EP0375762A1 - Verfahren und vorrichtung zur tankentlüftungsadaption bei lambdaregelung. - Google Patents
Verfahren und vorrichtung zur tankentlüftungsadaption bei lambdaregelung.Info
- Publication number
- EP0375762A1 EP0375762A1 EP19890906331 EP89906331A EP0375762A1 EP 0375762 A1 EP0375762 A1 EP 0375762A1 EP 19890906331 EP19890906331 EP 19890906331 EP 89906331 A EP89906331 A EP 89906331A EP 0375762 A1 EP0375762 A1 EP 0375762A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- value
- factor
- tank ventilation
- loading factor
- adaptation
- 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.)
- Granted
Links
Classifications
-
- 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
- F02D41/0045—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
- 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
- F02D2200/0606—Fuel temperature
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D41/003—Adding fuel vapours, e.g. drawn from engine fuel reservoir
- F02D41/0042—Controlling the combustible mixture as a function of the canister purging, e.g. control of injected fuel to compensate for deviation of air fuel ratio when purging
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
- F02D41/1486—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
- F02D41/149—Replacing of the control value by an other parameter
Definitions
- the invention relates to a method for tank ventilation adaptation with lambda control of the air / fuel mixture to be supplied to an internal combustion engine, in which a loading factor for the tank ventilation gas is determined and the last value of the loading factor is stored when the method is ended.
- the invention further relates to a device for performing such a method.
- a method and a device according to the prior art will now be explained with reference to FIG. 1.
- the method is carried out on an engine 10 which has an injection arrangement 11 in its intake duct and a lambda probe 12 in its exhaust duct.
- a signal TI which is a measure of the injection time, is fed to the injection arrangement 11.
- This signal TI is formed from a provisional injection time signal TIV (n, L) by linking it with different correction variables.
- the provisional value for the injection time is generally read from a map in which such values are dependent on values of the speed n and one load-dependent size L are stored.
- the linkage takes place in a linkage routine 13, in which the various correction variables, depending on the type of the variable, act multiplicatively, additively or subtractively on the respective values present.
- the signal from the lambda probe 12 is fed as an actual lambda value to a subtraction step 14 and is subtracted there from a lambda sol value.
- the control deviation thus formed is processed in a control system 15, which results in a control factor FR as a control value.
- this control factor FR is fed directly to the linking routine 13, on the other hand, it serves for adaptation purposes.
- the mixture adaptation routine 17 forms various correction values, e.g. B. those to compensate for injection time errors caused by leakage air, changes in air pressure or changes in the behavior of the injection arrangement 11.
- the loading factor FTEAD adapted in the loading factor adaptation routine 17 does not immediately form a value that can be used in the linking routine 13, but is multiplied by a gas volume value GV in a multiplication step 19.
- the multiplication value FTEA is used in the linking routine 13 as a value to be subtracted.
- the gas volume value GV is read from a characteristic diagram 20 as a function of values of the speed n and the throttle valve angle DK.
- Adaptation processes in lambda control systems are relatively slow. It is therefore endeavored to adapt values when the controlled internal combustion engine is stopped save so that they are immediately available the next time you restart and that the lengthy adaptation process does not have to be carried out all over again.
- the last value of the load factor FTEAD is stored in a non-volatile memory (NV-RAM) 21 when the internal combustion engine is switched off.
- NV-RAM non-volatile memory
- the stored value FTEADS is read out when the machine is restarted and fed to the load factor adaptation routine 17 as an initial value for the adaptation.
- the loading factor FTEAD is approximately 1, which means that almost all of the tank ventilation gas is fuel gas.
- the loading factor FTEA essentially corresponds to the value 0, ie the tank ventilation gas is almost exclusively 0, that is to say contains hardly any fuel gas.
- the load factor was first advantage adap ⁇ to 1, and then this value is used when the machine is restarted as a new initial value for the adaptation, obowhl eigentl I ', the value would be appropriate to 0, the internal combustion receives machine initially much too little fuel before the Re regulation 15 ensures sufficient compensation. This can cause the machine to switch to tank ventilation adaption the first time or to run very unsteadily.
- the invention is based on the object of specifying a method for adapting the tank ventilation which quickly leads to a good control result even when a lambda-controlled internal combustion engine is restarted.
