Patent Application
20080178852
The present invention relates to internal combustion engines, and more particularly to a purge flow control system to reduce air-to-fuel ratio imbalance.
Internal combustion engines combust an air and fuel mixture within cylinders to generate drive torque. More specifically, air is drawn into the engine through a throttle and fuel is provided to the engine from a fuel system. The air and fuel are mixed at a desired air-to-fuel (A/F) ratio and is combusted within a cylinder to rotatably drive a crankshaft.
Some fuel systems include a fuel vapor purge valve to provide an evaporative emissions control. The purge valve is selectively actuated to deliver vapor fuel from the fuel system to be combusted within the engine. Many current production implementations of purge valve control use a fixed pulse-width modulated (PWM) frequency (e.g., 16 Hz).
Problems occur if the engine cylinder firing frequency becomes synchronized with the PWM purge frequency. For example, at an engine speed of 1920 RPM, one complete firing cycle (i.e., all cylinders fired) includes a period of 62.5 ms. For a PWM frequency of 16 Hertz, the fuel purge period is also 62.5 ms. Therefore, at 1920 RPM, the purge frequency is synchronized with the firing frequency of the engine cylinders. As a result, the purge fuel flow is delivered to the same cylinder or is possibly consistently split between a few cylinders. An A/F ratio imbalance is generated between the cylinders receiving the purge fuel flow and those not receiving the purge fuel flow, which can be detrimental to emissions, engine smoothness and driveability.
Accordingly, the present invention provides a fuel control system that regulates a purge flow from a fueling system to an engine. The fuel control system includes a sensor that monitors an engine speed and a first module that determines a PWM frequency of a purge valve based on the engine speed. The PWM frequency includes a first period that is based on a second period that corresponds to two engine cycles. A second module regulates the purge valve based on the PWM frequency during engine operation.
In one feature, the first period is greater than the second period by a single cylinder firing period.
In another feature, the first period is less than the second period by a single cylinder firing period.
In another feature, the first period is selected from a range defined between a minimum period and a maximum period.
In still another feature, the period is continuously variable.
In yet other features, the first period is variable between discrete values. The discrete values differ from one another by a specific increment.
Further areas of applicability of the present invention will become apparent from the detailed description provided hereinafter. It should be understood that the detailed description and specific examples, while indicating the preferred embodiment of the invention, are intended for purposes of illustration only and are not intended to limit the scope of the invention.
The present invention will become more fully understood from the detailed description and the accompanying drawings, wherein:
The following description of the preferred embodiment is merely exemplary in nature and is in no way intended to limit the invention, its application, or uses. For purposes of clarity, the same reference numbers will be used in the drawings to identify similar elements. As used herein, the term module refers to an application specific integrated circuit (ASIC), an electronic circuit, a processor (shared, dedicated, or group) and memory that execute one or more software or firmware programs, a combinational logic circuit, and/or other suitable components that provide the described functionality.
Referring now to
The engine system 10 includes an engine 16, an intake manifold 18, and an exhaust 20. Air and fuel are drawn into the engine 16 and are combusted therein. Exhaust gases flow through the exhaust 20 and are treated in a catalytic converter 22. First and second O2 sensors 24 and 26 communicate with the control module 14 and provide exhaust A/F ratio signals to the control module 14. A mass air flow (MAF) sensor 28 is located within an air inlet and provides a mass air flow (MAF) signal based on the mass of air flowing into the intake manifold 18. The control module 14 uses the MAF signal to determine the A/F ratio supplied to the engine 16. An intake manifold temperature sensor 29 generates an intake air temperature signal that is sent to the controller 14.
The fuel system 12 includes a fuel tank 30 that contains liquid fuel and fuel vapors. A fuel inlet 32 extends from the fuel tank 30 to allow fuel filling. A fuel cap 34 closes the fuel inlet 32 and may include a bleed hole (not shown). A modular reservoir assembly (MRA) 36 is disposed within the fuel tank 30 and includes a fuel pump 38. The MRA 36 includes a liquid fuel line 40 and a vapor fuel line 42. The fuel pump 38 pumps liquid fuel through the liquid fuel line 40 to the engine 16. Vapor fuel flows through the vapor fuel line 42 into an on-board refueling vapor recovery (ORVR) canister 44. A vapor fuel line 47 connects a purge solenoid valve 46 to the intake manifold 18 and a vapor fuel line 48 connects the ORVR canister 44 and the purge solenoid valve 46. The control module 14 modulates the purge solenoid valve 46 in accordance with the purge flow control of the present invention to selectively enable vapor fuel flow to the engine 16. The control module 14 modulates a canister vent solenoid valve 50 to selectively enable air flow from atmosphere into the ORVR canister 44.
