EP4144982B1 - Verfahren um kraftstoffdampfleck in einer brennkraftmaschine zu detektieren - Google Patents

Verfahren um kraftstoffdampfleck in einer brennkraftmaschine zu detektieren Download PDF

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Publication number
EP4144982B1
EP4144982B1 EP22193365.8A EP22193365A EP4144982B1 EP 4144982 B1 EP4144982 B1 EP 4144982B1 EP 22193365 A EP22193365 A EP 22193365A EP 4144982 B1 EP4144982 B1 EP 4144982B1
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EP
European Patent Office
Prior art keywords
richness
fuel
purge
circuit
downstream
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EP22193365.8A
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English (en)
French (fr)
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EP4144982A1 (de
Inventor
Romain Guerout
Aurélien Nerriere
Luc Pereira
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Horse Powertrain Solutions SL
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New H Powertrain Holding SL
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    • 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
    • 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
    • F02M25/0827—Judging failure of purge control system by monitoring engine running conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/08—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding fuel vapours drawn from engine fuel reservoir
    • F02M25/0836—Arrangement of valves controlling the admission of fuel vapour to an engine, e.g. valve being disposed between fuel tank or absorption canister and intake manifold
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • 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

Definitions

  • the present invention relates to the field of internal combustion engines, and more particularly to the detection of a fuel vapor leak, in particular gasoline.
  • Motor vehicles equipped with a spark-ignition engine are provided with a fuel vapor reservoir, known to those skilled in the art by its English name “canister”, comprising a carbon filter and configured to accumulate fuel vapors escaping from the fuel tank when the vehicle is stationary or when the vehicle is operating under severe conditions.
  • a fuel vapor reservoir known to those skilled in the art by its English name “canister” comprising a carbon filter and configured to accumulate fuel vapors escaping from the fuel tank when the vehicle is stationary or when the vehicle is operating under severe conditions.
  • vacuum pressure in the intake manifold located downstream of the engine's throttle body is used to suck out fuel vapors stored in the canister.
  • vacuum pressure in the intake manifold located downstream of the engine's throttle body is used to suck out fuel vapors stored in the canister.
  • the engine draws in fuel vapors from the canister to burn them in the engine's combustion chambers along with fuel from the engine's fuel injectors. This suction is usually achieved by vacuuming the intake manifold.
  • the purge pump is connected by an upstream pipe to the canister, and by a downstream pipe to a purge solenoid valve.
  • the purge solenoid valve is connected to the engine intake, downstream of the throttle body, by yet another connecting pipe.
  • EP 0 682 745 - B1 which describes a method for diagnosing the extent of a leak in a filter cartridge purge system in which air is pumped into an area between the fuel tank and the cartridge, the time taken for the pressure measured by a sensor in said area to rise from a first pressure to a second pressure is measured and the extent of the leak is determined from said time.
  • the method includes a step of operating the purge pump, resulting in a vapor flow rate that follows a known profile passing through a predetermined maximum value and falling back to zero when the purge valve is closed.
  • the object of the present invention is therefore to provide a method for detecting fuel vapor leaks, in particular between the pump and the engine intake, capable of detecting a leak in a non-intrusive manner, that is to say without disturbing the normal operation of the engine, and without adding an additional component.
  • the subject of the invention is a method for detecting a fuel vapor leak in a purge circuit of an internal combustion engine as defined in claim 1.
  • the leak detection process is thus configured to establish a non-intrusive diagnosis allowing a presumption of leakage of the pipes between the pump and the engine intake to be obtained.
  • the intrusive diagnosis can be carried out as described in the previously cited documents when the presumption is acquired, in order to confirm the diagnosis in a more direct manner.
  • an alert is issued on the vehicle's dashboard.
  • the invention relates to a system for detecting a fuel vapor leak in a purge circuit of an internal combustion engine comprising a fresh air intake manifold comprising a flow meter configured to measure the flow of fresh air entering said manifold, an exhaust manifold and a pollution control system comprising at least a first pollution control device and at least a first richness sensor upstream of the first pollution control device, the engine further comprising a purge circuit comprising a fuel vapor reservoir connected to a fuel tank, a purge pump connected downstream of the vapor reservoir and a purge valve connected downstream of the pump and opening into the air intake duct downstream of the flow meter.