- the invention is also based on the object of specifying a device for carrying out such a method. Presentation of the invention
- the method according to the invention is characterized in that when the controlled internal combustion engine is restarted, that is to say when the method is restarted, the stored value of the loading factor is no longer accepted in full, but instead is multiplied by a reset factor ⁇ 1 and the value obtained in this way is used as the initial value of the loading factor for the tank ventilation adaptation.
- a device in particular has a means which, when the device is switched on, outputs a value for a reset factor ⁇ 1 depending on the fuel temperature.
- the device has a means for multiplying the output value by the reset factor.
- FIG. 1 is a block circuit diagram of a method for tank ventilation adaptation according to the prior art, as explained above, the part of the method which is modified by the invention being outlined in dash-dotted lines;
- FIG. 2 shows a block diagram corresponding to the dash-dot method part according to FIG. 1, but in an embodiment according to the invention
- FIG. 3 shows a diagram for explaining the relationship between a reset factor and the engine temperature
- Fig. 4 is a flow chart for explaining a method for tank ventilation adaptation.
- Fig. 2 is to be understood as part of the overall process for tank ventilation adaptation according to FIG. 1. This is because the process part according to the prior art, outlined in dash-dotted lines in FIG. 1, is replaced by the process part shown in FIG. 2 in accordance with the invention. This is the part by which the adapted tank venting factor FTEAD is stored in the non-volatile memory 21 when the method is switched off and is read out of the memory again when the method is switched on.
- FIG. 1 has only the loading factor adaptation routine 18 and the non-volatile memory 21, the corresponding part of the method according to the invention shown in FIG. 2 additionally has a characteristic curve evaluation 22 and a reset multiplication step 23.
- An overwrite function 24 is advantageously, but not necessarily, present. It is initially assumed that the overwrite function 24 is missing and that the last value FTEAD of the loading factor that is present when the method is switched off is written into the non-volatile memory 21 in a conventional manner. If the tank ventilation adaptation process is started again, the stored value FTEADS is not immediately used as the starting value FTEAD for the newly started loading factor adaptation, but instead in the reset multiplication step 23, multiplication is first performed with a reset factor RSF ⁇ 1. The one to be used in each case The RSF value of the reset factor is determined by the core line evaluation 22 as a function of the engine temperature TMOT.
- the reset factor RS continuously takes the value 0 below 20 ° C. From 20 ° C to 50 ° C, the reset factor increases linearly from 0 to about 0.6. In turn, it climbed up to 80 ° C, linearly with a slightly lower gradient up to about 0.8, in order to then maintain it at even higher engine temperatures. In the tests carried out, it was found that the actual loading factor is roughly related to the engine temperature.
- step s1 in FIG. B started a lambda control method with the start of a motor vehicle.
- a tank ventilation flag TAEFLG is set to 0 for reasons explained below.
- Step s3 represents a warm-up subroutine.
- z. B. checks whether the internal combustion engine is running at all and whether the laboratory probe has already reached its operating temperature. If this is the case, ie the actual lambda control can begin, this is carried out continuously, which is not illustrated in FIG. 4. Rather, following FIG. 4, adaptation methods are illustrated in FIG. 4.
- a subroutine for mixture adaptation follows. This gemi adaptation sub-progra is limited in time, z. B. to 60 seconds.
- the start of a sub-program for the adaptation of the tank ventilation follows.
- this subroutine for tank ventilation adaptation it is first checked in a step s6 whether the tank ventilation flag TAEFLG is set to 0. If this is the case, that is to say for the first time tank ventilation adaptation takes place after the method is restarted, the initial value FTEAD for the loading factor is formed in a step s7 by multiplying the stored loading factor FTEADS by the reset factor RSF. In addition, in a step s8, the tank ventilation flag TAEFLG set. In a step s9 it is finally checked whether the period of 90 seconds (according to the exemplary embodiment) for the tank ventilation adaptation has already expired.
