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WO2017036705A1 - Procédé et dispositif de commande d'un moteur à combustion interne pendant le démarrage à froid et le réchauffage - Google Patents

Procédé et dispositif de commande d'un moteur à combustion interne pendant le démarrage à froid et le réchauffage Download PDF

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Publication number
WO2017036705A1
WO2017036705A1 PCT/EP2016/068381 EP2016068381W WO2017036705A1 WO 2017036705 A1 WO2017036705 A1 WO 2017036705A1 EP 2016068381 W EP2016068381 W EP 2016068381W WO 2017036705 A1 WO2017036705 A1 WO 2017036705A1
Authority
WO
WIPO (PCT)
Prior art keywords
fuel
combustion engine
internal combustion
fuel vapor
valve
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.)
Ceased
Application number
PCT/EP2016/068381
Other languages
German (de)
English (en)
Inventor
Harry SCHÜLE
Manfred Weigl
Hong Zhang
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.)
Continental Automotive GmbH
Original Assignee
Continental Automotive GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Continental Automotive GmbH filed Critical Continental Automotive GmbH
Publication of WO2017036705A1 publication Critical patent/WO2017036705A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/003—Adding fuel vapours, e.g. drawn from engine fuel reservoir
    • F02D41/0032—Controlling the purging of the canister as a function of the engine operating conditions
    • 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
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F02D41/064—Introducing corrections for particular operating conditions for engine starting or warming up for starting at cold start
    • 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
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/068—Introducing corrections for particular operating conditions for engine starting or warming up for warming-up
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/08—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding fuel vapours drawn from engine fuel reservoir
    • F02M25/0836—Arrangement of valves controlling the admission of fuel vapour to an engine, e.g. valve being disposed between fuel tank or absorption canister and intake manifold
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/08—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding fuel vapours drawn from engine fuel reservoir
    • F02M25/0872—Details of the fuel vapour pipes or conduits
    • 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
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
    • 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 present invention relates to a method and apparatus for controlling an internal combustion engine equipped with a fuel vapor retention system during cold start and warm-up.
  • tank venting devices To limit pollutant emissions, modern motor vehicles driven by internal combustion engines are equipped with fuel vapor retention systems, commonly referred to as tank venting devices. The purpose of such devices is to receive and temporarily store fuel vapor that forms in a fuel tank by evaporation so that the fuel vapor can not escape into the environment.
  • a fuel vapor retention filter As a memory for the fuel vapor, a fuel vapor retention filter is provided in the fuel vapor retention system, the z. B. uses activated carbon as a storage medium.
  • Fuel vapor retention filter has only a limited storage capacity for fuel vapor. To use the power ⁇ material vapor-retaining filter over a long period, it must be regenerated. This is in one
  • the normally closed tank vent valve is in a regeneration line between the activated carbon container and the intake tract of the internal combustion engine by means of signals of an electronic control device opened.
  • the fuel vapors from the fuel vapor retention filter pass into the intake tract downstream of a throttle valve and mix there with the intake air. This mixture then flows at ge ⁇ opened intake valve in the cylinder or cylinders, where it is ignited by means of an ignition device and then burned.
  • a valve disposed on the fuel vapor ⁇ -retaining filter ventilation valve is opened, so that flow due to the Saugrohrunter horres purge air from the atmosphere through the fuel vapor retention filter and the activated carbon can be regenerated.
  • a regeneration process is therefore only possible if there is a negative pressure in the intake manifold relative to the tank ventilation device.
  • New vehicle concepts with hybrid drive and start / stop functionality are a means to achieve the emission levels ge by law ⁇ demanded and to reduce fuel consumption. At the same time, however, these lead to a significant reduction in the purge rates for the regeneration of the fuel vapor retention filter since the effective time in which the internal combustion engine can be purged is reduced.
  • VVT variable valve train
  • Abgasturboauf ⁇ charge Control of the incoming air mass by means of the intake valves (VVT, variable valve train) and / or Abgasturboauf ⁇ charge to the fact that the required for the purging of the fuel ⁇ vapor retention filter vacuum in the intake manifold is no longer sufficiently available.
