die Kennlinie des Tankentlüftungsventils 13 zwischen Minimaldurchsatz Qmin und Qmax über dem Tastverhältnis angenähert linear, gegebenenfalls auch exponentiell verlaufen, was in die Berechnung einbezogen werden kann.The control of the tank ventilation valve 13 takes place on its magnetic part 13a by a control device 14, this one Control pulse sequence outputs with variable duty cycle TV, whereby a suitable variation of the opening cross section of the tank ventilation system 13 can be set. The characteristic curve of the tank ventilation valve 13 between the minimum throughput Qmin and Qmax over the pulse duty factor can be approximately linear, possibly also exponential, which can be included in the calculation.

Die folgenden Angaben beziehen sich auf speziell numerische Daten eines geeigneten Tankentlüftungsventils mit in Abhängigkeit zum Tastverhältnis der Ansteuerimpulsfolge kontinuierlich veränderbarem Durchlaßquerschnitt.The following information relates to specific numerical data of a suitable tank ventilation valve with a passage cross-section that can be changed continuously depending on the duty cycle of the control pulse sequence.

Mit Vorteil basiert das Tankentlüftungsventil auf dem Hubmagnetprinzip, welches im stromlosen Zustand offen ist und einer geeigneten Taktfrequenz-Impulsfolge von 10 Hz angesteuert wird. Hierbei ergibt sich dann bei einem Druckunterschied Δp = 20 mbar ein Maximaldurchsatz von 2<Q≦4 m³/h und ein Minimaldurchsatz beim gleichen Druckunterschied von 0<Q≦0,1 m³/h, wobei bei diesem bevorzugten Ausführungsbeispiel die über das Tastverhältnis herstellbare Variation zwischen Qmin und Qmax im Verhältnis 1 : 20 liegt. Ein entsprechender Kennlinienverlauf ist in Fig. 2 qualitativ dargestellt.The tank ventilation valve is advantageously based on the solenoid principle, which is open when de-energized and controlled by a suitable pulse frequency pulse sequence of 10 Hz. This results in a maximum throughput of 2 <Q ≦ 4 m³ / h and a minimum throughput at the same pressure difference of 0 <Q ≦ 0.1 m³ / h at a pressure difference Δp = 20 mbar, in this preferred exemplary embodiment the one that can be produced via the pulse duty factor Variation between Qmin and Qmax is 1:20. A corresponding characteristic curve is shown qualitatively in FIG. 2.

Für die weiteren Funktionen der Tankentlüftung TE wird auf die Blockbilddarstellung der Fig. 7 Bezug genommen; hierbei umfaßt eine erste Ausführungsform, die auch unabhängig von anderen, gegebenenfalls ergänzend und unterstützend eingreifenden Steuer- und Regelungsmöglichkeiten für die Tankentlüftung erfinderische Bedeutung besitzt, die Ansteuerung des Tankentlüftungsventils über ein Tankentlüftungs-Kennfeld oder Vorsteuerkennfeld, welches in Abhängigkeit zur Last (dargestellt als Vorsteuer-Einspritzimpuls tL hier einer Kraftstoffeinspritzanlage) und der Drehzahl n über 4x4 Stützstellen mit der Möglichkeit der Interpolation jeweils quantisierte Tastverhältnisgrößen ausgibt und beispielsweise einer Multiplizierstelle 15 für die Tankentlüftungsventilansteuerung zuführt. In der Darstellung der Fig. 7 ist ein solches Vorsteuerkennfeld mit 16 bezeichnet und in Fig. 3 als Diagramm dargestellt, wobei das Kennfeld so auszulegen ist, daß die prozentuale Anfettung des der Brennkraftmaschine zugeführten Verbrennungsgemisches bei gegebenem TE-Gemisch in allen Bereichen gleich groß ist.For the further functions of the tank ventilation TE, reference is made to the block diagram of FIG. 7; Here, a first embodiment, which is independent of other, possibly supplementary and supportive control and regulation options for tank ventilation, has inventive importance, the control of the tank ventilation valve via a tank ventilation map or pilot control map, which is dependent on the load (shown as pilot control Injection pulse t L here a fuel injection system) and the speed n via 4x4 support points with the possibility of interpolation each outputs quantized duty cycle variables and feeds, for example, a multiplier 15 for the tank ventilation valve control. In the illustration in FIG. 7, such a pilot control map is denoted by 16 and shown in FIG. 3 as a diagram, the map being designed so that the percentage enrichment of the combustion mixture supplied to the internal combustion engine is the same in all areas for a given TE mixture .