- step s6 Since, according to the described procedure, the tank ventilation adaptation has only just begun, this question is answered with no, which leads to a return to step s6, that is to say to the step in which the state of the tank ventilation flag is queried. Since the tank ventilation flag was set in step s8, step s6 is now no longer left in the direction yes, but in the direction no, which has the consequence that step s6 is followed by a step s10 in which it is checked whether tank ventilation adaptation is actually permissible, whether or not, for example, an unsteady operation is currently taking place. If the latter is the case, de 'closes again r 90-second query step s9 to.
- step s11 if tank ventilation adaptation is permissible, actual adaptation follows in a step s11, ie the loading factor FTEAD is increased, decreased or left unchanged depending on the value of the regulation factor FR present. This takes place in a conventional manner, which is why the type of adaptation is not discussed in more detail here.
- the step s11 is followed by the 90-second query step s9. It is now assumed that the 90 seconds have expired. Then step s9 is followed by another mixture adaptation step s4.
- step s12 and s! 3 relate to the storage of the loading factor FTEAD in the non-volatile memory 21.
- the storage takes place without further conditions directly after step s11, that is to say the determination of a newly adapted loading factor.
- the loading factor FTEAD has just the value 1 and the motor temperature is 40 ° C., which corresponds approximately to a reset factor of 0.5.
- the process is interrupted and restarted immediately. This would lead to a loading factor of 0.8 x 0.5, i.e. 0.4.
- the process was immediately interrupted again, e.g. B. because the controlled internal combustion engine stopped after a short time, and then started again. If the last loading factor of 0.4 were now saved, a new loading factor of 0.4 x 0.5, i.e. 0.2, would result. With several restarts, the loading factor would drop from 0.8 to a very low value despite unchanged operating conditions.
- step s 12 In this it is checked whether a storage condition is fulfilled, for. B. whether a minimum engine temperature has been reached or whether the tank ventilation adaptation phase has been run through at least once after the restart.
- the checking of the storage conditions according to step s 12 is also shown in FIG. 2 by the overwrite function 24. This closes a hardware overwrite switch 25, which is preferably implemented in software, however, if the condition for storing, ie for overwriting the old one Memory content is met.
- the closing of the overwrite switch 25 is triggered either by a signal TM0TMIN, which indicates that a minimum engine temperature, e.g. B.
- the triggering is carried out by a time signal which is given at the end of the first complete run of the tank ventilation adaptation phase, that is when the method according to FIG. 4 returns from step s9 to step s4 for the first time .
- a time signal which is given at the end of the first complete run of the tank ventilation adaptation phase, that is when the method according to FIG. 4 returns from step s9 to step s4 for the first time .
- Which condition makes the most sense in the real case depends on the overall system. If the times for the mixture adaptation phase and the tank ventilation adaptation phase are very short, it is more expedient to use a minimum engine temperature as the storage condition. However, if the values for the RSF reset factor are relatively low even for high engine temperature, it is more convenient to choose a time condition. This can also be coupled to a predefined time, that is to say it can be detached from the time periods of the adaptation phases.
- the reset actuator is always determined as ⁇ 1 even for high engine temperatures and is preferably between 0.7 and 0.9 for the systems examined to date.
- the reset factor RSF is obtained by a characteristic curve evaluation 22.
- a device for adapting the tank ventilation does not necessarily have to have a characteristic curve, but there may also be a means for calculating the reset factor from the engine temperature on the basis of a predetermined mathematical relationship.
- the output reset factor is multiplicatively linked in a means for multiplication with the stored loading factor. The value obtained in this way is given to the means for adapting the loading factor as a new starting value for the tank ventilation adaptation.