  • the flame front extinguishes because the mixture is not within the ignition limits since, depending on the operating range of the internal combustion engine, there is a very highly lean mixture down to pure air and / or recirculated exhaust gas.
  • EP 0 488 254 A1 discloses an internal combustion engine with direct fuel injection and a tank-venting system, in which fuel vapor is stored in a fuel-collecting container with an activated carbon.
  • the stored fuel vapor is supplied via a regeneration line and a tank vent valve to the intake manifold.
  • a flushing of the activated carbon filter is suppressed when the load of the internal combustion engine is smaller than a predetermined limit value and the temperature of the Kata ⁇ lysators below a threshold value. Flushing is performed when the load is higher than the limit and although independent of the currently prevailing current catalyst temperature.
  • an electrically driven pump is provided, which pumps air in purging operation through the activated carbon filter and presses the Tankentlüf ⁇ mixture via the open tank vent valve in the suction pipe.
  • From DE 43 16 728 AI is a device for collecting and targeted metered addition of volatile fuel components
  • Fractions on a gasoline engine with a reservoir for the volatile fuel components is known, which has a channel for connecting the memory with the suction channel of the gasoline engine and a metering valve in the connection channel.
  • This device serves to selectively supply the tank venting mixture in order to optimize the engine operation.
  • the metering valve between activated carbon filter and intake manifold is controlled by a control unit according to the desired admixing of the volatile fuel components at the respective operating state.
  • An electric pump in the regeneration line between the activated carbon filter and intake manifold is controlled by signals from the control unit and thus also allows regeneration at full load, if the prevailing Saugrohrunter horr this is not sufficient.
  • the object of the invention is to specify a method and an apparatus for controlling an internal combustion engine which can be operated at least partially with throttling, which enables low-emission operation of the internal combustion engine, in particular during cold start and warm-up of the internal combustion engine.
  • the invention is characterized by a method and corresponding device for controlling a, with a An internal combustion engine having a fuel storage tank for storing fuel and a fuel vapor retention filter, which is coupled to the fuel tank via a connecting line to temporarily store the fuel vapors escaping therefrom fuel combustion evacuation system equipped internal combustion engine. Further, the fuel vapor retention filter is coupled via a regeneration line to an intake tract of the internal combustion engine to initiate the stored fuel vapors in the intake tract in the presence of certain operating ranges of the internal combustion ⁇ machine. In addition, the fuel vapor retention filter communicates with the atmosphere via a vent line so that purge air can be directed through the fuel vapor retention filter to regenerate the fuel vapor retention filter. During a cold start and subsequent warm-up of the internal combustion engine, fuel vapor is sucked out of the fuel reservoir in a first phase by means of a scavenging air pump arranged in the regeneration line and directed into the intake tract, the pressure in
  • the purge rate ie the number of regenerations can be increased within a certain period of time. Since the fuel vapors, essentially gaseous carbon ⁇ hydrogens, in contrast to the supplied by the injectors liquid fuel almost emission-free, soot-free and particle-free, are fed during cold start and subsequent warm-up of the internal combustion engine, results in a very good emissions behavior, especially in this critical Operating range, when the internal combustion engine and the catalytic converter have not yet reached their optimum operating temperature.
  • a valve disposed in the vent line vent valve is in the first phase of closed, open a valve disposed in the connecting line and the shut-off valve Spülluftpumpe a downstream arranged open für Kunststoffsteu ⁇ erventil in the regeneration line. This makes it possible in a simple manner to suck the fuel vapors from the fuel tank.
  • a valve disposed in the vent line vent valve is in the second phase open, open a valve disposed in the connecting line shut-off valve and the Spülluftpumpe arranged für Wegu ⁇ erventil (67) has a downstream opening in the regeneration line. This makes it possible in a simple manner to suck the fuel vapors from the fuel vapor retention filter.