In diesem Zusammenhang wird darauf hingewiesen, daß die nachfolgenden Ausführungen sich im wesentlichen auf die Anwendung der Tankentlüftung auf eine Kraftstoffeinspritzanlage beziehen, so daß im folgenden für die Einspritzung gebräuchliche Bezeichnungen verwendet werden. Hierdurch wird die Erfindung jedoch nicht auf die Zuordnung zu einer Kraftstoffeinspritzanlage eingeschränkt, sondern umfaßt die Anwendungsmöglichkeit bei beliebigen Kraftstoffzumeßeinrichtungen für Brennkraftmaschinen.In this context, it is pointed out that the following explanations essentially relate to the application of the tank ventilation to a fuel injection system, so that common names for the injection are used in the following. As a result, however, the invention is not restricted to the assignment to a fuel injection system, but rather includes the Possible application with any fuel metering devices for internal combustion engines.

Die Quantisierung des Tastverhältnisses der Ansteuerimpulsfolge für das Tankentlüftungsventil kann dabei kontinuierlich oder in Schritten von beispielsweise jeweils 10 % im Bereich zwischen 0 und 100 % erfolgen. In Fig. 7 ist die Ansteuerung der weiterverarbeitenden Stelle 15 aus dem Vorsteuerkennfeld 16 über einen Schalter S1 dargestellt, was sinnvoll ist, damit bei bestimmten Betriebszuständen (Leerlauf, Schubabschaltung) die Tankentlüftung gegebenenfalls völlig unterbunden werden kann, oder auch deshalb, um unter Verzicht auf die Vorsteuer-Kennfeldansteuerung andere, im folgenden noch zu erläuternde Steuer- und Regelverfahren wirksam werden zu lassen.The duty cycle of the control pulse sequence for the tank ventilation valve can be quantized continuously or in steps of, for example, 10% each in the range between 0 and 100%. In Fig. 7 the control of the further processing point 15 from the pilot control map 16 is shown via a switch S1, which is useful so that in certain operating states (idling, overrun cut-off) the tank ventilation can be completely prevented, if necessary, or also to do without to enable the pilot control map control to take effect other control and regulating methods to be explained below.

Fig. 7 zeigt zum besseren Verständnis auch den Lambda-Regelkreis für die Erstellung des Kraftstoffzumeßsignals der Brennkraftmaschine 17, in diesem Fall einer fremdgezündeten Brennkraftmaschine (Otto-Motor) mit Einspritzung, wobei in einer Multiplizierstufe 18, ausgehend von dem Ausgangssignal eines nicht dargestellten Lastsensors, beispielsweise eines Luftmengenmessers, und eines Drehzahlgebers ein Lastsignal, nämlich ein Einspritzzeitdauersignal tL erzeugt und einer weiteren, nachgeschalteten Multiplizierstufe 19, letztlich für die Ansteuerung des oder der Einspritzventile, zugeführt wird. An der Multiplizierstufe 19 wird die Einspritzzeitdauer mit einem Korrekturfaktor FR beaufschlagt, der als Lambda-Korrekturfaktor hinter einem Vergleicher 20 aus dem von der Lambda-Sonde 21 erzeugten Lambda-Istwert und einem Lambda-Sollwert von einem Lambda-Regler 22 erzeugt wird.7 also shows the lambda control circuit for generating the fuel metering signal of the internal combustion engine 17, in this case a spark ignition internal combustion engine (Otto engine) with injection, in a multiplier stage 18, starting from the output signal of a load sensor (not shown), For example, an air flow meter, and a speed sensor generates a load signal, namely an injection time duration signal t L and is fed to a further, downstream multiplier stage 19, ultimately for the control of the injection valve or valves. A correction factor F R is applied to the injection time period at the multiplier 19, which is generated as a lambda correction factor behind a comparator 20 from the actual lambda value generated by the lambda probe 21 and a lambda target value from a lambda controller 22.

