EP1518047A1 - Method for determining the load of an activated carbon container in a tank ventilation system - Google Patents
Method for determining the load of an activated carbon container in a tank ventilation systemInfo
- Publication number
- EP1518047A1 EP1518047A1 EP03735358A EP03735358A EP1518047A1 EP 1518047 A1 EP1518047 A1 EP 1518047A1 EP 03735358 A EP03735358 A EP 03735358A EP 03735358 A EP03735358 A EP 03735358A EP 1518047 A1 EP1518047 A1 EP 1518047A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- exhaust gas
- tank ventilation
- activated carbon
- engine
- determined
- 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
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
- F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
- F02D41/1446—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being exhaust temperatures
-
- 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
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
- F02D2041/1433—Introducing closed-loop corrections characterised by the control or regulation method using a model or simulation of the system
-
- 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
- F02D41/30—Controlling fuel injection
- F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
- F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
- F02D41/3023—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode
Definitions
- the invention relates to a method for determining a loading of an activated carbon container of a tank ventilation system according to the preamble of patent claim 1 and a direct-injection gasoline engine according to the preamble of patent claim 9.
- Direct injection gasoline engines have injectors or injectors that inject fuel directly into the cylinders of the engine. Depending on a time of injection of the fuel into the cylinders, the operating modes of the engine are designated. If the injection occurs during the intake of the air, so that the injected fuel has sufficient time to distribute uniformly throughout the combustion chamber, it is called a homogeneous operation of the gasoline engine. The homogeneous operation differs essentially not from previously known combustion method with injection of the fuel into the intake passage. In the ideal case of homogeneous operation, the fuel burns completely.
- the fuel does not have enough time in the entire combustion chamber to distribute. It forms a mixture cloud on the spark plug, while in the remaining combustion chamber, only air is present. This mode is called shift operation. Here, ideally, the entire mixture burns in the cloud.
- the mixture composition changes in the homogeneous operation of the engine by about 20%.
- a targeted introduction of the fuel vapor into the engine must take place.
- an engine control unit controls a regeneration valve (RV).
- RSV regeneration valve
- the flow rate in the working area of the regeneration valve can be controlled almost continuously via a map adaptation with the parameters load and speed.
- regeneration shuts off (idle) or can not operate (for example, at full load, i.e., lack of vacuum, or stratified operation without throttling).
- a lambda control monitors whether the amount of fuel added complies with the specified limits when the regeneration is switched on. If the flow is too large, the flow rate will be reduced to keep driveability and exhaust emissions within an optimal range.
- a loading of the activated carbon container can be determined via the deviation or change in the injection quantity.
- Appropriate condition for such a relationship is a substantially complete combustion of all hydrocarbons.
- the engine In stratified operation, the engine must be throttled slightly, so that it can be regenerated via a resulting negative pressure of the activated carbon canister.
- the hydrocarbons from the activated carbon container are distributed homogeneously in the combustion chamber and are only partially burned there. The unburned hydrocarbons enter the catalyst where they are chemically converted and increase the catalyst temperature.
- Hydrocarbons can not be measured by means of a lambda probe since the lambda probe reacts only to the oxygen content in the exhaust gas.
- a tank ventilation system for a direct-injection internal combustion engine is known.
- the internal combustion engine has an air-assisted injection system, wherein in certain operating states of the internal combustion engine, the scavenging air for regenerating the activated carbon Filter the tank ventilation system is added to the injection system by means of an air compressor generated atomizing air.
- a method for tank ventilation in an internal combustion engine is known.
- a degree of loading of an activated carbon filter is determined, and calculated depending on the height and a predetermined value for a maximum fuel mass flow through the tank venting a target purge flow, and the duty cycle for the tank vent valve depending on the desired purge flow, the temperature of the purge stream and the Pressure gradient on the tank venting valve adjusted so that caused by the purging Lambda deviation of a controller of the lambda control device does not exceed a predetermined maximum value.
