EP0580603A1 - Procede et dispositif pour essayer un systeme d'aeration de reservoir de carburant. - Google Patents

Procede et dispositif pour essayer un systeme d'aeration de reservoir de carburant.

Info

Publication number
EP0580603A1
EP0580603A1 EP92906112A EP92906112A EP0580603A1 EP 0580603 A1 EP0580603 A1 EP 0580603A1 EP 92906112 A EP92906112 A EP 92906112A EP 92906112 A EP92906112 A EP 92906112A EP 0580603 A1 EP0580603 A1 EP 0580603A1
Authority
EP
European Patent Office
Prior art keywords
adsorption filter
tank
ventilation
differential pressure
tank ventilation
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP92906112A
Other languages
German (de)
English (en)
Other versions
EP0580603B1 (fr
Inventor
Helmut Denz
Andreas Blumenstock
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0580603A1 publication Critical patent/EP0580603A1/fr
Application granted granted Critical
Publication of EP0580603B1 publication Critical patent/EP0580603B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/08—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding fuel vapours drawn from engine fuel reservoir
    • F02M25/0809—Judging failure of purge control system

Definitions

  • the following relates to a method and a device for checking the functionality of a tank ventilation system for a motor vehicle with an internal combustion engine.
  • an adsorption filter with a ventilation opening on its ventilation side and a connection line to a tank
  • a tank ventilation valve which is connected in a connecting line between the intake manifold of the engine and the intake side of the adsorption filter
  • the control device controls the tank ventilation valve in a predetermined time grid, for. For example, she keeps it closed for 1 1/2 minutes and then opens it for 4 minutes to allow the adsorption filter to regenerate.
  • the opening cross section of the tank ventilation The valve is determined via a duty cycle that is dependent on the respective operating state of the engine.
  • a differential pressure is measured, which is a measure of the pressure difference between the ventilation and suction side of the adsorption filter
  • the tank ventilation valve After a regeneration phase of predetermined duration, in which a negative pressure has built up in the tank ventilation signal, the tank ventilation valve is closed and in essentially a differential pressure (Dp) is measured when closing the same, which is a measure of the pressure difference between the ventilation and suction side of the adsorption filter,
  • Dp differential pressure
  • the time constant ( ⁇ ) for the reduction of the measured pressure difference after the tank ventilation valve is closed is determined with the aid of at least one further differential pressure measurement
  • the differential overpressure (Dp) is measured, which corresponds to the difference between the internal pressure of the tank ventilation system and the ambient pressure
  • these methods therefore examine the throughput capability of the system, in particular the adsorption filter.
  • This throughput capability can e.g. B. either be reduced by the fact that the ventilation opening is completely or partially blocked or the filling of the adsorption filter, usually activated carbon, is baked together or soiled that it greatly impedes the flow of ventilation air through the filter.
  • the adsorption filter can do its job of adsorbing fuel vapor and desorbing it with the help of ventilation air no longer exercise properly.
  • the inventions are based on the knowledge that this error manifests itself in the fact that the vacuum on the suction side becomes greater with a given suction power, the less ventilation air can flow in to this side, and that when the tank ventilation valve closes, the dismantling of the aforementioned. Vacuum occurs all the slower, slow ventilation air (and fuel vapor) flows in.
  • Each of these effects ie the effect of the increased negative pressure and the effect of the slower pressure reduction, can be used separately to determine the insufficient throughput capacity of the adsorption filter.
  • Another effect is excessive pressure increase when refueling an OBVR system.
  • This pressure difference can be measured directly as a differential pressure, which is a measure of the pressure difference between the ventilation and suction side of the adsorption filter. However, it is easier to measure the difference between the pressure on the suction side of the adsorption filter and the ambient pressure as a measure of this pressure, since the connection of a differential pressure meter to the ventilation side can then be saved.
  • the pressure measured in this way is a good measure of the actual pressure difference mentioned, since the pressure on the ventilation side of the adsorption filter essentially corresponds to the ambient pressure. If there is a tank ventilation system that has a differential pressure meter on the tank for any purpose, it is advantageous to use the signal from this differential pressure meter as a measure of the above-mentioned pressure difference.
  • the threshold value for the differential vacuum If only a single value is set as the threshold value for the differential vacuum, it must be chosen so high that it can only be exceeded if there is an operating state with the highest possible vacuum on the suction side. Such an operating state is more typical such a medium load and medium speed of the engine with high gas flow through the adsorption filter. Since it is possible that such an operating state will not be reached for a long time, e.g. B. when driving a vehicle with a very powerful engine in the city, it is advantageous to choose the threshold value depending on values of operating variables of the engine and the tank ventilation valve.
  • the associated pressure on the suction side of the adsorption filter can be tested on a test bench with the filter working properly, and an associated threshold value can be stored in a map, which is by a predetermined percentage or a predetermined pressure difference is higher than the differential pressure that applies to proper operation.
  • a differential pressure sensor for measuring a differential pressure, which is a measure of the pressure difference between the ventilation and suction side of the adsorption filter
  • an assessment device which receives the signal from the differential pressure sensor and is designed so that it outputs an error signal that indicates insufficient throughput capacity of the adsorption filter when the measured differential pressure exceeds a threshold value.
  • a differential pressure sensor for measuring a differential pressure, which is a measure of the pressure difference between the ventilation and suction side of the adsorption filter