In einer Ausgestaltung vorliegender Erfindung wird dieser ohnehin aufgrund des Lambda-Regelkreises vorliegende Lambda-Korrekturfaktor FR benutzt, um eine Lambda-regelungsabhängige Steuerung auch der Tankentlüftung möglich zu machen.In one embodiment of the present invention, this lambda correction factor F R , which is present anyway on the basis of the lambda control loop, is used in order to make possible a lambda control-dependent control of the tank ventilation as well.

Hierzu wird der über einen zwischengeschalteten Tiefpaß 23 erzeugte gemittelte Wert F R des Lambda-Korrekturfaktors benutzt und gelangt über einen Kennlinienblock 24 ebenfalls zur Multiplizierstelle 15 für die TE-Ventilansteuerung.For this purpose, the averaged value generated via an intermediate low-pass filter 23 is used F R of the lambda correction factor is used and also reaches a multiplication point 15 for the TE valve control via a characteristic curve block 24.

Der Kennlinienverlauf der Tankentlüftungsänderung oder -beeinflussung über dem Mittelwert der Lambda-Regelung ist in Fig. 4 nochmals gesondert dargestellt und umfaßt vier Stützstellen mit Interpolation, wobei die Grundfunktion so ist, daß eine steigende Anfettung des Tankentlüftungsgemisches (TE-Gemisches) über den Mittelwert F R des Lambda-Korrekturfaktors erkannt wird, da dieser sich zu niedrigeren Werten verschiebt, und die Tankentlüftung durch entsprechende Veränderung des Tastverhältnisses der Ansteuerimpulsfolge für das Tankentlüftungsventil entsprechend geschlossen wird.The characteristic curve of the tank ventilation change or influence above the mean value of the lambda control is again shown separately in FIG. 4 and comprises four support points with interpolation, the basic function being such that an increasing enrichment of the tank ventilation mixture (TE mixture) over the mean value F R of the lambda correction factor is recognized, since this shifts to lower values, and the tank ventilation is closed accordingly by correspondingly changing the duty cycle of the control pulse sequence for the tank ventilation valve.

Schließlich enthält das Blockschaltbild der Fig. 7 noch eine zweite mögliche Variante zur Kennlinien-Mittelwertregelung, die alternativ zu dieser eingesetzt werden kann und eine Grenzwertregelung des Mittelwerts des Lambda-Korrekturfaktors umfaßt. Hierzu ist eine weitere Vergleichsstelle 25 vorgesehen, der ein Grenzwert F RGW des Mittelwerts des Lambda-Korrekturfaktors zugeführt wird, zusammen mit dem Istwert-Mittelwert F R des Korrekturfaktors. Über einen Schalter S2 gelangt das Vergleichsergebnis auf einen Komparator 26, der entscheidet, ob der Mittelwert F R des Korrekturfaktors oberhalb oder unterhalb des vorgegebenen Grenzwerts liegt; je nach dem Ergebnis wird ein nachgeschalteter Integrator 27 als I-Regler für die Grenzwertregelung mit entsprechender Polung angesteuert, dessen Ausgangssignal dann ebenfalls der Multiplizierstelle 15 zugeführt wird.Finally, the block diagram of FIG. 7 also contains a second possible variant for characteristic curve mean value control, which can be used as an alternative to this and comprises limit value regulation of the mean value of the lambda correction factor. For this purpose, a further comparison point 25 is provided, which has a limit value F RGW of the mean value of the lambda correction factor is supplied, together with the actual value mean value F R of the correction factor. Via a switch S2, the comparison result is sent to a comparator 26, which decides whether the mean value F R of the correction factor is above or below the predetermined limit value; Depending on the result, a downstream integrator 27 is driven as an I controller for limit value control with appropriate polarity, the output signal of which is then likewise fed to the multiplication point 15.

Anhand der Diagrammverläufe der Figuren 5 und 6 werden im folgenden die sich aufgrund der möglichen Tankentlüftungs-Steuerungsverfahren ergebenden Funktionen erläutert.The functions resulting from the possible tank ventilation control method are explained below on the basis of the diagram profiles of FIGS. 5 and 6.

