Patent Application
20060130817
The present invention relates to engine control systems, and more particularly to engine control systems that provide vapor enrichment of fuel flowing to an engine during cold start conditions.
During combustion, an internal combustion engine oxidizes gasoline and combines hydrogen (H2) and carbon (C) with air. Combustion creates chemical compounds such as carbon dioxide (CO2), water (H2O), carbon monoxide (CO), nitrogen oxides (NOx), unburned hydrocarbons (HC), sulfur oxides (SOx), and other compounds. During an initial startup period after a long soak, the engine is still “cold” after starting and combustion of the gasoline is incomplete. A catalytic converter treats exhaust gases from the engine. During the startup period, the catalytic converter is also “cold” and does not operate optimally.
In one conventional approach, an engine control module commands a lean air/fuel (A/F) ratio and supplies a reduced mass of liquid fuel to the engine to provide compensation. More air is available relative to the mass of liquid fuel to sufficiently oxidize the CO and HC. However, the lean condition reduces engine stability and adversely impacts vehicle drivability.
In another conventional approach, the engine control module commands a fuel-rich mixture for stable combustion and good vehicle drivability. A secondary air injection system provides an overall lean exhaust A/F ratio. The secondary air injector injects air into the exhaust stream during the initial start-up period. The additional injected air heats the catalytic converter by oxidizing the excess CO and HC. The warmed catalytic converter oxidizes CO and HC and reduces NOx to lower emissions levels. However, the secondary air injection system increases cost and complexity of the engine control system and is only used during a short initial cold start period.
An engine system according to the present invention includes an engine and a fuel system that delivers a liquid fuel and a vapor fuel to the engine. A control module communicates with the fuel system and modulates the vapor fuel delivered to the engine based on a determination of a desired vapor fuel rate and a maximum available vapor fuel rate of the fuel system.
In other features, the control module determines the desired vapor rate based on a mass rate of liquid fuel being delivered to the engine and a coolant temperature of the engine. The control module determines a vapor density by estimating the vapor density based on a temperature of an intake manifold or alternatively by receiving a signal from a vapor sensor.
In yet other features, the control module determines a maximum tank purge flow based on a signal provided by a MAP sensor in the intake manifold. The control module determines the maximum available vapor fuel rate based on the maximum tank purge flow and the vapor density. The control module determines if the maximum vapor rate is greater than the desired vapor rate. If it is, the control module modulates vapor fuel according to the desired vapor fuel rate. If it is not, the control module modulates vapor fuel according to the maximum vapor fuel rate.
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, or other suitable components that provide the described functionality.
Referring 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 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 manifold absolute pressure (MAP) sensor 27 is located on the intake manifold 18 and provides a (MAP) signal based on the pressure in the intake manifold 18. 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 control module 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 48 connects a vapor sensor 45, a purge solenoid valve 46 and the ORVR canister 44. The control module 14 modulates the purge solenoid valve 46 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.
Referring to
The vapor fuel is typically very rich. Therefore, a relatively small amount of vapor fuel is able to provide a significant portion of the fuel required to compensate the engine 16. Vapor fuel is present within the fuel tank 30 at atmospheric pressure. A sufficient amount of vapor fuel is usually available to handle throttle crowds and step-in maneuvers. As shown graphically in
As detailed in
Alternatively, in step 106, intake valve temperature is estimated and compared to a threshold value. The intake valve temperature is estimated based on engine coolant temperature, engine speed, manifold absolute pressure (MAP), and an equivalence ratio. The equivalence ratio is defined as the stoichiometric A/F ratio divided by the actual A/F ratio. A predictive model for intake valve temperature is provided in “Intake-Valve Temperature and the Factors Affecting It”, Alkidas, A. C., SAE Paper 971729, 1997, which is incorporated herein by reference in its entirety. If the intake valve temperature is greater than the threshold value, the control module 14 operates the engine using only liquid fuel in step 108. If the intake valve temperature is less than the threshold value, the control module 14 initiates the vapor assist mode in step 110. The threshold temperature is provided as 120° C., however, it is appreciated that the specific value of the threshold temperature may vary.
