EP3555448B1 - Procédé permettant de contrôler l'étanchéité d'un système de réservoir de carburant d'un moteur à combustion interne - Google Patents

Procédé permettant de contrôler l'étanchéité d'un système de réservoir de carburant d'un moteur à combustion interne Download PDF

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Publication number
EP3555448B1
EP3555448B1 EP17811952.5A EP17811952A EP3555448B1 EP 3555448 B1 EP3555448 B1 EP 3555448B1 EP 17811952 A EP17811952 A EP 17811952A EP 3555448 B1 EP3555448 B1 EP 3555448B1
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EP
European Patent Office
Prior art keywords
compressor
air line
internal combustion
combustion engine
scavenging
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EP17811952.5A
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German (de)
English (en)
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EP3555448A1 (fr
Inventor
Silke Weddig
Jens Wodausch
Jörg Giere
Florian Imbt
Matthias BÄTJE
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Volkswagen AG
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Volkswagen AG
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Publication of EP3555448A1 publication Critical patent/EP3555448A1/fr
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/003—Adding fuel vapours, e.g. drawn from engine fuel reservoir
    • F02D41/0032—Controlling the purging of the canister as a function of the engine operating conditions
    • F02D41/0035—Controlling the purging of the canister as a function of the engine operating conditions to achieve a special effect, e.g. to warm up the catalyst
    • F02D41/0037—Controlling the purging of the canister as a function of the engine operating conditions to achieve a special effect, e.g. to warm up the catalyst for diagnosing the engine
    • 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
    • F02M25/0818—Judging failure of purge control system having means for pressurising the evaporative emission space
    • 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
    • F02M25/089—Layout of the fuel vapour installation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust

Definitions

  • the invention relates to a method for testing the tightness of a fuel tank system of an internal combustion engine
  • Fuel tank systems for internal combustion engines of motor vehicles regularly have a vent line which makes it possible to relieve an increasing pressure in the fuel tank of the tank system as a result of, for example, fuel evaporating at high ambient temperatures. Due to emission regulations, as far as possible no fuel vapors may enter the environment. This is prevented by a fuel vapor filter, regularly in the form of an activated carbon filter, which absorbs the fuel vapors, is integrated into the ventilation line.
  • such tank systems are additionally provided with a purge air line which is connected on the one hand to the fuel vapor filter and on the other hand to the fresh gas line of the internal combustion engine.
  • a purge air line which is connected on the one hand to the fuel vapor filter and on the other hand to the fresh gas line of the internal combustion engine.
  • ambient air can temporarily be sucked in via an ambient opening of the fuel vapor filter by means of the negative pressure prevailing in the area of the opening of the scavenging air line in the fresh gas line, which air flows through the fuel vapor filter in the opposite direction to the flow direction in which the fuel vapors flow from the fuel tank into the fuel vapor filter and rinse it.
  • the fuel vapors from the fuel vapor filter are thus fed to the combustion chambers of the internal combustion engine of the internal combustion engine via the fresh gas line.
  • Such a tank system of an internal combustion engine of a motor vehicle is from DE 10 2004 030 909 A1 known.
  • the scavenging air line is emptied of any fuel vapors still present therein in order to prevent these fuel vapors from entering the fresh gas line the environment.
  • the compressor conveys the gases contained in the ventilation line and the gases flowing in via the fresh gas line via the Fuel vapor filter and the ambient air line into the environment, the fuel vapor filter filtering out the fuel vapors.
  • a lack of tightness of a ventilation system of a tank system would lead to an uncontrolled escape of fuel vapors into the environment, which is to be avoided.
  • a tank ventilation system for an internal combustion engine with a fuel tank, an activated carbon filter, a tank ventilation valve and at least one check valve is known.
  • a pressure sensor is arranged between the tank ventilation valve and the check valve.
  • a negative pressure is set between the tank ventilation valve and the check valve, which is lower than the ambient pressure.
  • the set pressure is changed by activating the tank ventilation valve.
  • the change in the pressure in the line between the tank ventilation valve and the check valve is measured by means of the pressure sensor and assigned to the activation of the tank ventilation valve.
  • the function of the tank ventilation line, the check valve and the tank ventilation valve is deduced from the correlation of the opening state of the tank ventilation valve and the change in the pressure in the line between the tank ventilation valve and the check valve.