Dabei zeigen die Diagrammverläufe auf der linken Seite der Fig. 5 die Zustände, die sich bei reiner Steuerung aus dem Vorsteuer-Kennfeld 16 ergeben; es sei angenommen, daß das Tastverhältnis der Steuerung sich aufgrund der Drehzahlen und Lastwerte bei 0,25 befindet; tritt zu einem vorgegebenen Zeitpunkt t₁ (s. Diagramm b) der Fig. 5) ein sprungartiger Anstieg des Kraftstoffgehalts im TE-Gemisch auf (verdeutlicht durch drei verschiedene Kurvenverläufe (1); (2); (3)), dann reagiert die Steuerung über das Vorsteuerkennfeld hierauf überhaupt nicht und der Lambda-Korrekturfaktor FR verschiebt sich lediglich entsprechend in Richtung auf mageres Gemisch als Folge der "Kraftstoffwolke" (theoretische Sprungfunktion) im TE-Gemisch (s. bei c) der Fig.5), d.h. der Regler magert ab.The diagrams on the left-hand side of FIG. 5 show the states that result from the pilot control map 16 with pure control; assume that the duty cycle of the controller is at 0.25 due to the speed and load values; occurs at a predetermined time t 1 (see diagram b) of Fig. 5) a sudden increase in the fuel content in the TE mixture (illustrated by three different curves (1); (2); (3)), then the controller responds Not at all via the pilot control map and the lambda correction factor F R only shifts accordingly in the direction of a lean mixture as a result of the "fuel cloud" (theoretical step function) in the TE mixture (see c) of FIG. 5), ie the Regulator leans.

Anders ist dies bei den Diagrammverläufen auf der rechten Seite der Fig. 5; geht man auch hier zunächst von einem Tastverhältnis 0,25 aus der Kennfeldsteuerung aus, dann ergeben sich durch die Einflußnahme der F R-abhängigen Steuerung je nach der Kraftstoffwolke im TE-Gemisch geringere Tastverhältnis-Werte, wie bei (2) und (3) gezeigt; diese Veränderung des Tastverhältnisses resultiert aus dem Vorsteueranteil über dem Kennlinienblock der Mittelwert-Lambda-Regelung und zeigt bei c) auch einen weniger starken Abfall des Lambda-Korrekturfaktors FR.This is different with the diagram courses on the right side of FIG. 5; if one also starts with a duty cycle of 0.25 from the map control, then the influence of F R -dependent control, depending on the fuel cloud in the TE mixture, lower duty cycle values, as shown in (2) and (3); this change in the duty cycle results from the pilot control component above the characteristic block of the mean value lambda control and also shows a less pronounced drop in the lambda correction factor F R in c).

Die Wirkung der Grenzwertregelung, in den Diagrammverläufen der Fig. 6 bei a), b) und c) ohne eine FR-abhängige Steuerung dargestellt, ist demgegenüber so, daß die Tankentlüftung TE über das Tastverhältnis der Ansteuerimpulsfolge vom Vorsteuerkennfeld der Tankentlüftung KFTE des Blocks 16 (maximal) geöffnet ist (numerischer Wert bei a) in Fig. 6: TV = 0,25), bis sich zum Zeitpunkt t₁ die TE-Kraftstoffanreicherung auf in diesem Fall einen angenommenen Wert von 100 % ergibt (s. b) der Fig. 6).In contrast, the effect of the limit value control, shown in the diagram curves of FIG. 6 at a), b) and c) without an FR-dependent control, is such that the tank ventilation TE via the duty cycle of the control pulse sequence from the pilot control map of the tank ventilation KFTE of block 16 (maximum) is open (numerical value at a) in Fig. 6: TV = 0.25) until the time t 1 the TE fuel enrichment in this case one assumed value of 100% results (see b) in FIG. 6).