  • the use of electromagnetically actuated valves which are controlled by signals of a control device controlling and / or regulating the internal combustion engine, results in a fast and reliable possibility of releasing and closing the cross sections of the individual lines.
  • the hydrocarbon concentration of the fuel vapors is determined from the signal of an exhaust gas sensor arranged in an exhaust tract of the internal combustion engine. Because this exhaust gas sensor, usually in shape a lambda probe is installed anyway, results in a very cost-effective way to determine the HC concentration. This results from the deviation of the lambda probe signal to the operating state before the start of purging. This contributes to a robust and cost-effective implementation of the tank ventilation device.
  • the hydrocarbon concentration of the fuel vapors is measured directly with an HC sensor in the regeneration line. This results in a very accurate value for the HC concentration and thus for the calculation of the injection time or injection mass.
  • the volumetric flow of fuel vapors conveyed by the purge air pump is set by selecting the speed of the purge air pump, the setpoint value of which depends on the load and speed of the internal combustion engine and the hydrocarbon concentration of the fuel vapors, a simple possibility of metering the fuel vapors.
  • FIG. 1 shows an internal combustion engine with a fuel evaporation restraint system and associated control device and
  • Figure 2 is a flowchart of a method for controlling such an internal combustion engine during cold start and warm-up.
  • FIG. 1 shows a rough schematic representation of an internal combustion engine with high-pressure ⁇ fuel storage injection (common rail), which is operable depending on the operating range both with a homogeneous mixture and with stratified charge with a very highly emaciated mixture. It has a fuel evaporation restraint system and a charging device in the form of a Exhaust gas turbocharger on. For clarity, only those parts are drawn, which are necessary for understanding the invention. In particular, only one cylinder of a multi-cylinder internal combustion engine is shown.
  • the internal combustion engine 100 comprises an intake tract 1, an engine block 2, a cylinder head 3 and an exhaust tract 4.
  • the intake tract 1 In the direction of flow of the intake air, the intake tract 1, starting from an intake opening 10, successively preferably comprises an air filter 11, an intake air temperature sensor 12, an air mass meter 13 as a load sensor, a compressor 14 of an exhaust gas turbocharger, a charge air cooler 15, a pressure sensor 16, a throttle flap 17, a further pressure sensor 18 and a suction pipe 19, which is guided toward a cylinder ZI via an inlet channel in the engine block 2.
  • the throttle valve 17 is preferably a
  • Electromotive driven throttle body e-gas
  • the opening cross section in addition to the operation by the driver depends on the operating range of the internal combustion engine 100 via signals of an electronic control device 8 is adjustable. At the same time a signal is sent to the control device 8 for monitoring and checking the position of the throttle valve 17.
  • the engine block 2 comprises a crankshaft 21, which is coupled via a connecting rod 22 with a piston 23 of the cylinder ZI.
  • the drive energy generated by the combustion is transmitted via the crankshaft 21 to the drive train of a motor vehicle (not shown).
  • the piston 23 and the cylinder ZI define a combustion chamber 24.
  • the cylinder head 3 includes a valve gear with a gas ⁇ inlet valve 31, a gas outlet 32 and drive devices not shown in detail for these valves. This is in particular a so-called variable valve drive, in which the actuation of the gas inlet valve 31 and / or the gas outlet valve 32 largely or even completely is decoupled from the movement of the crankshaft 21.
  • the Zy ⁇ linder head 3 further comprises a fuel injection valve (injector) 33 and a spark plug 34.
  • the catalytic converter 43 may be designed as Dreiwe ⁇ catalyst and / or as a NO x storage catalytic converter.
  • the NO x storage catalytic converter serves to be able to comply with the required exhaust gas limit values in lean-burn operating areas. Due to its coating, it adsorbs the lean NO x compounds in the exhaust gas.
  • the internal combustion engine 100 is also assigned a fuel supply device, not shown for reasons of clarity, which supplies the fuel injection valve 33 with fuel KST. The fuel KST is doing in a known manner from a
  • Fuel tank 5 of a usually arranged within the fuel tank 5, a prefilter having electric fuel pump (Intank pump) under ge ⁇ ringem pressure (typically 1 bar) promoted and then via a, containing a fuel filter low-pressure fuel line ⁇ to an input passed a high-pressure fuel pump.