  • the DE 10 2012 218 933 A1 discloses a method for determining the loading of an activated carbon filter in a tank ventilation system, the tank ventilation system having at least one first valve between a fuel tank and the activated carbon filter and at least one second valve between the activated carbon filter and an intake pipe of an internal combustion engine. For this purpose, when the first valve is closed and when the second valve is closed, a volume of gas is applied to the activated carbon filter. Based on measured values that represent the pressure in the activated carbon filter, conclusions are drawn as to the loading status of the activated carbon filter.
  • the activated carbon filter can be charged with the gas volume by means of a compressor which is part of a known module for diagnosing tank leaks, which is arranged on the side of a ventilation opening of the activated carbon filter and is in fluid-conducting connection with the environment via a fresh air filter.
  • the US 2014/299111 A1 , the DE 10 2014 216 451 A1 , the DE 10 2014 217 195 A1 and the DE 198 29 423 A1 each disclose a method for testing the tightness of a tank ventilation system in which a defined overpressure is generated in at least one section of the tank ventilation system closed off by means of valves by means of a flushing gas delivery device and the pressure profile is then monitored over time.
  • the WO 2017/195436 A1 describes according to the as DE 11 2017 001 972 T5 published translation a method for testing the tightness of a tank ventilation system, in which a flushing gas delivery device is operated at a defined speed and depending on the pressure that is provided by the operation of the flushing air pump, a possible leakage is concluded.
  • the invention is based on the object of specifying an advantageous possibility for checking the tightness of a fuel tank system of an internal combustion engine.
  • a method for testing the tightness (at least of a section) of a fuel tank system of an internal combustion engine, in particular an internal combustion engine of a motor vehicle comprises at least one fuel tank, a fuel vapor filter (preferably a sorption filter, in particular an activated carbon filter), which is in fluid-conducting connection with an ambient mouth, a vent line leading from the fuel tank to the fuel vapor filter, and one leading from the fuel vapor filter to a fresh gas line of the internal combustion engine Purge air line, a preferably electric motor-driven compressor integrated into the purge air line (ie a device for conveying gases) and a shut-off valve integrated into the purge air line, which is arranged between an opening of the purge air line in the fresh gas line and the compressor.
  • a fuel vapor filter preferably a sorption filter, in particular an activated carbon filter
  • a test for sufficient tightness by means of the compressor in at least one section of the scavenging air line (and possibly in (a) further section (s) of the fuel tank system connected in a fluid-conducting manner to this section in the defined operating state)
  • Section of the purge air line a defined pressure level is generated by the compressor and one or more operating parameters of the compressor, in particular the strength of the electrical current with which a drive motor of the compressor is applied to achieve the pressure level, and / or the resulting drive speed of the compressor, are compared with the associated setpoint (ranges) that have been determined, for example, by tests on the same or a comparable fuel tank system in a (known) state of sufficient tightness of the section to be tested.
  • the associated setpoint ranges
  • An additional or even primary function of the compressor can be to ensure that the fuel vapor filter is flushed when there is no or too little pressure gradient between the ambient pressure and the pressure in the fresh gas line in the area of the mouth of the scavenging air line, so this is preferably a suitably efficient design of the compressor is provided.
  • an inflow or outflow of gases into or out of the section of the purge air line to be tested (with the exception of possible leaks) is only possible by means of or via the compressor .
  • the shut-off valve should be closed as completely as possible.
  • a defined opening of the shut-off valve can also define the defined operating state of the fuel tank system provided for carrying out the method, which can also be changed in a defined manner.
  • a compressor in the form of a reciprocating compressor ie one based on the displacement principle
  • working compressor in which gas is encapsulated, compressed and ejected again cyclically for delivery
  • a compressor in the form of a flow compressor fan
  • the compressor to generate an overpressure or a negative pressure (in each case compared to the ambient pressure) in a section of the scavenging air line to be tested, whereby the generation of overpressure can have procedural advantages. Furthermore, there is basically the possibility of carrying out a simultaneous test in the two sections of the purge air line adjoining the compressor on different sides by generating a negative pressure in one section and an overpressure in the other section by means of the compressor.
  • shut-off valve is integrated in an ambient air line between the fuel vapor filter and the ambient mouth.