- the object of the present invention is the specification of methods with which a simple determination of a loading state of an activated carbon container is possible. This object is achieved by a method having the features of patent claim 1 and a gasoline engine having the features of patent claim 9.
- the loading state of an activated carbon container can be determined in a simple manner, so that, for example, on the basis of this loading state, an optimum tank ventilation can be carried out, taking into account a desired force / air ratio.
- an exhaust gas temperature determined downstream of a catalytic converter arranged downstream of the gasoline engine is compared during operation of the tank venting with an exhaust gas temperature determined when the tank venting is switched off or inactive.
- the exhaust gas temperatures are calculated for different operating conditions of the engine with non-activated tank ventilation via a model and divided by activated with tank ventilation (in the presence of the same engine operating condition) measured exhaust gas temperatures, based on such established temperature quotients the loading of the activated carbon container is calculated or derived on the basis of corresponding previously known characteristic curves. This method is associated with relatively little measurement effort.
- a regeneration valve of a tank ventilation system is controlled on the basis of the detected load condition of an activated carbon container.
- control of the regeneration valve is expediently carried out as a function of the exhaust gas temperature, a speed-load operating point of the engine, a loading of the activated carbon container and / or the operating mode of the engine (homogeneous operation or stratified operation) or a combination of these parameters.
- Direct injection gasoline engines according to the invention expediently have thermocouples for measuring the respective exhaust gas temperatures downstream and / or upstream of a catalytic converter downstream of the gasoline engine.
- thermocouples exhaust gas temperatures are easier and reliably measurable, so that the illustrated methods are reliable feasible.
- the gasoline engine according to the invention is designed with a computer device, for example a motor control device, for carrying out the methods according to the invention.
- the inventive method allows over conventional solutions higher Regenerierraten, since according to the invention, for example, a regeneration in shift operation is possible. Overall, the engine operation can take place to a greater extent in shift operation, since regeneration can be carried out both in homogeneous operation and in shift operation. Overall, this results in lower fuel consumption. The possibility of regeneration in all engine operating modes also results in lower emissions of unburned hydrocarbons.
- 1 is a schematic representation of the injection components of a direct injection gasoline engine
- FIG. 2 is a schematic representation of the essential components of a direct injection gasoline engine
- FIG. 3 shows a diagram for illustrating a first preferred embodiment of the method according to the invention
- Fig. 6 is a diagram illustrating a fourth preferred embodiment of the inventive method.
- a spark plug for igniting the air-fuel mixture is designated 16.
- FIG. 2 schematically shows an internal combustion engine 21 which has an intake tract 22 for intake of air. Fuel is injected directly into the cylinders of the internal combustion engine via injection valves 25, which are supplied with fuel by an injection rail 26. In the intake manifold 22 is a throttle valve 28 and upstream of this, an air mass meter 30, in which a Ansaug ⁇ réelle 32 intake air is passed.
- the injection rail 26 is supplied via a fuel line 27, which is fed from a pump module 37, with fuel.
- the pump module 37 is arranged in a tank 40.
- the tank 40 there is fuel 41.
- the cavity located above the fuel 41 is filled with fuel vapor 42 filled.
- the tank 40 is further coupled via a tank vent line 44, which opens into a ventilation port 46, to the environment, so that a pressure equalization can take place.
- an activated carbon container 50 is connected, which is formed with hydrocarbons absorbent activated carbon material. This measure ensures that no hydrocarbons can be released from the tank vent line 44 to the vent connection 46, since the hydrocarbons are absorbed in the activated carbon material.
- a valve 52 is connected, which can be actuated by an actuator 54.
- the actuator 54 is controlled via unspecified lines of an engine control unit 60.
- the activated charcoal canister 50 is connected to the intake tract 22 of the internal combustion engine 21 with a second outlet via a regeneration line 62.