  • the detection system comprises a module for comparing the actual richness value with a threshold value and a module for controlling the closing of the purge valve when the actual richness is lower than the threshold value. If, after closing the purge valve, the actual richness is greater than or equal to the threshold value, the detection system is configured to conclude that there is a leak in the purge system.
  • the detection system is configured to issue an alert on the vehicle's dashboard.
  • FIG. 1 On the Figure 1 , the general structure of an internal combustion engine 10, in particular of the spark-ignition type running on gasoline, of a motor vehicle is shown schematically.
  • the internal combustion engine 10 comprises, in a non-limiting manner, three in-line cylinders 12, a fresh air intake manifold 14, an exhaust manifold 16 and a turbo-compression system 18.
  • the cylinders 12 are supplied with air via the intake manifold 14, or intake distributor, itself supplied by a pipe 20 provided with an air filter 22 and the compressor 18b of the turbocharger 18 of the engine 10.
  • the turbocharger 18 essentially comprises a turbine 18a driven by the exhaust gases and a compressor 18b mounted on the same axis or shaft as the turbine 18a and ensuring compression of the air distributed by the air filter 22, with the aim of increasing the quantity (mass flow rate) of air admitted into the cylinders 12 of the engine 10.
  • the turbine 18a may be of the “variable geometry” type, that is to say that the turbine wheel is equipped with blades with variable inclination in order to modulate the quantity of energy taken from the exhaust gases, and thus the boost pressure.
  • a heat exchanger 32 is placed after the outlet of the compressor 18b equipping the supply line 14a of the intake manifold 14 with fresh air.
  • the internal combustion engine 10 thus comprises an intake circuit Ca and an exhaust circuit Ce.
  • the latter recovers the exhaust gases from the combustion and evacuates them to the outside, via a gas exhaust duct 34 opening onto the turbine 18a of the turbocharger 18 and via an exhaust line 36 mounted downstream of said turbine 18a.
  • the engine 10 comprises a partial recirculation circuit 38 of the exhaust gases at the intake, called the “EGR” circuit (“exhaust gas recirculation” in English terms).
  • EGR exhaust gas recirculation
  • This circuit 38 here a low-pressure exhaust gas recirculation circuit, called “EGR BP”, originates at a point on the exhaust line 36, downstream of said turbine 18a, and in particular downstream of the gas depollution system 40, and returns the exhaust gases to a point on the fresh air supply line 20, upstream of the compressor 18b of the turbocharger 18, in particular downstream of the flow meter 26.
  • the flow meter 26 only measures the flow of fresh air alone.
  • this recirculation circuit 38 comprises, in the direction of circulation of the recycled gases, a cooler 38a, a filter 38b, and a “V EGR BP” valve 38c configured to regulate the flow rate of the low-pressure exhaust gases.
  • the “V EGR BP” valve 38c is arranged downstream of the cooler 38a and upstream of the compressor 18b.
  • the system 40 for depolluting the combustion gases of the engine comprises a first device 42 comprising two three-way catalysts 42a, 42b in series, electrically heated, with at least one first oxygen sensor 43a, of the proportional type, mounted upstream of the first depollution device 42, that is to say upstream of said catalysts 42a, 42b.
  • the first upstream oxygen sensor 43a is generally used to regulate in a closed loop the value of the richness of the air-fuel mixture in the engine around a set value, for example the value 1 corresponding to an air-fuel mixture in stoichiometric proportions.
  • a second oxygen sensor 43b for example of the binary or proportional type, is most frequently mounted downstream of the first pollution control device so as to be able to correct said setpoint value of the aforementioned richness regulation loop, in particular with the aim of adjusting the quantity of oxygen stored inside the first pollution control device 42.
  • this second downstream sensor is not essential for the implementation of the invention.
  • the gas pollution control system 40 further comprises a second device 44 which is here a fine particle filter, and a third device 46 which is here a three-way catalyst. It may also comprise a third oxygen probe 43c, for example of the binary type, mounted downstream of the second device 44, for example for diagnostic purposes.
  • the engine is associated with a fuel circuit comprising, for example, fuel injectors (not referenced) injecting gasoline directly into each cylinder from a fuel tank 50.
  • the engine also comprises a fuel vapor purge circuit 60 comprising a canister 62 or fuel vapor reservoir 62 receiving fuel vapors from the fuel tank 50 via a first pipe 60a, an active pump 64 connected via a second pipe 60b downstream of the canister 62 and a purge solenoid valve 66 connected via a third pipe 60c downstream of the pump 64.
  • the purge solenoid valve 66 is connected to the engine intake, downstream of the flow meter 26 via a fourth pipe 60d.
  • the engine includes an electronic control unit 70 configured to control the various elements of the internal combustion engine from data collected by sensors at different locations in the engine.
  • the engine speed-load operating point is set by the engine computer 70 by adjusting in particular a quantity of air, a quantity of LP EGR recirculation gas, and a quantity of fuel.
  • quantity here we mean a mass flow rate.