Entsprechend dem Kennlinienverlauf bei c) der Fig. 6 für den Lambda-Korrekturfaktor (= durchgezogene, einem Dreieckverlauf folgende Linie, wobei der Mittelwert F R des Korrekturfaktors in diesem Diagramm gestrichelt dargestellt ist) verschiebt die durch die Tankentlüftung jetzt bewirkte Anfettung den Mittelwert F R über den Grenzwert GW hinaus, was zum Zeitpunkt t₂ eintritt. Ab hier wird dann über den I-Regler 27 das Tastverhältnis der Ansteuerimpulsfolge (zunehmend) geschlossen, nimmt also ab bis zum Zeitpunkt t₃ der Mittelwert F R wieder über den Grenzwert zurückgelaufen ist; ab diesem Zeitpunkt steigt dann entsprechend der Verstellung des I-Reglers 27 das Tastverhältnis wieder an, wobei sich auch mehrfache Schwingungen, wie bei c) in Fig. 6 dargestellt, um den Grenzwert GW ergeben können, bis die Wolkenbildung zum Zeitpunkt t₄ abgeklungen ist und Mittelwert F R und Tastverhältnis wieder auf die früheren Werte zurückkehren.Corresponding to the characteristic curve at c) of FIG. 6 for the lambda correction factor (= solid line following a triangular curve, with the mean value F R of the correction factor is shown in dashed lines in this diagram), the enrichment now caused by the tank ventilation shifts the mean value F R beyond the limit value GW, which occurs at time t₂. From here, the duty cycle of the drive pulse sequence is (increasingly) closed via the I controller 27, that is, it decreases from the time t 3 to the mean value F R has returned above the limit; from this point in time, the pulse duty factor increases again in accordance with the adjustment of the I-controller 27, whereby multiple oscillations, as shown at c) in FIG. 6, can also result around the limit value GW until the cloud formation has subsided at the point in time t and Average F R and duty cycle return to previous values.

Es vorsteht sich, daß die Zeitkonstante des I-Reglers 27 für die Tankentlüftung größer als die Zeitkonstante des für sich gesehen bekannten I-Reglers der Lambda-Regelung für die Kraftstoffzumessung oder die Berechnung der Kraftstoffeinspritzimpulse sein muß, wobei für den gesamten Drehzahl/Lastbereich eine konstante Zeitkonstante für die Tankentlüftung ausreichend ist. Ferner sollte für den I-Regler eine Maximalbegrenzung ITEmax vorgesehen und die Quantisierung des I-Reglers etwa vierfach feiner als die Ausgabequantisierung für das Tastverhältnis sein.It is ascertained that the time constant of the I controller 27 for the tank ventilation must be greater than the time constant of the known I controller of the lambda control for the fuel metering or the calculation of the fuel injection pulses, one for the entire speed / load range constant time constant is sufficient for the tank ventilation. Furthermore, a maximum limitation I TEmax should be provided for the I controller and the quantization of the I controller should be about four times finer than the output quantization for the pulse duty factor.

Die Gesamtfunktion der Tankentlüftung entsprechend der Blockbilddarstellung der Fig. 7 kann daher so aussehen, wie die beiden nachfolgenden Formeln alternativ angeben und wobei die alternativ vorgesehenen ergänzenden Regelungsmöglichkeiten über den Mittelwert der Lambda-Regelung oder die Grenzwertregelung additiv zur Kennfeldsteuerung auftreten:

Figure imgb0001

TVTE = KFTE(n,t L ) - ITE( F ¯ RGW )
Figure imgb0002
 The overall function of the tank ventilation in accordance with the block diagram representation of FIG. 7 can therefore look like the two following formulas alternatively indicate and the alternatively provided additional control options occur via the mean value of the lambda control or the limit value control in addition to the map control:
Figure imgb0001
TVTE = KFTE (n, t L ) - ITE ( F ¯ CMEA )
Figure imgb0002

Dabei sind noch folgende Randbedingungen als Einschaltbedingungen generell zu beachten:

