Title of Invention	A SYSTEM FOR CONTROLLING A VALVE IN A FUEL SYSTEM OF ENGINE
Abstract	A control system for controlling a valve in a fuel system of engine including an engine airflow sensor that senses a mass engine airflow (Mengair), a barometric pressure sensor that senses a barometric pressure (Pbaro), and an ambient temperature sensor that senses an ambient temperature (Tamb). An actuator determination module determines an effective area (Aeff) of the valve based on at least one of the Mengair, the Pbaro, and the Tamb. A duty cycle (DC) calculation module that determines a first duty cycle (DC) of the valve based on the Aeff.

Title of Invention

A SYSTEM FOR CONTROLLING A VALVE IN A FUEL SYSTEM OF ENGINE

Abstract

A control system for controlling a valve in a fuel system of engine including an engine airflow sensor that senses a mass engine airflow (Mengair), a barometric pressure sensor that senses a barometric pressure (Pbaro), and an ambient temperature sensor that senses an ambient temperature (Tamb). An actuator determination module determines an effective area (Aeff) of the valve based on at least one of the Mengair, the Pbaro, and the Tamb. A duty cycle (DC) calculation module that determines a first duty cycle (DC) of the valve based on the Aeff.

Full Text	GP-307684-PTE-CD 1 SYSTEM FOR CONTROLLING EVAPORATIVE EMISSIONS FIELD OF THE INVENTION [0001] The present invention relates to internal combustion engines, and more particularly to a system for controlling engine emissions. BACKGROUND OF THE INVENTION [0002] Internal combustion engines combust an air/fuel (A/F) mixture within cylinders to drive pistons and to provide drive torque. Air is delivered to the cylinders via a throttle and an intake manifold. A fuel injection system supplies fuel from a fuel tank to provide fuel to the cylinders based on a desired A/F mixture. To prevent release of fuel vapor, a vehicle may include an evaporative emissions system which includes a canister that absorbs fuel vapor from the fuel tank, a canister vent valve, and a purge valve. The canister vent valve allows air to flow into the canister. The purge valve supplies a combination of air and vaporized fuel from the canister to the intake system. [0003] Closed-loop control systems adjust inputs of a system based on feedback from outputs of the system. By monitoring the amount of oxygen in the exhaust, closed-loop fuel control systems manage fuel delivery to an engine. Based on an output of oxygen sensors, an engine control module adjusts the fuel delivery to match an ideal A/F ratio (14.7 to 1). By monitoring engine speed variation at idle, closed-loop speed control systems manage engine intake airflows and spark advance. [0004] Typically, the fuel tank stores liquid fuel such as gasoline, diesel, methanol, or other fuels. The liquid fuel may evaporate into fuel vapor which increases pressure within the fuel tank. Evaporation of fuel is caused by energy transferred to the fuel tank via radiation, convection, and/or conduction. An evaporative emissions control (EVAP) system is designed to store and dispose of fuel vapor to prevent release. More specifically, the GP-307684-PTE-CD 2 EVAP system returns the fuel vapor from the fuel tank to the engine for combustion therein. [0005] The EVAP system includes an evaporative emissions canister (EEC) and a purge valve. When the fuel vapor increases within the fuel tank, the fuel vapor flows into the EEC. A purge valve controls the flow of the fuel vapor from the EEC to the intake manifold. The purge valve may be modulated between open and closed positions to adjust the flow of fuel vapor to the intake manifold. Improper operation of the purge valve may cause a variety of undesirable conditions including, but not limited to, idle surge, steady throttle surge, and undesirable emission levels. SUMMARY OF THE INVENTION [0006] A control system for controlling a valve in a fuel system of engine including an engine airflow sensor that senses a mass engine airflow (Mengair), a barometric pressure sensor that senses a barometric pressure (Pbaro), and an ambient temperature sensor that senses an ambient temperature (Tamb). An actuator determination module determines an effective area (Aeff) of the valve based on at least one of the Mengair, the Pbaro, and the Tamb. A duty cycle (DC) calculation module that determines a first duty cycle (DC) of the valve based on the Aeff. GP-307684-PTE-CD 3 when the first DC one of exceeds a DC threshold and falls below the DC threshold, the M2 and the B2 are based on the B1, and the first DC is set equal to the compensated DC. The B1 is based on at least one of: a manifold vacuum (MV), the V supplied to the valve, and the Tamb, wherein the MV is based on a MV equation (Pbaro- P2). [0009] In other features, the DC calculation module commands the valve with a first delivered DC when a difference between the first DC and a second DC exceeds a predetermined comparison threshold, wherein the first delivered DC is based on the first DC and the second DC. The DC calculation module commands the valve with a second delivered DC when the difference between the first DC and the second DC falls below the predetermined comparison threshold, wherein the first delivered DC is set equal to the second delivered DC. The second DC is set equal to the first DC. [0010] In other features, the δ is based on a pressure ratio of the P1 to the P2. The δ is equal to a δ constant when the pressure ratio falls below a 8 threshold. δ is based on the P1, the P2, and a δ equation when the pressure ratio exceeds a δ threshold. [0011] A system for controlling fuel vapor in a fuel system of an engine includes an engine airflow sensor that senses mass engine airflow (Mengair). A purge initialization module determines an amount of the fuel vapor in the fuel system based on an active flow percentage (FPact) and a desired GP-307684-PTE-CD 4 flow percentage (FPdes), wherein the FPact and the FPdes are based on the Mengair. A purge learn module controls the amount of the fuel vapor in the engine. [0012] In other features, The purge initialization module increments the FPact when the FPact is below the FPdes. The purge initialization module calculates an adjusted second array value (PLMadj) corresponding to the Mengair based on an active second array value (PLMact), an active first array value (LTMact), the FPdes, the FPact, and a PLMadj equation The PLMadj, the PLMact, and the LTMact are multipliers to a fuel rate. The PLMadJ, the PLMact, the LTMact, the FPact, and the FPdes are indexed by the Mengair. [0013] In other features, the purge learn module calculates a limited flow percentage (FPlim) for a predetermined second array threshold (PLMlim) when the PLMlim exceeds the PLMadj. The purge learn module calculates at least one second array value (PLM,) based the FP\|im, a first array (LTMj), the LTMact, the PLMact, the FPact, and a limit PLM equation . The / represents a current operating position. The purge learn module sets the FPact equal to the FPlim, and the learn module decreases the FPact by a predetermined FPact constant (Y) when the FPdes exceeds the FPact and the PLMlim exceeds the PLMact, and the purge learn module increases the FPact by the Y when the FPdes exceeds the FPact and the PLMact exceeds the PLMlim. [0014] In other features, the purge learn module sets the FPact equal to the FPdes when the FPact exceeds the FPdes, and wherein the purge learn module calculates at least one second array value (PLMj) based the LTMi, LTMact, PLMact, a current position FP (FPj), the FPact, the LTMi and second array equation GP-307684-PTE-CD 5 [0015] In other features, the system further comprises a threshold compensation module that determines a second array value (PLMj) when the amount of sad fuel vapor falls below a fuel vapor threshold. The second array is a multiplier to a fuel rate. The i represents a current position. The threshold compensation module determines a threshold flow percentage (FPDCthres) when a duty cycle (DC) of a valve in the fuel system exceeds a DC threshold, wherein the FPDCthres is based on a gas constant (C1), a pressure driving function (S), a corrected pressure (PCorr),-an ambient temperature (Tamb), an engine airflow (mengair), and a FPthres equation is calculated based on the Pcorr, a manifold absolute pressure (P2), an air constant (C1), and the S equation δ = 3.8639(PR1.42857 - PR1.71428)0.5 . The Pcorr is based on a barometric pressure (Pbaro), a DC threshold, the DC, a second slope (M2), a second offset (B2), and a first pressure (P1). [0016] In other features, the threshold compensation module determines a DC threshold second array value (PLMthres) based on the FPact, an active first array value (LTMact), the (FPthres), the FPact, and a PLMthres equation . The threshold compensation module determines at least one first array value (LTMj) based on the PLMi, an active second array value (PLMact), an active first array value (LTMact), a flow percentage (FPi), the FPact, and a LTMj equation when the engine is turned off. [0017] In other features, the purge initialization module determines the amount of the fuel vapor when an off time of the engine exceeds an off time threshold. GP-307684-PTE-CD 6 BRIEF DESCRIPTION OF THE DRAWINGS [0018] The present invention will become more fully understood from the detailed description and the accompanying drawings, wherein: [0019] FIG. 1 is a functional block diagram of an engine control system and a fuel system according to the present invention; [0020] FIG. 2 is a functional block diagram of an engine control module (ECM) according to the present invention; [0021] FIG. 3 is a flow diagram illustrating steps of a method for determining flow variables according to the present invention; [0022] FIG. 4 is a flow diagram illustrating steps of a method for determining the actuator variables according to the present invention; [0023] FIG. 5 is a flow diagram illustrating steps of a method for determining transient duty cycle (DC) compensation according to the present invention; [0024] FIG. 6 is a flow diagram illustrating steps of a method for initializing purge control according to the present invention; [0025] FIG. 7 is a flow diagram illustrating a method for initializing purge control according to the present invention; and [0026] FIG. 8 is a flow diagram illustrating steps of a method for controlling vapor during periods of 100% DC according to the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS [0027] The following description of the preferred embodiment is merely exemplary in nature and is in no way intended to limit the invention, its application, or uses. For purposes of clarity, the same reference numbers will be used in the drawings to identify similar elements. As used herein, the term module refers to an application specific integrated circuit (ASIC), an electronic circuit, a processor (shared, dedicated, or group) and memory that execute one or more software or firmware programs, a combinational logic circuit, and/or other suitable components that provide the described functionality. GP-307684-PTE-CD 7 [0028] Referring to FIG. 1, a vehicle 10 includes an engine system 12 and a fuel system 14. One or more control modules 16 communicate with the engine and fuel systems 12, 14. The fuel system 14 selectively supplies liquid and/or fuel vapor to the engine system 12, as will be described in further detail below. [0029] The engine system 12 includes an engine 18, a fuel injection system 20, an intake manifold 22, and an exhaust manifold 24. Air is drawn into the intake manifold 22 through a throttle 26. The throttle 26 regulates mass air flow into the intake manifold 22. Air within the intake manifold 22 is distributed into cylinders 28. The air is mixed with fuel and the air/fuel (A/F) mixture is combusted within cylinders 28 of the engine 18. Although two cylinders 28 are illustrated, it can be appreciated that the engine 18 can include any number of cylinders 28 including, but not limited to 1, 3, 4, 5, 6, 8, 10 and 12 cylinders. The fuel injection system 20 includes liquid injectors that inject liquid fuel into the cylinders 28. [0030] Exhaust flows through the exhaust manifold 24 and is treated in a catalytic converter 30. An exhaust oxygen sensor 32 (e.g., a wide-range A/F ratio sensor) communicates exhaust A/F ratio signals to the control module 16. A voltage (V) sensor 33 communicates an operating V supplied to a purge valve 34 to the control module 16. A mass engine air flow (Mengair) sensor 36 is located within an air inlet and communicates a Mengair signal based on the mass of air flowing into the engine system 12 to the control module 16. An intake manifold absolute pressure (P2) sensor 38 senses the pressure within the intake manifold 22 of the engine and communicates a P2 signal to the control module 16. Ambient temperature (Tamb) and barometric pressure (Pbaro) signals are generated by Tamb and Pbaro sensors 39, 40, respectively. [0031] The control module 16 controls the fuel and air provided to the engine based on oxygen sensor signals and throttle valve position. This form of fuel control is also referred to as closed loop fuel control. Closed loop fuel control is used to maintain the A/F mixture at or close to an ideal GP-307684-PTE-CD 8 stoichiometric A/F ratio by commanding a desired fuel delivery to match the airflow. Stoichiometry is defined as an ideal A/F ratio (e.g., 14.7 to 1 for gasoline). The engine control may command different airflow to compensate the engine speed changes during engine idle operation. [0032] The engine system 12 operates in a lean condition (i.e., reduced fuel) when the A/F ratio is higher than the stoichiometric A/F ratio. The engine system 12 operates in a rich condition when the A/F ratio is below the stoichiometric A/F ratio. A fuel control factor helps determine whether the A/F ratio is within an ideal range (i.e., above a minimum value and below a maximum value). An exemplary fuel control factor includes a short term integrator (STI) that provides a rapid indication of fuel enrichment based on input from the oxygen sensor signals. For example, if the signals indicate an A/F ratio greater than a specified reference, the STI is increased a step. Conversely, if the signals indicate an A/F ratio less than the specified reference, the STI is decreased a step. A fuel control modifier monitors changes in the fuel control factor over a long term. An exemplary fuel control modifier includes a long term modifier (LTM). The LTM monitors STI and uses integration to produce its output. [0033] The fuel system 14 includes a fuel tank 42 that contains liquid fuel and fuel vapor. A fuel inlet 44 extends from the fuel tank 42 to enable fuel filling. A fuel cap 46 closes the fuel inlet 44 and may include a bleed hole (not shown). A modular reservoir assembly (MRA) 48 is disposed within the fuel tank 