Patent Application
20200309069
The invention relates to a device for operating a tank ventilation system of an internal combustion engine.
EP 2 627 889 B1 discloses a method and a device for operating a tank ventilation system in which the purge air is extracted from an absorption tank, and the purge air extracted is mixed with the intake air in an intake passage of an internal combustion engine, and the density of the purge air and the purge air mass flow are determined. The information obtained on the purge air mass flow can be used for feedforward control of a closed-loop lambda control system and/or to control the fuel metering.
It is the object of the invention to specify a device for operating the tank ventilation system of an internal combustion engine, the scope of operation of which is expanded.
The advantages of the invention, in particular, are that the purge air delivered by the purge air pump may not only be used for introduction into the intake tract of the internal combustion engine but, in addition, may also be passed into the exhaust tract of the internal combustion engine in order to contribute there to more rapid heating of a three-way catalytic converter, of a four-way catalytic converter and/or to regeneration of a particulate filter.
Further advantageous characteristics of the invention will emerge from the exemplary explanation thereof below on the basis of the figures. In the figures:
In the flow direction of the intake air and starting from an air filter 11, the intake tract 1 includes a compressor 14 of the exhaust gas turbocharger, a charge air cooler 15, a throttle valve 17, and an intake pipe 19, which leads into the engine block 2, to the cylinder Z1, via an intake duct. The throttle valve 17 may take the form of a throttle element (E gas) controlled by an electric motor, whose opening cross-section, in addition to the actuation by the driver (driver request), may be adjusted, depending on the operating zone of the internal combustion engine 100, via control signals output by the control unit 8. At the same time a signal is output to the control unit 8 for monitoring and checking the position of the throttle valve 17.
The engine block 2 includes a crankshaft 21, which is coupled via a connecting rod 22 to a piston 23 of the cylinder Z1. The motive power generated by the combustion process is transmitted via the crankshaft 21 to a drive train (not shown in
The cylinder head 3 includes a valve drive with at least one gas inlet valve 31, at least one gas outlet valve 32, and drive devices (not shown in detail) for these valves. Here this takes the particular form of a so-called variable valve drive, in which the actuation of the at least one gas inlet valve 31 and/or the at least one gas outlet valve 32 is largely, or even fully, decoupled from the movement of the crankshaft 21. The cylinder head 3 also includes a fuel injector 33 and a spark plug 34.
The exhaust tract 4 leads off from the combustion chamber 24, in the further course of which are arranged a turbine 41 of the exhaust gas turbocharger, which is connected to the compressor 14 via a shaft (not further identified), exhaust gas sensors implemented as lambda probes 42 and 44, and a catalytic converter 43. By evaluation of the measurement signals supplied by the lambda probes, it is possible to perform a diagnosis of the functioning capacity of the three-way catalytic converter. Moreover, the output signals of the lambda probes 42 and 44 are used for conventional closed-loop lambda control.
The catalytic converter 43 may be designed as a three-way catalytic converter and/or as an electrically heated catalytic converter. Furthermore, a particulate filter may be provided in the exhaust tract 4, and this may also be integrated into the catalytic converter 43.
A bypass around the compressor 14 of the exhaust gas turbocharger with a divert-air valve, and a bypass around the turbine of the exhaust gas turbocharger with a wastegate valve, are not shown in the interests of clarity.
A fuel supply unit (only partially shown) is assigned to the internal combustion engine 100; this supplies the fuel injector 33 with fuel. Here the fuel is conveyed in a known manner from a fuel tank 5 by an electric fuel pump (in-tank pump, low-pressure fuel pump) with a pre-filter, usually arranged within the fuel tank, at a low pressure, which is typically less than 5 bar, and is then led via a low-pressure fuel line containing a fuel filter to an inlet of a high-pressure fuel pump. This high-pressure fuel pump is driven either mechanically by means of a coupling with the crankshaft 21 of the internal combustion engine 100, or electrically. It increases the fuel pressure in an Otto-cycle gasoline driven internal combustion engine 100 to a value of typically 200-300 bar, and pumps the fuel via a high-pressure fuel line into a high-pressure fuel accumulator (common rail, not shown in the figure), to which is connected a supply line for the fuel injector 33 and which thus supplies the fuel injector 33 with pressurized fuel, so that fuel may be injected into the combustion chamber 24.
