Method of ice starting

FIELD: engines and pumps.

SUBSTANCE: method of starting the ICE running on fuel contained in the tank comprises estimation of fuel amount, fuel volatility (PVR), fuel being injected into engine cylinder at starting subject to estimated fuel volatility (16). Estimated fuel volatility (15) is replaced by preset magnitude (20) at starting after replenishment.

EFFECT: easier starting at frost.

14 cl, 2 dwg

 

The priority of the present invention is claimed in the French patent application 0856550, filed September 30, 2008, the contents of which (text, drawings and claims herein by reference.

The invention relates to a method of starting an internal combustion engine for motor vehicles. In General, the task of the invention is the reduction of pollutant emissions of gasoline engines, in particular during a cold start.

The quality of fuel used for vehicles can be very different, in particular, depending on the geographical area in which you use the vehicle. The physical property of the fuel, the most volatile is its ability to evaporation. This property is well known, and in the Anglo-Saxon books, the mean reduction in PVR (Pression Vapeur Raid "steam pressure on the RAID). This reduction will be used in the further text of the description. In the case of fuel with good evaporation say about fuel HPVR (high steam pressure in the RAID) in the case of fuels with poor evaporation say about fuel BPVR (low vapor pressure on the RAID).

To correctly run in a gasoline engine should receive a mixture of air and gasoline close to the stoichiometric mixture. This involves monitoring the amount of fuel is in gaseous form. However, depending on the PVR fuel the amount of fuel in gaseous form, is involved in ignition during cold start and the actuation of the engine, can vary significantly for the same amount of fuel to be injected.

In order to provide a sufficient amount of fuel in gaseous form to the normal ignition at start-up and operation of the engine, make calibration of fuel related to the fuel type BPVR. Then checks to make sure that when using fuel HPVR injected quantity is not too large and does not prevent ignition due to excess gasoline in the form of steam. Otherwise, the mixture will be non-flammable.

Thus, adjustment is common for any fuel. Therefore, if you use fuel HPVR, the amount of fuel in the form of steam will be excessive during start-up and actuate the motor. This excess is not involved in ignition and comes out in the form of engine exhaust as unburned hydrocarbons (HC). This has a direct impact on pollutant emissions of the engine. If the vehicle is equipped with a catalyst, at cold start it is not initiated, and unburned hydrocarbons out into the atmosphere.

When you start on a very cold engine, when the environment is I'm a temperature below -15°C, the excess fuel in the form of steam leads to the appearance of black fumes at the outlet of the exhaust pipe.

This problem has been tried to solve by adapting the amount of fuel injected into the engine cylinder during the phases of the run, depending on fuel volatility. Because the vehicle is difficult to make direct measurement of evaporation, the evaluation of the evaporation fuel produced depending on the increase of the motor after the first ignition. Indeed, starting with bad evaporating fuel will lead to a change in the idling conditions. This transition can be calibrated depending on the different types of fuel with different evaporation.

Another method is to measure the time necessary for the starter to start the engine. This duration can be calibrated depending on the different fuel types.

Typically, these two methods compare mode change engine during cold start and control change mode of the engine. This allows us to improve the adaptation of the amount of fuel injected into the engine during startup.

The vehicle includes a fuel tank. Operation filling the tank with fuel to produce the engine off, and when you start after refueling, the latter estimate fuel volatility is not already characterizes the fuel actually present is in the tank after filling. In this case, you can be in this situation, when, for example, a recent evaluation indicates fuel HPVR, the tank was almost empty, and he was refueling the fuel BPVR. Therefore, the fuel in the tank after filling up very close to the fuel BPVR, and the engine may not start, particularly in the cold when using the latest estimates.

The invention is intended to solve the problem, offering not take into account recent evaluation of the evaporation fuel when filling the tank.

In this regard, an object of the present invention is a method of starting an internal combustion engine, in particular for a vehicle and, in particular, for a motor vehicle, the engine uses the fuel in the tank. This method provides an estimate of the amount of fuel present in the tank, assessment of fuel volatility (PVR) and adapt the amount of fuel injection into the cylinder of the engine during engine start, depending on the estimated fuel volatility, and differs in that the estimated value of the evaporation fuel substitute the given value for any run immediately after adding fuel to the tank.

Under the add is usually understood as a more or less complete filling of the tank. If necessary, add volume, are insignificant compared to the amount of fuel present in the tank, m is should not be taken into account when re-initialize the values of the evaporation fuel.

In a simple embodiment, a re-initialization values PVR can be produced from the starting command to run.