  • 1. Die Ausgabe des Tastverhältnisses TV ist unterbunden (TV = 0), also die Tankentlüftung gesperrt, wenn
    • a) die Lambda-Regelung der Brennkraftmaschine selbst unwirksam ist.
    • b) der Betriebszustand Schubabschneiden vorliegt oder
    • c) gegebenenfalls bei Leerlauf.
  • 2. Erfolgt die Kraftstoffzuführung oder -dosierung, etwa bei einer Kraftstoffeinspritzanlage mit adaptiver Vorsteuerung der Lambda-Regelung (LRA), dann würden diese beiden Funktionen (LRA und TE) sich gegenseitig beeinflussen und zu einem Fehlverhalten führen. Die TE ist daher abzuschalten, wenn LRA aktiv ist oder umgekehrt, die adaptive Lambda-Regelung ist abzuschalten, wenn die Tankentlüftung TE aktiv ist.
  • 3. Dabei können noch folgende Bedingungen gelten:
    • a) Bei Start mit Motortemperatur TMOT < 30° und TANS < 30° ist die Tankentlüftung TE für ca. 10 Minuten geschlossen; währenddessen ist die erwähnte adaptive Vorsteuerung der Lambda-Regelung (LRA) aktiv.
    • b) Es schließt sich eine TE-Phase von ca. 5 Minuten an, dann wird TE mit Änderungsbegrenzung geschlossen. Unter Beachtung des Korrekturfaktors FR wird dann, wenn die Abweichung ΔFR > 5 % vom Normalwert FR = 1 ist, die LRA aktiviert und abgewartet, bis ΔFR < 5 % ist oder maximal 5 Minuten vergangen sind. Anschließend kann die TE wieder mit Änderungsbegrenzung zugelassen werden.
The following boundary conditions must generally be observed as switch-on conditions:
  • 1. The output of the duty cycle TV is prevented (TV = 0), so the tank ventilation is blocked when
    • a) the lambda control of the internal combustion engine itself is ineffective.
    • b) the operating status of thrust cutting is present or
    • c) if necessary at idle.
  • 2. If the fuel supply or metering takes place, for example in a fuel injection system with adaptive pilot control of the lambda control (LRA), then these two functions (LRA and TE) would influence one another and lead to incorrect behavior. The TE must therefore be switched off when LRA is active or vice versa, the adaptive lambda control must be switched off when the tank ventilation TE is active.
  • 3. The following conditions may also apply:
    • a) When starting with engine temperature T MOT <30 ° and T ANS <30 °, the tank ventilation TE is closed for approx. 10 minutes; the aforementioned adaptive feedforward control of the lambda control (LRA) is active.
    • b) A TE phase of approx. 5 minutes follows, then TE is closed with a change limit. Taking the correction factor FR into account, if the deviation ΔF R > 5% from the normal value F R = 1, the LRA is activated and waited until ΔF R <5% or a maximum of 5 minutes have passed. The TE can then be permitted again with a change limit.

Claims (5)