The pressure in the high-pressure fuel accumulator is detected by a pressure sensor. Depending on the signal from this pressure sensor, the pressure in the high-pressure fuel accumulator is set to either a constant or a variable value by means of a flow-controlled fuel pump or by means of a pressure regulator. Excess fuel is returned either to the fuel tank 5 or to the inlet line of the high-pressure fuel pump.
A tank ventilation device 6 is also assigned to the internal combustion engine 100. An activated carbon filter 61 belongs to the tank ventilation device 6; this is connected via a connecting line 63 to the fuel tank 5. The fuel vapors which form in the fuel tank 5, especially the volatile hydrocarbons, are led into the activated carbon filter 61 and are adsorbed by the activated carbon contained therein.
The activated carbon filter 61 is connected via a regeneration line 65 to the intake tract 1 at a location downstream of the air filter 11 and upstream of the compressor 14. To adjust the gas flow in the regeneration line 65, a tank venting valve 66, which may be controlled by means of control signals from the control unit 8, is provided. The activation signal takes the form, in particular, of a pulse width modulated signal (PWM signal).
In order that purging and thus regeneration of the activated carbon filter 61 may take place even with a dethrottled intake pipe or in pressure-charged operation of the internal combustion engine 100, an electrically driven purge air pump 67 is arranged in the regeneration line 65.
Furthermore, an air admission line is provided on the activated carbon filter 61, which connects to the environment via an air filter 69. In this air admission line is arranged an air admission valve 70, which may be controlled by means of control signals from the control unit 8.
The purge air pump 67 may be embodied as an electrically driven centrifugal pump, and its speed may be controlled.
Upstream of the purge air pump 67, a pressure sensor 71 is provided in the regeneration line 65; this supplies a pressure value p_up corresponding to the pressure at the inlet to the purge air pump 67. The pressure sensor 71 may also be integrated with a temperature sensor to form one component, so that the density of the purge gas and thus the vaporous fuel mass introduced into the intake tract 1 may also be determined from an evaluation of these signals.
Downstream of the purge air pump 67, a pressure sensor 72 is provided in the regeneration line 65; this supplies a pressure value p_down corresponding to the pressure at the outlet of the purge air pump 67.
Instead of two separate pressure sensors 71, 72, it is also possible to use a differential pressure sensor, which supplies a signal corresponding to the pressure difference ΔP=p_down−p_up.
Various sensors are associated with the control unit 8; these detect measured variables and determine the measured values of the measured variables. Operating variables include not only the measured variables but also variables derived therefrom. As a function of at least one of the operating variables, the control unit 8 controls the actuators that are assigned to the internal combustion engine 100, and to each of which corresponding actuator drives are assigned, by suitable control signals for the actuator drives.
The sensors are, for example, an air mass meter, which detects an air mass flow upstream of the compressor 14, a temperature sensor, which detects an intake air temperature, an ambient air pressure sensor, further pressure sensors, a temperature sensor, which detects the temperature of the coolant of the internal combustion engine 100, a pressure sensor which detects the intake pipe pressure downstream of the throttle valve 17, an exhaust gas sensor, which detects a residual oxygen content of the exhaust gas and whose measurement signal is characteristic of the air/fuel ratio in the cylinder Z1 in the course of combustion of the air/fuel mixture. Signals from further sensors that are necessary for the control and/or regulation of the internal combustion engine 100 and its ancillary components are identified in general terms by the reference symbol ES in
Depending on the refinement, any desired subset of the specified sensors may be present, or additional sensors may also be present.
The actuators, which the control unit 8 controls by means of control signals, are, for example, the throttle valve 17, the fuel injection valve 33, the spark plug 34, the tank venting valve 66, the air admission valve 70 and the purge air pump 67.
Actuating signals for further actuators of the internal combustion engine 100 and its ancillary components are identified in
In addition to the cylinder Z1, further cylinders are also provided, to which corresponding actuators are also assigned.
The control unit 8 may also be referred to as an engine control unit. Such control units 8, which generally contain one or more microprocessors, are known per se, and therefore details are given below only on the design which is relevant in the context of the invention, and on the method of functioning of the design.
The control unit 8 includes a computing unit 81, which is coupled to a program memory 82 and a data memory 83. The program memory 82 and the data memory 83 contain programs or data which are required for the operation of the internal combustion engine 100. Inter alia, a function for controlling the internal combustion engine 100 during a tank venting period is implemented in software in the program memory 82, in particular for determining and setting a desired value for the purge flow, and for determining the degree of loading of the activated carbon filter 61. For this purpose, control electronics are provided in the control unit 8 for controlling the purge air pump 67 and evaluating the pressure difference ΔAPP built up by the purge air pump 67, as will be explained in more detail below.