In the preferred embodiment, this reinitialization do after a certain period of time during which continue to use the value of fuel volatility, estimated before adding fuel. Thus, consider that the engine on the first stage enters the fuel present in the fuel lines between the tank and the engine, that is, the fuel corresponding to the previous dressing.

This term can be defined, for example, as this period of time, or on the basis of the count number of the top dead point or any other value that can be associated with rotation of a crankshaft of the engine.

The evaporation of the fuel can vary between two extremes, and preferably, the specified value is the average of the two extreme values. These two extreme values can, for example, to choose the most or the least volatile fuels sold in the use of the vehicle, or a range of fuel quality, recommended for the engine.

The specified value may depend on the temperature of the engine. In this case, you can use the mapping to assign the specified value is Oia taking into account this temperature.

If after replacing the estimated value of the evaporation fuel specified value, the engine does not start, the estimated value can be replaced with a value characteristic of a fuel with a low evaporation.

The set value is fixed, for example, during manufacture of the vehicle.

Preferably, while the fuel between the tank and the engine, the engine is not fully expended, to start, followed by filling of the tank, use the evaporation of fuel, estimated to refuel.

In other words, the estimated value replaces the specified value after injection into the engine of a given quantity of fuel, and a specified number preferably corresponds to the amount of fuel contained in the fuel lines of the vehicle and allowing it to enter the fuel from the tank into the cylinder or cylinders of the engine.

The present invention and its other advantages will be more apparent from the following detailed description of the scenarios that were given as examples, with reference to the accompanying drawings, on which:

Figure 1 - block diagram of the example method in accordance with the present invention.

Figure 2 is a more detailed diagram as part of the algorithm, shown in figure 1.

On the block diagram, shown in figure 1, define two control gradient. These gradient of the s characterize the mode change of the engine during cold start. Gradient 10 presents for fuel with low evaporation or fuel BPVR, and the gradient 11 presents for fuel with high evaporation or fuel HPVR. Each gradient 10 and 11 is expressed in the form of a table, the input data which are the engine temperature and the engine speed after the first ignition, for example, expressed by counting the passage of one of the cylinders of the engine its upper dead point, marked on the figure of the “Nb PMH”. The temperature of the engine corresponds to, for example, the coolant temperature in the engine, marked “Teau, at the entrance of the gradients 10 and 11.

The data obtained for each gradient, - the value 12 for the gradient 10 and this value 13 for the gradient 11 constitute the input data for the function 14, which allows to determine the gradient of 15 fuel present in the tank, depending on the evaluation 16 of the evaporation fuel generated in a previous run of the engine. Evaluation 16 forms a third input this value for the function 14. Gradient 15 by using the tool 17 to determine the mass 18 fuel intended for injection into the engine, to ensure subsequent ignition in the engine.

In addition, 17 lets not take into account the gradient of 15 when the fuel tank of the vehicle was completed. In this case, the information 19, denoted by the military “Reset”, becomes active, and function 17 replaces the gradient of 15 specified value 20, which no longer depends on an assessment of 16. The specified value of 20 can be fixed at the time of manufacture of the vehicle.

For example, the specified value is equal to the average value of two data values 12 and 13. In particular, two data values 12 and 13 is folded using a first carrier 21, and the result is divided by two using a second operator 22. Thus, in the case of filling the fuel tank, activate information 19 and 17 no longer determines the mass 18 of the fuel on the basis of the gradient of 15, and on the basis of the average of data values 12 and 13, i.e. on the basis of the data characterizing the fuel with an average evaporation between the fuel HPVR and BPVR.

Figure 2 in more detail as algorithm shows the activation information 19 labeled “Reset”, and the strategy of action in the case, when after replacing the gradient of 15 specified value 20 the engine does not start.

At the beginning of the algorithm information 19 is inactive. Starting from this state information 19 labeled “Reset=0” in the frame 30, keep track of the possible filling of the tank. Until the filling is not detected, the information 19 remain in an inactive state. This condition presents test 31, which is closed on the frame 30 until the detection of the fill is. Typically, the vehicle is equipped with a sensor that measures the fuel level in the tank. This sensor can be used for detecting the filling of the tank.

Detection occurs, for example, when an immediate change in the level of the tank exceeds a pre-defined positive threshold. After the discovery of the fill trigger information 19 in the frame 32, to replace the gradient of 15 on the size of 20 by using the tool 17. In the frame 32 activation information 19 marked “Reset=1”. During the next start of the engine, shown in frame 33, to determine the mass intended for fuel injection are already using this value of 20, replacing the gradient of 15. During startup, 33 it is possible to estimate the new value of the evaporation fuel present in the tank after filling it out, and return to an inactive state information 19 in the frame 30.

