Nothing Special   »   [go: up one dir, main page]

EP1811156A2 - Method and apparatus for controlling the valve of a canister purge system - Google Patents

Method and apparatus for controlling the valve of a canister purge system Download PDF

Info

Publication number
EP1811156A2
EP1811156A2 EP06123911A EP06123911A EP1811156A2 EP 1811156 A2 EP1811156 A2 EP 1811156A2 EP 06123911 A EP06123911 A EP 06123911A EP 06123911 A EP06123911 A EP 06123911A EP 1811156 A2 EP1811156 A2 EP 1811156A2
Authority
EP
European Patent Office
Prior art keywords
valve
fuel vapor
predetermined
combustion engine
internal combustion
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.)
Withdrawn
Application number
EP06123911A
Other languages
German (de)
French (fr)
Other versions
EP1811156A3 (en
Inventor
Wolfgang Ludwig
Wolfgang Mai
Jens Pache
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
Siemens AG
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 Siemens AG, Continental Automotive GmbH filed Critical Siemens AG
Publication of EP1811156A2 publication Critical patent/EP1811156A2/en
Publication of EP1811156A3 publication Critical patent/EP1811156A3/en
Withdrawn legal-status Critical Current

Links

Images

Classifications

    • A—HUMAN NECESSITIES
    • A47—FURNITURE; DOMESTIC ARTICLES OR APPLIANCES; COFFEE MILLS; SPICE MILLS; SUCTION CLEANERS IN GENERAL
    • A47F—SPECIAL FURNITURE, FITTINGS, OR ACCESSORIES FOR SHOPS, STOREHOUSES, BARS, RESTAURANTS OR THE LIKE; PAYING COUNTERS
    • A47F3/00—Show cases or show cabinets
    • A47F3/04—Show cases or show cabinets air-conditioned, refrigerated
    • A47F3/0439—Cases or cabinets of the open type
    • A47F3/0469—Details, e.g. night covers
    • 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
    • F02D41/004—Control of the valve or purge actuator, e.g. duty cycle, closed loop control of position
    • A—HUMAN NECESSITIES
    • A47—FURNITURE; DOMESTIC ARTICLES OR APPLIANCES; COFFEE MILLS; SPICE MILLS; SUCTION CLEANERS IN GENERAL
    • A47F—SPECIAL FURNITURE, FITTINGS, OR ACCESSORIES FOR SHOPS, STOREHOUSES, BARS, RESTAURANTS OR THE LIKE; PAYING COUNTERS
    • A47F11/00—Arrangements in shop windows, shop floors or show cases
    • A—HUMAN NECESSITIES
    • A47—FURNITURE; DOMESTIC ARTICLES OR APPLIANCES; COFFEE MILLS; SPICE MILLS; SUCTION CLEANERS IN GENERAL
    • A47F—SPECIAL FURNITURE, FITTINGS, OR ACCESSORIES FOR SHOPS, STOREHOUSES, BARS, RESTAURANTS OR THE LIKE; PAYING COUNTERS
    • A47F3/00—Show cases or show cabinets
    • A47F3/04—Show cases or show cabinets air-conditioned, refrigerated
    • A47F3/0482—Details common to both closed and open types
    • 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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2438—Active learning methods
    • 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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • F02D41/2464—Characteristics of actuators
    • 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
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25D—REFRIGERATORS; COLD ROOMS; ICE-BOXES; COOLING OR FREEZING APPARATUS NOT OTHERWISE PROVIDED FOR
    • F25D23/00—General constructional features
    • F25D23/06—Walls
    • F25D23/065—Details
    • F25D23/067—Supporting elements
    • 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
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
    • F02D2041/2024—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit the control switching a load after time-on and time-off pulses
    • F02D2041/2027—Control of the current by pulse width modulation or duty cycle control
    • 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
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
    • F02D2041/2055—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit with means for determining actual opening or closing time
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25D—REFRIGERATORS; COLD ROOMS; ICE-BOXES; COOLING OR FREEZING APPARATUS NOT OTHERWISE PROVIDED FOR
    • F25D2201/00—Insulation
    • F25D2201/10—Insulation with respect to heat
    • F25D2201/12—Insulation with respect to heat using an insulating packing material