With the aid of the purge air pump 67, it is possible to adjust a desired purge flow of the purge gas (HC/air mixture) from the activated carbon filter 61 for all operating points of the internal combustion engine 100. With a high HC content in the purge gas, the purge flow must be smaller than in the case of a nearly empty activated carbon filter 61. At the time of opening the tank venting valve 66, the HC content in the purge gas must be known with high accuracy, since this is taken into account in the calculation of the quantity of fuel to be injected for the current operating point of the internal combustion engine 100.
If the purge air pump 67 is operated with the tank venting valve 66 closed, the pressure difference generated across the purge air pump 67 may be determined in accordance with the following relationship:
where
ρ is the density of the purge gas, f is the rotational speed of the impeller of the purge air pump, and r is the radius of the impeller of the purge air pump.
As a result of the centrifugal forces of the purge gas in the purge air pump 67, the pressure generated at a predetermined rotational speed depends on the density of the purge gas. The densities of hydrocarbons differ from the density of air. Thus, for example, at a temperature of 0° C. and ambient pressure, the density of air is approx. 1.29 kg/m3 and the density of pure butane is 2.48 kg/m3.
If the rotational speed f is constant, then the pressure difference is proportional to the density ρ and is thus proportional to the HC content in the purge gas.
If the tank venting valve 66 is closed, no purge flow flows and the pressure p up corresponds to the ambient pressure.
Thus, by means of a brief pressure build-up by control of the purge air pump 67 with the tank venting valve 66 closed, and a predetermined rotational speed of the purge air pump 67, conclusions may be drawn from the measured pressure difference ΔP as to the HC concentration in the purge gas.
If this step is performed before the start of the actual purge phase (open tank venting valve 66), the first-time opening of the tank venting valve 66 may take place significantly faster and with a more accurate injection mass correction.
In the data memory 83 of the control unit 8, a characteristics map inter alia is stored, in which, depending on the values of the pressure difference ΔP determined, related values for the HC concentration of the purge gas are stored. The characteristics map is determined experimentally on the test bed. The values for the pressure difference ΔP are either determined in the control unit 8 from the individual pressure values P_up and P_down upstream or downstream of the purge air pump 67 by the formation of corresponding differences, or the values ΔP delivered by the differential pressure sensor are entered directly.
The principle of determining HC concentration on the basis of the differential pressure across the purge air pump also functions during the purge process in combination with a pulse width modulated activation signal (PWM signal) for the tank venting valve. For this purpose, it is only necessary to carry out the evaluation of the pressure signals in the control unit 8 at a sufficient sampling rate that is synchronous with the PWM control of the tank venting valve 66. With a suitable downstream filtering process known per se a value for the differential pressure then ensues, which is proportional to the HC concentration of the purge gas and thus to the degree of loading of the activated carbon filter 61. The degree of loading determined is used to set a desired purge air flow and for correction of the injection mass.
Moreover, the device shown in
The device shown in
The device shown in
This four-way catalytic converter 45 may be arranged in the exhaust tract 4 downstream of the three-way catalytic converter 43 or may be provided in the exhaust tract 4 instead of the three-way catalytic converter 43. The four-way catalytic converter 45 performs the functions of a three-way catalytic converter and of an integrated particulate filter.
The purge air passed into the exhaust tract 4 via the secondary air valve 68 is provided for heating the four-way catalytic converter and is furthermore used to regenerate a particulate filter arranged in the exhaust tract 4. This particulate filter may be an integrated component of the four-way catalytic converter 45 or may be a separate component arranged in the exhaust tract 4.
The device illustrated in
The control signals required for this purpose are supplied by the control unit 8.
