EP0375762B1 - Verfahren und vorrichtung zur tankentlüftungsadaption bei lambdaregelung - Google Patents

Verfahren und vorrichtung zur tankentlüftungsadaption bei lambdaregelung Download PDF

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Publication number
EP0375762B1
EP0375762B1 EP89906331A EP89906331A EP0375762B1 EP 0375762 B1 EP0375762 B1 EP 0375762B1 EP 89906331 A EP89906331 A EP 89906331A EP 89906331 A EP89906331 A EP 89906331A EP 0375762 B1 EP0375762 B1 EP 0375762B1
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EP
European Patent Office
Prior art keywords
value
factor
tank ventilation
adaptation
fuel
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.)
Expired - Lifetime
Application number
EP89906331A
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German (de)
English (en)
French (fr)
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EP0375762A1 (de
Inventor
Henning Cordes
Jürgen KURLE
Martin Eberhard Pfau
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
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Robert Bosch GmbH
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Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0375762A1 publication Critical patent/EP0375762A1/de
Application granted granted Critical
Publication of EP0375762B1 publication Critical patent/EP0375762B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • 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 (see EP-A-191 170).
  • 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 combining 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 values, depending on the type of the size, act multiplicatively, additively or subtractively on the respective values.
  • the signal from the lambda probe 12 is fed to a subtraction step 14 as the actual lambda value and is subtracted there from a desired lambda value.
  • the control deviation thus formed is processed in a control system 15, which results in a control factor FR as the manipulated value.
  • this control factor FR is fed directly to the linking routine 13, on the other hand, it is used for adaptation purposes.
  • the mixture adaptation routine 17 forms various correction values, e.g. B. those to compensate for injection time errors by leakage air, by changes in air pressure or by changes in the behavior of the injection arrangement 11th
  • 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 serves as a value to be subtracted in the linking routine 13.
  • the gas volume value GV is read from a map 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. The aim is therefore to adapt the 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 loading 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 the initial value for the adaptation.
  • the load factor FTEAD is about 1, i.e. H. almost all of the tank ventilation gas is fuel gas.
  • the loading factor FTEAD essentially corresponds to the value 0, i.e. H. the tank ventilation gas is almost exclusively 0, so it contains hardly any fuel gas.
  • the loading factor was first adapted to the value 1, and when the machine is restarted, this value is then used as the new starting value for the adaptation, although the value 0 would actually be appropriate, the internal combustion engine initially receives considerably too little fuel before the control 15 for sufficient compensation worries. 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.
  • the method according to the invention is characterized in that when the controlled internal combustion engine is restarted, i.e. when the method is restarted, the stored value of the loading factor is no longer accepted in full, but instead it is multiplied by a reset factor ⁇ 1 and the value obtained in this way is used as the initial value of the loading factor is used for the tank ventilation adaptation.
  • a device in particular has a means that outputs a value for a reset factor ⁇ 1 when the device is switched on, depending on the fuel temperature: the device also has a means for multiplying the output value by the reset factor.
  • FIG. 2 is to be understood as part of the overall method for adapting the tank ventilation according to FIG. 1. This is because the process part according to the prior art, which is outlined in dash-dot lines in FIG. 1, is replaced by the process part according to the invention shown in FIG. This is the part by which the adapted tank ventilation 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 method part according to the invention according to FIG. 2 additionally has a characteristic curve evaluation 22 and a reset multiplication step 23.
  • An overwrite function 24 is advantageously, but not necessarily, still present.
  • the overwrite function 24 is missing and that the value FTEAD of the loading factor which was last present when the method was 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 used directly as the initial value FTEAD for the newly started loading factor adaptation, but instead in multiplication multiplication step 23 a multiplication with a reset factor RSF ⁇ 1 takes place.
  • the value RSF of the reset factor to be used is determined by the Characteristic curve evaluation 22 determined depending on the engine temperature TMOT.
  • FIG. 3 shows the relationship between the reset factor RSF and the engine temperature TMOT, as was determined on a mid-range vehicle. Changes in the internal combustion engine or in the tank ventilation structure compared to the test system result in deviations for the most appropriate context.
  • the relationship shown is that below 20 ° C the reset factor RSF continuously takes the value 0. From 20 ° C to 50 ° C the reset factor increases linearly from 0 to about 0.6. In turn, it rises up to 80 ° C. Linearly with a slightly lower gradient up to about 0.8 in order to maintain it even at higher engine temperatures. In the tests carried out, it was found that the actual loading factor is roughly related to the engine temperature. In a wide variety of systems, it was found that there is a reproducible relationship between the loading factor and 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.
  • the internal combustion engine is running and whether the lambda sensor 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, in FIG. 4, following the step s3, adaptation methods are illustrated.
  • step s4 a subroutine for mixture adaptation follows. This mixture adaptation subroutine is limited in time, e.g. B. to 60 seconds. Then, in a step s5, the start of a subroutine for the tank ventilation adaptation 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, for the first time tank ventilation adaptation takes place after the restart of the method, 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 procedure described, 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 or whether there is an unsteady process, for example. If the latter is the case, the 90-second query step s9 follows again.
  • step s11 ie the loading factor FTEAD is increased, decreased or left unchanged depending on the value of the regulation factor FR present. This is done in a conventional manner, which is why the type of adaptation is not discussed in detail here.
  • 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 s13 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 after the determination of a newly adapted loading factor.
  • the load factor FTEAD has the value 1 and the motor temperature is 40 ° C, which corresponds to a reset factor of 0.5.
  • the process will be interrupted and restarted immediately. This would lead to a loading factor of 0.8 x 0.5, i.e. 0.4.
  • the process will be interrupted again immediately, e.g. B. because the regulated engine stopped after a short time, and then restarted. If the last load factor of 0.4 were now saved, a new load 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 s12 In this it is checked whether a storage condition is met, 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 s12 is also shown in FIG. 2 by the overwrite function 24.
  • the closing of the overwrite switch 25 is triggered either by a signal TMOTMIN, which indicates that a minimum engine temperature, e.g. B.
  • step s9 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, the values for the reset factor RSF 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 spans of the adaptation phases.
  • 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 a means for calculating the reset factor from the engine temperature can also be present on the basis of a predefined mathematical relationship.
  • the output reset factor is multiplicatively linked in a means for multiplying 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 a variable that is measured anyway for various purposes and is therefore usually available. However, a more accurate result is obtained if the fuel temperature itself is measured, since the evaporation of hydrocarbons and thus the loading of the tank ventilation gas with fuel vapor depend on this temperature. It is again possible to determine the fuel temperature measured at the first start of the adaptation as a variable of the loading factor.

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  • 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)
EP89906331A 1988-07-01 1989-06-08 Verfahren und vorrichtung zur tankentlüftungsadaption bei lambdaregelung Expired - Lifetime EP0375762B1 (de)

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 EP0375762A1 (de) 1990-07-04
EP0375762B1 true EP0375762B1 (de) 1992-04-01

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EP89906331A Expired - Lifetime EP0375762B1 (de) 1988-07-01 1989-06-08 Verfahren und vorrichtung zur tankentlüftungsadaption bei lambdaregelung

Country Status (6)

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US (1) US5044341A (ja)
EP (1) EP0375762B1 (ja)
JP (1) JP2911509B2 (ja)
KR (1) KR900702214A (ja)
DE (2) DE3822300A1 (ja)
WO (1) WO1990000225A1 (ja)

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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

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Also Published As

Publication number Publication date
EP0375762A1 (de) 1990-07-04
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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