  • This high-pressure fuel pump is either me ⁇ chanically powered by a coupling with the crankshaft 21 of the internal combustion engine 100 or electrically. It increases the fuel pressure at a petrol fuel be ⁇ excessive engine 100 to a value of typically 200 -300 bar and pumps the fuel through a
  • High-pressure fuel line in a high-pressure fuel storage to which a supply line for the fuel injection valve 33 is connected and thus the fuel injection valve 33 with pressurized fuel supplied so that fuel can be injected into the combustion chamber 24.
  • the pressure in the high-pressure fuel reservoir is detected by a pressure sensor.
  • the pressure in the high-pressure fuel storage is set to either a constant or a variable value by means of a pressure regulator. Excess fuel is returned ent ⁇ neither in the fuel tank 5 or to the input output line of the high pressure fuel pump.
  • the internal combustion engine 100 is further associated with a fuel evaporation restraint system 6, hereinafter referred to simply as tank ventilation device.
  • a fuel vapor retention filter 61 which contains, for example activated carbon 62 and is connected via a connecting line 63 to the fuel ⁇ supply reservoir 5.
  • the resulting in the fuel reservoir 5 fuel vapors, especially the volatile hydrocarbons are thus passed into the fuel vapor retention filter 61 and adsorbed there by the activated carbon 62.
  • an electromagnetic shut-off valve 64 is inserted, which can be actuated by means of signals ⁇ control device 8.
  • This shut-off valve 64 is also referred to as a roll over valve, which is automatically closed in the event of an extreme tilt of the motor vehicle or an over ⁇ impact of the motor vehicle, so that no fuel can escape from the fuel tank 5 in the environment.
  • a regeneration line 65 leads to the intake tract 1 to a point downstream of the air mass meter 13 and upstream of the compressor 14.
  • an electrically driven scavenge pump 66 is arranged, which is an electromagnetic flow control valve 67, usually as a tank vent valve denoted, and a sensor module 68 is connected downstream.
  • the sensor module includes an HC sensor for detecting the hydrocarbon content of the purge air and an air mass meter for detecting the purge air mass.
  • a pressure sensor 69 is installed in the regeneration line 65.
  • the flow in the Regenerie ⁇ ment line 65 depending on the operating range of the internal combustion engine 100 and the degree of loading of the fuel ⁇ retention filter 61 can be adjusted. So that a purging of the fuel vapor retention filter 61 can take place, a venting line 70 is provided on the fuel vapor retention filter 61, which communicates with the atmosphere via an air filter 71. To shut off the ventilation line 70 at times when no rinsing, so no regeneration of the fuel vapor retention filter 61 is carried out, an electromagnetically actuated ventilation valve 72 is provided in the ventilation line 70.
  • the electronic control device 8 is assigned various sensors that detect measured variables and determine the measured values of the measured variable. Operating variables include not only the measured variables but also derived from these variables.
  • the control device 8 controls depending on at least one of the operating variables, the actuators associated with the internal combustion engine 100, and each of which corresponding actuators are assigned, by generating Stell ⁇ signals for the actuators.
  • the sensors are, for example, the air mass meter 13, which detects an air mass flow upstream of the compressor 14, the temperature sensor 12, which detects an intake air temperature, a temperature sensor 26, which detects the temperature of the coolant of the internal combustion engine. holds, the pressure sensors 16, 18 which detect the intake manifold pressure upstream and downstream of the throttle valve 17, the pressure sensor 69 in the regeneration line 65, the exhaust gas sensor 42, which detects a residual oxygen content of the exhaust gas and whose measurement signal is characteristic of the air / fuel ratio in the cylinder ZI in the Ver ⁇ combustion of the air / fuel mixture and the sensor module 68 for detecting the hydrocarbon content and the purge air mass flow in the regeneration line 65. Signals from other sensors that control the and / or
  • ES Internal combustion engine 100 and its ancillary units are necessary, are generally indicated in FIG. 1 by the reference symbol ES.