Definitions

  • the invention relates to a method and a corresponding device for controlling a valve of a fuel vapor retention system of an internal combustion engine for determining a fuel vapor loading level of the fuel vapor retention system.
  • a fuel vapor retention system is for example in van Basshuysen, Shufer, "Manual combustion engine", 2nd edition, Vieweg Verlag, 2002, pages 604-607 disclosed.
  • Such a fuel vapor retention system is z. B. provided in a motor vehicle to receive and store fuel vapor, which forms in a fuel tank by evaporation, so that the fuel vapor can not escape into the environment.
  • a fuel vapor retention filter is provided in the fuel vapor retention system, the z. B. uses activated carbon as a storage medium.
  • the fuel vapor retention filter has only a limited storage capacity for fuel vapor. In order to use the fuel vapor retention filter over a long period, it must be regenerated.
  • the internal combustion engine sucks the fuel vapor stored in the fuel vapor retention filter.
  • the fuel vapor is thus supplied to the combustion in the internal combustion engine and thus the capacity of the fuel vapor retention filter for fuel vapor is restored.
  • a valve of the fuel vapor retention system is arranged for metering the amount of fuel vapor, which sucks the internal combustion engine from the fuel vapor retention filter.
  • a method for determining a control characteristic of a valve of a fuel vapor retention system of an internal combustion engine.
  • the control characteristic represents a current relationship between a pulse-width-modulated control signal serving to actuate the valve and a valve position that occurs.
  • a currently valid minimum pulse width of the control signal is determined by gradually increasing the pulse width until detection of a deviation of a current behavior of the internal combustion engine relative to a stationary behavior of the internal combustion engine.
  • the incremental increase of the pulse width begins at a predetermined value of the pulse width which is greater than zero and less than a value which corresponds to a minimum pulse width determined at an earlier point in time.
  • the object of the invention is to provide a method and a corresponding device for actuating a valve of a fuel vapor retention system, which enables a reliable and precise determination of a fuel vapor loading level of the fuel vapor retention system.
  • the invention is characterized by a method and a corresponding device for driving a valve of a fuel vapor retention system of an internal combustion engine.
  • an opening degree of the valve is increased stepwise or continuously during a determination phase.
  • the valve is at least always a predetermined first time period before a start of the determination phase by a conditioning pulse when the valve was previously closed for a second period longer than a predetermined threshold. The conditioning pulse is generated so that the valve opens safely for a maximum of a predetermined opening period and then closes again.
  • the invention is based on the recognition that the valve of the fuel-retention system in a first opening operation at the beginning of the investigation phase after an off-period, which exceeds the predetermined threshold and during which the valve is closed, if necessary, opens only when the valve deviates from a otherwise valid control characteristic of the valve is driven with a stronger control signal. This corresponds to a "sticking" of the valve in its closed position.
  • the valve remains closed at the beginning of the determination phase, although it should already be open, and opens when triggered with the stronger control signal abruptly with an opening degree, by the internal combustion engine depending on the fuel vapor loading level of the fuel vapor retention system, if necessary, an excessive amount of fuel vapor is supplied.
  • the conditioning pulse before the determination phase, the opening behavior of the valve for the subsequent determination phase is improved, so that it can be done reliably and precisely. Further, a malfunction of the operation of the internal combustion engine can be reduced or prevented by a suitable design of the conditioning pulse, so that a reliable and low-emission operation of the internal combustion engine is possible.
  • the predetermined opening duration of the valve in the conditioning pulse is a maximum of 100 milliseconds. This has the advantage that the maximum amount of fuel vapor flowing through the valve during the opening period of the valve is low is and thus only a small disturbance of the operation of the internal combustion engine can be caused.
  • the predetermined first time duration is approximately between 0.5 and 15 seconds. This has the advantage that during the predetermined first period of time any malfunction of the operation of the internal combustion engine can be reliably compensated, which is caused by the fuel vapor amount, which is optionally additionally supplied to the internal combustion engine due to the conditioning pulse.
  • the predetermined threshold is at least 30 seconds. This has the advantage that the valve is only activated with the conditioning pulse if the risk of a possible impairment of the opening behavior of the valve at the beginning of the determination phase is great. This risk increases with the second period of time during which the valve is continuously closed. It is particularly advantageous to actuate the valve with the conditioning pulse during the first opening after a start of operation of the internal combustion engine.
  • a fuel vapor retention system comprises a fuel vapor retention filter 2 with a fresh air supply 3 and a valve 4 (FIG. 1).
  • the fuel vapor retention filter 2 is coupled on the input side to a fuel tank 1.
  • Fuel vapor that accumulates in the fuel tank 1 by evaporation of the fuel in the fuel tank 1 is supplied to the fuel vapor retention filter 2.
  • the fuel vapor retention filter 2 has a storage medium for fuel vapor, the z. B. activated carbon includes.
  • the fuel vapor retention filter 2 is coupled on the output side via the valve 4 to a suction pipe 5 of an internal combustion engine 6.
  • control unit 7 which is coupled to the valve 4 and which is designed to supply a control signal to open and close the valve 4.
  • the control signal is for example pulse width modulated and a value PWM of the control signal is predetermined by an associated pulse width.
  • the control signal can also be designed differently.
  • the control unit 7 is further coupled to the internal combustion engine 6 and adapted to supply actuating signals to actuators of the internal combustion engine 6 and to detect sensor signals from sensors of the internal combustion engine 6.
  • the actuators of the internal combustion engine 6 include, for example, a throttle valve or injectors of the internal combustion engine 6.
  • Die Sensors der Internal combustion engine 6 includes, for example, an oxygen concentration sensor, which is also referred to as a lambda probe and detects a residual oxygen content in the exhaust gas of the internal combustion engine 6, or a temperature sensor for detecting a temperature of the internal combustion engine 6.
  • the control unit 7 is formed, depending on the detected residual oxygen content of the exhaust gas To control fuel metering of the internal combustion engine 6 by correspondingly driving the injection valves, so that a given air / fuel ratio results for the combustion.
  • the fuel vapor from the fuel tank 1 is stored in the fuel vapor retention filter 2, in particular during operating pauses of the internal combustion engine.
  • the fuel vapor is prevented from escaping into the environment unused.
  • the storage capacity of the fuel vapor retention filter 2 is limited.
  • the valve 4 is opened during an operation of the internal combustion engine 6 and the stored fuel vapor is supplied to the combustion in the internal combustion engine 6.
  • the fuel vapor in the fuel vapor retention filter 2 is sucked in with open valve 4 by a negative pressure in the intake manifold 5 during operation of the internal combustion engine 6 together with fresh air.
  • the fuel vapor retention filter 2 is purged by the fresh air sucked in by the fresh air supply 3 and can subsequently receive and store fuel vapor from the fuel tank 1 again.
  • a fuel vapor loading rate of the fuel vapor retention system in particular of the fuel vapor retention filter 2, is unknown at a start of operation of the internal combustion engine 6 and after further periods of operation of the fuel vapor retention system during which the valve 4 is closed.
  • the amount of fuel vapor has to be taken into account, which is additionally supplied by the fuel vapor retention system of the combustion.
  • a determination phase EP is provided which preferably in the presence of a predetermined operating condition BB or a predetermined operating condition of the internal combustion engine 6, z. B. in the presence of a stationary operation of the internal combustion engine 6, is carried out ( Figure 2).
  • the valve 4 is controlled so that an opening degree of the valve 4 is gradually or continuously increased, starting from a closed state of the valve 4.
  • the internal combustion engine 6 is supplied only very little fuel vapor and the control unit 7, the total combustion control the amount of fuel supplied per operating stroke by appropriately reducing the amount of fuel supplied by the injectors.
  • the fuel quantity is regulated, for example, as a function of the detected residual oxygen content in the exhaust gas of the internal combustion engine 6.
  • the fuel vapor charge level is preferably determined as a function of a required degree of correction of the fuel quantity supplied by the injection valves of the combustion, which results with substantially unchanged residual oxygen content in the exhaust gas the internal combustion engine 6. Further, the degree of fuel vapor loading is determined depending on the opening degree of the valve 4. The farther the valve 4 is opened, the larger the amount of fuel vapor that can be supplied to the combustion.
  • the regeneration of the fuel vapor retention filter 2 takes place essentially during a regeneration phase RP.
  • a prerequisite for performing the regeneration phase RP is a known current fuel vapor loading level of the fuel vapor retention filter 2.
  • the valve 4 can be controlled by the control unit 7 so that a predetermined amount of fuel vapor the internal combustion engine is supplied.
  • the determination phase EP is performed immediately in time or only a short time interval before the regeneration phase RP, so that the determined during the determination phase EP fuel vapor loading level at the beginning of the subsequent regeneration phase RP is still current.
  • the time interval is not more than fifteen seconds.
  • the degree of fuel vapor loading is preferably further determined, so that the respectively current fuel vapor charge level is available for the activation of the valve 4.
  • valve 4 does not open as intended after operating pauses of the valve 4, and in particular when the valve 4 is first opened after a start of operation of the internal combustion engine 6 at the beginning of the determination phase EP.
  • the valve "sticks" in its closed state.
  • a higher value PWM a control signal of the valve 4 is required as for subsequent opening operations of the valve 4, in which the valve 4 previously only for a few seconds or for a few minutes, z. B. one to two minutes, was closed.
  • the opening behavior of the valve 4 at the beginning of the determination phase EP can be improved by activating the valve 4 by a conditioning pulse KI before the beginning of the determination phase EP.
  • the determination phase EP begins a predetermined first time period T1 after a start of the conditioning pulse KI.
  • the predefined first time duration T1 is preferably predetermined as a function of an expected transit time of the fuel vapor from the valve 4 into the combustion chambers of the internal combustion engine 6 and / or depending on a period of time which is expected to be required for the regulation of the disturbance by the introduced fuel vapor.
  • the predetermined first time period T1 is between about 0.5 and fifteen seconds, but it may be be shorter or longer.
  • the determination phase EP can also be carried out immediately after the conditioning pulse KI.
  • the valve 4 is brought into a state which makes it possible to open the valve 4 in the subsequent determination phase EP stepwise or continuously in accordance with a predetermined control characteristic.
  • the conditioning pulse KI is designed so that the valve 4 safely opens for an opening period TO of preferably a maximum of 100 milliseconds and then closes again.
  • the valve 4 is controlled for safe and reliable opening with a value PWM of the control signal, which is well above a minimum value of the control signal to open the valve 4, z. B. at two or three times the minimum value.
  • a larger or smaller value PWM of the control signal for the safe opening of the valve 4 may be suitable.
  • the minimum value of the control signal for opening the valve 4 is predetermined, for example, by the control characteristic of the valve 4.
  • the conditioning pulse KI is further designed so that even with a high degree of fuel vapor loading of the fuel vapor retention filter 2 so little fuel vapor enters the engine 6, thereby the operation of the internal combustion engine 6 is not significantly disturbed, ie the additionally introduced unknown fuel quantity reliable can be adjusted by the control unit 7. It is particularly advantageous to actuate the valve 4 by the conditioning pulse KI before the determination phase EP at least whenever the valve 4 was previously closed for a second time period T2 and the second time duration T2 is longer than a predefined threshold value TH1, which is at least 30, for example Seconds.
  • the second time period T2 corresponds to the operating pause of the valve 4.
  • FIG. 3 shows a flow diagram of a program for activating the valve 4 of the fuel vapor retention system.
  • the control unit 7 is designed to execute the program.
  • the program starts in a step S1.
  • the step S1 is executed, for example, at the start of operation of the engine 6.
  • a step S2 it is checked whether the predetermined operating condition BB, z. B. the stationary operation of the internal combustion engine 6, is present. If the predetermined operating condition BB is present, the processing is continued in a step S3, otherwise the step S2 is executed again.
  • step S3 it is checked whether the second time period T2 is shorter than another predetermined threshold value TH2.
  • the further predetermined threshold value TH2 is predetermined such that the degree of fuel vapor loading can not change significantly during this period and is preferably at most 15 seconds. If the condition is met in step S3, then the determination phase EP need not be performed and the processing is continued in step S4. In the step S4, the regeneration phase RP is performed and the program is ended in a step S5.
  • step S6 it is checked whether the second time period T2 is longer than the predetermined threshold value TH1. If this condition is not fulfilled, then the conditioning pulse KI is not required and the processing is continued in a step S7.
  • step S7 the determination phase EP is performed. If the determined fuel vapor loading degree is so large that the fuel vapor retention filter 2 is to be regenerated, then in step S4 the regeneration phase RP is performed and the program is terminated in step S5.
  • step S6 if the condition is satisfied in step S6, i. h., If the second period T2 is longer than the predetermined threshold TH1, then the valve 4 is driven in a step S8 with the conditioning pulse KI.
  • the valve 4 remains closed in a step S9 after the conditioning pulse KI until the end of the predetermined first time period T1 before the determination phase EP is performed in the step S7.
  • step S5 After completing the program in step S5, the program may be restarted in step S1. Furthermore, the program can also be terminated, for example, in step S5 if the predetermined operating condition BB is no longer present. The valve 4 is brought into its closed state at the termination of the program if necessary.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Supplying Secondary Fuel Or The Like To Fuel, Air Or Fuel-Air Mixtures (AREA)
  • Processes For Solid Components From Exhaust (AREA)

Abstract

Method involves determining the fuel vapor loading degree of fuel vapor restraint system. During the determination phase (EP) the degree of opening of the valve are increased gradually or continuously. The valves are controlled maximally in predetermined time in a first time period (T1) before the beginning of the determination phase, always by the conditioning stimulus (K1). The valves are closed before for the second time period (T2) which is larger than predetermined threshold value (TH1). The conditioning stimulus are so produced, that the valve opens and afterwards again closes for the predetermined opening time period.