Preferably the activation information 19 is delayed until the fuel between the tank and the engine will not be fully consumed by the engine. Indeed, the fuel present in the fuel lines and the fuel pump between the tank and the engine, not mixed with fuel added during refueling, and the last evaluation 16 fuel volatility remains valid for fuel between the tank and the engine.

This offset between the detection of the filling of the tank and activation information 19, produced in the frame 32, is carried out, for example, by summing all the amounts of fuel injected into the engine after the discovery of the filling. This summation is shown in box 34. When the result of this summation reaches the calibrated volume, allow the operation activation information 19. Calibrated volume can be set during manufacture of the vehicle, and it corresponds to the fuel, not yet consumed by the engine and not mixed with the fuel added to the tank during refueling operations. Test comparison of the summation with a calibrated amount shown in box 35.

You can provide the strategy, when the engine does not start after using this value of 20 to determine the mass of fuel intended for injection during this run. This strategy begins with tracking the success of run 33. This tracking can be done using test 36, which checks the occurrence of one or more ignition in the cylinder of the engine within a predetermined time beginning with the moment of initialization run 33.

Predetermined time may correspond to the number of TDC. If you run 33 occurred, return to an inactive state information 19 in the frame 30. If, on the contrary, the launch did not happen in the frame 37 again change the value PVR, which should take into account the function 17 for definitions of intended for injection mass 18 fuel. For example, use this value of 12, which characterizes the fuel BPVR, which allows to increase the degree of enrichment of the mixture air-fuel, and reduce the risk of lack of run. After applying this new value PVR again run 38, before returning to an inactive state information 19 in the frame 30. During startup, 38 estimate the new value of the evaporation fuel present in the tank after filling it. This new evaluation function takes into account 17 through 14.

For example, if initially present in the fuel tank HPVR fill the tank with fuel BPVR. In this scenario, when you run after detecting the filling of the tank and use a fuel between the tank and the engine, use the average value of the PVR to determine intended for the injection of fuel weight and, in case of unsuccessful start - the lower the value of the PVR. This strategy allows to reduce the emission of pollutants and gradually lowering into account the value of the PVR.

Verification operation 36 launch and change 37 values PVR can be done during startup 33, if he continues without ignition in excess of a predetermined amount of time, which can be expressed by the number of TDC. Thus, the user of transport the means of dealing with only one operation start, combining operations in the framework 33, 36, 37 and 38.

1. Method of starting an internal combustion engine using fuel in the tank, containing an estimate of the amount of fuel present in the tank, assessment of fuel volatility (PVR) and adapt the amount of fuel injection into the cylinder of the engine during engine start, depending on the estimated fuel volatility (16), characterized in that the estimated value of the evaporation fuel substitute (15) specified value (20) during startup after adding fuel to the tank.

2. The method according to claim 1, characterized in that the said set value is used with the initial command to run.

3. The method according to claim 1, characterized in that the said set value use after a certain period, and that during this period, use the evaporation of fuel, estimated before adding fuel.

4. The method according to claim 3, characterized in that this period corresponds to the period of consumption of fuel present in the fuel lines between the tank and the engine.

5. The method according to claim 3, characterized in that this term corresponds to a certain number of revolutions of the crankshaft of the engine.

6. The method according to claim 1, characterized in that the evaporation of the fuel can vary between two extreme values (BPVR, HPVR), and t is m, the setting value (20) is the average of the two extreme values (BPVR, HPVR).

7. The method according to one of the preceding paragraphs, characterized in that the preset value (20) is a function of temperature (Teau) engine.

8. The method according to claim 1, characterized in that, if after replacing the estimated value of the fuel volatility (15) specified value (20) the engine does not start (33), the estimated value of replace (37) the value characteristic of a fuel with a low evaporation (BPVR).

9. The method according to claim 3, characterized in that, if after replacing the estimated value of the fuel volatility (15) specified value (20) the engine does not start (33), the estimated value of replace (37) the value characteristic of a fuel with a low evaporation (BPVR).

10. The method according to claim 1, characterized in that the set value is fixed.

11. The method according to claim 3, characterized in that the set value is fixed.

12. The method according to claim 1, characterized in that it is used only if adding fuel exceeds a pre-determined amount.

13. The method according to claim 3, characterized in that it is used only if adding fuel exceeds a pre-determined amount.

14. Application of the method according to any of the preceding paragraphs to start the engine of the vehicle.



 

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2 dwg

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