KR100992810B1 - Method of preventing canister close valve for fuel tank system from diagnosing erroneously for closed stuck - Google Patents

Method of preventing canister close valve for fuel tank system from diagnosing erroneously for closed stuck Download PDF

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Publication number
KR100992810B1
KR100992810B1 KR20040072384A KR20040072384A KR100992810B1 KR 100992810 B1 KR100992810 B1 KR 100992810B1 KR 20040072384 A KR20040072384 A KR 20040072384A KR 20040072384 A KR20040072384 A KR 20040072384A KR 100992810 B1 KR100992810 B1 KR 100992810B1
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South Korea
Prior art keywords
fuel tank
condition
satisfied
canister
close
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KR20040072384A
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Korean (ko)
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KR20060023615A (en
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한정호
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현대자동차주식회사
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

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

Abstract

Disclosed is a method for preventing a close stuck error diagnosis of a canister close valve of a fuel tank system. In the method of preventing close stuck error of the canister close valve of the fuel tank system, the method of preventing close stuck error of the canister closed valve of the fuel tank system includes: (a) diagnosing a close stuck of the canister close valve of the fuel tank system. Determining whether a monitoring condition is met; (b) determining whether the pressure difference of the fuel tank of the fuel tank system is equal to or less than a reference value when the condition of step (a) is satisfied; (c) When the condition of step (b) is satisfied, it is determined whether the moving average value for the slope of the change in pressure difference of the fuel tank is smaller than the fuel pool lubrication determination reference value determined as the slope of change in pressure difference in the fuel tank. Steps; (d) if the condition of step (c) is not satisfied, incrementing the failure determination counter by one; (e) determining whether the failure determination counter is greater than or equal to a reference value; (f) determining the close stuck of the canister close valve when the condition of step (e) is satisfied.

CCV, Close Stuck, Fuel Tank

Description

METHOD OF PREVENTING CANISTER CLOSE VALVE FOR FUEL TANK SYSTEM FROM DIAGNOSING ERRONEOUSLY FOR CLOSED STUCK}

1 is a schematic configuration diagram of a general fuel tank system.

FIG. 2 is a schematic flowchart sequentially showing a method of preventing a close stuck error diagnosis of a canister close valve of a fuel tank system according to the present invention; FIG.

3 is a schematic configuration diagram of a fuel tank system to which a method of preventing close-stuck misdiagnosis of a canister close valve of a fuel tank system according to the present invention is applied.

<Description of the symbols for the main parts of the drawings>

11. Purge Control Solenoid Valve

13. Canister Close Valve

14. Fuel Tank

15. Canister

16. 2-way valve

17. Float Ventilation Valve

21,22. Fuel Tank Pressure Sensor

23. Rollover Valve

The present invention relates to a method for preventing a close stuck error diagnosis of a canister close valve of a fuel tank system, and more particularly, to prevent a closed stuck error detection of a canister close valve (hereinafter referred to as CCV). It is not necessary to input the level sensor signal to the engine control unit (hereinafter referred to as ECU), and to prevent the close stuck error of the canister close valve of the fuel tank system, which is not necessary to light an unnecessary engine warning light. It is about a method.

The fuel tank leak diagnosis includes a negative pressure of the engine according to the operation of the Purge Control Solenoid Valve (hereinafter referred to as PCSV) 11 by configuring the fuel tank system as shown in FIG. 1 in a closed circuit. Apply a certain amount (-15 hPa) to the fuel tank system. Thereafter, the PCSV 11 is closed to detect the leakage using the fuel tank pressure sensor (hereinafter referred to as FTPS) 12 as the negative pressure reduction amount of the closed fuel tank system.

In addition, the CCV 13 is a device that closes when leak diagnosis of the fuel tank 14 makes the fuel tank system closed, and maintains a normally open state when a vehicle other than the leak diagnosis is operated. .

In addition, during normal operation of the vehicle, the PCSV 11 is operated according to engine operating conditions for a canister purge (Canister purge) for adsorbing boil-off gas (HC component) from the fuel tank 14, and the CCV 13 ) Is a close stuck due to a malfunction or mechanical defect, the excessive pressure of the inside of the fuel tank 14 by the operation of the PCSV (11) may cause problems such as deformation of the fuel tank (14).

In order to prevent malfunction and mechanical defects of the CCV 13, the output of the FTPS 12 is measured while the vehicle is running, and when the internal pressure of the fuel tank 14 is lower than or equal to (−32 hPa), the CCV 13 is closed. The engine warning light is turned on by detecting that the stuck is detected, and the operation of the PCSV 11 is prohibited.

In addition, the pressure in the fuel tank 14 is usually ± 5 hPa, and is at least -15 hPa during the PCSV 11 operation for purging the HC adsorbed to the canister 15 and the leak diagnosis of the fuel tank 14.

However, with the recent tightening of the regulation of the boil-off gas and the modularization of the components of the fuel tank 14, the mounting position of the FTPS 12 is shown in FIG. 3 which will be described later in the direct mounting of the existing fuel tank 14, the canister 15. The mounting position has been changed in the manner of attachment to the module or rearward of the 2-way valve 16.

After the fuel tank 14 is filled with fuel, the float ventilation valve 17 is blocked by the operation of the full refueled fuel or the sloshing of the fuel according to the operation of the vehicle. When the PCSV 11 operates during the blockage phenomenon, the vapor space is reduced from the normal state so that the engine negative pressure is transmitted to the FTPS 12 as it is. Under these conditions, the CCV 13 has become a false stuck.

The present invention has been made to solve the above problems, and provides a method for preventing the close stuck error diagnosis of the canister close valve of the fuel tank system to detect the clogging of the float ventilating valve to prevent the detection of the close stuck of the CCV. Its purpose is to.