Description

Die Erfindung betrifft ein Verfahren und eine entsprechende Vorrichtung zum Ansteuern eines Ventils eines Kraftstoffdampf-Rückhaltesystems einer Brennkraftmaschine zu einem Ermitteln eines Kraftstoffdampf-Beladungsgrads des Kraftstoffdampf-Rückhaltesystems.The invention relates to a method and a corresponding device for controlling a valve of a fuel vapor retention system of an internal combustion engine for determining a fuel vapor loading level of the fuel vapor retention system.

Ein Kraftstoffdampf-Rückhaltesystem ist beispielsweise in van Basshuysen, Schäfer, "Handbuch Verbrennungsmotor", 2. Auflage, Vieweg Verlag, 2002, Seiten 604 bis 607 offenbart. Ein solches Kraftstoffdampf-Rückhaltesystem ist z. B. in einem Kraftfahrzeug vorgesehen, um Kraftstoffdampf, der sich in einem Kraftstofftank durch Verdunsten bildet, aufzunehmen und zu speichern, so dass der Kraftstoffdampf nicht in die Umwelt entweichen kann. Als Speicher für den Kraftstoffdampf ist in dem Kraftstoffdampf-Rückhaltesystem ein Kraftstoffdampf-Rückhaltefilter vorgesehen, der z. B. Aktivkohle als Speichermedium nutzt. Der Kraftstoffdampf-Rückhaltefilter weist nur eine begrenzte Speicherkapazität für Kraftstoffdampf auf. Um den Kraftstoffdampf-Rückhaltefilter über einen langen Zeitraum nutzen zu können, muss dieser regeneriert werden. Bei dem Regenerieren saugt die Brennkraftmaschine den in dem Kraftstoffdampf-Rückhaltefilter gespeicherten Kraftstoffdampf an. Der Kraftstoffdampf wird so der Verbrennung in der Brennkraftmaschine zugeführt und die Aufnahmefähigkeit des Kraftstoffdampf-Rückhaltefilters für Kraftstoffdampf so wieder hergestellt. Zwischen dem Kraftstoffdampf-Rückhaltefilter und einem Saugrohr der Brennkraftmaschine ist ein Ventil des Kraftstoffdampf-Rückhaltesystems angeordnet zum Dosieren der Kraftstoffdampfmenge, die die Brennkraftmaschine aus dem Kraftstoffdampf-Rückhaltefilter ansaugt.A fuel vapor retention system is for example in van Basshuysen, Schäfer, "Manual combustion engine", 2nd edition, Vieweg Verlag, 2002, pages 604-607 disclosed. Such a fuel vapor retention system is z. B. provided in a motor vehicle to receive and store fuel vapor, which forms in a fuel tank by evaporation, so that the fuel vapor can not escape into the environment. 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. The fuel vapor retention filter has only a limited storage capacity for fuel vapor. In order to use the fuel vapor retention filter over a long period, it must be regenerated. During regeneration, the internal combustion engine sucks the fuel vapor stored in the fuel vapor retention filter. The fuel vapor is thus supplied to the combustion in the internal combustion engine and thus the capacity of the fuel vapor retention filter for fuel vapor is restored. Between the fuel vapor retention filter and a suction pipe of the internal combustion engine, a valve of the fuel vapor retention system is arranged for metering the amount of fuel vapor, which sucks the internal combustion engine from the fuel vapor retention filter.

In der DE 10 2004 022 999 B3 ist ein Verfahren offenbart zum Ermitteln einer Steuerkennlinie eines Ventils eines Kraftstoffdampf-Rückhaltesystems einer Brennkraftmaschine. Die Steuerkennlinie repräsentiert einen aktuellen Zusammenhang zwischen einem zur Ansteuerung des Ventils dienenden, pulsweiten modulierten Steuersignal und einer sich einstellenden Ventilstellung. Eine aktuell gültige Mindestpulsweite des Steuersignals, die zum Öffnen des Ventils aktuell erforderlich ist, wird ermittelt durch schrittweises Erhöhen der Pulsweite bis zur Detektion einer Abweichung eines momentanen Verhaltens der Brennkraftmaschine gegenüber einem stationären Verhalten der Brennkraftmaschine. Das schrittweise Erhöhen der Pulsweite beginnt bei einem vorgegebenen Wert der Pulsweite, der größer als Null und kleiner als ein Wert ist, der einer zu einem früheren Zeitpunkt ermittelten Mindestpulsweite entspricht.In the DE 10 2004 022 999 B3 a method is disclosed for determining a control characteristic of a valve of a fuel vapor retention system of an internal combustion engine. The control characteristic represents a current relationship between a pulse-width-modulated control signal serving to actuate the valve and a valve position that occurs. A currently valid minimum pulse width of the control signal, which is currently required to open the valve, is determined by gradually increasing the pulse width until detection of a deviation of a current behavior of the internal combustion engine relative to a stationary behavior of the internal combustion engine. The incremental increase of the pulse width begins at a predetermined value of the pulse width which is greater than zero and less than a value which corresponds to a minimum pulse width determined at an earlier point in time.

Die Aufgabe der Erfindung ist, ein Verfahren und eine entsprechende Vorrichtung zum Ansteuern eines Ventils eines Kraftstoffdampf-Rückhaltesystems zu schaffen, das ein zuverlässiges und präzises Ermitteln eines Kraftstoffdampf-Beladungsgrads des Kraftstoffdampf-Rückhaltesystems ermöglicht.The object of the invention is to provide a method and a corresponding device for actuating a valve of a fuel vapor retention system, which enables a reliable and precise determination of a fuel vapor loading level of the fuel vapor retention system.

Die Aufgabe wird gelöst durch die Merkmale der unabhängigen Patentansprüche. Vorteilhafte Weiterbildungen der Erfindung sind in den Unteransprüchen gekennzeichnet.The object is solved by the features of the independent claims. Advantageous developments of the invention are characterized in the subclaims.

Die Erfindung zeichnet sich aus durch ein Verfahren und eine entsprechende Vorrichtung zum Ansteuern eines Ventils eines Kraftstoffdampf-Rückhaltesystems einer Brennkraftmaschine. Zu einem Ermitteln eines Kraftstoffdampf-Beladungsgrads des Kraftstoffdampf-Rückhaltesystems wird während einer Ermittlungsphase ein Öffnungsgrad des Ventils schrittweise oder kontinuierlich erhöht. Ferner wird das Ventil maximal eine vorgegebene erste Zeitdauer vor einem Beginn der Ermittlungsphase zumindest immer dann durch einen Konditionierungsimpuls angesteuert, wenn das Ventil zuvor für eine zweite Zeitdauer geschlossen war, die länger ist als ein vorgegebener Schwellenwert. Der Konditionierungsimpuls wird so erzeugt, dass das Ventil maximal für eine vorgegebene Öffnungszeitdauer sicher öffnet und anschließend wieder schließt.The invention is characterized by a method and a corresponding device for driving a valve of a fuel vapor retention system of an internal combustion engine. For determining a fuel vapor loading rate of the fuel vapor retention system, an opening degree of the valve is increased stepwise or continuously during a determination phase. Furthermore, the valve is at least always a predetermined first time period before a start of the determination phase by a conditioning pulse when the valve was previously closed for a second period longer than a predetermined threshold. The conditioning pulse is generated so that the valve opens safely for a maximum of a predetermined opening period and then closes again.

Die Erfindung beruht auf der Erkenntnis, dass das Ventil des Kraftstoff-Rückhaltesystems bei einem ersten Öffnungsvorgang zu Beginn der Ermittlungsphase nach einer Betriebspause, die den vorgegebenen Schwellenwert übersteigt und während der das Ventil geschlossen ist, gegebenenfalls erst dann öffnet, wenn das Ventil abweichend von einer ansonsten gültigen Steuerkennlinie des Ventils mit einem stärkeren Steuersignal angesteuert wird. Dies entspricht einem "Kleben" des Ventils in seiner geschlossenen Stellung. Dadurch bleibt das Ventil zu Beginn der Ermittlungsphase geschlossen, obwohl es bereits geöffnet sein müsste, und öffnet bei der Ansteuerung mit dem stärkeren Steuersignal sprunghaft mit einem Öffnungsgrad, durch den der Brennkraftmaschine abhängig von dem Kraftstoffdampf-Beladungsgrad des Kraftstoffdampf-Rückhaltesystems gegebenenfalls eine zu große Kraftstoffdampfmenge zugeführt wird. Dies kann zu einer Beeinträchtigung des Betriebs der Brennkraftmaschine und zu einer Erhöhung des Schadstoffausstoßes führen. Durch das Vorsehen des Konditionierungsimpulses vor der Ermittlungsphase wird das Öffnungsverhalten des Ventils für die nachfolgende Ermittlungsphase verbessert, so dass diese zuverlässig und präzise erfolgen kann. Ferner kann eine Störung des Betriebs der Brennkraftmaschine durch eine geeignete Ausbildung des Konditionierungsimpulses reduziert oder verhindert werden, so dass ein zuverlässiger und schadstoffarmer Betrieb der Brennkraftmaschine möglich ist.The invention is based on the recognition that the valve of the fuel-retention system in a first opening operation at the beginning of the investigation phase after an off-period, which exceeds the predetermined threshold and during which the valve is closed, if necessary, opens only when the valve deviates from a otherwise valid control characteristic of the valve is driven with a stronger control signal. This corresponds to a "sticking" of the valve in its closed position. As a result, the valve remains closed at the beginning of the determination phase, although it should already be open, and opens when triggered with the stronger control signal abruptly with an opening degree, by the internal combustion engine depending on the fuel vapor loading level of the fuel vapor retention system, if necessary, an excessive amount of fuel vapor is supplied. This can lead to an impairment of the operation of the internal combustion engine and to an increase in pollutant emissions. By providing the conditioning pulse before the determination phase, the opening behavior of the valve for the subsequent determination phase is improved, so that it can be done reliably and precisely. Further, a malfunction of the operation of the internal combustion engine can be reduced or prevented by a suitable design of the conditioning pulse, so that a reliable and low-emission operation of the internal combustion engine is possible.