  • a determination device which detects the signal from the difference pressure sensor and also receives a signal which indicates the closing of the tank ventilation valve and which is designed such that it determines the time constant of the reduction of the measured differential pressure after the closing of the tank ventilation valve with the aid of the differential pressure signals supplied to it,
  • a judging device that receives the signal from the determining device and is designed so that it outputs an error signal that indicates insufficient throughput capacity of the adsorption filter when the determined time constant exceeds a threshold value.
  • a third device for checking the functionality of a tank ventilation system, namely one of the GEVE type, is characterized by:
  • Dp differential pressure
  • an assessment device which is designed so that it judges the tank ventilation system as clogged when the measured differential pressure exceeds a differential pressure threshold (Dp) DSP_SW in the case of refueling.
  • Dp differential pressure threshold
  • 1 schematic representation of a tank ventilation system with a device for checking the throughput capacity of an adsorption filter with the aid of a differential pressure meter arranged on the tank of the system and a threshold value map for pressure difference threshold values: 2: Representation corresponding to that of FIG. 1, but with a differential pressure meter on the adsorption filter instead of on the tank and a predefined time constant threshold value instead of a pressure difference threshold value from a characteristic diagram;
  • FIG. 4 flow chart for explaining an embodiment of the method from FIG. 3 in that a pressure difference threshold value is specified as a function of values of operating variables;
  • the tank ventilation system shown in FIG. 1 on an internal combustion engine 10 with an intake manifold 11 has a connecting line 12 with an inserted tank ventilation valve 13 between the intake manifold 11 and an adsorption filter 14 and a connecting line 16 leading from the latter to a tank 15.
  • the adsorption filter 14 could also be designed as shown in FIG. 2 described below.
  • a ventilation line 17 opens on its ventilation side.
  • the tank 15 a differential pressure sensor 18.1 is connected. which measures the differential pressure Dp between the internal pressure of the tank and the ambient pressure.
  • a tachometer 19 on the engine 10 for determining the speed n of the same.
  • the speed n and the load L serve to determine the operating state of the engine 10. This also depends on the time t, namely in that an operation with open or closed tank ventilation valve takes place alternately in a fixed time pattern.
  • the tank ventilation valve 13 is controlled in a known manner by a control device 21 in such a way that an associated pulse duty factor R of the valve is set for each operating state of the engine.
  • a constant differential pressure Dp is set in the tank after a few seconds, which is determined by the vacuum in the intake manifold 11, the duty cycle R of the tank ventilation valve 13, the characteristic curve of the tank ventilation valve and the throughput capacity of the adsorption filter 14 for ventilation air depends.
  • This differential pressure Dp can be measured on a test bench as a function of different values of the speed n, the load L and the duty cycle R.
  • Each value determined in this way is e.g. B. increased by 20%, and the value thus increased is stored as a threshold value for a respective operating state, as can be addressed via values of the mentioned operating state variables, in a threshold value map 22. From this map, one can because the pressure difference threshold value Dp_SW can be read out again when the tank ventilation system is in operation and compared in a comparator 23.1 with the currently measured differential pressure Dp.
  • the differential pressure Dp rises above values as they are on the test bench have been measured for a proper filter when the fuel in the tank 15 is not gassing.
  • the current pressure difference threshold value Dp_SW is not exceeded, despite the deterioration in the throughput capacity of the adsorpt ion filter.
  • the above-mentioned case of exceeding occurs, however, as soon as the fuel no longer gasses enough to compensate for the reduced flow of ventilation air.
  • the comparator 23 then outputs an error signal FS, which indicates that the differential pressure Dp has risen above the current threshold value Dp_SW. This error signal indicates that the adsorption filter has fallen below a predetermined minimum value for the throughput capacity of ventilation air.
  • the threshold value map 22 can be dispensed with if the tank ventilation system and the associated engine are designed in such a way that operating conditions with a high gas throughput due to the adsorption filter and thus a high differential pressure Dp occur relatively frequently. It is then sufficient to specify a single high pressure differential threshold. This is particularly the case with systems for low-power engines be, since these are often operated at medium speeds and in the medium to high load range, in which operating conditions particularly high negative pressures occur between the suction and ventilation side of the adsorption filter.
  • the comparator 23.1 used as a device for assessing the throughput capacity of the adsorption filter 14 can be further developed such that it does not output the error signal FS immediately when the current differential pressure rises above the differential pressure threshold value, but rather only outputs this error signal when the Differential pressure is above the associated threshold value at least for a predetermined period of time.
  • This time condition can e.g. E. be satisfied in that the differential pressure signal is integrated with a predetermined time constant before comparison with the smoldering. It makes sense to take into account a certain period of time within which the pressure difference Dp must lie above the predetermined threshold value so that the error signal FS is output. to prevent erroneous error outputs, as can occur if a gas volume in connection with the differential pressure sensor 1S.1 is closed against other lines in the tank during strong fuel movements and this volume increases with the movement of the tank contents mentioned.
  • the tank ventilation system according to FIG. 2 with a device for checking the throughput capacity of an adsorption filter is constructed similarly to the system with the named checking device according to FIG. 1.
  • a differential pressure sensor 18.2 is now connected to the suction side of the adsorption filter 14 and no longer to the tank 15 ; however, it could also be attached as in FIG. 1.