- the regeneration line 62 opens in this case between the throttle valve 28 and the internal combustion engine 21 in the intake tract 22nd
- a regeneration valve 64 is connected, which is actuated via an actuator 66.
- the regeneration valve 64 is commonly referred to as a tank vent valve.
- the control unit 60 is via unspecified, and only partially shown lines with the air mass meter 30, the throttle valve 28, the injection valves 25 and the actuator 66 of the regeneration valve 64 is connected and reads from these lines corresponding measured values or controls the corresponding components.
- the activated charcoal canister 50 absorbs fuel vapor at its inlet facing the tank 40.
- the activated carbon container 50 is regenerated during operation of the internal combustion engine.
- the regeneration valve 64 by switching the regeneration valve 64, the regeneration line 62 is released from the activated carbon container 50 to the intake tract 22.
- the discharge valve 52 is closed so that the output of the activated charcoal canister 50 associated therewith is disconnected from the ventilation connection 46. It is then possible to supply air to the activated charcoal canister 50 via a line (not shown), which then flows from the activated charcoal canister 50 into the exhaust gas tract 22 with the regenerating line 64 open, with the vapor line 62 entrained.
- the regeneration valve 64 is controlled by the engine control system 60 to ensure a targeted introduction of fuel vapor.
- the flow rate in the regeneration valve workspace can be almost continuously controlled via a map adaptation with the parameters Last and control speed. In certain operating ranges, the regeneration switches off (for example, empty run), or can not work.
- the engine in the shift operation, the engine must be easily throttled so that it can be regenerated via the negative pressure of the activated charcoal filter 50.
- the hydrocarbons from the activated carbon container are homogeneously distributed in the combustion chamber and are only partially burned there. Unburned hydrocarbons pass via the exhaust gas tract 68 into the catalytic converter 70 where they are chemically converted and increase the catalyst temperature.
- hydrocarbons can not be measured by means of the lambda probe 72 since the lambda probe 72 only reacts to the oxygen content in the exhaust gas. A determination of the loading of the activated carbon container 50 via the lambda probe 72 in stratified operation is therefore not possible.
- thermocouple 74 the downstream of the catalyst 70 thermocouple 74 is provided, by means of which the temperature of the exhaust gas can be measured downstream of the catalyst. On the basis of the difference of the exhaust gas temperature when carried out tank venting to the exhaust gas temperature without tank venting can be concluded on the loading condition of the activated carbon container 50.
- the realization of the detection of the loading of the activated carbon container 50 can take place in various ways.
- the agglomerate temperature is determined without corrections from a map spanned by engine speed and engine load.
- Two further characteristics are used to factor in the influences of fuel-air ratio (lambda) and ignition timing as factors in the exhaust gas temperature.
- the generation of the exhaust gas temperature above lambda is performed based on the air-fuel ratio in a step 302 and the exhaust gas temperature characteristic on an ignition angle based on the ignition timing in a step 303.
- the thus obtained (calculated) value for the exhaust gas temperature without tank venting is divided in step 306 by the (measured) temperature determined in the exhaust gas line downstream of the catalytic converter 70 by means of the temperature element 74. If unburned HC fractions of the tank ventilation are converted in the catalytic converter during the shift, a (measurable) increase in the temperature of the exhaust gas occurs, causing a Factor of the temperature quotient of> 1 results.
- This temperature quotient serves as the input variable of a characteristic curve in which the conversion into the current charge of the activated carbon container takes place (step 307).
- the loading of the activated carbon container 50 can also be carried out via an exhaust gas temperature adaptation algorithm.
- an exhaust gas temperature adaptation algorithm Such a method will now be explained with reference to FIG.
- the measured exhaust gas temperature without tank ventilation is determined and stored within certain characteristic map areas. This determination or measurement takes place only in non-active tank ventilation to determine a ground state. To determine the exhaust gas temperature without tank ventilation, it proves useful to let the engine drive through all the map areas. The difference to the algorithm described with reference to FIG.