In einer vorteilhaften Ausgestaltung der Erfindung beträgt die vorgegebene Öffnungszeitdauer des Ventils bei dem Konditionierungsimpuls maximal 100 Millisekunden. Dies hat den Vorteil, dass die maximal während der Öffnungszeitdauer des Ventils durch das Ventil strömende Kraftstoffdampfmenge gering ist und dadurch nur eine geringe Störung des Betriebs der Brennkraftmaschine verursacht werden kann.In an advantageous embodiment of the invention, the predetermined opening duration of the valve in the conditioning pulse is a maximum of 100 milliseconds. This has the advantage that the maximum amount of fuel vapor flowing through the valve during the opening period of the valve is low is and thus only a small disturbance of the operation of the internal combustion engine can be caused.

In einer weiteren vorteilhaften Ausgestaltung der Erfindung beträgt die vorgegebene erste Zeitdauer etwa zwischen 0,5 und 15 Sekunden. Dies hat den Vorteil, dass während der vorgegebenen ersten Zeitdauer eine etwaige Störung des Betriebs der Brennkraftmaschine zuverlässig ausgeregelt werden kann, die durch die Kraftstoffdampfmenge verursacht ist, die der Brennkraftmaschine aufgrund des Konditionierungsimpulses gegebenenfalls zusätzlich zugeführt wird.In a further advantageous embodiment of the invention, the predetermined first time duration is approximately between 0.5 and 15 seconds. This has the advantage that during the predetermined first period of time any malfunction of the operation of the internal combustion engine can be reliably compensated, which is caused by the fuel vapor amount, which is optionally additionally supplied to the internal combustion engine due to the conditioning pulse.

In einer weiteren vorteilhaften Ausgestaltung der Erfindung beträgt der vorgegebene Schwellenwert mindestens 30 Sekunden. Dies hat den Vorteil, dass das Ventil nur dann mit dem Konditionierungsimpuls angesteuert wird, wenn das Risiko einer möglichen Beeinträchtigung des Öffnungsverhaltens des Ventils zu Beginn der Ermittlungsphase groß ist. Dieses Risiko steigt mit der zweiten Zeitdauer, während der das Ventil ununterbrochen geschlossen ist. Besonders vorteilhaft ist es, das Ventil bei dem ersten Öffnen nach einem Betriebsbeginn der Brennkraftmaschine mit dem Konditionierungsimpuls anzusteuern.In a further advantageous embodiment of the invention, the predetermined threshold is at least 30 seconds. This has the advantage that the valve is only activated with the conditioning pulse if the risk of a possible impairment of the opening behavior of the valve at the beginning of the determination phase is great. This risk increases with the second period of time during which the valve is continuously closed. It is particularly advantageous to actuate the valve with the conditioning pulse during the first opening after a start of operation of the internal combustion engine.

Ausführungsbeispiele der Erfindung sind im Folgenden anhand der schematischen Zeichnungen erläutert. Es zeigen:

Figur 1
ein Kraftstoffdampf-Rückhaltesystem,
Figur 2
ein zeitlicher Verlauf eines Steuersignals eines Ventils des Kraftstoffdampf-Rückhaltesystems und
Figur 3
ein Ablaufdiagramm eines Verfahrens zum Ansteuern des Ventils.
Embodiments of the invention are explained below with reference to the schematic drawings. Show it:
FIG. 1
a fuel vapor retention system,
FIG. 2
a time course of a control signal of a valve of the fuel vapor retention system and
FIG. 3
a flow diagram of a method for driving the valve.

Elemente gleicher Konstruktion oder Funktion sind figurenübergreifend mit den gleichen Bezugszeichen versehen.Elements of the same construction or function are provided across the figures with the same reference numerals.

Ein Kraftstoffdampf-Rückhaltesystem umfasst einen Kraftstoffdampf-Rückhaltefilter 2 mit einer Frischluftzuführung 3 und einem Ventil 4 (Figur 1). Der Kraftstoffdampf-Rückhaltefilter 2 ist eingangsseitig mit einem Kraftstofftank 1 gekoppelt. Kraftstoffdampf, der sich in dem Kraftstofftank 1 durch Verdunstung des Kraftstoffs in dem Kraftstofftank 1 sammelt, wird dem Kraftstoffdampf-Rückhaltefilter 2 zugeführt. Der Kraftstoffdampf-Rückhaltefilter 2 weist ein Speichermedium für Kraftstoffdampf auf, das z. B. Aktivkohle umfasst. Der Kraftstoffdampf-Rückhaltefilter 2 ist ausgangsseitig über das Ventil 4 mit einem Saugrohr 5 einer Brennkraftmaschine 6 gekoppelt.A fuel vapor retention system comprises a fuel vapor retention filter 2 with a fresh air supply 3 and a valve 4 (FIG. 1). The fuel vapor retention filter 2 is coupled on the input side to a fuel tank 1. Fuel vapor that accumulates in the fuel tank 1 by evaporation of the fuel in the fuel tank 1 is supplied to the fuel vapor retention filter 2. The fuel vapor retention filter 2 has a storage medium for fuel vapor, the z. B. activated carbon includes. The fuel vapor retention filter 2 is coupled on the output side via the valve 4 to a suction pipe 5 of an internal combustion engine 6.

Ferner ist eine Steuereinheit 7 vorgesehen, die mit dem Ventil 4 gekoppelt ist und die ausgebildet ist, diesem ein Steuersignal zuzuführen zum Öffnen und Schließen des Ventils 4. Das Steuersignal ist beispielsweise pulsweitenmoduliert und ein Wert PWM des Steuersignals ist durch eine zugehörige Pulsweite vorgegeben. Das Steuersignal kann jedoch auch anders ausgebildet sein.Further, a control unit 7 is provided, which is coupled to the valve 4 and which is designed to supply a control signal to open and close the valve 4. The control signal is for example pulse width modulated and a value PWM of the control signal is predetermined by an associated pulse width. However, the control signal can also be designed differently.

Die Steuereinheit 7 ist ferner mit der Brennkraftmaschine 6 gekoppelt und ausgebildet zum Zuführen von Stellsignalen zu Stellgliedern der Brennkraftmaschine 6 und zum Erfassen von Sensorsignalen von Sensoren der Brennkraftmaschine 6. Die Stellglieder der Brennkraftmaschine 6 umfassen beispielsweise eine Drosselklappe oder Einspritzventile der Brennkraftmaschine 6. Die Sensoren der Brennkraftmaschine 6 umfassen beispielsweise einen Sauerstoffkonzentrationssensor, der auch als Lambdasonde bezeichnet wird und der einen Restsauerstoffgehalt in dem Abgas der Brennkraftmaschine 6 erfasst, oder einen Temperatursensor zum Erfassen einer Temperatur der Brennkraftmaschine 6. Die Steuereinheit 7 ist ausgebildet, abhängig von dem erfassten Restsauerstoffgehalt des Abgases eine Kraftstoffzumessung der Brennkraftmaschine 6 durch entsprechendes Ansteuern der Einspritzventile zu regeln, so dass sich ein vorgegebenes Luft/Kraftstoffverhältnis für die Verbrennung ergibt.The control unit 7 is further coupled to the internal combustion engine 6 and adapted to supply actuating signals to actuators of the internal combustion engine 6 and to detect sensor signals from sensors of the internal combustion engine 6. The actuators of the internal combustion engine 6 include, for example, a throttle valve or injectors of the internal combustion engine 6. Die Sensors der Internal combustion engine 6 includes, for example, an oxygen concentration sensor, which is also referred to as a lambda probe and detects a residual oxygen content in the exhaust gas of the internal combustion engine 6, or a temperature sensor for detecting a temperature of the internal combustion engine 6. The control unit 7 is formed, depending on the detected residual oxygen content of the exhaust gas To control fuel metering of the internal combustion engine 6 by correspondingly driving the injection valves, so that a given air / fuel ratio results for the combustion.