  • the connecting line 15 from the tank into the adsorption filter no longer opens directly into the suction side of the adsorption filter. but rather dives deep into the activated carbon filling 14 of the Filters on; however, it can also be designed as in FIG. 1.
  • a shut-off valve 17.1 for the ventilation line and a level sensor 15.1 are available.
  • a comparator 23.2 is present which now receives a fixed time constant threshold value ⁇ _SW instead of a differential pressure threshold value in order to compare it with a current time constant ⁇ , such as it is supplied by a determination device 25.
  • ⁇ _SW can be a fixed value or depend on the signal from the level sensor in such a way that it increases with decreasing tank filling.
  • the determination device 25 receives the differential pressure signal Dp from the differential pressure sensor 18.2, the level 1 level signal and also receives a signal from the control 21 for the tank ventilation valve, which indicates when the tank ventilation valve 13 is closed (and the shut-off valve, if present, as in the exemplary embodiment shown , is opened at the same time). From this closing time, the determination device 25 detects values of the differential pressure Dp at predetermined time intervals and uses this to determine the time constant ⁇ for the reduction of the differential pressure Dp. In a simplified manner, it is also possible for the determination device 25 to be designed such that it measures the period of time within which the differential pressure Dp reaches a predetermined value, e.g. B. about a quarter of the prevailing differential pressure at the time of closing the tank ventilation valve.
  • a predetermined value e.g. B. about a quarter of the prevailing differential pressure at the time of closing the tank ventilation valve.
  • shut-off valve 17.1 if present, can be used to ensure that a greater vacuum prevails at the start of the test and that a more precise measurement is possible because of an improved signal / interference ratio.
  • the flowcharts of FIGS. 3 to 5 serve to describe the previously indicated and further methods in more detail.
  • a signal lamp is lit, which indicates that there is no serious error, but that a workshop should be visited in the near future.
  • the error message can be stored in an error memory so that the workshop can quickly determine within the scope of an error diagnosis why the signal lamp has been lit up. After the error message has been issued, the end of the procedure is reached.
  • Fig. 4 illustrates the case represented by the device by Fig. 1, namely that the pressure difference threshold value Dp_SW in step s3.2 in the method of Fig. 3 is not fixed, but depends on values of operating variables of the engine and the tank ventilation valve.
  • steps s4.1 and s4.2 of FIG. 4 are inserted between marks A and B in the method of FIG. 3.
  • step s4.1 values of operating variables of the engine and the tank ventilation valve, in the example of the speed n, the Load L and the duty cycle R are detected, and with the aid of these values, a map is addressed in step s4.2, from which the current threshold value Dp SW entered at the addressed location is read out.
  • FIG. 5 illustrates a method according to the one that was explained above with reference to the device from FIG. 2.
  • step s5.1 it is examined whether the tank ventilation valve has been closed. As soon as this is the case, a time measurement is started from the closing time T_O Pest, and the differential pressure Dp_O is detected when the valve closes (step s5.2). Further measurements of the differential pressure Dp take place at fixed times T after the closing time T_O (step s5.3). With the help of the pressure difference values obtained in this way as a function of time, the time constant for the reduction of the pressure difference Dp is determined (step s5.4).
  • a query is made as to whether the time period ⁇ determined in this way lies above a threshold ⁇ _SW. If this is the case, in step s5.6 there is a measure for error output which corresponds to that as explained above with reference to step s3.3, whereupon the method is ended. If, on the other hand, it emerges in step s5.5 that the time constant T does not exceed the threshold mentioned, an end step se in turn asks whether the method should be ended. If this is not the case, the process is carried out again from step s5.1. In the process sequences just described, it was not specified whether the differential pressure Dp is measured at the tank 15 or at the adsorption filter 14.
  • the manner in which the connecting line 16 is introduced into the adsorption filter 14 is also not apparent.
  • the optimal solution can be determined by test bench tests.
  • the method according to FIG. 6 is used to check whether an OBVR tank ventilation system is blocked, in particular the adsorption filter of such a system.
  • OBVR on-board vapor recovery
  • step s6.1 it is examined whether the fill level in the tank changes. This step is used to determine whether the vehicle is being fueled. If another sensor is available for this, its signal can also be used. If refueling is determined, the change in level is measured (step s6.2) and a differential overpressure threshold DSP_SW is determined with the aid of the measurement result (step s6.3). If a fixed threshold is used, steps s6.2 and s6.3 are omitted. The differential overpressure Dp is then measured (step s6.4) and the measured value is compared with the aforementioned threshold DSP_SW (step s6.5). If it is found that the measured value does not exceed the threshold value, the system is assessed as being free (step s6.6). Otherwise an error message is output (step s6.7), which indicates. that the system is clogged. This message can be entered in an error memory. In addition, a warning lamp is advantageously lit to indicate to a driver that a workshop should be visited.
  • the differential overpressure Dp measured in step s6.4 is the pressure difference between the internal pressure of the tank ventilation system and the ambient pressure. If the differential pressure meter for detecting this differential pressure is arranged on the tank, as shown in FIG. 1, all blockages between the tank and the ventilation line of the adsorption filter can be determined directly by an excessive pressure increase. In contrast, in the case of a type of attachment according to FIG. 2 on the adsorption filter, blockages of the adsorption filter due to excessively high pressure and blockages between the tank and the adsorption filter become particularly low. Overpressure noticeable when refueling.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supplying Secondary Fuel Or The Like To Fuel, Air Or Fuel-Air Mixtures (AREA)
  • Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)