  • the air flow rate and the flow rate of the recirculation gases EGR BP can be adjusted to set values by the engine computer 70 by adjusting on the one hand the position of the throttle body 30 and the boost pressure of the turbocharger 18, which controls the total gas flow rate in the engine, and on the other hand that of the valve “V EGR BP” 38c of the recirculation circuit 38.
  • the fuel flow rate is adjusted by the engine computer 70 so as to adjust the richness of the air-fuel mixture admitted into the engine cylinders to a setpoint value ⁇ _cons, for example a richness value equal to 1 corresponding to the stoichiometric proportions of the air-fuel mixture.
  • a regulator not shown of the PID type
  • the actual richness value ⁇ _mes deduced from the measurement of the first richness probe 43a are used to adjust said richness value in a closed loop to the setpoint value.
  • the fuel flow comes from two possible sources: on the one hand from a flow injected by the injectors Q_carb_inj, which is set by the engine computer 70 via the adjustment of an injector opening time, and on the other hand, in the event of fuel vapor purging, from the fuel flow coming from the purge circuit 60 when the active pump 64 is started and the purge solenoid valve 66 is open.
  • the quantity of fuel to be injected by the injectors is calculated as the sum of, on the one hand, a quantity calculated in open loop corresponding to the difference between the total quantity of fuel A to be introduced to produce the torque T reduced by the quantity of fuel B present at the outlet of the pump 64 and which is normally supposed to be sent in full to the intake, and, on the other hand, a corrective term C for closed loop adjustment.
  • the quantity calculated in open loop is normally precise enough so that the corrective term C only serves to compensate for low variabilities of the engine (manufacturing tolerances, etc.), so that the value of the actual richness ⁇ _mes measured by the first richness probe 43a only deviates very little from an expected value which is the set value.
  • the measured richness value is at least ten percent lower than the expected value, there is a fault in the fuel supply system taken as a whole.
  • it may a priori be a problem of a clogged injector, which prevents the required quantity of fuel from being injected despite the increase in the opening time of the injectors, or a problem of leakage in the purge circuit pipes mounted downstream of the pump 64, part of the fuel flow from pump 64, which is used to calculate the second quantity B, not actually reaching the engine intake.
  • the invention succeeds in diagnosing more specifically the presence of a leak or a disconnection of the pipes mounted downstream of the pump 64.
  • the engine computer 70 also includes a module 74 for detecting a fuel vapor leak between the purge pump 64 and the intake.
  • the module 74 for detecting a fuel vapor leak comprises a module for comparing the actual richness ⁇ _mes obtained via the first proportional richness probe 43a upstream of the first pollution control device 42 with a threshold value S.
  • the threshold value corresponds to the expected richness (setpoint richness) reduced by a predetermined margin.
  • the margin is equal to ten percent of the setpoint.
  • the threshold S is for example equal to 0.9.
  • the actual richness ⁇ _mes undergoes a significant drift compared to the expected richness, in other words if it is lower than the threshold value S, it can be estimated that there is a fault in the fuel injection system including the injectors, or in the quantity of fuel which comes from the purge system 60.
  • the module 74 for detecting a fuel vapor leak comprises a module for determining a setpoint for closing the purge valve 66 when the actual richness ⁇ _mes is lower than the threshold value S corresponding to this significant deviation from the expected richness.
  • the actual richness ⁇ _mes measured by the first proportional probe 43a is again compared with the threshold value S.
  • the purge instruction is set to zero, i.e. the value of the second quantity B of fuel becomes equal to zero.
  • the quantity of fuel delivered by the injectors is then instantly calculated as the sum of a prepositioning corresponding to the only first quantity of fuel A and the closed loop corrective term C.
  • the richness returns to an expected value (i.e. becomes greater than or equal to the threshold value S), i.e. it approaches the set value, then we can assume that there is a problem with a fault in the purge circuit, because we had previously highlighted a richness control fault during a purge phase due to fuel vapors not reaching the engine intake.
  • a fuel vapor leak is thus detected differentially by the detection module 74 on the purge system 60 in a non-intrusive manner.
  • the method 100 for detecting a fuel vapor leak between the purge pump 64 and the intake comprises a step 102 of comparing the actual richness ⁇ _mes from the first proportional probe 43a upstream of the first pollution control device 42 with a threshold value S.
  • the purge valve 66 is closed in step 104 and after closing the valve, the actual richness ⁇ _mes measured by the first proportional probe 43a is compared again in step 106 with the threshold value S.
  • the leak may be coming from another part of the fuel injection system, which must then be analyzed in detail to determine if it is a problem with the injection pump, injector, piping, etc.
  • a fuel vapor leak on the purge system 60 can be detected in a non-intrusive manner.