- exhaust gas temperatures are measured here as a function of the respective speed and load values. According to the algorithm described with reference to FIG. 3, these exhaust-gas temperatures are calculated in the manner illustrated with the aid of the abovementioned parameters or characteristic numbers when tank ventilation is not switched on.
- the map measurement is symbolized at 402 by means of a dashed line position of a switch 402 ', wherein in this position a correlation is possible with the tank venting of measured temperatures with the parameters load and speed. If all the map areas are traversed or detected, the tank ventilation is activated at 402. After switching on or activating the tank ventilation, the stored values of the exhaust gas temperature in the characteristic field are no longer changed (symbolized by a second position of the switch 402 'represented by a solid line).
- step 404 The values determined in this way are, in analogy to step 306, divided in a step 403 by the temperature measured by means of the thermocouple 74 downstream of the catalytic converter.
- the loading of the activated carbon container is then determined analogously to the method shown in Figure 3 with the exhaust gas temperature model via quotient formation and conversion by means of a characteristic (step 404).
- thermocouple 84 is disposed upstream of the catalyst 70. A corresponding method is shown in FIG.
- a speed-dependent and load-dependent characteristic map of a catalyst exothermy is calculated when the tank ventilation is not switched on.
- the exhaust gas temperatures are measured before and after the catalyst.
- the difference is determined from the temperatures thus measured.
- the values, again modified by means of delay element and low-pass filter, of the characteristic map determined in step 501 are correlated in a step 505 with the temperature difference determined in step 504 with quotient formation. From the resulting characteristic of the temperature turquotienten the loading of the activated carbon container 50 can be determined (step 506).
- the absolute exhaust gas temperature which depends not only on the rotational speed and the load but also on the ignition angle, lambda, etc., need not be known. Therefore, the exhaust gas temperature model described in FIG. 3 simplifies here to a catalyst exothermic model dependent only on the rotational speed and the load of the engine.
- a step 601 exhaust gas temperatures upstream and downstream of the catalytic converter are initially measured when tank ventilation is not switched on via suitable speed and load ranges (switch 602 'at 602 in dashed line position). The temperature differences determined in this way are stored in a speed-dependent and load-dependent adaptation characteristic map for a catalytic exotherm without tank venting.
- step 604 the characteristic curve of the quotient with respect to the loading of the activated charcoal canister 50 determined in step 603 is determined.
- This algorithm thus again provides the catalyst exotherm without tank venting by measurement to compare it with the measured catalytic exothermicity with the tank vent on at the end of the detection or learning phase and to determine the charcoal container loading based on this comparison.
- a regulation of the tank ventilation rate is expediently carried out to provide a constant exhaust gas temperature or a predetermined flow rate of the regeneration valve 64.