42 and includes a fuel pump 50. The MRA 48 includes a liquid fuel line 52 and a fuel vapor line 54. [0034] The fuel pump 50 pumps liquid fuel through the liquid fuel line 52 to the fuel injection system 20 of the engine 18. A fuel vapor system includes the fuel vapor line 54 and a canister 56. Fuel vapor flows through the fuel vapor line 54 into the canister 56. A fuel vapor line 58 connects the purge valve 34 to the canister 56. The control module 16 modulates the purge valve 34 to selectively enable fuel vapor to flow into the intake system GP-307684-PTE-CD 9 of the engine 18. The control module 16 modulates a canister vent valve 60 to selectively enable air flow from atmosphere into the canister 56. [0035] Referring now to FIG. 2, an engine control system 100 will be described in further detail. The engine control system 100 includes communicating with the exhaust oxygen sensor 32, the Mengair sensor 36, the Tamb sensor 39, the P2 sensor 38, the Pbaro sensor 40, and the V sensor 33. A purge initialization module 70 receives signals from the exhaust oxygen sensor 32 and the Mengair sensor 36. The purge initialization module 70 captures initialization variables and determines initial purge control conditions by determining the amount of fuel vapors present within the fuel system 14. [0036] A purge learn module 72 communicates with the initialization module 70 and receives signals from the exhaust oxygen sensor 32. The purge learn module 72 determines an array of purge learn memory (PLM) values for a current engine operating condition and adaptively learns the PLM values for the remaining engine operating conditions. The PLM values correct for errors in the fuel system 14 when the purge valve 34. [0037] A threshold compensation module 74 receives signals from the Mengair sensor 36, the Tamb sensor 39, the P2 sensor 38, and the Pbaro sensor 40. The threshold compensation module 74 communicates with the purge learn module 72 and the duty cycle (DC) calculation module 80 and calculates PLM values when the DC of the purge valve 34 has exceeded a DC threshold. The threshold compensation module 74 stores the PLM values in a long term memory (LTM) array (not shown) when engine 18 is off. [0038] A flow variable initialization module 76 receives signals from the Mengair sensor 36, the Tamb sensor 39, the P2 sensor 38, the Pbaro sensor 40, and the V sensor 33. The flow variable initialization module 76 communicates with the purge initialization module 70 and the DC calculation module 80. The flow variable initialization module 76 determines the initial flow variables utilized to control the operation of the purge valve 34. GP-307684-PTE-CD 10 [0039] An actuator determination module 78 communicates with the flow variable initialization module 76. The actuator determination module 78 determines the characteristics of an actuator (not shown) of the purge valve 34 based on parameters received from the flow variable initialization module 76. [0040] The DC calculation module 80 communicates with the actuator determination module 78 and the threshold compensation module 74. The DC calculation module 80 determines the DC of the purge valve 34 for DC operation below the DC threshold and for DC operation that exceeds the DC threshold. The DC calculation module 80 commands the actuator of the purge valve 34. [0041] The engine control system 100 controls the purge valve 34 based on adjustments made to the DC of the purge valve 34 for distinct actuator characteristics of the purge valve 34 during various engine operating conditions. The engine control system 100 controls the introduction of purge flow into of the engine 18 based on the adjusted DC, thereby providing an accurate control of A/F mixture supplied to the engine 18. [0042] Referring now to FIG. 3, a method 300 for determining the flow variables in the engine control system 100 will be described in more detail. In the present implementation, an exemplary embodiment of the purge valve 34 will relate to the characteristics and operation of a 95 liters per minute (LPM) purge valve. Those skilled in the art can appreciate that various other embodiments of the purge valve 34 are contemplated within the scope of this invention including, but not limited to, a 71 LPM purge valve. The method 300 begins in step 302. In step 304, control initializes the purge control variables by processing signals provided by the Mengair sensor 36, the Pbaro sensor 40, the P2 sensor 38, the Tamb sensor 39, and the V sensor 33. Control also initializes DCsecond. Control determines whether the purge control is enabled in step 306. If control determines that the purge control is not enabled, control returns to step 304. If control determines that the purge control is enabled, control proceeds to step 308. In step 308, control GP-3076δ4-PTE-CD 11 determines an active purge flow percentage (FPact). Control can determine the FPact from sources including, but not limited to, a FPact look-up table (not shown) and a predetermined purge closed loop equation (not shown). The FPact look-up table is a function of Mengair. In an exemplary embodiment, FPact can be approximately 3%, although it should be appreciated that other values of FPact are anticipated [0043] In step 310, control calculates a first pressure (P1) representing the pressure upstream from the inlet of the purge valve 34. Generally, the pressure experienced by the fuel system 14, Pbaro, is subject to a drop in pressure as air flows through the purge line 5δ resulting in P1. P1 represents a calculated pressure at the inlet of the purge valve 34. The value of P1 is determined according the following equation: where K represents a calibrated constant (e.g. 0.173). Although K may be 0.173 in the current example, other values for K are anticipated. In step 312, control calculates the pressure ratio (PR) of a second pressure (P2) relative to P1. P2 represents the pressure downstream from the purge valve 34 and is supplied by the P2 sensor 3δ. In the current invention, P2 acts as a negative pressure upon the purge valve 34. Once control has determined PR, control next determines the pressure delta function (δ) in 314. δ represents a compressible gas characterization. In an exemplary embodiment, δ can range from 0 to 1. Control can determine δ from sources including, but not limited to, a δ look-up table (not shown) based on PR and/or a δ equation. δ can be calculated according to the following equation: Where PRthres represents a pressure ratio threshold and A1 represents an air constant. In an exemplary embodiment, δ is based on a PRthres of approximately 0.528. In step 316, the method 300 ends. GP-307684-PTE-CD 12 [0044] Referring now to FIG. 4, a method 400 of determining actuator characteristics is discussed in more detail. Control begins the method 400 in step 402. In step 403, control calculates a voltage level supplied to the purge valve 34. In step 404, control calculates a manifold vacuum (MV) value. MV is used by control to correct for characteristics of distinct actuators of the purge valve 34. (P1-P2) represents a force upon the purge valve 34 that can be approximated by MV. The force results from the difference between Pbaro delivered to the fuel system 14 and P2 acting downstream of the purge valve 34. In various embodiments, the purge valve 34 can be pressure compensated, therefore eliminating the need to take into account MV. [0045] In step 406, control determines a first base purge valve offset (B1). Control can determine B1 for various operating conditions from sources including, but not limited to, a B1 look-up table (not shown). In various embodiments, the look-up table may be a function of, but is not limited to, MV and/or operating V. Generally, operation of the purge valve 34 is primarily affected by V and MV. Typically, the absolute temperature of the fuel vapor that is estimated by the intake manifold temperature, Tinlet, affects B1 to a lesser degree. For the sake of simplicity, Tinlet can be assumed to be Tamb. In an exemplary embodiment, the purge valve 34 operates at approximately 12V and approximately 20 degrees Celsius. B1 serves as a first offset to a first linear curve, detailed below, which calculates the valve effective area (Aeff) of the purge valve 34. [0046] In step 408, control corrects B1 for changes in temperature as Tamb of the purge valve 34 varies from 20 degrees Celsius. In step 410, control calculates a first purge valve duty cycle (DCfirst) for purge valve 34 under operating conditions in which DC does not deviate from linearity (e.g., approximately 9δ%). The DC of the purge valve 34 is the ratio of the "on time," or time the purge valve 34 is open relative to the time of a single cycle of operation. Generally, DC is expressed as a percentage value. The DC of the purge valve 34 is calculated as follows: GP-307684-PTE-CD 13 [0047] In equations (4) and (5), Aeff represents the effective flow area across the purge valve 34. The value of Aeff is calculated for each distinct actuator of the purge valve 34 that may be used in the fuel system 14. Aeff is a normalized, dimensionless value which ranges from 0 to 1. Aeff can be characterized by two linear curves that are based on the operation of the purge valve 34, specifically the duty cycle (DC) of the purge valve 34. [0048] Mpurge represents the purge mass air flow of the fuel system 14. C1 is a constant that considers factors including, but not limited to, the area of the purge valve 34, discharge coefficients of the purge system, and/or thermodynamics characteristics associated with the purge gas. Each purge valve 34 corresponds to a distinct value of C1. Therefore, if the purge valve 34 implemented in the fuel system 14 is changed, the value of C1 will also be modified. In the present implementation, C1 can have a value of 5.68. In various embodiments in which a 71 LPM purge valve 34 is contemplated, C1 can be 4.12. Combining equations (4) and (5) and isolating Aeff leads to: [0049] Where M1 represents a slope characterizing the purge valve 34 while operating below a predetermined DC threshold, which is discussed in further detail below. Generally, M1 is independent of operating conditions of the purge valve 34 that contribute to the variance of B1. In various embodiments of the current invention, the frequency of operation of the purge valve 34 includes, but is not limited to, 8 Hz, 16 Hz, and/or 32 Hz. GP-307684-PTE-CD 14 [0051] Referring now to FIG. 5, a method 500 for determining transient DC compensation will be discussed in more detail. Control begins the method 500 in step 502. In step 504, control determines whether the DCfirst calculated in step 410 of method 400 exceeds the DC threshold. In various embodiments including, but not limited to, the 95 LPM and 71 LPM purge valves 60, the DC threshold may be 98%. If DCfirst exceeds the DC threshold, control proceeds to step 506. In step 506, control calculates a compensated purge valve 34 slope, M2, of a second linear curve that characterizes the purge valve 34 when DCfirst exceeds the DC threshold. [0052] Next, control calculates a compensated offset B2 for the second linear curve in step 508. M2 and B2 are determined as functions of M1 and B1, respectively. The following equation represents the second linear curve: In step 510, DCcomp is calculated in similar fashion to DCfirst according to: Upon calculating DCcomp, DCfirst is set equal to DCcomp and control proceeds to step 512. If DCfirst did not exceed the DC threshold in step 504, control proceeds to step 512. In step 512, control determines the absolute value of the difference between DCfirst and DCsecond. If the difference exceeds a predetermined constant, Z, control proceeds to step 514. In step 514, control determines a delivered DC (DCdeliv) as a function of DCfirst and DCsecond. The DCdeliv represents the output DC signal commanding the operation of the purge valve 34. If the difference between DCfirst and DCsecond does not exceed GP-307684-PTE-CD 15 the predetermined constant Z in step 512, control proceeds to step 516. In step 516, control sets the DCdeliv to DCfirst. In step 518, control sets DCsecond equal to DCfirst and transmits DCsecond to 304 of method 300. In step 520, method 500 ends. [0053] Now referring to FIGS. 6A and 6B, a method 600, for initializing purge control is discussed in more detail. Control begins the method 600 in step 602 when the engine is turned on. In step 604, control captures the purge initialization variables including the engine off time (tengoff), engine airflow (Mengair), LTM values, and PLM values. In an exemplary embodiment, the LTM and PLM can include, but are not limited to, δ cells. LTM cells are used to determine the long-term closed loop fuel multiplier which controls the fuel injectors of the fuel injection system 20 when the purge valve 34 is off. PLM values are utilized to control the fuel injectors when the purge valve 34 is on. The value of tengoff represents the lapse of time between the previous the previous key down of the engine 12 and the current key up of the engine 12 that occurred in step 602. [0054] In step 606, control determines whether the purge valve 34 control is enabled. If the purge valve 34 control is not enabled, control proceeds to step 60δ. In step 60δ, control activates the LTM cell (LTMn) corresponding to the Mengair measurement provided by the Mengair sensor 36. The LTM, PLM, and FP are indexed by Mengair. In an exemplary embodiment, the LTM, PLM, and FP indexing is calibrated identically. Control returns to step 604. If the purge valve 34 control is not enabled, control proceeds to 610. In 610, control determines whether tengoff exceeds a predetermined tengoff threshold. tengoff can be, but is not limited to, a time interval equaling approximately 1 hour. If tengoff does not exceed the predetermined tengoff threshold, then control activates the appropriate cell of the PLM based on the Mengair value in step 612. In step 612, control uses values of the PLM that were obtained during a previous key cycle. Control then advances to step 740 of method 700. GP-307684-PTE-CD 16 [0055] If tengoff exceeds the predetermined tengoff threshold in step 610, the control proceeds to step 614. In step 614, control sets the cells of the PLM (PLMn) equal to the corresponding cells of the LTM (e.g., PLM1=LTM1). In step 616, control activates the PLM cell (PLMact) based on the Mengair value supplied by the Mengair sensor 36. In various embodiments, control can reference a look-up table indexed as a function of Mengair- [0056] In step 618, control clears a purge flow value (x) to avoid substantial "rich" or "lean" A/F mixture excursions. An A/F ratio below 14.7 is referred to as a rich mixture while an A/F ratio above 14.7 is called a lean mixture. An A/F mixture of 14.7 corresponds to the stoichiometric or chemically correct mixture of gasoline. In step 620, control increments