- the engine temperature is used as the fuel temperature-dependent variable for determining the reset factor. This is because the engine temperature is already a variable measured for different purposes and is therefore usually available. However, a more precise result is obtained when the fuel temperature itself is measured, since this temperature depends on the evaporation of hydrocarbons and thus the loading of the tank ventilation gas with fuel vapor. It is again possible to use the fuel temperature measured at the first start of the adaptation as a parameter for agree on the loading factor.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Supplying Secondary Fuel Or The Like To Fuel, Air Or Fuel-Air Mixtures (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE3822300A DE3822300A1 (de) | 1988-07-01 | 1988-07-01 | Verfahren und vorrichtung zur tankentlueftungsadaption bei lambdaregelung |
DE3822300 | 1988-07-01 |
Publications (2)
Publication Number | Publication Date |
---|---|
EP0375762A1 true EP0375762A1 (de) | 1990-07-04 |
EP0375762B1 EP0375762B1 (de) | 1992-04-01 |
Family
ID=6357760
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP89906331A Expired - Lifetime EP0375762B1 (de) | 1988-07-01 | 1989-06-08 | Verfahren und vorrichtung zur tankentlüftungsadaption bei lambdaregelung |
Country Status (6)
Country | Link |
---|---|
US (1) | US5044341A (de) |
EP (1) | EP0375762B1 (de) |
JP (1) | JP2911509B2 (de) |
KR (1) | KR900702214A (de) |
DE (2) | DE3822300A1 (de) |
WO (1) | WO1990000225A1 (de) |
Families Citing this family (18)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE59000761D1 (de) * | 1990-04-12 | 1993-02-25 | Siemens Ag | Tankentlueftungssystem. |
DE59004362D1 (de) * | 1990-10-24 | 1994-03-03 | Siemens Ag | Kraftstoffeinspritzsystem für eine Brennkraftmaschine. |
US5048493A (en) * | 1990-12-03 | 1991-09-17 | Ford Motor Company | System for internal combustion engine |
DE4109401A1 (de) * | 1991-03-22 | 1992-09-24 | Bosch Gmbh Robert | Verfahren und vorrichtung zur tankentlueftung |
JP3089687B2 (ja) * | 1991-04-12 | 2000-09-18 | 株式会社デンソー | 燃料蒸発ガス状態検出装置 |
JPH05156983A (ja) * | 1991-12-09 | 1993-06-22 | Mitsubishi Electric Corp | 内燃機関の電子制御装置 |
JP2920805B2 (ja) * | 1992-03-31 | 1999-07-19 | 本田技研工業株式会社 | 内燃機関の蒸発燃料制御装置 |
JPH0626385A (ja) * | 1992-07-09 | 1994-02-01 | Fuji Heavy Ind Ltd | エンジンの空燃比制御方法 |
US5465703A (en) * | 1992-07-09 | 1995-11-14 | Fuji Jukogyo Kabushiki Kaisha | Control method for purging fuel vapor of automotive engine |
FR2708049B1 (fr) * | 1993-07-20 | 1995-09-22 | Solex | Procédé et dispositif d'estimation de la teneur en combustible d'un circuit de purge à canister, pour moteur à injection. |
ES2111874T3 (es) * | 1993-07-20 | 1998-03-16 | Magneti Marelli France | Procedimiento y dispositivo para la correccion de la duracion de inyeccion en funcion del caudal de purga del circuito de purga con recipiente de acumulacion para un motor de inyeccion. |
US5623914A (en) * | 1994-05-09 | 1997-04-29 | Nissan Motor Co., Ltd. | Air/fuel ratio control apparatus |
JP3444102B2 (ja) * | 1996-08-13 | 2003-09-08 | トヨタ自動車株式会社 | 内燃機関の蒸発燃料処理装置 |
JP3753166B2 (ja) * | 1998-08-27 | 2006-03-08 | 株式会社日立製作所 | 内燃機関の蒸発燃料処理装置 |
DE19936166A1 (de) * | 1999-07-31 | 2001-02-08 | Bosch Gmbh Robert | Verfahren zum Betreiben einer Brennkraftmaschine insbesondere eines Kraftfahrzeugs |
DE10252225A1 (de) * | 2002-11-11 | 2004-05-27 | Robert Bosch Gmbh | Verfahren zur Bestimmung des Kraftstoff-Dampfdrucks in einem Kraftfahrzeug mit Bordmitteln |