The purge flow control of the present invention prevents synchronization of a pulse-width modulated (PWM) frequency (fPWM) of the purge solenoid valve 46 and cylinder firing frequency (fCYL) by adjusting fPWM based on engine RPM. More specifically, fPWM is commanded to a value that is not synchronized with fCYL, which is determined based on engine RPM. The PWM frequency includes a period (TPWM) that is longer or shorter than a period of two engine cycles (TENG) by at least one cylinder firing period (TCYL). TPWM overlaps or falls short by one cylinder relative to TENG. In this manner, fPWM synchronizes with a different cylinder (e.g., the next or previous cylinder in the firing order) each time the purge period starts again, causing the purge off-to-on transition to be evenly distributed over all cylinders.
TENG is calculated in accordance with the following equation:
The term
indicates that all of the cylinders have fired after two engine revolutions. TPWM is calculated based on TENG in accordance with the following equation:
where N is the number of cylinders. fPWM is determined based on engine RPM in accordance with the following relationship:
Referring now to
It is anticipated that fPWM can vary between a range defined by maximum and minimum frequencies (e.g., 4 Hz and 32 Hz, respectively). Roll-over protection is implemented in cases where fPWM would fall below or exceed the minimum and maximum frequencies, respectively. For example, fPWM is equal to 32 Hz at approximately 3215 RPM for the exemplary 6-cylinder engine. If the engine RPM increases, fPWM would exceed the exemplary maximum frequency (e.g., 32 Hz). In this case, fPWM would roll-over to the minimum frequency (e.g., 4 Hz) and increase from there with a corresponding increase in engine RPM. Similarly, if the engine RPM is just above 3215 RPM, such that fPWM is at or near the minimum frequency (e.g., 4 Hz), and the engine RPM decreases to be at or below 3215 RPM, fPWM would roll-over in the opposite direction to the maximum frequency (e.g., 32 Hz).
In order to implement the purge flow control of the present invention in cheaper, less complex control modules, it is anticipated that the fPWM can be adjusted in increments, as opposed to continuous adjustment. More specifically, fPWM can be adjusted between discrete frequencies at specific frequency intervals based on engine RPM. For example, fPWM can be adjusted within a range defined between minimum and maximum frequencies (e.g., 4 and 32 Hz, respectively) at 4 Hz increments. The control module monitors engine RPM and determines fPWM from a pre-stored, pre-defined look-up table. It is anticipated that the roll-over protection described in detail above can also be implemented in this case.
In the case of incremental adjustment of fPWM based on engine RPM, a hysteresis feature can be implemented. If the engine RPM is hovering at a break-point between two discrete purge frequencies, fPWM would switch back and forth between values on each side of the break-point. The hysteresis feature prevents transition of fPWM until the engine RPM is within a new region for a threshold time (tTHR) (e.g., 2 seconds). For example, if the engine RPM is within a first region where fPWM is 16 Hz and then varies to be within a second region where fPWM should be 20 Hz, the purge flow control does not actually change fPWM to 20 Hz until the engine RPM has been within the second region for tTHR.
Referring now to
In step 306, control determines whether fPWM(k) is equal to the previously determined fPWM (fPWM(k-1)), at which the purge valve is presently being operated. If fPWM(k) is equal to fPWM(k-1), control operates the purge valve based on fPWM(k) in step 308 and control ends. If fPWM(k) is not equal to fPWM(k-1), control determines whether t is greater than tTHR in step 310. If t is greater than tTHR, control operates the purge valve based on fPWM(k) in step 308 and control ends. If t is not greater than tTHR, control operates the purge valve based on fPWM(k-1) in step 312. In step 314, control increments t and loops back to step 302.
Referring now to
The purge flow control of the present invention improves evaporative emissions control systems by reducing the A/F ratio imbalance across the cylinders that results from the introduction of purge fuel flow. By reducing the A/F imbalance, the following benefits are realized: the reduction of engine-out exhaust emissions, improved engine smoothness in areas including idle quality and driveability, and improvements in fuel economy.
Those skilled in the art can now appreciate from the foregoing description that the broad teachings of the present invention can be implemented in a variety of forms. Therefore, while this invention has been described in connection with particular examples thereof, the true scope of the invention should not be so limited since other modifications will become apparent to the skilled practitioner upon a study of the drawings, the specification and the following claims.