the purge flow value and then proceeds to calculate actual purge flow percentage (FPact) in step 622. In various embodiments, the FPact can be computed according to the following equation: (11) The previous equation progressively increments FPact in order to effectuate a gradual increase in the level of evaporated gas supplied through the purge valve 34. In step 624, control initiates a hold of the method 600 to allow for an accurate reading to be taken of the closed loop integrator (STM) in step 626. The STM is a multiplier on the fuel rate that determines a switch of fuel system 14 operating conditions from a rich A/F ratio to a lean A/F ratio and vice versa based on the oxygen sensor 32. The oxygen sensor 32 is generally disposed across the exhaust manifold 24 of engine 12. During rich operation of the fuel system 14, the oxygen sensor 32 transmits a first oxygen sensor voltage level to control. At lean operation, the oxygen sensor 32 signals a second oxygen sensor voltage. [0057] In step 628, control determines the desired purge flow percentage (FPdes) based on Mengair. In step 630, control determines whether the STM value exceeds a predetermined first STM threshold (Y). If the STM value does not exceed Y, the control proceeds to step 634. If the STM value does exceed Y, then control determines whether FPdes exceeds FPact in step GP-307684-PTE-CD 17 632. If FPdes exceeds FPact, control returns to step 620. However, if FPdes does not exceed FPact, control initiates a second hold of the method 600 to obtain a PLM response in step 634 after adaptively learning the STM correction into the PLM. In step 636, control performs a second reading of the STM. [0058] Control determines whether the second reading of the STM exceeds a second STM threshold (Z) in step 638. If the second reading of the STM does not exceed Z, control returns to step 634. If the second reading of the STM exceeds Z in step 640, control calculates an adjusted PLM flow percentage (PLMadj) for current active cell of the PLM according to: where LTMact represents the value stored in the LTM corresponding to the current active cell. In step 642, the method 600 ends. [0059] Referring now to FIG. 7, a method 700 for vapor control of the PLM is discussed in more detail. Control begins the method 700 in step 702. Next, in step 704, control determines whether PLMadj is below a PLM flow percentage limit (PLMlim). If the PLMadj is below the PLMlim, control proceeds to step 706. In step 706 control calculates a limited PLM flow percentage (FPlim) according to: In step 708, control sets a PLM control flag (flagPLM) and proceeds in step 710 to calculate the PLMlim value for each cell of the PLM according to: where i corresponds to the current cell position reference. In step 712, control sets the FPact equal to the FP\|im. [0060] In step 714, control initiates a hold of the method 700 to obtain a PLM response. In step 716, control determines whether the STM value exceeds Z. If the STM value does not exceed Z, control returns to step GP-307684-PTE-CD 18 714. If the STM value exceeds Z, control determines the appropriate FP cell based on the Mengair in step 718. In step 720, control proceeds to determine whether FPact is below FPdes. If FPact is below FPdes, control proceeds to step 722. In step 722, control determines whether PLMact is below PLMlim. If PLMact is below PLMlim, control proceeds to step 724. In step 724, control decreases FPact by a factor of Y. If PLMact exceeds PLMlim, control proceeds to step 726. In step 726, control increases FPact by a factor of Y. In step 728, control signals a second hold of the method 700 to obtain a PLM response and the proceeds to step 730. [0061] Referring back to step 720, if the FPact exceeds the FPdes control proceeds to step 734. In step 734, control clears the flagPLM and proceeds to step 736. In step 736, control activates a FPact based on the FPdes. In step 730, control determines whether the absolute STM value exceeds Z. If the value of the STM does not exceed Z, control returns to step 728. If the value of the STM does exceed Z, control proceeds to step 732. [0062] Referring back to step 704, if the PLMadj exceeds the PLMlim, control proceeds to step 732. In step 732, control computes the PLM value for each cell of the PLM according to: where i corresponds to the cell position within the PLM. In step 738, control determines whether the flagPLM is set. If the flagPLM is set, control returns to step 718. If the flagPLM is not set, control proceeds to step 740. In step 740, control commands the vapor control based on the FPdes. The method 700 ends in step 742. [0063] Referring now to FIG. 8, a method δ00 for vapor control during periods of 100% DC will be discussed in more detail. Control begins the method 800 in step 802. In step 804, control determines the LTM and PLM control variables including, but not limited to, Mengair, DCnew, the ignition key position (keypos), δ , P1, and tbaro. In step 806, control determines whether GP-307684-PTE-CD 19 the purge valve 34 control is enabled. If the purge valve 34 control is not enabled, control proceeds to 808. In step 808, control activates the LTM cell (LTMact) corresponding to the Mengair supplied by the Mengair sensor 36 after which, control advances to step 822. [0064] If control determines that the purge valve 34 control is enabled, control proceeds to step 810. In step 810, control activates the PLM cell (PLMact) corresponding to the Mengair. In step 812, control determines whether DCdeliv exceeds 100%. If DCdeliv is below 100%, then control proceeds to step 822. If DCdeiiv exceeds 100%, control proceeds to step 814. In step 814, control computes a flow corrected P1 (PCOrr) for the FPact according to: In step 816, control recalculates δ with the PCOrr supplied by step 814. In step 818, control determines the FPact experienced by the purge valve 34 at 100% DC according to the following equation: [0065] In step 820, control computes the adjusted PLM (PLM100DC) while the purge valve 34 is operating at 100% DC according to the following equation: In step 822, control determines whether the keypos is in an off state. If control determines that the keypos is not set to off, control returns to step 804. If the keypos is set to off, control proceeds to step 824. In step 824, control initializes the cell position reference, i, to zero. In step 826, control increments the cell position reference. In step 828, control compares the LTM value to the PLM value for each corresponding cell position. If the value of the LTM is GP-307684-PTE-CD 20 equivalent to the PLM for the current cell, control returns to 826. If the value of the LTM is not equivalent to the PLM for the current cell, control proceeds to step in 830. In step 830, control calculates and stores the LTM cell value based on the corresponding PLM cell according to the following equation: [0066] In step 832, control determines whether i equals the last reference position of the PLM and LTM. If i does not equal the last position of the PLM and LTM, control returns to step 826. If i does equal the last position of the PLM and LTM, control proceeds to step 834. In step 834, control ends. [0067] Those skilled in the art can now appreciate from the foregoing description that the broad teachings of the present invention can be implemented in a variety of forms. Therefore, while this invention has been described in connection with particular examples thereof, the true scope of the invention should not be so limited since other modifications will become apparent to the skilled practitioner upon a study of the drawings, the specification and the following claims. GP-307684-PTE-CD 21 CLAIMS What is claimed is: 1. A control system for controlling a valve in a fuel system of engine, comprising: an engine airflow sensor that senses a mass engine airflow (Mengair), a barometric pressure sensor that senses a barometric pressure (Pbaro); an ambient temperature sensor that senses an ambient temperature (Tamb); an actuator determination module that determines an effective area (Aeff) of said valve based on at least one of said Mengair, said Pbaro, and said Tamb; and a duty cycle (DC) calculation module that determines a first duty cycle (DC) of said valve based on said Aeff. 2. The system of claim 1 wherein said first DC is based on said Aeff. a first slope (M1), a first offset (B1), and a first DC equation, 3. The system of claim 2 wherein said Aeff is based on said Mengair, a purge flow percentage (FP) of said valve that is based on said Mengair, a first predetermined constant (C1), a pressure driving function δ, a first pressure (P1), said Tamb, and an Aeff equation GP-307684-PTE-CD 22 4. The system of claim 3 wherein said P1 is based on said Pbaro, a second predetermined constant (K1), an active purge flow percentage (FPact), said Mengair, said Tamb, said Pbaro, and a P1 equation 5. The system of claim 2 wherein said DC calculation module computes a compensated DC that is based on said Aeff, a second slope (M2), a second offset (B2), and a compensated DC equation when said first DC one of exceeds a DC threshold and falls below said DC threshold, said M2 and said B2 are based on said B1, and said first DC is set equal to said compensated DC. 6. The system of claim 2 wherein said B1 is based on at least one of: a manifold vacuum (MV), said V supplied to said valve, and said Tamb wherein said MV is based on a MV equation (Pbaro- P2). 7. The system of claim 5 wherein said DC calculation module commands said valve with a first delivered DC when a difference between said first DC and a second DC exceeds a predetermined comparison threshold, wherein said first delivered DC is based on said first DC and said second DC; and said DC calculation module commands said valve with a second delivered DC when said difference between said first DC and said second DC falls below said predetermined comparison threshold, wherein said first delivered DC is set equal to said second delivered DC. GP-307684-PTE-CD 23 8. The system of claim 7 wherein said second DC is set equal to said first DC. 9. The system of claim 4 wherein said δ is based on a pressure ratio of said P1 to said P2; wherein said δ is equal to a δ constant when said pressure ratio falls below a δ threshold; and wherein said δ is based on said P1, said P2, and a δ equation when said pressure ratio exceeds a δ threshold. 10. A system for controlling fuel vapor in a fuel system of an engine, comprising: an engine airflow sensor that senses mass engine airflow (Mengair); a purge initialization module that determines an amount of said fuel vapor in said fuel system based on an active flow percentage (FPact) and a desired flow percentage (FPdes), wherein said FPact and said FPdes are based on said Mengair and a purge learn module that controls said amount of said fuel vapor in said engine. 11. The system of claim 10 wherein said purge initialization module increments said FPact when said FPact is below said FPdes. 12. The system of claim 11 wherein said purge initialization module calculates an adjusted second array value (PLMadj) corresponding to said Mengair based on an active second array value (PLMact), an active first array value (LTMact), said FPdes, said FPact, and a PLMadj equation GP-307684-PTE-CD 24 wherein said PLMadj, said PLMact, and said LTMact are multipliers to a fuel rate; and wherein said PLMadj, said PLMact, said LTMact, said FPact, and said FPdes are indexed by said Mengair. 13. The system of claim 12 wherein said purge learn module calculates a limited flow percentage (FPlim) for a predetermined second array threshold (PLMlim) when said PLMlim exceeds said PLMadj; and wherein said purge learn module calculates at least one second array value (PLMj) based said FPlim, a first array (LTMj), said LTMact, said PLMact, said FPact, and a limit PLM equation wherein said /represents a current operating position. 14. The system of claim 13 wherein said purge learn module sets said FPact equal to said FPlim, and said learn module decreases said FPact by a predetermined FPact constant (Y) when said FPdes exceeds said FPact and said PLMlim exceeds said PLMact, and said purge learn module increases said FPact by said Y when said FPdes exceeds said FPact and said PLMact exceeds said PLMlim. 15. The system of claim 14 wherein said purge learn module sets said FPact equal to said FPdes when said FPact exceeds said FPdes, and wherein said purge learn module calculates at least one second array value (PLMj) based said LTMi, LTMact, PLMact, a current position FP (FPj), said FPact, said LTM i, and second array equation GP-307684-PTE-CD 25 16. The system of claim 10 further comprising: a threshold compensation module that determines a second array value (PLMj) when said amount of sad fuel vapor falls below a fuel vapor threshold; wherein said second array is a multiplier to a fuel rate; and wherein / represents a current position. 17. The system of claim 16 wherein said threshold compensation module determines a threshold flow percentage (FPDCthres) when a duty cycle (DC) of a valve in said fuel system exceeds a DC threshold, wherein said FPDCthres is based on a gas constant (C1), a pressure driving function (δ), a corrected pressure (PCOrr), an ambient temperature (Tamb), an engine airflow (mengair), and a FPthres equation wherein said δ is calculated based on said PCOrr, a manifold absolute pressure (P2), an air constant (C1), and the δ equation wherein said Pcorr is based on a barometric pressure (Pbaro), a DC threshold, said DC, a second slope (M2), a second offset (B2), and a first pressure (P1). 18. The system of claim 17 wherein said threshold compensation module determines a DC threshold second array value (PLMthres) based on an said FPact, an active first array value (LTMact), said (FPthres), said FPact, and a PLMthres equation GP-307684-PTE-CD 26 19. The system of claim 16 wherein said threshold compensation module determines at least one first array value (LTMi) based on said PLMi an active second array value (PLMact), an active first array value (LTMact), a flow percentage (FP i), said FPact, and a LTMi equation when said engine is turned off. 20. The system of claim 10 wherein said purge initialization module determines said amount of said fuel vapor when an off time of said engine exceeds an off time threshold. A control system for controlling a valve in a fuel system of engine including an engine airflow sensor that senses a mass engine airflow (Mengair), a barometric pressure sensor that senses a barometric pressure (Pbaro), and an ambient temperature sensor that senses an ambient temperature (Tamb). An actuator determination module determines an effective area (Aeff) of the valve based on at least one of the Mengair, the Pbaro, and the Tamb. A duty cycle (DC) calculation module that determines a first duty cycle (DC) of the valve based on the Aeff.