  • This shut-off valve can preferably be closed are held when a test is (also) carried out on the section of the purge air line between the compressor and the fuel vapor filter. Since, despite this closed shut-off valve, there is a fluid-conducting connection via the fuel vapor filter between this section of the purge air line on the one hand and the vent line and thus also the fuel tank on the other hand, in this case not only the section of the purge air line between the compressor and the fuel vapor filter but also in particular the ventilation line and the fuel tank must also be checked for adequate leaks.
  • a scavenging air line is branched, with a first opening into the fresh gas line upstream of a fresh gas compressor integrated into the fresh gas line and used for charging an internal combustion engine of the internal combustion engine, and a second opening the purge air line is arranged in the fresh gas line downstream of the fresh gas compressor.
  • the compressor can be integrated into the scavenging air line between the branch on the one hand and the first opening or the second opening on the other hand. It is then also preferably provided that a shut-off valve is also integrated into the branch of the scavenging air line in which the compressor is not integrated.
  • the or each of the shut-off valves of a fuel tank system, in which the method according to the invention can be used can be designed to be active (controllable) or passive (i.e. independently actuating, for example in the form of a non-return valve).
  • the use of a method according to the invention in an internal combustion engine can also be provided in an advantageous manner, in which the fuel vapor filter has an (additional) tank leak diagnosis module, for example a tank leak diagnosis module, as is shown in FIG DE 10 2012 218 933 A1 is described, is assigned.
  • an (additional) tank leak diagnosis module for example a tank leak diagnosis module, as is shown in FIG DE 10 2012 218 933 A1 is described, is assigned.
  • a compressor can be integrated into the fuel tank system, the additional or even primary function of which is to flush the fuel vapor filter when there is insufficient negative pressure in the fresh gas line, whereby the integration of this compressor can prevent that section of the purge air line that is open which is located on the distal side of the compressor with respect to the fuel vapor filter or the tank leak diagnosis module, can also be checked by the tank leak diagnosis module.
  • this section of the scavenging air line can then be checked in a manner according to the invention.
  • a tank leak diagnosis module which in particular can also include an (additional) compressor, to carry out a test for sufficient tightness of the entire fuel tank system, provided that a compressor that is provided according to the invention and integrated into the purge air line would be dispensed with or at least not in form a reciprocating compressor but in the form of a flow compressor (fan) (because it is then sufficiently gas-permeable even at standstill).
  • a compressor that is provided according to the invention and integrated into the purge air line would be dispensed with or at least not in form a reciprocating compressor but in the form of a flow compressor (fan) (because it is then sufficiently gas-permeable even at standstill).
  • this can have disadvantages.
  • this may require a pressure-tight design of the fuel vapor filter and / or the integration of a further shut-off valve or other design measures that prevent an undesired pressure increase in the fuel tank when the fuel vapor filter is flushed using the tank leak diagnosis module.
  • the method according to the invention can be used in particular in a fuel tank system of an internal combustion engine which comprises an internal combustion engine operated according to the Otto principle, because the fuel used to operate such internal combustion engines is relatively volatile (especially compared to diesel fuel), which means that it is not only the special need for tank ventilation but also a test of the tightness of the fuel tank system is justified.
  • the term “fuel vapor filter” does not mean that it has to filter the volatile fuel in gaseous form. Rather, the fuel can already be (partially) condensed out again during the filtering.
  • the Fig. 1 Fig. 10 shows a fuel tank system of an internal combustion engine. This comprises a fuel tank 10, which is connected via a vent line 12 to a fuel vapor filter 14, which can be designed in particular in the form of an activated carbon filter or at least one comprising such a filter.
  • the fuel vapor filter 14 is also connected to a fresh gas line 18 of the internal combustion engine via a scavenging air line 16, the scavenging air line 16 running from a branch 20 in two branches 22, 24, of which a first branch 22 enters the fresh gas line 18 upstream (with respect to the direction of flow from Fresh gas in the fresh gas line 18 starting from a fresh gas inlet (not shown) to an internal combustion engine 26 of the internal combustion engine) of a fresh gas compressor 28 integrated in the fresh gas line 18 and the second, optionally present branch 24 downstream of the fresh gas compressor 28 and in particular also downstream of a likewise downstream of the fresh gas compressor 28
  • the throttle valve 54 integrated into the fresh gas line 18 opens.
  • the fresh gas compressor 28 is part of an exhaust gas turbocharger which further comprises an exhaust gas turbine 30 which is integrated into an exhaust gas line 32 of the internal combustion engine.