Abstract

Procédé pour contrôler le fonctionnement d'un système d'aération de réservoir de carburant pour un véhicule à moteur équipé d'un moteur à combustion interne (10). Le système comprend un filtre à adsorption (14) avec une ouverture d'aération (17) sur son côté aération et un conduit de raccordement (16) conduisant au réservoir (15), ainsi qu'une soupape d'aération de réservoir (13) qui est placée dans un conduit de raccordement (12) entre le collecteur d'admission (11) du moteur et le côté aspiration du filtre à adsorption. Ledit procédé se caractérise en ce qu'une pression différentielle (Dp) qui représente la différence de pression entre les côtés aération et aspiration du filtre à adsorption est mesurée et que le débit du filtre à adsorption est jugé comme étant insatisfaisant si ladite pression différentielle mesurée dépasse une valeur seuil (Dp-SW). Ce procédé, ainsi que des procédés similaires mentionnés dans la description, permet pour la première fois de surveiller le débit d'un filtre à adsorption dans un système d'aération de réservoir de carburant. Si ce procédé est utilisé conjointement à des procédés classiques servant à surveiller, par exemple, l'étanchéité du système ou l'aptitude au fonctionnement de la soupape d'aération du réservoir de carburant, on peut surveiller le fonctionnement général du système d'aération d'une façon encore plus efficace qu'on ne pouvait le faire jusqu'à maintenant.
EP92906112A 1991-04-09 1992-02-21 Procede et dispositif pour essayer un systeme d'aeration de reservoir de carburant Expired - Lifetime EP0580603B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE4111360 1991-04-09
DE4111360A DE4111360A1 (de) 1991-04-09 1991-04-09 Verfahren und vorrichtung zum pruefen einer tankentluefungsanlage
PCT/DE1992/000129 WO1992018764A1 (fr) 1991-04-09 1992-02-21 Procede et dispositif pour essayer un systeme d'aeration de reservoir de carburant

Publications (2)

Publication Number Publication Date
EP0580603A1 true EP0580603A1 (fr) 1994-02-02
EP0580603B1 EP0580603B1 (fr) 1997-05-21

Family

ID=6429081

Family Applications (1)

Application Number Title Priority Date Filing Date
EP92906112A Expired - Lifetime EP0580603B1 (fr) 1991-04-09 1992-02-21 Procede et dispositif pour essayer un systeme d'aeration de reservoir de carburant

Country Status (5)

Country Link
US (1) US5505182A (fr)
EP (1) EP0580603B1 (fr)
JP (1) JP3322872B2 (fr)
DE (2) DE4111360A1 (fr)
WO (1) WO1992018764A1 (fr)

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Also Published As

Publication number Publication date
US5505182A (en) 1996-04-09
DE59208524D1 (de) 1997-06-26
EP0580603B1 (fr) 1997-05-21
DE4111360A1 (de) 1992-10-15
JPH06506514A (ja) 1994-07-21
JP3322872B2 (ja) 2002-09-09
WO1992018764A1 (fr) 1992-10-29

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