Full Text

GP-307684-PTE-CD
1
SYSTEM FOR CONTROLLING EVAPORATIVE EMISSIONS
FIELD OF THE INVENTION
[0001] The present invention relates to internal combustion engines,
and more particularly to a system for controlling engine emissions.
BACKGROUND OF THE INVENTION
[0002] Internal combustion engines combust an air/fuel (A/F)
mixture within cylinders to drive pistons and to provide drive torque. Air is
delivered to the cylinders via a throttle and an intake manifold. A fuel injection
system supplies fuel from a fuel tank to provide fuel to the cylinders based on
a desired A/F mixture. To prevent release of fuel vapor, a vehicle may include
an evaporative emissions system which includes a canister that absorbs fuel
vapor from the fuel tank, a canister vent valve, and a purge valve. The
canister vent valve allows air to flow into the canister. The purge valve
supplies a combination of air and vaporized fuel from the canister to the intake
system.
[0003] Closed-loop control systems adjust inputs of a system based
on feedback from outputs of the system. By monitoring the amount of oxygen
in the exhaust, closed-loop fuel control systems manage fuel delivery to an
engine. Based on an output of oxygen sensors, an engine control module
adjusts the fuel delivery to match an ideal A/F ratio (14.7 to 1). By monitoring
engine speed variation at idle, closed-loop speed control systems manage
engine intake airflows and spark advance.
[0004] Typically, the fuel tank stores liquid fuel such as gasoline,
diesel, methanol, or other fuels. The liquid fuel may evaporate into fuel vapor
which increases pressure within the fuel tank. Evaporation of fuel is caused
by energy transferred to the fuel tank via radiation, convection, and/or
conduction. An evaporative emissions control (EVAP) system is designed to
store and dispose of fuel vapor to prevent release. More specifically, the