  1. Device for purging fuel tanks (10) in the case of internal combustion engines in combination with a fuel metering of the operating mixture, controlled by a λ-control factor, with an intermediate reservoir which accommodates fuel vapours forming, particularly an active carbon filter container (11), and means (14, 13a, 13) for the controlled emission of the tank purging mixture (TE mixture) to the internal combustion engine in dependence on selected operating conditions comprising at least the output signal of a λ probe by changing of the passage opening cross-section of an electrically controlled tank purging valve (13) connected between the intermediate reservoir and the internal combustion engine, characterized in that the passage opening cross-section of the tank purging valve (13) is determined in a controlled manner between predetermined values (0% - 100%) via a set of preliminary control characteristics (16) (Fig. 3) in dependence on load (tL) and speed (n) and is additionally controlled in a closed effective circuit in dependence on the λ-probe signal, in that the tank purging valve (13), constructed as a solenoid valve, particularly a lifting solenoid, is actuated by a control circuit (14) by means of a clocked actuating pulse sequence, the duty ratio (TVTE) of which is variable for changing the passage opening cross-section, in such a manner that, with an increasing duty ratio, the passage opening cross-section increases continuously and in that, for the λ-probe signal-dependent controlling of the duty ratio (TVTE) in the abovementioned closed effective circuit, either means (23, 24, 15) are provided, which control the duty ratio along a mean value characteristic of the λ-control factor (FR) in such a manner that an increasing enrichment of the tank purging mixture is detected via the mean value of the λ-control factor (FR) and the tank purging valve is closed correspondingly by corresponding reduction of the duty ratio, or a comparison location (25) is provided which is supplied with a limit value (GW) of the mean value of the λ-control factor (FR) and the latter, with a subsequent comparator (26) for determining the sign and an integrator (27) which generates, in continuous adjustment with a predetermined constant, a changing duty ratio for the actuating pulse sequence and supplies it to a multiplier stage (15), to which the duty ratio (KFTE) output by the preliminary set-of-characteristics control is also supplied, in such a manner that, alternatively to the controlling via the mean value of the λ-control factor, a controlling of the mean value of the λ-control factor to a limit value is carried out by means of changing the duty ratio (TVTE) of the actuating pulse sequence, the duty ratio (TVTE) being changed in the direction of a reduction of the opening cross-section when a predetermined limit value (FRGW) is exceeded by the mean value of the λ-control factor (FR) and being changed in the direction of an increase of the passage opening cross-section when it goes back (Figure 6).
  2. Device according to Claim 1, characterized in that the set of preliminary control characteristics (KVTE) comprises at least 4 × 4 data points with the possibility of interpolation and is designed in such a manner that the percentage enrichment of the combustion mixture is continuously of equal magnitude with the given tank purging mixture.
  3. Device according to Claim 1, characterized in that, as alternative to the characteristic-dependent control via the mean value, the basic adaptation remains uninfluenced by the tank purging.
  4. Device according to one of Claims 1 to 3, characterized in that a preliminary set-of-characteristics control block (16), which contains duty ratio values for the actuating pulse sequence of the tank purging valve stored, is provided which outputs values, which are predetermined in dependence on load (tL) and speed (n), of the duty ratio and supplies these values to an intervention location, particularly a multiplier stage (15) (Figure 7).
  5. Device according to Claim 4, characterized in that the intervention location (multiplier stage 15) is supplied with a further output signal of a block of characteristics (24) which generates values, which are predetermined in dependence on the variation of the mean value (FR) of the λ-control factor, of the duty ratio for the sole evaluation or in combination with the information of the set of preliminary control characteristics.
EP85115458A 1985-01-26 1985-12-05 Fuel vapour purging device for a fuel tank Expired - Lifetime EP0191170B2 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3502573A DE3502573C3 (en) 1985-01-26 1985-01-26 Device for venting fuel tanks
DE3502573 1985-01-26

Related Child Applications (1)

Application Number Title Priority Date Filing Date
EP88106880.3 Division-Into 1988-04-29

Publications (3)

Publication Number Publication Date
EP0191170A1 EP0191170A1 (en) 1986-08-20
EP0191170B1 EP0191170B1 (en) 1989-03-29
EP0191170B2 true EP0191170B2 (en) 1995-08-16

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EP19880106880 Expired - Lifetime EP0288090B1 (en) 1985-01-26 1985-12-05 Fuel vapour purging device for a fuel tank
EP85115458A Expired - Lifetime EP0191170B2 (en) 1985-01-26 1985-12-05 Fuel vapour purging device for a fuel tank

Family Applications Before (1)

Application Number Title Priority Date Filing Date
EP19880106880 Expired - Lifetime EP0288090B1 (en) 1985-01-26 1985-12-05 Fuel vapour purging device for a fuel tank

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US (1) US4683861A (en)
EP (2) EP0288090B1 (en)
JP (3) JPH0759917B2 (en)
DE (3) DE3502573C3 (en)

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Also Published As

Publication number Publication date
EP0288090B1 (en) 1991-09-25
DE3584257D1 (en) 1991-10-31
JP2694123B2 (en) 1997-12-24
EP0288090A2 (en) 1988-10-26
EP0191170A1 (en) 1986-08-20
JPH1068359A (en) 1998-03-10
EP0288090A3 (en) 1989-01-04
JP2945882B2 (en) 1999-09-06
JPH07293361A (en) 1995-11-07
DE3502573C2 (en) 1994-03-03
EP0191170B1 (en) 1989-03-29
DE3569143D1 (en) 1989-05-03
DE3502573C3 (en) 2002-04-25
JPS61175260A (en) 1986-08-06
DE3502573A1 (en) 1986-07-31
JPH0759917B2 (en) 1995-06-28
US4683861A (en) 1987-08-04

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