- the purpose of the regeneration is to remove the bound hydrocarbons from the activated carbon container 50. Depending on a determined charge of the activated carbon container 50, a more or less intensive regeneration can then be carried out.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Exhaust Gas After Treatment (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)
Abstract
Description
Claims
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE10228004A DE10228004A1 (en) | 2002-06-22 | 2002-06-22 | Method for determining a loading of an activated carbon container of a tank ventilation system |
DE10228004 | 2002-06-22 | ||
PCT/EP2003/004651 WO2004001211A1 (en) | 2002-06-22 | 2003-05-03 | Method for determining the load of an activated carbon container in a tank ventilation system |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1518047A1 true EP1518047A1 (en) | 2005-03-30 |
EP1518047B1 EP1518047B1 (en) | 2005-11-30 |
Family
ID=29723388
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP03735358A Expired - Lifetime EP1518047B1 (en) | 2002-06-22 | 2003-05-03 | Method for determining the load of an activated carbon container in a tank ventilation system |
Country Status (4)
Country | Link |
---|---|
US (1) | US7013215B2 (en) |
EP (1) | EP1518047B1 (en) |
DE (2) | DE10228004A1 (en) |
WO (1) | WO2004001211A1 (en) |
Families Citing this family (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US7444233B2 (en) * | 2005-12-27 | 2008-10-28 | Nissan Motor Co., Ltd. | Diagnostic apparatus and diagnostic method for an internal combustion engine |
DE602007000440D1 (en) * | 2007-02-08 | 2009-02-12 | Delphi Tech Inc | Fuel vapor tank ventilation system for a vehicle fuel tank |
KR100999609B1 (en) * | 2007-09-06 | 2010-12-08 | 현대자동차주식회사 | Method for measuring initial hydrocarbon concentration in canister and controlling fuel injection thereby, and system thereof |
DE102014221704A1 (en) * | 2014-10-24 | 2016-04-28 | Robert Bosch Gmbh | Tank ventilation system and method of operation |
DE102014115888A1 (en) * | 2014-10-31 | 2016-05-04 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Adsorption unit for the adsorption of fuel vapors in a tank vent |
Family Cites Families (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE4408647B4 (en) * | 1993-03-19 | 2004-02-05 | Volkswagen Ag | Method and device for determining the working capacity of an adsorber arrangement |
DE19701353C1 (en) * | 1997-01-16 | 1998-03-12 | Siemens Ag | Motor vehicle IC engine fuel-tank ventilation |
JP3799758B2 (en) * | 1997-08-05 | 2006-07-19 | トヨタ自動車株式会社 | Catalyst regeneration device for internal combustion engine |
DE10019007A1 (en) * | 1999-04-20 | 2000-11-16 | Siemens Ag | Process for reducing the emissions during cold start of an IC engine comprises producing hydrogen in the warm-running state of the engine, storing and then introducing to the engine when required |
DE19936202A1 (en) * | 1999-07-31 | 2001-02-08 | Bosch Gmbh Robert | Method for operating an internal combustion engine |
US6233924B1 (en) * | 1999-08-02 | 2001-05-22 | Ford Global Technologies, Inc. | Temperature control method for a direct injection engine |
DE19947097C1 (en) * | 1999-09-30 | 2001-01-25 | Siemens Ag | Regenerating an activated charcoal container which adsorbs gaseous hydrocarbons produced in a fuel tank uses a no-load operation as the selected operational state in which the IC engine is operated without lambda regulation |
US6561166B2 (en) * | 2000-06-13 | 2003-05-13 | Visteon Global Technologies, Inc. | Purge fuel canister measurement method and system |
DE10043699A1 (en) * | 2000-09-04 | 2002-03-14 | Bosch Gmbh Robert | Method for determining the fuel content of the regeneration gas in an internal combustion engine with gasoline direct injection in shift operation |
US6568179B2 (en) * | 2001-03-01 | 2003-05-27 | Engelhard Corporation | Apparatus and method for vehicle emissions control |
-
2002
- 2002-06-22 DE DE10228004A patent/DE10228004A1/en not_active Withdrawn
-
2003
- 2003-05-03 WO PCT/EP2003/004651 patent/WO2004001211A1/en active IP Right Grant
- 2003-05-03 EP EP03735358A patent/EP1518047B1/en not_active Expired - Lifetime
- 2003-05-03 DE DE50301817T patent/DE50301817D1/en not_active Expired - Lifetime
-
2004
- 2004-12-21 US US11/018,420 patent/US7013215B2/en not_active Expired - Fee Related
Non-Patent Citations (1)
Title |
---|
See references of WO2004001211A1 * |
Also Published As
Publication number | Publication date |
---|---|
WO2004001211A1 (en) | 2003-12-31 |
US20050154525A1 (en) | 2005-07-14 |
EP1518047B1 (en) | 2005-11-30 |
DE10228004A1 (en) | 2004-01-15 |
DE50301817D1 (en) | 2006-01-05 |
US7013215B2 (en) | 2006-03-14 |
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