GP-307684-PTE-CD
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EVAP system returns the fuel vapor from the fuel tank to the engine for
combustion therein.
[0005] The EVAP system includes an evaporative emissions
canister (EEC) and a purge valve. When the fuel vapor increases within the
fuel tank, the fuel vapor flows into the EEC. A purge valve controls the flow of
the fuel vapor from the EEC to the intake manifold. The purge valve may be
modulated between open and closed positions to adjust the flow of fuel vapor
to the intake manifold. Improper operation of the purge valve may cause a
variety of undesirable conditions including, but not limited to, idle surge,
steady throttle surge, and undesirable emission levels.
SUMMARY OF THE INVENTION
[0006] A control system for controlling a valve in a fuel system of
engine including an engine airflow sensor that senses a mass engine airflow
(Mengair), a barometric pressure sensor that senses a barometric pressure
(Pbaro), and an ambient temperature sensor that senses an ambient
temperature (Tamb). An actuator determination module determines an effective
area (Aeff) of the valve based on at least one of the Mengair, the Pbaro, and the
Tamb. A duty cycle (DC) calculation module that determines a first duty cycle
(DC) of the valve based on the Aeff.

GP-307684-PTE-CD
3

when the first DC one of exceeds a DC threshold and falls below the DC
threshold, the M2 and the B2 are based on the B1, and the first DC is set equal
to the compensated DC. The B1 is based on at least one of: a manifold
vacuum (MV), the V supplied to the valve, and the Tamb, wherein the MV is
based on a MV equation (Pbaro- P2).
[0009] In other features, the DC calculation module commands the
valve with a first delivered DC when a difference between the first DC and a
second DC exceeds a predetermined comparison threshold, wherein the first
delivered DC is based on the first DC and the second DC. The DC calculation
module commands the valve with a second delivered DC when the difference
between the first DC and the second DC falls below the predetermined
comparison threshold, wherein the first delivered DC is set equal to the
second delivered DC. The second DC is set equal to the first DC.
[0010] In other features, the δ is based on a pressure ratio of the
P1 to the P2. The δ is equal to a δ constant when the pressure ratio falls
below a 8 threshold. δ is based on the P1, the P2, and a δ equation
when the pressure ratio exceeds a δ
threshold.
[0011] A system for controlling fuel vapor in a fuel system of an
engine includes an engine airflow sensor that senses mass engine airflow
(Mengair). A purge initialization module determines an amount of the fuel vapor
in the fuel system based on an active flow percentage (FPact) and a desired

GP-307684-PTE-CD
4
flow percentage (FPdes), wherein the FPact and the FPdes are based on the
Mengair. A purge learn module controls the amount of the fuel vapor in the
engine.
[0012] In other features, The purge initialization module increments
the FPact when the FPact is below the FPdes. The purge initialization module
calculates an adjusted second array value (PLMadj) corresponding to the
Mengair based on an active second array value (PLMact), an active first array
value (LTMact), the FPdes, the FPact, and a PLMadj equation
The PLMadj, the PLMact, and the
LTMact are multipliers to a fuel rate. The PLMadJ, the PLMact, the LTMact, the
FPact, and the FPdes are indexed by the Mengair.
[0013] In other features, the purge learn module calculates a limited
flow percentage (FPlim) for a predetermined second array threshold (PLMlim)
when the PLMlim exceeds the PLMadj. The purge learn module calculates at
least one second array value (PLM,) based the FP|im, a first array (LTMj), the
LTMact, the PLMact, the FPact, and a limit PLM equation
. The / represents a
current operating position. The purge learn module sets the FPact equal to the
FPlim, and the learn module decreases the FPact by a predetermined FPact
constant (Y) when the FPdes exceeds the FPact and the PLMlim exceeds the
PLMact, and the purge learn module increases the FPact by the Y when the
FPdes exceeds the FPact and the PLMact exceeds the PLMlim.
[0014] In other features, the purge learn module sets the FPact equal
to the FPdes when the FPact exceeds the FPdes, and wherein the purge learn
module calculates at least one second array value (PLMj) based the LTMi,
LTMact, PLMact, a current position FP (FPj), the FPact, the LTMi and second
array equation

GP-307684-PTE-CD
5
[0015] In other features, the system further comprises a threshold
compensation module that determines a second array value (PLMj) when the
amount of sad fuel vapor falls below a fuel vapor threshold. The second array
is a multiplier to a fuel rate. The i represents a current position. The threshold
compensation module determines a threshold flow percentage (FPDCthres)
when a duty cycle (DC) of a valve in the fuel system exceeds a DC threshold,
wherein the FPDCthres is based on a gas constant (C1), a pressure driving
function (S), a corrected pressure (PCorr),-an ambient temperature (Tamb), an
engine airflow (mengair), and a FPthres equation
is calculated based on the Pcorr, a manifold absolute pressure (P2), an air
constant (C1), and the S equation δ = 3.8639(PR1.42857 - PR1.71428)0.5 . The Pcorr
is based on a barometric pressure (Pbaro), a DC threshold, the DC, a second
slope (M2), a second offset (B2), and a first pressure (P1).
[0016] In other features, the threshold compensation module
determines a DC threshold second array value (PLMthres) based on the FPact,
an active first array value (LTMact), the (FPthres), the FPact, and a PLMthres
equation . The threshold
compensation module determines at least one first array value (LTMj) based
on the PLMi, an active second array value (PLMact), an active first array value
(LTMact), a flow percentage (FPi), the FPact, and a LTMj equation
when the engine is turned off.
[0017] In other features, the purge initialization module determines
the amount of the fuel vapor when an off time of the engine exceeds an off
time threshold.

GP-307684-PTE-CD
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BRIEF DESCRIPTION OF THE DRAWINGS
[0018] The present invention will become more fully understood
from the detailed description and the accompanying drawings, wherein:
[0019] FIG. 1 is a functional block diagram of an engine control
system and a fuel system according to the present invention;
[0020] FIG. 2 is a functional block diagram of an engine control
module (ECM) according to the present invention;
[0021] FIG. 3 is a flow diagram illustrating steps of a method for
determining flow variables according to the present invention;
[0022] FIG. 4 is a flow diagram illustrating steps of a method for
determining the actuator variables according to the present invention;
[0023] FIG. 5 is a flow diagram illustrating steps of a method for
determining transient duty cycle (DC) compensation according to the present
invention;
[0024] FIG. 6 is a flow diagram illustrating steps of a method for
initializing purge control according to the present invention;
[0025] FIG. 7 is a flow diagram illustrating a method for initializing
purge control according to the present invention; and
[0026] FIG. 8 is a flow diagram illustrating steps of a method for
controlling vapor during periods of 100% DC according to the present
invention.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0027] The following description of the preferred embodiment is
merely exemplary in nature and is in no way intended to limit the invention, its
application, or uses. For purposes of clarity, the same reference numbers will
be used in the drawings to identify similar elements. As used herein, the term
module refers to an application specific integrated circuit (ASIC), an electronic
circuit, a processor (shared, dedicated, or group) and memory that execute
one or more software or firmware programs, a combinational logic circuit,
and/or other suitable components that provide the described functionality.

GP-307684-PTE-CD
7
[0028] Referring to FIG. 1, a vehicle 10 includes an engine system
12 and a fuel system 14. One or more control modules 16 communicate with
the engine and fuel systems 12, 14. The fuel system 14 selectively supplies
liquid and/or fuel vapor to the engine system 12, as will be described in further
detail below.
[0029] The engine system 12 includes an engine 18, a fuel injection
system 20, an intake manifold 22, and an exhaust manifold 24. Air is drawn
into the intake manifold 22 through a throttle 26. The throttle 26 regulates
mass air flow into the intake manifold 22. Air within the intake manifold 22 is
distributed into cylinders 28. The air is mixed with fuel and the air/fuel (A/F)
mixture is combusted within cylinders 28 of the engine 18. Although two
cylinders 28 are illustrated, it can be appreciated that the engine 18 can
include any number of cylinders 28 including, but not limited to 1, 3, 4, 5, 6, 8,
10 and 12 cylinders. The fuel injection system 20 includes liquid injectors that
inject liquid fuel into the cylinders 28.
[0030] Exhaust flows through the exhaust manifold 24 and is treated
in a catalytic converter 30. An exhaust oxygen sensor 32 (e.g., a wide-range
A/F ratio sensor) communicates exhaust A/F ratio signals to the control
module 16. A voltage (V) sensor 33 communicates an operating V supplied to
a purge valve 34 to the control module 16. A mass engine air flow (Mengair)
sensor 36 is located within an air inlet and communicates a Mengair signal
based on the mass of air flowing into the engine system 12 to the control
module 16. An intake manifold absolute pressure (P2) sensor 38 senses the
pressure within the intake manifold 22 of the engine and communicates a P2
signal to the control module 16. Ambient temperature (Tamb) and barometric
pressure (Pbaro) signals are generated by Tamb and Pbaro sensors 39, 40,
respectively.
[0031] The control module 16 controls the fuel and air provided to
the engine based on oxygen sensor signals and throttle valve position. This
form of fuel control is also referred to as closed loop fuel control. Closed loop
fuel control is used to maintain the A/F mixture at or close to an ideal