  • mixtures of fresh gas which consists entirely or essentially of ambient air, and, for example, injected directly into the combustion chambers 34, are in a known manner in a defined order in combustion chambers 34 of internal combustion engine 26, some of which are delimited by cylinders 34 of internal combustion engine 26
  • Fuel is burned, the pressure increases thus generated in the combustion chambers 34 being used to move pistons 38, which are guided in a longitudinally axially movable manner in the cylinders 36.
  • the side of the fuel vapor filter 14 of the fuel tank system facing away from the vent line 12 and the purge air line 16 is in gas-conducting connection via an ambient air line 42 with a (first) shut-off valve 44 integrated therein, including the ambient air line 42 a surrounding mouth 62 forms.
  • the first shut-off valve 44 can be controlled by means of a control device 48 (e.g. the engine control of the internal combustion engine), i. this can be actively opened or closed.
  • a tank leak diagnosis module 46 which is known in principle, can also be integrated into the ambient air line 42, in which case the first shut-off valve 44 can also be an integral part of the tank leak diagnosis module 46.
  • the fuel tank 10 is partially filled with liquid fuel, some of this fuel being vaporized, so that fuel is also present in the fuel tank 10 in a gaseous state.
  • Such evaporation of fuel in the fuel tank 10 is intensified by a relatively high temperature of the fuel, which is the case in particular at comparatively high ambient temperatures.
  • the fuel vapor filter 14 preventing such pressure equalization from leading to an escape of fuel vapors into the environment.
  • Such a venting of the fuel tank leads to increasing saturation of the fuel vapor filter 14, which in turn requires it to be regenerated at regular intervals.
  • the fuel vapor filter 14 is flushed in that ambient air is sucked in via the ambient air line 42 and the first, then opened shut-off valve 44 integrated therein.
  • This ambient air flows through the fuel vapor filter 14 in the opposite flow direction compared to the flow when venting the fuel tank 10, whereby fuel molecules absorbed in the fuel vapor filter 10 are carried along by the ambient air and entered into the fresh gas line 18 via the scavenging air line 16, whereby this fuel is subjected to combustion the combustion chambers 34 of the internal combustion engine 26 is supplied.
  • Such a flushing of the fuel vapor filter 14 is only provided temporarily and always during the operation of the internal combustion engine 26, because only then can the fuel introduced into the fresh gas line 18 by flushing the fuel vapor filter 14 also be safely fed to combustion in the combustion chambers 34.
  • this second orifice 52 (as close as possible) downstream of a throttle valve 54, a pressure drop brought about by the throttle valve 54 can be used; however, this pressure drop is often not sufficient to actually create a sufficient pressure gradient across the To realize purge air line 16.
  • a check valve 56 is therefore integrated, by means of which this branch 24 of the scavenging air line 16 is automatically kept closed if there is an overpressure in the area of the second opening 52 compared to the section of the on the other side of the check valve second branch 24 of the scavenging air line 16 is present.
  • a (second) shut-off valve 58 which can be actively controlled by means of the control device 48, is integrated into the second branch 24 of the scavenging air line 16 upstream (with respect to the direction of flow when flushing the fuel vapor filter 14).
  • the shut-off valve 58 is designed to be sufficiently overpressure-resistant (i.e. it must keep sufficiently tightly closed with the at least temporarily occurring overpressures on the side of the charge air path of the fresh gas line 18).
  • the first branch of the purge air line 22 opens into a section of the fresh gas line 18 located upstream of the fresh gas compressor 28, a (third) shut-off valve 60 being integrated into the section of this branch 22 of the purge air line 16 between the fresh gas compressor 28 and this (first) opening 50, which is arranged as close as possible to the first mouth 50 or preferably integrated into it.
  • the pressure of the fresh gas (when the fresh gas compressor 28 is in operation) is lower than in the charge air line, so that with respect to this first opening 50 of the scavenging air line, a sufficient pressure gradient is relatively often in comparison (and starting) of the ambient pressure present at the ambient mouth 62.
  • this is not always the case, for example when a motor vehicle comprising the internal combustion engine is operated with the internal combustion engine not being operated (for example due to an automatic start / stop function).
  • the fuel tank system of the internal combustion engine also includes a compressor 64, also known as a "flushing pump", which can be designed in the form of a piston compressor and, for example, a vane compressor.