  • any subset of ge the cited sensors can be present or additional sensors may also be present.
  • the actuators which controls the control device 8 by means of actuating signals are, for example, the throttle valve 17, the gas inlet and gas outlet valves 31, 32, the ⁇ fuel injection valve 33, the spark plug 34, the flow ⁇ control valve 67, the shut-off valve 64, the venting valve 72nd and the purge air pump 66. Control signals for further actuators of the internal combustion engine 100 and their
  • the electronic control device 8 may also be referred to as an engine control unit.
  • Such control devices 8, which as a rule include one or more microprocessors, are known per se, so that in the following only the relevant construction and its function in connection with the invention will be discussed.
  • the control device 8 preferably comprises a computing unit (processor) 81, which is coupled to a program memory 82 and a value memory (data memory) 83.
  • program memory 81 and the value memory 83 programs or values are stored, which are necessary for the operation of the combustion ⁇ engine 100.
  • a function FKT_TEV for controlling an internal combustion engine during the cold start and warm-up is in the Pro ⁇ program memory 82 by software fuel vapors, taking into account the stored power implemented, as will be explained below with reference to Be ⁇ scription of FIG. 2
  • a query is made in a method step S1 as to whether this start is a so-called cold start.
  • a cold start is concluded when a signal representing the temperature of the internal combustion engine 100 has not yet exceeded a predetermined threshold value.
  • This threshold value is determined experimentally and is stored in the value memory 83 of the control device 6. The threshold is designed so that the catalytic converter 43 reaches its operating temperature (light off temperature). In particular, the signal of the coolant temperature sensor 26 is evaluated. If there is no cold ⁇ start the internal combustion engine, so is the
  • step S2 it is queried in a step 2, whether the exhaust gas sensor 42 upstream of the exhaust catalyst 43 in the exhaust system 4 is already ready for operation. As a rule, no preheating of the exhaust gas sensor 42 takes place, so that this also during cold start the internal combustion engine 100 does not have its Radiotempe ⁇ temperature, in which a reliable signal can be expected. In the case of using a lambda probe as the exhaust gas sensor 42 results depending on the type used, a time delay of about 10-20 seconds. The query in step S2 is repeated in a loop until it gives a positive result.
  • This waiting time is necessary because from the deviation of the signal of the exhaust gas sensor 42 (lambda deviation), the hydrocarbon concentration (HC concentration) is determined in the regeneration line.
  • the HC concentration is needed to calculate the injection amount, which is composed of the vapor fraction from the fuel vapor retention system and the liquid portion of fuel metered by the fuel injector.
  • Purge air pump 66 is effected by means of a corresponding signal of the control device 6.
  • the purge air pump 66 Since the purge air pump 66 takes some time to start up, it can also be switched on shortly before reaching the operational readiness of the exhaust gas sensor 43. Typical values for such a lead are for modern purge air pumps> 1 second.
  • step S3 As a result of the measures taken in step S3 flows over the fuel vapor retention filter 61 no purge air and it will first be in the free space above the fuel level in
  • Fuel tank 5 sucked existing fuel vapors and fed to the intake 1.
  • the volume flow in the regeneration line 65 is determined by the speed of the flushing adjusted air pump 66, wherein the target value from the operating point of the internal combustion engine 100 (speed and load), as well as the HC concentration of the fuel vapors results.
  • the amount of hydrocarbons from the fuel storage tank 5 depends not only on the fuel composition, but above all on the level of the fuel in the fuel storage tank 5. In a full fuel tank 5 less fuel vapor is present as in an empty.
  • a step S4 By sucking the fuel vapors from the fuel ⁇ reservoir 5 is in this a negative pressure.