GP-307684-PTE-CD
8
stoichiometric A/F ratio by commanding a desired fuel delivery to match the
airflow. Stoichiometry is defined as an ideal A/F ratio (e.g., 14.7 to 1 for
gasoline). The engine control may command different airflow to compensate
the engine speed changes during engine idle operation.
[0032] The engine system 12 operates in a lean condition (i.e.,
reduced fuel) when the A/F ratio is higher than the stoichiometric A/F ratio.
The engine system 12 operates in a rich condition when the A/F ratio is below
the stoichiometric A/F ratio. A fuel control factor helps determine whether the
A/F ratio is within an ideal range (i.e., above a minimum value and below a
maximum value). An exemplary fuel control factor includes a short term
integrator (STI) that provides a rapid indication of fuel enrichment based on
input from the oxygen sensor signals. For example, if the signals indicate an
A/F ratio greater than a specified reference, the STI is increased a step.
Conversely, if the signals indicate an A/F ratio less than the specified
reference, the STI is decreased a step. A fuel control modifier monitors
changes in the fuel control factor over a long term. An exemplary fuel control
modifier includes a long term modifier (LTM). The LTM monitors STI and
uses integration to produce its output.
[0033] The fuel system 14 includes a fuel tank 42 that contains
liquid fuel and fuel vapor. A fuel inlet 44 extends from the fuel tank 42 to
enable fuel filling. A fuel cap 46 closes the fuel inlet 44 and may include a
bleed hole (not shown). A modular reservoir assembly (MRA) 48 is disposed
within the fuel tank 42 and includes a fuel pump 50. The MRA 48 includes a
liquid fuel line 52 and a fuel vapor line 54.
[0034] The fuel pump 50 pumps liquid fuel through the liquid fuel
line 52 to the fuel injection system 20 of the engine 18. A fuel vapor system
includes the fuel vapor line 54 and a canister 56. Fuel vapor flows through
the fuel vapor line 54 into the canister 56. A fuel vapor line 58 connects the
purge valve 34 to the canister 56. The control module 16 modulates the
purge valve 34 to selectively enable fuel vapor to flow into the intake system

GP-307684-PTE-CD
9
of the engine 18. The control module 16 modulates a canister vent valve 60
to selectively enable air flow from atmosphere into the canister 56.
[0035] Referring now to FIG. 2, an engine control system 100 will be
described in further detail. The engine control system 100 includes
communicating with the exhaust oxygen sensor 32, the Mengair sensor 36, the
Tamb sensor 39, the P2 sensor 38, the Pbaro sensor 40, and the V sensor 33. A
purge initialization module 70 receives signals from the exhaust oxygen
sensor 32 and the Mengair sensor 36. The purge initialization module 70
captures initialization variables and determines initial purge control conditions
by determining the amount of fuel vapors present within the fuel system 14.
[0036] A purge learn module 72 communicates with the initialization
module 70 and receives signals from the exhaust oxygen sensor 32. The
purge learn module 72 determines an array of purge learn memory (PLM)
values for a current engine operating condition and adaptively learns the PLM
values for the remaining engine operating conditions. The PLM values correct
for errors in the fuel system 14 when the purge valve 34.
[0037] A threshold compensation module 74 receives signals from
the Mengair sensor 36, the Tamb sensor 39, the P2 sensor 38, and the Pbaro
sensor 40. The threshold compensation module 74 communicates with the
purge learn module 72 and the duty cycle (DC) calculation module 80 and
calculates PLM values when the DC of the purge valve 34 has exceeded a
DC threshold. The threshold compensation module 74 stores the PLM values
in a long term memory (LTM) array (not shown) when engine 18 is off.
[0038] A flow variable initialization module 76 receives signals from
the Mengair sensor 36, the Tamb sensor 39, the P2 sensor 38, the Pbaro sensor
40, and the V sensor 33. The flow variable initialization module 76
communicates with the purge initialization module 70 and the DC calculation
module 80. The flow variable initialization module 76 determines the initial
flow variables utilized to control the operation of the purge valve 34.

GP-307684-PTE-CD
10
[0039] An actuator determination module 78 communicates with the
flow variable initialization module 76. The actuator determination module 78
determines the characteristics of an actuator (not shown) of the purge valve
34 based on parameters received from the flow variable initialization module
76.
[0040] The DC calculation module 80 communicates with the
actuator determination module 78 and the threshold compensation module
74. The DC calculation module 80 determines the DC of the purge valve 34
for DC operation below the DC threshold and for DC operation that exceeds
the DC threshold. The DC calculation module 80 commands the actuator of
the purge valve 34.
[0041] The engine control system 100 controls the purge valve 34
based on adjustments made to the DC of the purge valve 34 for distinct
actuator characteristics of the purge valve 34 during various engine operating
conditions. The engine control system 100 controls the introduction of purge
flow into of the engine 18 based on the adjusted DC, thereby providing an
accurate control of A/F mixture supplied to the engine 18.
[0042] Referring now to FIG. 3, a method 300 for determining the
flow variables in the engine control system 100 will be described in more
detail. In the present implementation, an exemplary embodiment of the purge
valve 34 will relate to the characteristics and operation of a 95 liters per
minute (LPM) purge valve. Those skilled in the art can appreciate that various
other embodiments of the purge valve 34 are contemplated within the scope
of this invention including, but not limited to, a 71 LPM purge valve. The
method 300 begins in step 302. In step 304, control initializes the purge
control variables by processing signals provided by the Mengair sensor 36, the
Pbaro sensor 40, the P2 sensor 38, the Tamb sensor 39, and the V sensor 33.
Control also initializes DCsecond. Control determines whether the purge control
is enabled in step 306. If control determines that the purge control is not
enabled, control returns to step 304. If control determines that the purge
control is enabled, control proceeds to step 308. In step 308, control

GP-3076δ4-PTE-CD
11
determines an active purge flow percentage (FPact). Control can determine
the FPact from sources including, but not limited to, a FPact look-up table (not
shown) and a predetermined purge closed loop equation (not shown). The
FPact look-up table is a function of Mengair. In an exemplary embodiment, FPact
can be approximately 3%, although it should be appreciated that other values
of FPact are anticipated
[0043] In step 310, control calculates a first pressure (P1)
representing the pressure upstream from the inlet of the purge valve 34.
Generally, the pressure experienced by the fuel system 14, Pbaro, is subject to
a drop in pressure as air flows through the purge line 5δ resulting in P1. P1
represents a calculated pressure at the inlet of the purge valve 34. The value
of P1 is determined according the following equation:

where K represents a calibrated constant (e.g. 0.173). Although K may be
0.173 in the current example, other values for K are anticipated. In step 312,
control calculates the pressure ratio (PR) of a second pressure (P2) relative to
P1. P2 represents the pressure downstream from the purge valve 34 and is
supplied by the P2 sensor 3δ. In the current invention, P2 acts as a negative
pressure upon the purge valve 34. Once control has determined PR, control
next determines the pressure delta function (δ) in 314. δ represents a
compressible gas characterization. In an exemplary embodiment, δ can
range from 0 to 1. Control can determine δ from sources including, but not
limited to, a δ look-up table (not shown) based on PR and/or a δ equation. δ
can be calculated according to the following equation:

Where PRthres represents a pressure ratio threshold and A1 represents an air
constant. In an exemplary embodiment, δ is based on a PRthres of
approximately 0.528. In step 316, the method 300 ends.

GP-307684-PTE-CD
12
[0044] Referring now to FIG. 4, a method 400 of determining
actuator characteristics is discussed in more detail. Control begins the
method 400 in step 402. In step 403, control calculates a voltage level
supplied to the purge valve 34. In step 404, control calculates a manifold
vacuum (MV) value. MV is used by control to correct for characteristics of
distinct actuators of the purge valve 34. (P1-P2) represents a force upon the
purge valve 34 that can be approximated by MV. The force results from the
difference between Pbaro delivered to the fuel system 14 and P2 acting
downstream of the purge valve 34. In various embodiments, the purge valve
34 can be pressure compensated, therefore eliminating the need to take into
account MV.
[0045] In step 406, control determines a first base purge valve offset
(B1). Control can determine B1 for various operating conditions from sources
including, but not limited to, a B1 look-up table (not shown). In various
embodiments, the look-up table may be a function of, but is not limited to, MV
and/or operating V. Generally, operation of the purge valve 34 is primarily
affected by V and MV. Typically, the absolute temperature of the fuel vapor
that is estimated by the intake manifold temperature, Tinlet, affects B1 to a
lesser degree. For the sake of simplicity, Tinlet can be assumed to be Tamb. In
an exemplary embodiment, the purge valve 34 operates at approximately 12V
and approximately 20 degrees Celsius. B1 serves as a first offset to a first
linear curve, detailed below, which calculates the valve effective area (Aeff) of
the purge valve 34.
[0046] In step 408, control corrects B1 for changes in temperature as
Tamb of the purge valve 34 varies from 20 degrees Celsius. In step 410,
control calculates a first purge valve duty cycle (DCfirst) for purge valve 34
under operating conditions in which DC does not deviate from linearity (e.g.,
approximately 9δ%). The DC of the purge valve 34 is the ratio of the "on
time," or time the purge valve 34 is open relative to the time of a single cycle
of operation. Generally, DC is expressed as a percentage value. The DC of
the purge valve 34 is calculated as follows:

GP-307684-PTE-CD
13

[0047] In equations (4) and (5), Aeff represents the effective flow
area across the purge valve 34. The value of Aeff is calculated for each
distinct actuator of the purge valve 34 that may be used in the fuel system 14.
Aeff is a normalized, dimensionless value which ranges from 0 to 1. Aeff can
be characterized by two linear curves that are based on the operation of the
purge valve 34, specifically the duty cycle (DC) of the purge valve 34.
[0048] Mpurge represents the purge mass air flow of the fuel system
14. C1 is a constant that considers factors including, but not limited to, the
area of the purge valve 34, discharge coefficients of the purge system, and/or
thermodynamics characteristics associated with the purge gas. Each purge
valve 34 corresponds to a distinct value of C1. Therefore, if the purge valve
34 implemented in the fuel system 14 is changed, the value of C1 will also be
modified. In the present implementation, C1 can have a value of 5.68. In
various embodiments in which a 71 LPM purge valve 34 is contemplated, C1
can be 4.12. Combining equations (4) and (5) and isolating Aeff leads to:

[0049] Where M1 represents a slope characterizing the purge valve
34 while operating below a predetermined DC threshold, which is discussed in
further detail below. Generally, M1 is independent of operating conditions of
the purge valve 34 that contribute to the variance of B1. In various
embodiments of the current invention, the frequency of operation of the purge
valve 34 includes, but is not limited to, 8 Hz, 16 Hz, and/or 32 Hz.