Der Kraftstoffdampf aus dem Kraftstofftank 1 wird in dem Kraftstoffdampf-Rückhaltefilter 2 gespeichert, insbesondere während Betriebspausen der Brennkraftmaschine. Durch das Speichern des Kraftstoffdampfs in dem Kraftstoffdampf-Rückhaltefilter 2 wird verhindert, dass der Kraftstoffdampf ungenutzt in die Umwelt entweicht. Die Speicherkapazität des Kraftstoffdampf-Rückhaltefilters 2 ist jedoch begrenzt. Zum Regenerieren des Kraftstoffdampf-Rückhaltefilters 2 wird das Ventil 4 während eines Betriebs der Brennkraftmaschine 6 geöffnet und der gespeicherte Kraftstoffdampf der Verbrennung in der Brennkraftmaschine 6 zugeführt. Der Kraftstoffdampf in dem Kraftstoffdampf-Rückhaltefilter 2 wird bei geöffnetem Ventil 4 durch einen Unterdruck in dem Saugrohr 5 während des Betriebs der Brennkraftmaschine 6 zusammen mit Frischluft angesaugt. Der Kraftstoffdampf-Rückhaltefilter 2 wird durch die Frischluft gespült, die durch die Frischluftzuführung 3 angesaugt wird, und kann nachfolgend erneut Kraftstoffdampf aus dem Kraftstofftank 1 aufnehmen und speichern.The fuel vapor from the fuel tank 1 is stored in the fuel vapor retention filter 2, in particular during operating pauses of the internal combustion engine. By storing the fuel vapor in the fuel vapor retention filter 2, the fuel vapor is prevented from escaping into the environment unused. However, the storage capacity of the fuel vapor retention filter 2 is limited. For regenerating the fuel vapor retention filter 2, the valve 4 is opened during an operation of the internal combustion engine 6 and the stored fuel vapor is supplied to the combustion in the internal combustion engine 6. The fuel vapor in the fuel vapor retention filter 2 is sucked in with open valve 4 by a negative pressure in the intake manifold 5 during operation of the internal combustion engine 6 together with fresh air. The fuel vapor retention filter 2 is purged by the fresh air sucked in by the fresh air supply 3 and can subsequently receive and store fuel vapor from the fuel tank 1 again.

Ein Kraftstoffdampf-Beladungsgrad des Kraftstoffdampf-Rückhaltesystems, insbesondere des Kraftstoffdampf-Rückhaltefilters 2, ist zu einem Betriebsbeginn der Brennkraftmaschine 6 sowie nach weiteren Betriebspausen des Kraftstoffdampf-Rückhaltesystems, während der das Ventil 4 geschlossen ist, unbekannt. So ist insbesondere unbekannt, welche Kraftstoffdampfmenge der Brennkraftmaschine 6 für die Verbrennung tatsächlich zugeführt wird, wenn das Ventil 4 mit einem vorgegebenen Öffnungsgrad geöffnet wird. Für einen zuverlässigen und schadstoffarmen Betrieb der Brennkraftmaschine 6 muss jedoch die Kraftstoffdampfmenge berücksichtigt werden, die durch das Kraftstoffdampf-Rückhaltesystem der Verbrennung zusätzlich zugeführt wird.A fuel vapor loading rate of the fuel vapor retention system, in particular of the fuel vapor retention filter 2, is unknown at a start of operation of the internal combustion engine 6 and after further periods of operation of the fuel vapor retention system during which the valve 4 is closed. In particular, it is unknown which fuel vapor quantity of the internal combustion engine 6 is actually supplied to the combustion when the valve 4 is opened with a predetermined opening degree. For a reliable and low-emission operation of the internal combustion engine 6, however, the amount of fuel vapor has to be taken into account, which is additionally supplied by the fuel vapor retention system of the combustion.

Daher ist eine Ermittlungsphase EP vorgesehen, die vorzugsweise bei Vorliegen einer vorgegebenen Betriebsbedingung BB oder eines vorgegebenen Betriebszustands der Brennkraftmaschine 6, z. B. bei Vorliegen eines stationären Betriebs der Brennkraftmaschine 6, durchgeführt wird (Figur 2). Während der Ermittlungsphase EP wird das Ventil 4 so angesteuert, dass ein Öffnungsgrad des Ventils 4 schrittweise oder kontinuierlich erhöht wird ausgehend von einem geschlossenen Zustand des Ventils 4. Dadurch wird der Brennkraftmaschine 6 nur sehr wenig Kraftstoffdampf zugeführt und die Steuereinheit 7 kann die der Verbrennung insgesamt je Arbeitstakt zugeführte Kraftstoffmenge durch entsprechendes Verringern der durch die Einspritzventile zugeführten Kraftstoffmenge zuverlässig regeln. Das Regeln der Kraftstoffmenge erfolgt beispielsweise abhängig von dem erfassten Restsauerstoffgehalt in dem Abgas der Brennkraftmaschine 6. Der Kraftstoffdampf-Beladungsgrad wird bevorzugt abhängig von einem erforderlichen Korrekturgrad der durch die Einspritzventile der Verbrennung zugeführten Kraftstoffmenge ermittelt, der sich ergibt bei im Wesentlichen unverändertem Restsauerstoffgehalt in dem Abgas der Brennkraftmaschine 6. Ferner wird der Kraftstoffdampf-Beladungsgrad abhängig von dem Öffnungsgrad des Ventils 4 ermittelt. Je weiter das Ventil 4 geöffnet ist, desto größer ist die der Verbrennung zuführbare Kraftstoffdampfmenge.Therefore, a determination phase EP is provided which preferably in the presence of a predetermined operating condition BB or a predetermined operating condition of the internal combustion engine 6, z. B. in the presence of a stationary operation of the internal combustion engine 6, is carried out (Figure 2). During the determination phase EP, the valve 4 is controlled so that an opening degree of the valve 4 is gradually or continuously increased, starting from a closed state of the valve 4. Thus, the internal combustion engine 6 is supplied only very little fuel vapor and the control unit 7, the total combustion control the amount of fuel supplied per operating stroke by appropriately reducing the amount of fuel supplied by the injectors. The fuel quantity is regulated, for example, as a function of the detected residual oxygen content in the exhaust gas of the internal combustion engine 6. The fuel vapor charge level is preferably determined as a function of a required degree of correction of the fuel quantity supplied by the injection valves of the combustion, which results with substantially unchanged residual oxygen content in the exhaust gas the internal combustion engine 6. Further, the degree of fuel vapor loading is determined depending on the opening degree of the valve 4. The farther the valve 4 is opened, the larger the amount of fuel vapor that can be supplied to the combustion.

Das Regenerieren des Kraftstoffdampf-Rückhaltefilters 2 erfolgt im Wesentlichen während einer Regenerierphase RP. Voraussetzung für ein Durchführen der Regenerierphase RP ist ein bekannter aktueller Kraftstoffdampf-Beladungsgrad des Kraftstoffdampf-Rückhaltefilters 2. Dadurch ist eine entsprechende Korrektur der durch die Einspritzventile der Verbrennung zugeführten Kraftstoffmenge abhängig von dem Kraftstoffdampf-Beladungsgrad des Kraftstoffdampf-Rückhaltefilters 2 und dem Öffnungsgrad des Ventils 4 während der Regenerierphase RP möglich. Ferner kann das Ventil 4 durch die Steuereinheit 7 so angesteuert werden, dass eine vorgegebene Kraftstoffdampfmenge der Brennkraftmaschine zugeführt wird. Die Ermittlungsphase EP wird zeitlich unmittelbar oder in nur geringem zeitlichen Abstand vor der Regenerierphase RP durchgeführt, so dass der während der Ermittlungsphase EP ermittelte Kraftstoffdampf-Beladungsgrad zu Beginn der nachfolgenden Regenerierphase RP noch aktuell ist. Vorzugsweise beträgt der zeitliche Abstand nicht mehr als fünfzehn Sekunden. Während der Regenerierphase RP wird der Kraftstoffdampf-Beladungsgrad vorzugsweise weiter ermittelt, so dass der jeweils aktuelle Kraftstoffdampf-Beladungsgrad für das Ansteuern des Ventils 4 zur Verfügung steht.The regeneration of the fuel vapor retention filter 2 takes place essentially during a regeneration phase RP. A prerequisite for performing the regeneration phase RP is a known current fuel vapor loading level of the fuel vapor retention filter 2. As a result, a corresponding correction of the amount of fuel supplied by the injection valves of the combustion depending on the fuel vapor loading level of the fuel vapor retention filter 2 and the opening degree of the valve. 4 during the regeneration phase RP possible. Further, the valve 4 can be controlled by the control unit 7 so that a predetermined amount of fuel vapor the internal combustion engine is supplied. The determination phase EP is performed immediately in time or only a short time interval before the regeneration phase RP, so that the determined during the determination phase EP fuel vapor loading level at the beginning of the subsequent regeneration phase RP is still current. Preferably, the time interval is not more than fifteen seconds. During the regeneration phase RP, the degree of fuel vapor loading is preferably further determined, so that the respectively current fuel vapor charge level is available for the activation of the valve 4.