  • a step S4 it is checked whether the negative pressure has reached a predetermined value. This is done by evaluating the signal of the pressure sensor 69 in the regeneration line 65. If the value for the negative pressure is reached, the vent valve 72 is opened in a step S5, so that the fuel ⁇ vapor retention filter 61 via the vent line 70 to the atmosphere is purged and by means of the scavenging and thus sucked the fuel vapor stored in the fuel vapor retention filter 61 and fed to the intake manifold 1.
  • the shut-off valve 64 may remain open in this case. From the deviation of the signal of the exhaust gas sensor 42 from a value before the rinsing process and the value for the volume flow through the purge air pump 66, the HC concentration can be determined.
  • step S6 The suction of fuel vapors is ended in a step S6, as soon as the internal combustion engine is no longer 100 in the warm-up, thus has reached a certain temperature Trotem ⁇ or no fuel vapors are present. Subsequently, in a step S7, the valves 72, 64, 67 are closed and the scavenging air pump 66 is switched off and the internal combustion engine 100 is used in accordance with step S8 with parameters applicable to normal operation (fuel injection time, fuel injection start, mixture composition, Firing angle, etc.) and the process is completed in step S9.
  • parameters applicable to normal operation fuel injection time, fuel injection start, mixture composition, Firing angle, etc.
  • the HC concentration is not determined in step S2 from the signal of the exhaust gas sensor 42 arranged upstream of the exhaust catalyst 43, but measured directly by means of a sensor module located in the regeneration line 65, which contains an HC concentration sensor (step S2 '). This eliminates the waiting time for the operational readiness of the exhaust gas sensor, as described at the beginning.

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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)

Abstract

L'invention est caractérisée par un procédé et un dispositif correspondant de commande d'un moteur à combusiton interne (100) équipé d'un système de retenue d'évaporation de combustible (6), le moteur à combustion interne (100) comprenant un réservoir de combustible (5) pour le stockage de combustible et un filtre de retenue de vapeur de combustible (61) qui est accouplé au réservoir de combustible (5) par le biais d'une conduite de raccordement (63), afin de stocker temporairement les vapeurs de combustible s'échappant de celui-ci. Le filtre de retenue de vapeur de combustible (61) est en outre accouplé, par le biais d'une conduite de régénération (61), à une tubulure d'admission (1) du moteur à combustion interne (100) afin d'introduire dans la tubulure d'admission (1) les vapeurs de combustible stockées en cas de présence de plages de fonctionnement définies du moteur à combustion interne (100). En outre, le filtre de retenue de vapeur de combustible (61) est raccordé à l'atmosphère par le biais d'une conduite de ventilation (70), de telle sorte que, pour la régénération du filtre de retenue de vapeur de combustible (61), de l'air de purge peut être guidé à travers le filtre de retenue de vapeur de combustible (61). Lors d'un démarrage à froid suivi d'un réchauffage du moteur à combustion interne (100), dans une première phase, des vapeurs de combustible sont aspirées hors du réservoir de combustible (5) au moyen d'une pompe à air de purge (66) disposée dans la conduite de régénération (65) puis guidées dans la tubulure d'admission (1), la pression dans le réservoir de combustible (5) est surveillée au moyen d'un capteur de pression (69) et, dès qu'une dépression s'établit dans le réservoir de combustible (5), l'aspiration des vapeurs de combustible hors du réservoir de combustible (5) se termine et, dans une deuxième phase, les vapeurs de combustible sont aspirées hors du filtre de retenue de vapeur de combustible (61) au moyen de la pompe à air de purge (66) et guidées dans la tubulure d'admission (1).
PCT/EP2016/068381 2015-08-28 2016-08-02 Procédé et dispositif de commande d'un moteur à combustion interne pendant le démarrage à froid et le réchauffage Ceased WO2017036705A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102015216504.3 2015-08-28
DE102015216504.3A DE102015216504B4 (de) 2015-08-28 2015-08-28 Verfahren und Vorrichtung zum Steuern einer Verbrennungskraftmaschine während des Kaltstarts und Warmlaufs

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WO2018162038A1 (fr) * 2017-03-07 2018-09-13 HELLA GmbH & Co. KGaA Système de purge
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