DE102007008119B4 (de) * | 2007-02-19 | 2008-11-13 | Continental Automotive Gmbh | Verfahren zum Steuern einer Brennkraftmaschine und Brennkraftmaschine |
US10509705B2 (en) * | 2011-11-04 | 2019-12-17 | Veritas Technologies Llc | Application protection through a combined functionality failure manager |
Family Cites Families (18)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4013054A (en) * | 1975-05-07 | 1977-03-22 | General Motors Corporation | Fuel vapor disposal means with closed control of air fuel ratio |
US4170016A (en) * | 1977-12-12 | 1979-10-02 | Gould Inc. | Priming apparatus for liquid ink writing instruments |
US4275697A (en) * | 1980-07-07 | 1981-06-30 | General Motors Corporation | Closed loop air-fuel ratio control system |
JPS5752663A (en) * | 1980-09-16 | 1982-03-29 | Toyota Motor Corp | Purge control method for fuel evaporated gas |
DE3039436C3 (de) * | 1980-10-18 | 1997-12-04 | Bosch Gmbh Robert | Regeleinrichtung für ein Kraftstoffzumeßsystem einer Brennkraftmaschine |
JPS57165644A (en) * | 1981-04-07 | 1982-10-12 | Nippon Denso Co Ltd | Control method of air-fuel ratio |
JPS608458A (ja) * | 1983-06-28 | 1985-01-17 | Fuji Heavy Ind Ltd | キヤニスタパ−ジ装置 |
JPS6176734A (ja) * | 1984-09-19 | 1986-04-19 | Mazda Motor Corp | エンジンの大気汚染防止装置 |
JPS6198956A (ja) * | 1984-10-19 | 1986-05-17 | Toyota Motor Corp | 電子制御エンジンの高温再始動制御方法 |
DE3502573C3 (de) * | 1985-01-26 | 2002-04-25 | Bosch Gmbh Robert | Vorrichtung zur Entlüftung von Kraftstofftanks |
US4932386A (en) * | 1985-07-26 | 1990-06-12 | Honda Giken Kogyo Kabushiki Kaisha | Fuel-vapor purge and air-fuel ratio control for automotive engine |
JPH0726573B2 (ja) * | 1985-12-11 | 1995-03-29 | 富士重工業株式会社 | 自動車用エンジンの空燃比制御装置 |
JPS62288342A (ja) * | 1986-06-06 | 1987-12-15 | Daihatsu Motor Co Ltd | エンジンの空燃比制御装置 |
JPH0726579B2 (ja) * | 1986-08-19 | 1995-03-29 | トヨタ自動車株式会社 | 空燃比制御装置 |
DE3639946C2 (de) * | 1986-11-22 | 1997-01-09 | Bosch Gmbh Robert | Verfahren und Einrichtung zur Kompensation des Tankentlüftungsfehlers bei einem adaptiv lernenden Kraftstoffzufuhrsystem |
US4926825A (en) * | 1987-12-07 | 1990-05-22 | Honda Giken Kogyo K.K. (Honda Motor Co., Ltd. In English) | Air-fuel ratio feedback control method for internal combustion engines |
US4821701A (en) * | 1988-06-30 | 1989-04-18 | Chrysler Motors Corporation | Purge corruption detection |
JP2721978B2 (ja) * | 1988-08-31 | 1998-03-04 | 富士重工業株式会社 | 空燃比学習制御装置 |
-
1988
- 1988-07-01 DE DE3822300A patent/DE3822300A1/de not_active Withdrawn
-
1989
- 1989-06-08 US US07/473,941 patent/US5044341A/en not_active Expired - Fee Related
- 1989-06-08 DE DE8989906331T patent/DE58901090D1/de not_active Expired - Lifetime
- 1989-06-08 EP EP89906331A patent/EP0375762B1/de not_active Expired - Lifetime
- 1989-06-08 WO PCT/DE1989/000379 patent/WO1990000225A1/de active IP Right Grant
- 1989-06-08 JP JP1506103A patent/JP2911509B2/ja not_active Expired - Lifetime
-
1990
- 1990-02-28 KR KR1019900700447A patent/KR900702214A/ko not_active Application Discontinuation
Non-Patent Citations (1)
Title |
---|
See references of WO9000225A1 * |
Also Published As
Publication number | Publication date |
---|---|
EP0375762B1 (de) | 1992-04-01 |
DE3822300A1 (de) | 1990-01-04 |
JPH03500324A (ja) | 1991-01-24 |
US5044341A (en) | 1991-09-03 |
DE58901090D1 (de) | 1992-05-07 |
WO1990000225A1 (de) | 1990-01-11 |
JP2911509B2 (ja) | 1999-06-23 |
KR900702214A (ko) | 1990-12-06 |
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