Versuche haben jedoch gezeigt, dass das Ventil 4 nach Betriebspausen des Ventils 4 und insbesondere bei einem erstmaligen Öffnen des Ventils 4 nach einem Betriebsbeginn der Brennkraftmaschine 6 zu Beginn der Ermittlungsphase EP nicht wie vorgesehen öffnet. Das Ventil "klebt" in seinem geschlossenen Zustand. Für das erstmalige Öffnen nach der Betriebspause ist dann ein höherer Wert PWM eines Steuersignals des Ventils 4 erforderlich als für nachfolgende Öffnungsvorgänge des Ventils 4, bei denen das Ventil 4 zuvor nur für einige Sekunden oder für wenige Minuten, z. B. ein bis zwei Minuten, geschlossen war.Experiments have shown, however, that the valve 4 does not open as intended after operating pauses of the valve 4, and in particular when the valve 4 is first opened after a start of operation of the internal combustion engine 6 at the beginning of the determination phase EP. The valve "sticks" in its closed state. For the first time opening after the break in operation then a higher value PWM a control signal of the valve 4 is required as for subsequent opening operations of the valve 4, in which the valve 4 previously only for a few seconds or for a few minutes, z. B. one to two minutes, was closed.

Das Öffnungsverhalten des Ventils 4 zu Beginn der Ermittlungsphase EP kann verbessert werden durch Ansteuern des Ventils 4 durch einen Konditionierungsimpuls KI vor Beginn der Ermittlungsphase EP. Die Ermittlungsphase EP beginnt eine vorgegebene erste Zeitdauer T1 nach einem Beginn des Konditionierungsimpulses KI. Die vorgegebene erste Zeitdauer T1 wird bevorzugt vorgegeben abhängig von einer erwarteten Laufzeit des Kraftstoffdampfs von dem Ventil 4 bis in die Verbrennungsräume der Brennkraftmaschine 6 und/oder abhängig von einer Zeitdauer, die für das Ausregeln der Störung durch den eingebrachten Kraftstoffdampf voraussichtlich erforderlich ist. Vorzugsweise beträgt die vorgegebene erste Zeitdauer T1 zwischen etwa 0,5 und fünfzehn Sekunden, sie kann jedoch auch kürzer oder länger sein. Insbesondere kann die Ermittlungsphase EP auch unmittelbar nach dem Konditionierungsimpuls KI durchgeführt werden.The opening behavior of the valve 4 at the beginning of the determination phase EP can be improved by activating the valve 4 by a conditioning pulse KI before the beginning of the determination phase EP. The determination phase EP begins a predetermined first time period T1 after a start of the conditioning pulse KI. The predefined first time duration T1 is preferably predetermined as a function of an expected transit time of the fuel vapor from the valve 4 into the combustion chambers of the internal combustion engine 6 and / or depending on a period of time which is expected to be required for the regulation of the disturbance by the introduced fuel vapor. Preferably, the predetermined first time period T1 is between about 0.5 and fifteen seconds, but it may be be shorter or longer. In particular, the determination phase EP can also be carried out immediately after the conditioning pulse KI.

Durch den Konditionierungsimpuls KI wird das Ventil 4 in einen Zustand gebracht, der es ermöglicht, das Ventil 4 in der nachfolgenden Ermittlungsphase EP entsprechend einer vorgegebenen Steuerkennlinie schrittweise oder kontinuierlich zu öffnen. Der Konditionierungsimpuls KI ist so ausgebildet, dass das Ventil 4 für eine Öffnungszeitdauer TO von vorzugsweise maximal 100 Millisekunden sicher öffnet und anschließend wieder schließt. Das Ventil 4 wird zum sicheren und zuverlässigen Öffnen mit einem Wert PWM des Steuersignals angesteuert, der deutlich über einem Mindestwert des Steuersignals zum Öffnen des Ventils 4 liegt, z. B. bei dem Zwei- oder Dreifachen des Mindestwerts. Abhängig von einer Ausgestaltung des Ventils 4 kann auch ein größerer oder kleinerer Wert PWM des Steuersignals für das sichere Öffnen des Ventils 4 geeignet sein. Der Mindestwert des Steuersignals zum Öffnen des Ventils 4 ist beispielsweise durch die Steuerkennlinie des Ventils 4 vorgegeben. Der Konditionierungsimpuls KI ist ferner so ausgebildet, dass auch bei einem hohen Kraftstoffdampf-Beladungsgrad des Kraftstoffdampf-Rückhaltefilters 2 nur so wenig Kraftstoffdampf in die Brennkraftmaschine 6 gelangt, dass dadurch der Betrieb der Brennkraftmaschine 6 nicht wesentlich gestört wird, d. h. die zusätzlich eingebrachte unbekannte Kraftstoffmenge zuverlässig durch die Steuereinheit 7 ausgeregelt werden kann. Besonders vorteilhaft ist es, das Ventil 4 durch den Konditionierungsimpuls KI vor der Ermittlungsphase EP zumindest immer dann anzusteuern, wenn das Ventil 4 zuvor für eine zweite Zeitdauer T2 geschlossen war und die zweite Zeitdauer T2 länger ist als ein vorgegebener Schwellenwert TH1, der beispielsweise mindestens 30 Sekunden beträgt. Die zweite Zeitdauer T2 entspricht der Betriebspause des Ventils 4.By the conditioning pulse KI, the valve 4 is brought into a state which makes it possible to open the valve 4 in the subsequent determination phase EP stepwise or continuously in accordance with a predetermined control characteristic. The conditioning pulse KI is designed so that the valve 4 safely opens for an opening period TO of preferably a maximum of 100 milliseconds and then closes again. The valve 4 is controlled for safe and reliable opening with a value PWM of the control signal, which is well above a minimum value of the control signal to open the valve 4, z. B. at two or three times the minimum value. Depending on an embodiment of the valve 4, a larger or smaller value PWM of the control signal for the safe opening of the valve 4 may be suitable. The minimum value of the control signal for opening the valve 4 is predetermined, for example, by the control characteristic of the valve 4. The conditioning pulse KI is further designed so that even with a high degree of fuel vapor loading of the fuel vapor retention filter 2 so little fuel vapor enters the engine 6, thereby the operation of the internal combustion engine 6 is not significantly disturbed, ie the additionally introduced unknown fuel quantity reliable can be adjusted by the control unit 7. It is particularly advantageous to actuate the valve 4 by the conditioning pulse KI before the determination phase EP at least whenever the valve 4 was previously closed for a second time period T2 and the second time duration T2 is longer than a predefined threshold value TH1, which is at least 30, for example Seconds. The second time period T2 corresponds to the operating pause of the valve 4.

Figur 3 zeigt ein Ablaufdiagramm eines Programms zum Ansteuern des Ventils 4 des Kraftstoffdampf-Rückhaltesystems. Bevorzugt ist die Steuereinheit 7 ausgebildet, das Programm auszuführen. Das Programm beginnt in einem Schritt S1. Der Schritt S1 wird beispielsweise bei zu dem Betriebsbeginn der Brennkraftmaschine 6 ausgeführt. In einem Schritt S2 wird überprüft, ob die vorgegebene Betriebsbedingung BB, z. B. der stationäre Betrieb der Brennkraftmaschine 6, vorliegt. Liegt die vorgegebene Betriebsbedingung BB vor, dann wird die Bearbeitung in einem Schritt S3 fortgeführt, andernfalls wird der Schritt S2 erneut ausgeführt.FIG. 3 shows a flow diagram of a program for activating the valve 4 of the fuel vapor retention system. Preferably, the control unit 7 is designed to execute the program. The program starts in a step S1. The step S1 is executed, for example, at the start of operation of the engine 6. In a step S2, it is checked whether the predetermined operating condition BB, z. B. the stationary operation of the internal combustion engine 6, is present. If the predetermined operating condition BB is present, the processing is continued in a step S3, otherwise the step S2 is executed again.

In dem Schritt S3 wird überprüft, ob die zweite Zeitdauer T2 kürzer ist als ein weiterer vorgegebener Schwellenwert TH2. Der weitere vorgegebene Schwellenwert TH2 ist so vorgegeben, dass sich der Kraftstoffdampf-Beladungsgrad während dieser Zeitdauer nicht wesentlich verändern kann und beträgt vorzugsweise maximal 15 Sekunden. Ist die Bedingung in dem Schritt S3 erfüllt, dann braucht die Ermittlungsphase EP nicht durchgeführt werden und die Bearbeitung wird in einem Schritt S4 fortgeführt. In dem Schritt S4 wird die Regenerierphase RP durchgeführt und das Programm in einem Schritt S5 beendet.In step S3, it is checked whether the second time period T2 is shorter than another predetermined threshold value TH2. The further predetermined threshold value TH2 is predetermined such that the degree of fuel vapor loading can not change significantly during this period and is preferably at most 15 seconds. If the condition is met in step S3, then the determination phase EP need not be performed and the processing is continued in step S4. In the step S4, the regeneration phase RP is performed and the program is ended in a step S5.