Turning now to
In step 128, a desired vapor rate (%) is determined. The desired vapor rate may be a percentage (%) estimated based on the engine coolant temperature (TCOOL) provided by the intake manifold temperature sensor 29 and may be determined through a look up table. In step 130, a desired vapor rate defined as a flow rate in (g/s) is determined. The desired vapor rate (g/s)=a liquid fuel mass rate (g/s)*desired vapor rate(%). The liquid fuel mass rate is the mass of liquid fuel injected into the engine 16.
In step 134, a vapor density is determined. The vapor density may be estimated in (g/l) based on the intake manifold temperature (TIM) through a lookup table. Alternatively, the vapor density may be measured by the vapor sensor 45.
In step 136, a maximum tank purge flow (l/s) is determined. The maximum tank purge flow (l/s) may be estimated based on the signal provided by the (MAP) sensor 27 through a lookup table. In step 138, a maximum vapor rate (g/s) is determined. The maximum vapor rate (g/s) may be calculated based on the following equation:
max vapor rate (g/s)=max tank purge flow (l/s)*vapor density (g/l)*C;
where C is the canister effects associated with the ORVR canister 44. The canister effects C will be described in greater detail later.
In step 140, control determines if the max vapor rate (g/s) is greater than the desired vapor rate (g/s). If the max vapor rate (g/s) is not greater than the desired vapor rate (g/s), control sets an actual vapor rate VRactual to the max vapor rate in step 142. The actual vapor rate, VRactual is controlled by modulating the purge solenoid valve 46, such as by pulse width modulation. If the max vapor rate (g/s) is greater than the desired vapor rate (g/s), control sets the actual vapor rate VRactual equal to the desired vapor rate (g/s) in step 144. The actual vapor rate, VRactual is a function of (MAP), desired vapor rate (g/s) and vapor density (g/l). More specifically the VRactual may be characterized as a vapor duty cycle. The vapor duty cycle is the amount of vapor the purge solenoid valve 46 allows to flow to the engine 16, such as by pulse width modulation. The vapor duty cycle is a function of (MAP) and the ratio of desired vapor rate (g/s) and vapor density (g/l). The vapor duty cycle may be determined through a lookup table.
In step 148 control performs corrections in response to vapor assist including a vapor A/F correction, a vapor assist A/F correction and a warm up spark correction. These corrections account for the liquid fuel supplemented with vapor fuel resulting from vapor assist. The vapor A/F correction compensates for vapor assist and is a function of actual vapor rate, VRactual. The vapor A/F correction may be determined through a lookup table. The vapor assist A/F correction is equal to the sum of a start-up enrichment factor and the vapor A/F correction. The start-up enrichment factor is a variable established based on operating conditions and may be determined through a lookup table. The warm-up spark correction is a function of the actual vapor rate, VRactual, engine RPM and engine load. The warm up spark correction may be determined through a lookup table.
Step 124, ramping in the VRF, will be described in more detail. Control begins in step 126. In step 128, the VRactual is set to the desired vapor rate. In step 130, the VRF is determined according to the following equation:
(VRF)n=(VRF)n-1+vapor fill;
where vapor fill is a function of tank purge flow (through the purge valve 46) and airflow to the engine 16 (through the MAF 28). The vapor fill may be determined through a lookup table. In step 132, control determines if the VRF is greater than 1. If the VRF is greater than 1, control returns in step 134. If the VRF is not less than 1, liquid fuel is determined in step 138. The liquid fuel is determined according to the following equation:
(liquid fuel)n=(liquid fuel)n-1−(VRactual*VRF)
Control returns in step 134.
Step 118, ramping out the VRF, will be described in greater detail. The VRactual is determined in step 140 according to the following equation:
(VRactual)n=(VRactual)n-1—(MAF)
In step 142 control determines if the VRactual is less than or equal to 0. If the VRactual is less than or equal to 0, control returns in step 146. If the VRactual is not less than or equal to 0, liquid fuel is determined in step 148 according to the following equation:
(liquid fuel)n=(liquid fuel)n-1−(VRactual)
Control returns in step 146.
Turning now to
(CPM)n=(CPM)n-1+(tank purge flow)*(vapor density)*(time)
In step 158, control determines if (CPM) is greater than a tank purge saturation mass (TSM). If the (CPM) is greater than the (TSM), control returns in step 160. If the (CPM) is not greater than the (TSM), the vapor rate is set to 0 in step 162. Control ends in step.
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.