  • a compressor 64 By operating this compressor 64, ambient air can be actively sucked in via the ambient opening 62, which then flows through the fuel vapor filter 14 to flush it and is conveyed via the compressor 64 to the first opening 50 of the flushing air line 16.
  • the second shut-off valve 58 which is integrated into the second branch 52 of the scavenging air line 16 and then kept closed, but at least that is itself Automatically closing check valves 56 also prevent fresh gas from being sucked in via the second opening 52 from the charge air path of the fresh gas line 18.
  • a scavenging air line 16 which does not include the first branch 22 would be sufficient for scavenging the fuel vapor filter 14.
  • the first branch 22 of the Purge air line 16 may be necessary since purging via only the second branch 24 is often not possible.
  • the use of the compressor 64 may be useful or necessary for sufficient flushing of the fuel vapor filter 14.
  • a pressure change is brought about by sucking in ambient air via the opened first shut-off valve 44 integrated in the ambient air line and pouring it into the fuel vapor filter 14 the corresponding section of the purge air line 16 is conveyed or gas present in this section of the purge air line 16 is partially evacuated by means of the compressor 64 and conveyed in the direction of the fuel vapor filter 14.
  • this section of the purge air line 16 In addition to the pressure in this section of the purge air line 16, the course of which can be determined by means of a pressure sensor 66, the (drive) speed of a drive motor (not shown) of the compressor 64 and the strength of the electrical current applied to this drive motor is determined. By evaluating and in particular by comparing these parameters, a distinction can be made between an adequate and an insufficient tightness of this section of the scavenging air line 16, as can be seen, for example, from FIG Fig. 2 can be seen.
  • Fig. 2 are in two diagrams the (simultaneous) courses on the one hand (upper diagram) of the current I (course lines 68, 70) and on the other hand (lower diagram) of the pressure p (course lines 72, 74) and the drive speed n (course lines 76, 78; percentage in Compared to a maximum speed determined by design or control technology for the compressor), with the course for each of these parameters on the one hand the course with (known) best possible tightness of this section of the purge air line 16 (thick line width) and on the other hand the course with a known leak according to a reference leak with a Size of 0.5 mm (thin line width) are compared.
  • setpoints or setpoint ranges for these operating parameters of the compressor 64 are determined on the basis of the curves of the current intensity I and the drive speed n, which were determined for the section of the purge air line that is known to be the best possible leak-proof, then this can be done regularly by generating the same or a comparable operating state (defined by the mean pressure p) generated for the determination of the setpoint values or setpoint ranges are compared, whether the then determined values or value curves of these operating parameters have defined deviations from the setpoints or setpoint ranges, from which then a sufficient (no or below a limit value) deviations or not sufficient (relatively large deviations) tightness can be closed.
  • the Fig. 3 shows an embodiment of an internal combustion engine in which the fuel tank system compared to that of the internal combustion engine according to FIG Fig. 1 is slightly modified. Specifically, it is provided that in the fuel tank system according to Fig. 1 Second shut-off valve 58 integrated in the second branch 24 of the scavenging air line 16 is to be arranged upstream of the junction 20 (with regard to the flow through the scavenging air line 16 when the fuel vapor filter 14 is flushed). With regard to the Fig. 1 and 2 described Checking the section of the scavenging air line 16 arranged between the compressor 64 and the third shut-off valve 60 associated with the first opening 50, this changed arrangement of the second shut-off valve has no effects.
  • these sections of the purge air line 16 are evacuated, the evacuated gas being expelled via the first opening 50 of the purge air line 16 into the fresh gas line 18.
  • this should then be dimensioned in such a way that the non-return valve 56 is still reliably kept closed.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Examining Or Testing Airtightness (AREA)
  • Supplying Secondary Fuel Or The Like To Fuel, Air Or Fuel-Air Mixtures (AREA)

Claims (10)

  1. Procédé de test de l'étanchéité d'un système de réservoir de carburant d'un moteur à combustion interne, le système de réservoir de carburant comprenant
    - un réservoir de carburant (10),
    - un filtre à vapeur de carburant (14) qui est relié fluidiquement à une embouchure (62) donnant dans l'environnement,
    - un conduit de purge (12) qui va du réservoir de carburant (10) au filtre à vapeur de carburant (14),
    - un conduit d'air de balayage (16) qui va du filtre à vapeur de carburant (14) à une conduite de gaz frais (18) du moteur à combustion interne,
    - un compresseur (64) intégré dans le conduit d'air de purge (16) et
    - une vanne d'arrêt (60) qui est intégrée dans le conduit d'air de balayage (16) et qui est disposée entre une embouchure (50) du conduit d'air de balayage (16) dans la conduite de gaz frais (18) et le compresseur (64),
    caractérisé en ce qu'une distinction est faite entre une étanchéité suffisante et une étanchéité insuffisante par comparaison d'au moins une valeur ou variation de valeur d'un paramètre de fonctionnement du compresseur (64), laquelle est déterminée dans un état de fonctionnement défini du système de réservoir de carburant, avec une valeur de consigne ou plage de valeurs de consigne associée qui représente cet état de fonctionnement et qui correspond à une étanchéité suffisante.