Ist die Bedingung in dem Schritt S3 nicht erfüllt, d. h., die zweite Zeitdauer T2 ist mindestens so lang wie der weitere vorgegebene Schwellenwert TH2, dann wird die Bearbeitung in einem Schritt S6 fortgeführt. In dem Schritt S6 wird überprüft, ob die zweite Zeitdauer T2 länger ist als der vorgegebene Schwellenwert TH1. Ist diese Bedingung nicht erfüllt, dann ist der Konditionierungsimpuls KI nicht erforderlich und die Bearbeitung wird in einem Schritt S7 fortgeführt. In dem Schritt S7 wird die Ermittlungsphase EP durchgeführt. Falls der ermittelte Kraftstoffdampf-Beladungsgrad so groß ist, dass der Kraftstoffdampf-Rückhaltefilter 2 regeneriert werden soll, dann wird in dem Schritt S4 die Regenerierphase RP durchgeführt und das Programm in dem Schritt S5 beendet.If the condition is not met in step S3, ie, the second time period T2 is at least as long as the further predetermined threshold value TH2, then the processing is continued in a step S6. In step S6, it is checked whether the second time period T2 is longer than the predetermined threshold value TH1. If this condition is not fulfilled, then the conditioning pulse KI is not required and the processing is continued in a step S7. In the step S7, the determination phase EP is performed. If the determined fuel vapor loading degree is so large that the fuel vapor retention filter 2 is to be regenerated, then in step S4 the regeneration phase RP is performed and the program is terminated in step S5.

Ist die Bedingung in dem Schritt S6 jedoch erfüllt, d. h., ist die zweite Zeitdauer T2 länger als der vorgegebene Schwellenwert TH1, dann wird das Ventil 4 in einem Schritt S8 mit dem Konditionierungsimpuls KI angesteuert. Gegebenenfalls bleibt das Ventil 4 in einem Schritt S9 nach dem Konditionierungsimpuls KI bis zum Ablauf der vorgegebenen ersten Zeitdauer T1 geschlossen, bevor in dem Schritt S7 die Ermittlungsphase EP durchgeführt wird.However, if the condition is satisfied in step S6, i. h., If the second period T2 is longer than the predetermined threshold TH1, then the valve 4 is driven in a step S8 with the conditioning pulse KI. Optionally, the valve 4 remains closed in a step S9 after the conditioning pulse KI until the end of the predetermined first time period T1 before the determination phase EP is performed in the step S7.

Nach dem Beenden des Programms in dem Schritt S5 kann das Programm in dem Schritt S1 erneut gestartet werden. Ferner kann das Programm beispielsweise auch dann in dem Schritt S5 beendet werden, wenn die vorgegebene Betriebsbedingung BB nicht mehr vorliegt. Das Ventil 4 wird, falls erforderlich, bei dem Beenden des Programms in seinen geschlossenen Zustand gebracht.After completing the program in step S5, the program may be restarted in step S1. Furthermore, the program can also be terminated, for example, in step S5 if the predetermined operating condition BB is no longer present. The valve 4 is brought into its closed state at the termination of the program if necessary.

Claims (5)

Verfahren zum Ansteuern eines Ventils (4) eines Kraftstoffdampf-Rückhaltesystems einer Brennkraftmaschine (6), bei dem zu einem Ermitteln eines Kraftstoffdampf-Beladungsgrads des Kraftstoffdampf-Rückhaltesystems: - während einer Ermittlungsphase (EP) ein Öffnungsgrad des Ventils (4) schrittweise oder kontinuierlich erhöht wird und - das Ventil (4) maximal eine vorgegebene erste Zeitdauer (T1) vor einem Beginn der Ermittlungsphase (EP) zumindest immer dann durch einen Konditionierungsimpuls (KI) angesteuert wird, wenn das Ventil (4) zuvor für eine zweite Zeitdauer (T2) geschlossen war, die länger ist als ein vorgegebener Schwellenwert (TH1), wobei der Konditionierungsimpuls (KI) so erzeugt wird, dass das Ventil (4) maximal für eine vorgegebene Öffnungszeitdauer (TO) sicher öffnet und anschließend wieder schließt. Method for activating a valve (4) of a fuel vapor retention system of an internal combustion engine (6), in which for determining a fuel vapor loading level of the fuel vapor retention system: - During a determination phase (EP), an opening degree of the valve (4) is increased gradually or continuously and - The valve (4) a maximum of a predetermined first time period (T1) before a start of the determination phase (EP) at least always by a conditioning pulse (KI) is driven when the valve (4) was previously closed for a second period of time (T2) , which is longer than a predetermined threshold value (TH1), wherein the conditioning pulse (KI) is generated so that the valve (4) for a predetermined opening period (TO) opens safely and then closes again. Verfahren nach Anspruch 1, bei dem die vorgegebene Öffnungszeitdauer (TO) des Ventils (4) bei dem Konditionierungsimpuls (KI) maximal 100 Millisekunden beträgt.The method of claim 1, wherein the predetermined opening period (TO) of the valve (4) in the conditioning pulse (KI) is a maximum of 100 milliseconds. Verfahren nach einem der vorstehenden Ansprüche, bei dem die vorgegebene erste Zeitdauer (T1) etwa zwischen 0,5 und 15 Sekunden beträgt.Method according to one of the preceding claims, in which the predetermined first time duration (T1) is approximately between 0.5 and 15 seconds. Verfahren nach einem der vorstehenden Ansprüche, bei dem der vorgegebene Schwellenwert (TH1) mindestens 30 Sekunden beträgt.Method according to one of the preceding claims, in which the predetermined threshold (TH1) is at least 30 seconds. Vorrichtung zum Ansteuern eines Ventils (4) eines Kraftstoffdampf-Rückhaltesystems einer Brennkraftmaschine (6), die zu einem Ermitteln eines Kraftstoffdampf-Beladungsgrads des Kraftstoffdampf-Rückhaltesystems ausgebildet ist: - zum schrittweisen oder kontinuierlichen Erhöhen eines Öffnungsgrads des Ventils (4) während einer Ermittlungsphase (EP), - zum Ansteuern des Ventils (4) durch einen Konditionierungsimpuls (KI) maximal eine vorgegebene erste Zeitdauer (T1) vor einem Beginn der Ermittlungsphase (EP) zumindest immer dann, wenn das Ventil (4) zuvor für eine zweite Zeitdauer (T2) geschlossen war, die länger ist als ein vorgegebener Schwellenwert (TH1), und - zum Erzeugen des Konditionierungsimpuls (KI) so, dass das Ventil (4) maximal für eine vorgegebene Öffnungszeitdauer (TO) sicher öffnet und anschließend wieder schließt. Device for controlling a valve (4) of a fuel vapor retention system of an internal combustion engine (6), which is designed to determine a fuel vapor loading level of the fuel vapor retention system: for incrementally or continuously increasing an opening degree of the valve (4) during a determination phase (EP), - For driving the valve (4) by a conditioning pulse (KI) at most a predetermined first time period (T1) before a start of the determination phase (EP) at least whenever the valve (4) was previously closed for a second period of time (T2) which is longer than a predetermined threshold (TH1), and - For generating the conditioning pulse (KI) so that the valve (4) opens a maximum for a predetermined opening period (TO) and then closes again.
EP06123911A 2006-01-19 2006-11-13 Method and apparatus for controlling the valve of a canister purge system Withdrawn EP1811156A3 (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102006002717A DE102006002717B3 (en) 2006-01-19 2006-01-19 Method for controlling valve of fuel vapor restraint system of internal-combustion engine involves increasing degree of opening of valve gradually or continuously during determination phase

Publications (2)

Publication Number Publication Date
EP1811156A2 true EP1811156A2 (en) 2007-07-25
EP1811156A3 EP1811156A3 (en) 2009-12-23

Family

ID=37930387

Family Applications (1)

Application Number Title Priority Date Filing Date
EP06123911A Withdrawn EP1811156A3 (en) 2006-01-19 2006-11-13 Method and apparatus for controlling the valve of a canister purge system

Country Status (5)

Country Link
US (1) US7441550B2 (en)
EP (1) EP1811156A3 (en)
JP (1) JP2007192229A (en)
KR (1) KR101377625B1 (en)
DE (1) DE102006002717B3 (en)

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102007008119B4 (en) * 2007-02-19 2008-11-13 Continental Automotive Gmbh Method for controlling an internal combustion engine and internal combustion engine
DE102008022079A1 (en) * 2008-05-05 2009-11-19 Continental Automotive Gmbh Method and device for controlling a tank ventilation valve
JP4587133B2 (en) * 2008-06-04 2010-11-24 株式会社デンソー Fuel supply device
DE102009026690A1 (en) * 2008-06-04 2009-12-10 DENSO CORPORATION, Kariya-shi The fuel feeding apparatus
DE102008030089A1 (en) * 2008-06-25 2010-01-07 Continental Automotive Gmbh Method and device for controlling a tank ventilation device for a motor vehicle
DE102013202433A1 (en) * 2013-02-14 2014-08-14 Bayerische Motoren Werke Aktiengesellschaft Control method for adjusting the hydrocarbon concentration in an activated carbon filter of a motor vehicle
FR3022606B1 (en) * 2014-06-19 2016-06-24 Continental Automotive France METHOD FOR DETERMINING THE POINT OF OPENING A VALVE
DE102014219499B4 (en) 2014-09-26 2019-06-13 Continental Automotive Gmbh Method and device for controlling an internal combustion engine during a tank ventilation period
DE102019205845A1 (en) * 2019-04-24 2020-10-29 Volkswagen Aktiengesellschaft Method for controlling a negative pressure in an intake manifold of an internal combustion engine of a motor vehicle, control device of a motor vehicle and motor vehicle