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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)

Claims (2)

  1. Verfahren (100) zum Erkennen eines Kraftstoffdampflecks in Leitungen eines Spülkreislaufs (60) eines Verbrennungsmotors, umfassend einen Ansaugkreislauf (Ca), umfassend einen Frischluftansaugkrümmer (14), einen Durchflussmesser (26), der in einem Ansaugkanal (20) stromabwärts eines Luftfilters (22) angeordnet und konfiguriert ist, um die in den Krümmer (14) eintretende Frischluftmasse zu messen, und einen Kompressor (18b) eines Turboladers (18), wobei der Motor ferner einen Abgaskreislauf (Ce) umfasst, umfassend einen Abgaskrümmer (16), eine Turbine (18a) des Turboladers (18), die über einen Abgaskanal (34) mit dem Abgaskrümmer (16) verbunden ist, ein Schadstoffkontrollsystem (40), das in einer Abgasleitung (36) stromabwärts der Turbine (18a) des Turboladers angeordnet ist, und umfassend mindestens eine erste Schadstoffkontrollvorrichtung (42) und mindestens eine erste Lambdasonde (43a) stromaufwärts der ersten Schadstoffkontrollvorrichtung (42), wobei der Motor ferner einen Spülkreislauf (60) umfasst, umfassend einen Kraftstoffdampfbehälter (62), der durch eine erste Leitung (60a) mit einem Kraftstoffbehälter verbunden ist, eine Spülpumpe (64), die durch eine zweite Leitung (60b) stromabwärts des Dampfbehälters (62) verbunden ist, und ein einzelnes Spülventil (66), das durch eine dritte Leitung (60c) stromabwärts der Pumpe (64) verbunden ist und durch eine vierte Leitung (60d), die stromabwärts des Durchflussmessers (26) mündet, direkt mit dem Luftansaugkanal (20) verbunden ist, dadurch gekennzeichnet, dass:
    - der Wert des tatsächlichen Gehalts (λ_mes), der von der ersten Sonde (43a) gemessen wird, die sich in der Abgasleitung (36) befindet, die stromabwärts der Turbine (18a) des Turboladers angebracht ist, während sich das Spülventil (66) in einer offenen Position befindet, gemessen wird;
    - der tatsächliche Gehaltswert (λ_mes) mit einem Schwellenwert (S) verglichen wird;
    - wenn der tatsächliche Gehalt (λ_mes) niedriger als der Schwellenwert (S) ist, das Spülventil (66) geschlossen wird;
    - nach dem Schließen des Spülventils (66) der tatsächliche Gehalt (λ_mes) erneut mit dem Schwellenwert (S) verglichen wird;
    - wenn der tatsächliche Gehalt (λ_mes) größer oder gleich dem Schwellenwert (S) ist, ein Leck in den Leitungen (60a, 60b, 60c, 60d) im Spülkreislauf (60) bestimmt wird.
  2. Verfahren nach Anspruch 1, wobei bei Erkennen eines Lecks im Spülkreislauf eine Warnung auf dem Armaturenbrett des Fahrzeugs ausgegeben wird.
EP22193365.8A 2021-09-06 2022-09-01 Verfahren um kraftstoffdampfleck in einer brennkraftmaschine zu detektieren Active EP4144982B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR2109298A FR3126735B1 (fr) 2021-09-06 2021-09-06 Procédé et système de détection d’une fuite de vapeurs de carburant dans un moteur à combustion interne

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EP4144982A1 EP4144982A1 (de) 2023-03-08
EP4144982B1 true EP4144982B1 (de) 2025-06-04

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Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2020137322A1 (ja) * 2018-12-27 2020-07-02 愛三工業株式会社 蒸発燃料処理装置の漏れ診断装置

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5411004A (en) 1993-02-03 1995-05-02 Siemens Automotive Limited Positive pressure canister purge system integrity confirmation
DE102007043908B4 (de) * 2007-09-14 2009-11-26 Robert Bosch Gmbh Verfahren und Vorrichtung zum Steuern einer Brennkraftmaschine
FR3027956B1 (fr) 2014-10-31 2016-11-04 Renault Sa Procede de diagnostic du fonctionnement de la purge d'un canister
US9856828B2 (en) * 2016-04-29 2018-01-02 Ford Global Technologies, Llc Fuel vapor purging diagnostics for a multi-path purge ejector system

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2020137322A1 (ja) * 2018-12-27 2020-07-02 愛三工業株式会社 蒸発燃料処理装置の漏れ診断装置

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FR3126735B1 (fr) 2024-11-01
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