  2. Procédé selon la revendication 1, caractérisé en ce qu'une surpression est générée dans la portion à tester au moyen du compresseur (64).
  3. Procédé selon la revendication 1 ou 2, caractérisé en ce que l'intensité du courant électrique à laquelle un moteur d'entraînement du compresseur (64) est soumis et/ou la vitesse de rotation d'entraînement du compresseur (64) sont utilisées comme paramètre de fonctionnement.
  4. Procédé selon la revendication 3, caractérisé en ce que la pression dans au moins une portion à tester du conduit d'air de balayage (16) est utilisée pour définir l'état de fonctionnement et l'intensité du courant et/ou la vitesse de rotation d'entraînement sont comparées (chacune) à une valeur de consigne ou plage de valeurs de consigne.
  5. Procédé selon l'une des revendications précédentes, caractérisé en ce que le compresseur (64) est mis en fonctionnement dans un premier sens de transport puis dans un deuxième sens de transport pour tester successivement deux portions du conduit d'air de balayage (16) qui sont situées de part et d'autre du compresseur (64).
  6. Procédé selon l'une des revendications précédentes, caractérisé par l'utilisation d'un compresseur à piston.
  7. Procédé selon l'une des revendications précédentes, caractérisé par l'utilisation dans un moteur à combustion interne dans lequel une vanne d'arrêt (44) est intégrée dans un conduit d'air d'environnement (42) entre le filtre à vapeur de carburant (14) et l'embouchure (68) donnant dans l'environnement.
  8. Procédé selon l'une des revendications précédentes, caractérisé par l'utilisation dans un moteur à combustion interne dans lequel le conduit d'air de balayage (16) est ramifié, une première embouchure (50) étant disposée dans la conduite de gaz frais (18) en amont d'un compresseur de gaz frais (28) intégré dans la conduite de gaz frais (18) et une deuxième embouchure (52) du conduit d'air de balayage (16) est disposée dans la conduite de gaz frais (18) en aval du compresseur de gaz frais (28).
  9. Procédé selon la revendication 8, caractérisé par l'utilisation dans un moteur à combustion interne dans lequel le compresseur (64) est intégré entre la ramification (20) d'une part et la première embouchure (50) ou la deuxième embouchure (52) d'autre part dans le conduit d'air de balayage (16).
  10. Procédé selon l'une des revendications précédentes, caractérisé par l'utilisation dans un moteur à combustion interne dans lequel le filtre à vapeur de carburant (14) est associé à un module de diagnostic de fuite de réservoir (46).
EP17811952.5A 2016-12-15 2017-12-11 Procédé permettant de contrôler l'étanchéité d'un système de réservoir de carburant d'un moteur à combustion interne Active EP3555448B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016225206.2A DE102016225206A1 (de) 2016-12-15 2016-12-15 Verfahren zur Prüfung der Dichtheit eines Kraftstofftanksystems einer Brennkraftmaschine
PCT/EP2017/082114 WO2018108761A1 (fr) 2016-12-15 2017-12-11 Procédé permettant de contrôler l'étanchéité d'un système de réservoir de carburant d'un moteur à combustion interne

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Publication Number Publication Date
EP3555448A1 EP3555448A1 (fr) 2019-10-23
EP3555448B1 true EP3555448B1 (fr) 2020-10-14

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DE102021202516A1 (de) 2021-03-15 2022-09-15 Volkswagen Aktiengesellschaft Verfahren zur Funktionsprüfung eines Kraftstofftanksystems einer Brennkraftmaschine

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DE102016225206A1 (de) 2018-06-21
EP3555448A1 (fr) 2019-10-23

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