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5190015A (en) * 1991-02-05 1993-03-02 Toyota Jidosha Kabushiki Kaisha Evaporated fuel discharge suppressing apparatus for an internal combustion engine
WO2002020962A1 (en) * 2000-09-04 2002-03-14 Robert Bosch Gmbh Method for generating the time-delay of an electromagnetic tank bleeder valve
DE10155363A1 (en) * 2001-11-10 2003-05-22 Bayerische Motoren Werke Ag Fuel tank ventilation valve delivers controlled air flow over filter adsorption mass to take fuel vapor under electronic control according to measured values from lambda probe at exhaust side
DE10310109A1 (en) * 2003-03-06 2004-09-16 Carl Freudenberg Kg Device for the dosed injection of volatile fuel constituents into the inlet of a motor vehicle combustion engine has sensor control of valve throttle
DE10323869A1 (en) * 2003-05-26 2004-12-30 Siemens Ag Fuel vapor operating method for a regenerating valve in a fuel vapor retention system triggers the regenerating valve with a control signal
DE102004022999B3 (en) * 2004-05-10 2005-12-22 Siemens Ag Determining fuel vapor retention system regeneration valve control characteristic involves starting stepwise increase in pulse width at value greater than null, smaller than value corresponding to previously determined minimum pulse width

Family Cites Families (20)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3502573C3 (en) * 1985-01-26 2002-04-25 Bosch Gmbh Robert Device for venting fuel tanks
JPH0774673B2 (en) * 1986-02-14 1995-08-09 本田技研工業株式会社 Abnormal processing method of solenoid valve current control device
JPH0718390B2 (en) * 1986-09-26 1995-03-06 日産自動車株式会社 Fuel evaporative gas purge amount control device
DE3715591A1 (en) * 1987-05-09 1988-11-17 Gewerk Eisenhuette Westfalia DEVICE AND METHOD FOR MONITORING THE SWITCHING STATE OF SOLENOID VALVES IN ELECTROHYDRAULIC REMOVAL CONTROLS AND THE LIKE.
US5243296A (en) * 1990-11-06 1993-09-07 Tokimec Inc. Method and apparatus for checking operation of solenoid
US5351193A (en) * 1991-07-01 1994-09-27 General Motors Corporation Canister purge control method
DE4218541C2 (en) * 1992-06-05 2003-02-13 Bosch Gmbh Robert System for controlling an actuator in a motor vehicle
US5623914A (en) * 1994-05-09 1997-04-29 Nissan Motor Co., Ltd. Air/fuel ratio control apparatus
DE4427688C2 (en) * 1994-08-04 1998-07-23 Siemens Ag Method for checking the functionality of a tank ventilation system for a motor vehicle
GB9420617D0 (en) * 1994-10-13 1994-11-30 Lucas Ind Plc Drive circuit
JPH11505584A (en) * 1995-05-19 1999-05-21 ジーメンス エレクトリック リミテッド Canister purge device with improved purge valve
DE19610169B4 (en) * 1996-03-15 2007-08-02 Robert Bosch Gmbh Method for adapting the delay time of an electromagnetic tank vent valve
DE19719602A1 (en) 1997-05-09 1998-11-12 Fahrzeugklimaregelung Gmbh Electronic control circuit
US5921224A (en) * 1997-10-10 1999-07-13 General Motors Corporation Exhaust gas recirculation valve control
US6148804A (en) * 1999-11-22 2000-11-21 Daimlerchrysler Corporation Duty cycling feature for the proportional purge solenoid to improve low flow resolution
US6283095B1 (en) * 1999-12-16 2001-09-04 Bombardier Motor Corporation Of America Quick start fuel injection apparatus and method
US6364281B1 (en) * 2000-03-22 2002-04-02 Eaton Corporation Method of energizing solenoid operated valves
DE10018209A1 (en) * 2000-04-12 2001-10-25 Bosch Gmbh Robert Method and device for flow control, in particular of fuel vapors in tank ventilation systems of motor vehicles
US6966325B2 (en) * 2002-09-20 2005-11-22 Advanced Neuromodulation Systems, Inc. Method for manipulating dosage control apparatus
DE10252826B4 (en) * 2002-11-13 2006-03-30 Siemens Ag Method for controlling a regeneration valve of a fuel vapor retention system

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5190015A (en) * 1991-02-05 1993-03-02 Toyota Jidosha Kabushiki Kaisha Evaporated fuel discharge suppressing apparatus for an internal combustion engine
WO2002020962A1 (en) * 2000-09-04 2002-03-14 Robert Bosch Gmbh Method for generating the time-delay of an electromagnetic tank bleeder valve
DE10155363A1 (en) * 2001-11-10 2003-05-22 Bayerische Motoren Werke Ag Fuel tank ventilation valve delivers controlled air flow over filter adsorption mass to take fuel vapor under electronic control according to measured values from lambda probe at exhaust side
DE10310109A1 (en) * 2003-03-06 2004-09-16 Carl Freudenberg Kg Device for the dosed injection of volatile fuel constituents into the inlet of a motor vehicle combustion engine has sensor control of valve throttle
DE10323869A1 (en) * 2003-05-26 2004-12-30 Siemens Ag Fuel vapor operating method for a regenerating valve in a fuel vapor retention system triggers the regenerating valve with a control signal
DE102004022999B3 (en) * 2004-05-10 2005-12-22 Siemens Ag Determining fuel vapor retention system regeneration valve control characteristic involves starting stepwise increase in pulse width at value greater than null, smaller than value corresponding to previously determined minimum pulse width

Also Published As

Publication number Publication date
DE102006002717B3 (en) 2007-05-24
JP2007192229A (en) 2007-08-02
KR20070077082A (en) 2007-07-25
US20070163551A1 (en) 2007-07-19
US7441550B2 (en) 2008-10-28
KR101377625B1 (en) 2014-03-25
EP1811156A3 (en) 2009-12-23

Similar Documents

Publication Publication Date Title
EP1811156A2 (en) Method and apparatus for controlling the valve of a canister purge system
EP1582709B1 (en) Method of regeneration for a particulate filter and an exhaust gas system with a particulate filter
EP3354508B1 (en) Tank ventilation system for a combustion engine and method for regenerating a sorption memory
DE102007008119B4 (en) Method for controlling an internal combustion engine and internal combustion engine
DE102009023325A1 (en) Method and device for adapting the injection agent supply in an injection system and exhaust gas aftertreatment system
DE102005020686B4 (en) Method and device for controlling a fuel supply device of an internal combustion engine
DE10329331B3 (en) Method for diagnosing a volume flow control valve in an internal combustion engine with high-pressure accumulator injection system
DE102016122235B4 (en) Fuel vapor processing device
EP1305514B1 (en) Method for the functional diagnosis of an exhaust recycling system on an internal combustion engine
DE102008041612B4 (en) Method and device for controlling a dosing device
WO2005045221A1 (en) Method for operating a combustion engine
EP1882841A2 (en) Method for detecting a pilot injection
DE4345024C2 (en) Air / fuel ratio control device for an internal combustion engine
DE19727297A1 (en) Method for operating an internal combustion engine, in particular a motor vehicle
DE10003298A1 (en) Pressure regulation method involves modeling pressure regulator and/or actuator to produce at least one signal characterizing disturbing parameters in pressure regulating circuit
DE10323869B4 (en) Method for controlling a regeneration valve of a fuel vapor retention system
WO2020078789A1 (en) Tank ventilation valve unit
EP2089621B1 (en) Method for controlling an internal combustion engine, and internal combustion engine
EP1439293B1 (en) Control of an internal combustion engine with brake booster
DE102011013392A1 (en) Method for controlling an internal combustion engine
WO2021052747A1 (en) Method and device for the diagnosis of the ventilation line of the fuel tank of a motor vehicle that can be powered by an internal combustion engine
DE102018133323A1 (en) Component scatter adaptive tank ventilation for increasing the tank ventilation flushing quantity of a fuel system of an internal combustion engine
DE102021200667B4 (en) Method and device for pressure sensor diagnosis in a tank ventilation system of a motor vehicle powered by an internal combustion engine
DE10246108B4 (en) Process for venting a fuel tank
WO2009010342A1 (en) Method and device for controlling an internal combustion engine

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A2

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IS IT LI LT LU LV MC NL PL PT RO SE SI SK TR

AX Request for extension of the european patent

Extension state: AL BA HR MK YU

RAP1 Party data changed (applicant data changed or rights of an application transferred)

Owner name: CONTINENTAL AUTOMOTIVE GMBH

PUAL Search report despatched

Free format text: ORIGINAL CODE: 0009013

AK Designated contracting states

Kind code of ref document: A3

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IS IT LI LT LU LV MC NL PL PT RO SE SI SK TR

AX Request for extension of the european patent

Extension state: AL BA HR MK RS

AKY No designation fees paid
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION IS DEEMED TO BE WITHDRAWN

18D Application deemed to be withdrawn

Effective date: 20100624

REG Reference to a national code

Ref country code: DE

Ref legal event code: 8566