GP-307684-PTE-CD
14

[0051] Referring now to FIG. 5, a method 500 for determining
transient DC compensation will be discussed in more detail. Control begins
the method 500 in step 502. In step 504, control determines whether the
DCfirst calculated in step 410 of method 400 exceeds the DC threshold. In
various embodiments including, but not limited to, the 95 LPM and 71 LPM
purge valves 60, the DC threshold may be 98%. If DCfirst exceeds the DC
threshold, control proceeds to step 506. In step 506, control calculates a
compensated purge valve 34 slope, M2, of a second linear curve that
characterizes the purge valve 34 when DCfirst exceeds the DC threshold.
[0052] Next, control calculates a compensated offset B2 for the
second linear curve in step 508. M2 and B2 are determined as functions of M1
and B1, respectively. The following equation represents the second linear
curve:
In step 510, DCcomp is calculated in similar fashion to DCfirst according to:

Upon calculating DCcomp, DCfirst is set equal to DCcomp and control proceeds to
step 512. If DCfirst did not exceed the DC threshold in step 504, control
proceeds to step 512. In step 512, control determines the absolute value of
the difference between DCfirst and DCsecond. If the difference exceeds a
predetermined constant, Z, control proceeds to step 514. In step 514, control
determines a delivered DC (DCdeliv) as a function of DCfirst and DCsecond. The
DCdeliv represents the output DC signal commanding the operation of the
purge valve 34. If the difference between DCfirst and DCsecond does not exceed

GP-307684-PTE-CD
15
the predetermined constant Z in step 512, control proceeds to step 516. In
step 516, control sets the DCdeliv to DCfirst. In step 518, control sets DCsecond
equal to DCfirst and transmits DCsecond to 304 of method 300. In step 520,
method 500 ends.
[0053] Now referring to FIGS. 6A and 6B, a method 600, for
initializing purge control is discussed in more detail. Control begins the
method 600 in step 602 when the engine is turned on. In step 604, control
captures the purge initialization variables including the engine off time (tengoff),
engine airflow (Mengair), LTM values, and PLM values. In an exemplary
embodiment, the LTM and PLM can include, but are not limited to, δ cells.
LTM cells are used to determine the long-term closed loop fuel multiplier
which controls the fuel injectors of the fuel injection system 20 when the purge
valve 34 is off. PLM values are utilized to control the fuel injectors when the
purge valve 34 is on. The value of tengoff represents the lapse of time between
the previous the previous key down of the engine 12 and the current key up of
the engine 12 that occurred in step 602.
[0054] In step 606, control determines whether the purge valve 34
control is enabled. If the purge valve 34 control is not enabled, control
proceeds to step 60δ. In step 60δ, control activates the LTM cell (LTMn)
corresponding to the Mengair measurement provided by the Mengair sensor 36.
The LTM, PLM, and FP are indexed by Mengair. In an exemplary embodiment,
the LTM, PLM, and FP indexing is calibrated identically. Control returns to
step 604. If the purge valve 34 control is not enabled, control proceeds to
610. In 610, control determines whether tengoff exceeds a predetermined tengoff
threshold. tengoff can be, but is not limited to, a time interval equaling
approximately 1 hour. If tengoff does not exceed the predetermined tengoff
threshold, then control activates the appropriate cell of the PLM based on the
Mengair value in step 612. In step 612, control uses values of the PLM that
were obtained during a previous key cycle. Control then advances to step
740 of method 700.

GP-307684-PTE-CD
16
[0055] If tengoff exceeds the predetermined tengoff threshold in step
610, the control proceeds to step 614. In step 614, control sets the cells of
the PLM (PLMn) equal to the corresponding cells of the LTM (e.g.,
PLM1=LTM1). In step 616, control activates the PLM cell (PLMact) based on
the Mengair value supplied by the Mengair sensor 36. In various embodiments,
control can reference a look-up table indexed as a function of Mengair-
[0056] In step 618, control clears a purge flow value (x) to avoid
substantial "rich" or "lean" A/F mixture excursions. An A/F ratio below 14.7 is
referred to as a rich mixture while an A/F ratio above 14.7 is called a lean
mixture. An A/F mixture of 14.7 corresponds to the stoichiometric or
chemically correct mixture of gasoline. In step 620, control increments the
purge flow value and then proceeds to calculate actual purge flow percentage
(FPact) in step 622. In various embodiments, the FPact can be computed
according to the following equation:
(11)
The previous equation progressively increments FPact in order to effectuate a
gradual increase in the level of evaporated gas supplied through the purge
valve 34. In step 624, control initiates a hold of the method 600 to allow for an
accurate reading to be taken of the closed loop integrator (STM) in step 626.
The STM is a multiplier on the fuel rate that determines a switch of fuel
system 14 operating conditions from a rich A/F ratio to a lean A/F ratio and
vice versa based on the oxygen sensor 32. The oxygen sensor 32 is
generally disposed across the exhaust manifold 24 of engine 12. During rich
operation of the fuel system 14, the oxygen sensor 32 transmits a first oxygen
sensor voltage level to control. At lean operation, the oxygen sensor 32
signals a second oxygen sensor voltage.
[0057] In step 628, control determines the desired purge flow
percentage (FPdes) based on Mengair. In step 630, control determines whether
the STM value exceeds a predetermined first STM threshold (Y). If the STM
value does not exceed Y, the control proceeds to step 634. If the STM value
does exceed Y, then control determines whether FPdes exceeds FPact in step

GP-307684-PTE-CD
17
632. If FPdes exceeds FPact, control returns to step 620. However, if FPdes
does not exceed FPact, control initiates a second hold of the method 600 to
obtain a PLM response in step 634 after adaptively learning the STM
correction into the PLM. In step 636, control performs a second reading of the
STM.
[0058] Control determines whether the second reading of the STM
exceeds a second STM threshold (Z) in step 638. If the second reading of the
STM does not exceed Z, control returns to step 634. If the second reading of
the STM exceeds Z in step 640, control calculates an adjusted PLM flow
percentage (PLMadj) for current active cell of the PLM according to:

where LTMact represents the value stored in the LTM corresponding to the
current active cell. In step 642, the method 600 ends.
[0059] Referring now to FIG. 7, a method 700 for vapor control of
the PLM is discussed in more detail. Control begins the method 700 in step
702. Next, in step 704, control determines whether PLMadj is below a PLM
flow percentage limit (PLMlim). If the PLMadj is below the PLMlim, control
proceeds to step 706. In step 706 control calculates a limited PLM flow
percentage (FPlim) according to:

In step 708, control sets a PLM control flag (flagPLM) and proceeds in step 710
to calculate the PLMlim value for each cell of the PLM according to:

where i corresponds to the current cell position reference. In step 712, control
sets the FPact equal to the FP|im.
[0060] In step 714, control initiates a hold of the method 700 to
obtain a PLM response. In step 716, control determines whether the STM
value exceeds Z. If the STM value does not exceed Z, control returns to step

GP-307684-PTE-CD
18
714. If the STM value exceeds Z, control determines the appropriate FP cell
based on the Mengair in step 718. In step 720, control proceeds to determine
whether FPact is below FPdes. If FPact is below FPdes, control proceeds to step
722. In step 722, control determines whether PLMact is below PLMlim. If
PLMact is below PLMlim, control proceeds to step 724. In step 724, control
decreases FPact by a factor of Y. If PLMact exceeds PLMlim, control proceeds
to step 726. In step 726, control increases FPact by a factor of Y. In step 728,
control signals a second hold of the method 700 to obtain a PLM response
and the proceeds to step 730.
[0061] Referring back to step 720, if the FPact exceeds the FPdes
control proceeds to step 734. In step 734, control clears the flagPLM and
proceeds to step 736. In step 736, control activates a FPact based on the
FPdes. In step 730, control determines whether the absolute STM value
exceeds Z. If the value of the STM does not exceed Z, control returns to
step 728. If the value of the STM does exceed Z, control proceeds to step
732.
[0062] Referring back to step 704, if the PLMadj exceeds the PLMlim,
control proceeds to step 732. In step 732, control computes the PLM value
for each cell of the PLM according to:

where i corresponds to the cell position within the PLM. In step 738, control
determines whether the flagPLM is set. If the flagPLM is set, control returns to
step 718. If the flagPLM is not set, control proceeds to step 740. In step 740,
control commands the vapor control based on the FPdes. The method 700
ends in step 742.
[0063] Referring now to FIG. 8, a method δ00 for vapor control
during periods of 100% DC will be discussed in more detail. Control begins
the method 800 in step 802. In step 804, control determines the LTM and
PLM control variables including, but not limited to, Mengair, DCnew, the ignition
key position (keypos), δ , P1, and tbaro. In step 806, control determines whether