The device illustrated in
The control unit 8 produces the abovementioned control signals in such a way that the tank venting valve 66 and the secondary air valve 68 are open in different time intervals, with the result that secondary air injection via the first tank venting valve 66 does not take place simultaneously with the heating of the four-way catalytic converter 45 or the regeneration of the particulate filter via the secondary air valve 68. The heating of the particulate filter takes place during substoichiometric operation of the internal combustion engine and air injection via the secondary air valve 68. Substoichiometric operation of the internal combustion engine produces NH3, which is oxidized in the particulate filter to form NOx. The changeover valve 64 may also be operated as a mixing valve, whereby gases from the activated carbon canister are introduced into the exhaust tract 4 via the secondary air valve 68. The concentration of the purge gases is controlled in such a way, using output signals from pressure sensors, that a slightly lean mixture is injected ahead of the particulate filter, thereby oxidizing all the hydrocarbons from the activated carbon canister 61. This method may be employed when the exhaust gas temperature in the exhaust tract 4 ahead of the particulate filter is lower than the self-ignition temperature of the purge gases. This enables the particulate filter to be heated and regenerated without a rise in NOx. For reasons of safety, a flame trap may furthermore be arranged between the secondary air valve 68 and the exhaust tract 4. Such a flame trap may be an uncoated metal substrate catalyst, for example.
In an alternative use of the device shown in
Temperature sensors 46 and 47 are provided upstream and downstream of the four-way catalytic converter 45. A differential pressure former 49, which detects the difference between the pressure upstream and downstream of the four-way catalytic converter, is furthermore provided. The output signals of these temperature sensors and of the differential pressure former may be used for diagnosis of the four-way catalytic converter. By evaluation of these signals, it is possible, for example, to ascertain whether or not regeneration of the particulate filter of the four-way catalytic converter is taking place.
The device shown in
The device shown in
At the same time, fresh air drawn in via the air filter 69 and the open air admission valve 70 is introduced into the exhaust tract 4 in the region between the three-way catalytic converter 43 and the four-way catalytic converter 45 via the fresh air path 73, the changeover valve 64 opened for this fresh air, the purge air pump 67, the check valve 74 and the opened secondary air valve 68.
As in the embodiment shown in
The purge air passed into the exhaust tract 4 via the secondary air valve 68 is provided for heating the four-way catalytic converter and is furthermore used to regenerate a particulate filter arranged in the exhaust tract 4. This particulate filter may be an integrated component of the four-way catalytic converter 45 or may be a separate component arranged in the exhaust tract 4.
Accordingly, the device illustrated in
Consequently, the control unit 8 produces the abovementioned control signals in such a way that the introduction of the purge air into the intake tract 1 via the check valve 75 and the introduction of fresh air via the purge air pump 67, the check valve 74 and the opened secondary air valve 68 take place simultaneously.
Moreover, the device shown in
There is furthermore the possibility in the device shown in
In all the abovementioned modes of operation, the control unit 8 provides suitable control signals to ensure that required fluid paths are opened and fluid paths that are not required are closed.
The device shown in
The device shown in
In this case, the loading of the activated carbon filter 61 may once again be accomplished using pressure sensors (not shown) upstream and/or downstream of the purge air pump 67 and may be taken into account in the introduction of the purge air into the intake tract 1.
In the case of the third embodiment shown in
There is furthermore also the possibility of introducing purge air from the activated carbon filter 61 into the intake tract 1 in the region between the throttle valve 17 and the inlet port of the cylinder Z1 via the check valve 75 and the opened secondary air valve 76.
The device shown in
The device shown in
Another possibility for leakage detection of very small leaks may be implemented by producing an excess pressure. The compressor 14 is used to compress the air drawn in via the air filter 11. During this process, the valves 66, 70 and 77 are closed and valve 78 is opened until an excess pressure in the tank system is detected with the aid of the pressure sensor 72. After this, valve 76 is also closed, and the pressure is observed with the aid of the pressure sensor 72. By evaluation of the pressure signals provided by the pressure sensor 72, the control unit 8 may detect whether or not there is a leak in the tank system. Since no fuel evaporates during such leakage detection, leakage detection may be carried out with a high accuracy. It is suitable for detecting 0.5 mm leaks, for example.
The device shown in
In the device shown in
The device shown in
| Number | Date | Country | Kind |
|---|---|---|---|
| 10 2017 223 277.3 | Dec 2017 | DE | national |
This application claims the benefit of PCT Application PCT/EP2018/084378, filed Dec. 11, 2018, which claims priority to German Application DE 10 2017 223 277.3, filed Dec. 19, 2017. The above applications are incorporated herein by reference.
| Number | Date | Country | |
|---|---|---|---|
| Parent | PCT/EP2018/084378 | Dec 2018 | US |
| Child | 16903546 | US |