GP-307684-PTE-CD
19
the purge valve 34 control is enabled. If the purge valve 34 control is not
enabled, control proceeds to 808. In step 808, control activates the LTM cell
(LTMact) corresponding to the Mengair supplied by the Mengair sensor 36 after
which, control advances to step 822.
[0064] If control determines that the purge valve 34 control is
enabled, control proceeds to step 810. In step 810, control activates the PLM
cell (PLMact) corresponding to the Mengair. In step 812, control determines
whether DCdeliv exceeds 100%. If DCdeliv is below 100%, then control
proceeds to step 822. If DCdeiiv exceeds 100%, control proceeds to step 814.
In step 814, control computes a flow corrected P1 (PCOrr) for the FPact
according to:
In step 816, control recalculates δ with the PCOrr supplied by step 814. In step
818, control determines the FPact experienced by the purge valve 34 at 100%
DC according to the following equation:

[0065] In step 820, control computes the adjusted PLM (PLM100DC)
while the purge valve 34 is operating at 100% DC according to the following
equation:

In step 822, control determines whether the keypos is in an off state. If control
determines that the keypos is not set to off, control returns to step 804. If the
keypos is set to off, control proceeds to step 824. In step 824, control initializes
the cell position reference, i, to zero. In step 826, control increments the cell
position reference. In step 828, control compares the LTM value to the PLM
value for each corresponding cell position. If the value of the LTM is

GP-307684-PTE-CD
20
equivalent to the PLM for the current cell, control returns to 826. If the value
of the LTM is not equivalent to the PLM for the current cell, control proceeds
to step in 830. In step 830, control calculates and stores the LTM cell value
based on the corresponding PLM cell according to the following equation:

[0066] In step 832, control determines whether i equals the last
reference position of the PLM and LTM. If i does not equal the last position of
the PLM and LTM, control returns to step 826. If i does equal the last position
of the PLM and LTM, control proceeds to step 834. In step 834, control ends.
[0067] Those skilled in the art can now appreciate from the
foregoing description that the broad teachings of the present invention can be
implemented in a variety of forms. Therefore, while this invention has been
described in connection with particular examples thereof, the true scope of the
invention should not be so limited since other modifications will become
apparent to the skilled practitioner upon a study of the drawings, the
specification and the following claims.

GP-307684-PTE-CD
21
CLAIMS
What is claimed is:
1. A control system for controlling a valve in a fuel system of
engine, comprising:
an engine airflow sensor that senses a mass engine airflow (Mengair),
a barometric pressure sensor that senses a barometric pressure
(Pbaro);
an ambient temperature sensor that senses an ambient temperature
(Tamb);
an actuator determination module that determines an effective area
(Aeff) of said valve based on at least one of said Mengair, said Pbaro, and said
Tamb; and
a duty cycle (DC) calculation module that determines a first duty cycle
(DC) of said valve based on said Aeff.
2. The system of claim 1 wherein said first DC is based on said Aeff.
a first slope (M1), a first offset (B1), and a first DC equation,

3. The system of claim 2 wherein said Aeff is based on said Mengair,
a purge flow percentage (FP) of said valve that is based on said Mengair, a first
predetermined constant (C1), a pressure driving function δ, a first pressure
(P1), said Tamb, and an Aeff equation

GP-307684-PTE-CD
22
4. The system of claim 3 wherein said P1 is based on said Pbaro, a
second predetermined constant (K1), an active purge flow percentage (FPact),
said Mengair, said Tamb, said Pbaro, and a P1 equation

5. The system of claim 2 wherein said DC calculation module
computes a compensated DC that is based on said Aeff, a second slope (M2),
a second offset (B2), and a compensated DC equation

when said first DC one of exceeds a DC threshold and falls below said DC
threshold, said M2 and said B2 are based on said B1, and said first DC is set
equal to said compensated DC.
6. The system of claim 2 wherein said B1 is based on at least one
of: a manifold vacuum (MV), said V supplied to said valve, and said Tamb
wherein said MV is based on a MV equation (Pbaro- P2).
7. The system of claim 5 wherein said DC calculation module
commands said valve with a first delivered DC when a difference between
said first DC and a second DC exceeds a predetermined comparison
threshold, wherein said first delivered DC is based on said first DC and said
second DC; and
said DC calculation module commands said valve with a second
delivered DC when said difference between said first DC and said second DC
falls below said predetermined comparison threshold, wherein said first
delivered DC is set equal to said second delivered DC.

GP-307684-PTE-CD
23
8. The system of claim 7 wherein said second DC is set equal to
said first DC.
9. The system of claim 4 wherein said δ is based on a pressure
ratio of said P1 to said P2;
wherein said δ is equal to a δ constant when said pressure
ratio falls below a δ threshold; and
wherein said δ is based on said P1, said P2, and a δ equation
when said pressure ratio exceeds a δ
threshold.
10. A system for controlling fuel vapor in a fuel system of an engine,
comprising:
an engine airflow sensor that senses mass engine airflow
(Mengair);
a purge initialization module that determines an amount of said
fuel vapor in said fuel system based on an active flow percentage (FPact) and
a desired flow percentage (FPdes), wherein said FPact and said FPdes are
based on said Mengair and
a purge learn module that controls said amount of said fuel
vapor in said engine.
11. The system of claim 10 wherein said purge initialization module
increments said FPact when said FPact is below said FPdes.
12. The system of claim 11 wherein said purge initialization module
calculates an adjusted second array value (PLMadj) corresponding to said
Mengair based on an active second array value (PLMact), an active first array
value (LTMact), said FPdes, said FPact, and a PLMadj equation

GP-307684-PTE-CD
24
wherein said PLMadj, said PLMact, and said LTMact are multipliers
to a fuel rate; and
wherein said PLMadj, said PLMact, said LTMact, said FPact, and
said FPdes are indexed by said Mengair.
13. The system of claim 12 wherein said purge learn module
calculates a limited flow percentage (FPlim) for a predetermined second array
threshold (PLMlim) when said PLMlim exceeds said PLMadj; and
wherein said purge learn module calculates at least one second
array value (PLMj) based said FPlim, a first array (LTMj), said LTMact, said
PLMact, said FPact, and a limit PLM equation

wherein said /represents a current operating position.
14. The system of claim 13 wherein said purge learn module sets
said FPact equal to said FPlim, and said learn module decreases said FPact by
a predetermined FPact constant (Y) when said FPdes exceeds said FPact and
said PLMlim exceeds said PLMact, and said purge learn module increases said
FPact by said Y when said FPdes exceeds said FPact and said PLMact exceeds
said PLMlim.
15. The system of claim 14 wherein said purge learn module sets
said FPact equal to said FPdes when said FPact exceeds said FPdes, and
wherein said purge learn module calculates at least one second array value
(PLMj) based said LTMi, LTMact, PLMact, a current position FP (FPj), said
FPact, said LTM i, and second array equation

GP-307684-PTE-CD
25
16. The system of claim 10 further comprising:
a threshold compensation module that determines a second
array value (PLMj) when said amount of sad fuel vapor falls below a fuel vapor
threshold;
wherein said second array is a multiplier to a fuel rate; and
wherein / represents a current position.
17. The system of claim 16 wherein said threshold compensation
module determines a threshold flow percentage (FPDCthres) when a duty cycle
(DC) of a valve in said fuel system exceeds a DC threshold, wherein said
FPDCthres is based on a gas constant (C1), a pressure driving function (δ), a
corrected pressure (PCOrr), an ambient temperature (Tamb), an engine airflow
(mengair), and a FPthres equation
wherein said δ is calculated based on said PCOrr, a manifold absolute
pressure (P2), an air constant (C1), and the δ equation

wherein said Pcorr is based on a barometric pressure (Pbaro), a
DC threshold, said DC, a second slope (M2), a second offset (B2), and a first
pressure (P1).
18. The system of claim 17 wherein said threshold compensation
module determines a DC threshold second array value (PLMthres) based on an
said FPact, an active first array value (LTMact), said (FPthres), said FPact, and a
PLMthres equation

GP-307684-PTE-CD
26
19. The system of claim 16 wherein said threshold compensation
module determines at least one first array value (LTMi) based on said PLMi
an active second array value (PLMact), an active first array value (LTMact), a
flow percentage (FP i), said FPact, and a LTMi equation
when said engine is turned off.
20. The system of claim 10 wherein said purge initialization module
determines said amount of said fuel vapor when an off time of said engine
exceeds an off time threshold.

A control system for controlling a valve in a fuel system of engine
including an engine airflow sensor that senses a mass engine airflow (Mengair),
a barometric pressure sensor that senses a barometric pressure (Pbaro), and
an ambient temperature sensor that senses an ambient temperature (Tamb).
An actuator determination module determines an effective area (Aeff) of the
valve based on at least one of the Mengair, the Pbaro, and the Tamb. A duty cycle
(DC) calculation module that determines a first duty cycle (DC) of the valve
based on the Aeff.

Documents:

http://ipindiaonline.gov.in/patentsearch/GrantedSearch/viewdoc.aspx?id=lKHOMUyKFL3eS9ZppDj1kw==&loc=wDBSZCsAt7zoiVrqcFJsRw==

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Patent Number

271450

Indian Patent Application Number

73/KOL/2008

PG Journal Number

09/2016

Publication Date

26-Feb-2016

Grant Date

22-Feb-2016

Date of Filing

09-Jan-2008

Name of Patentee

GM GLOBAL TECHNOLOGY OPERATIONS, INC.

Applicant Address

300 GM RENAISSANCE CENTER DETROIT, MICHIGAN

Inventors:

#	Inventor's Name	Inventor's Address
1	PAUL E. REINKE	1133 SPRINGWOOD LANE ROCHESTER HILLS, MICHIGAN 48309

PCT International Classification Number

F02M25/08

PCT International Application Number

N/A

PCT International Filing date

PCT Conventions:

#	PCT Application Number	Date of Convention	Priority Country
1	11/668,888	2007-01-30	U.S.A.