In order to achieve the above object, a method of preventing close stuck error of a canister close valve of a fuel tank system according to the present invention includes: (a) in the method of preventing close stuck error of a canister closed valve of a fuel tank system; Determining whether a monitoring condition for diagnosing a close stuck of the canister close valve of the system is satisfied; (b) determining whether the pressure difference of the fuel tank of the fuel tank system is equal to or less than a reference value when the condition of step (a) is satisfied; (c) When the condition of step (b) is satisfied, it is determined whether the moving average value for the slope of the change in pressure difference of the fuel tank is smaller than the fuel pool lubrication determination reference value determined as the slope of change in pressure difference in the fuel tank. Steps; (d) if the condition of step (c) is not satisfied, incrementing the failure determination counter by one; (e) determining whether the failure determination counter is greater than or equal to a reference value; (f) determining the close stuck of the canister close valve when the condition of step (e) is satisfied.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings.

FIG. 2 is a schematic flowchart illustrating a method of preventing a close stuck error diagnosis of the canister close valve of the fuel tank system according to the present invention, and FIG. 3 is a close view of the canister close valve of the fuel tank system according to the present invention. A schematic diagram showing the system configuration to which the stuck diagnosis prevention method is applied is shown.

Referring to each of the drawings, the method of preventing the close stuck diagnosis of the canister close valve of the fuel tank system according to the present invention, first, whether the monitoring condition for diagnosing the close stuck of the CCV 13 of the fuel tank system is satisfied. (Step 110).

In this monitoring condition, there is no unit failure of the CCV 13, no failure code of the PCSV 11, no failure code of the FTPS 21, 22, and the battery voltage VB is a reference value, for example, 10.0. It is larger than V, and it is assumed that a certain time, for example, 120 seconds (sec) has elapsed after the start-up.

Subsequently, when the condition of step 110 is satisfied, that is, when the monitoring condition as described above is satisfied, it is determined whether a differential tank pressure (DTP) of the fuel tank 14 of the fuel tank system is equal to or less than a reference value, eg, -32 hPa. (Step 120)

When the condition of step 120 is satisfied, that is, when the DTP is less than or equal to the reference value -32 hPa, the moving average value DTP_SLOP_MMV for the slope of the change in pressure difference of the fuel tank 14 is the pressure difference of the fuel tank 14. It is determined whether or not the fuel pool oiling determination reference value (IP_MAX_DTP_SLOP_MMV) determined by the slope of change is lower than (step 130).                     

The above-described IP_MAX_DTP_SLOP_MMV is a criterion for determination of the full fuel oil condition of the fuel, and is a function of the outside air temperature and the operating duty of the PCSV 11.

Specifically, in order to determine that the fuel level sensor is full fueled in a system without an input to the ECU, it is possible to check the degree of change of the DTP output value of the FTPS (21, 22) during PCSV (11) operation. It is assumed that the slope of the internal pressure of the fuel tank 14 changes according to the degree of the PCSV 11 being open.

The slope is small when the fuel level is low and the outside temperature is low, and the slope is the greatest when the fuel level is high and the outside temperature is high.

For example, in a normal case, it has a slope of about 3.5 to 4 hPa / s at full level + 40 degrees outside air temperature. In order to determine an abnormal condition in which the full fuel supply of the fuel and the rollover valve 23 are blocked, the weight of the external air temperature is affected by the change in the internal pressure and the internal pressure of the fuel tank 14 according to the operating duty of the PCSV 11. Only by weighting can you increase discrimination.

In addition, the reference setting measures DTP_SLOP_MMV for each operating duty of the PCSV (11) under the condition of full oil condition by ambient temperature, and measures the same condition DTP_SLOP_MMV after blocking the float ventilation valve (17). Set the criteria.

Subsequently, when the condition of step 130 is not satisfied, that is, when the relational expression of DTP_SLOP_MMV <IP_MAX_DTP_SLOP_MMV is not satisfied, the failure determination counter is incremented by one. That is, it decreases every 1 second (step 140).                     

Then, it is determined whether the failure determination counter is greater than or equal to the reference value (step 150).

When the condition of step 150 is satisfied, that is, when the failure determination counter is equal to or greater than the reference value, the close stuck of the CCV 13 is determined. (Step 160), that is, the mechanical defect of the ventilation valve of the canister 15 is determined. Take care of this.

On the other hand, if the condition of the step 120 is not satisfied, that is, if the DTP is greater than or equal to the reference value -32 hPa, the error counter is reduced by one, that is, every one second (sec), and from step 150 Perform this control again (step 210).

If the condition of the step 130 is satisfied, that is, if the relation of DTP_SLOP_MMV &lt; IP_MAX_DTP_SLOP_MMV is satisfied, the full tank is determined, and the control is performed again from the step 110 after waiting for a predetermined time, for example, about 10 seconds. (Step 220)

Here, the fuel tank determined by the FTPS (21, 22) by the fresh air flows from the vent port of the canister 15 because the CCV (13) is open when the weight for 10 seconds after the full tank determination The negative pressure in 14 is released.

On the other hand, FIG. 3, which is different from FIG. 1, shows the state when the PCSV 11 is operating in a steady state, and the FTPS 21 and 22 are directly mounted to the existing fuel tank 14. ) The installation position was changed to the rear end or the canister 15. And the rear end of the CCV (13) is equipped with an air filter (Air filter) to prevent the malfunction of the CCV (13) by the inflow of foreign matter, the rollover valve 23 mounted on the fuel tank 14 is 0.5mm inside An orifice was mounted.                     

On the other hand, it is best to prevent the CCV 13 close stuck diagnosis under conditions where fuel is full by inputting the fuel tank 14 level sensor signal to the ECU, but this method is the level sensor of the fuel tank 14. It is necessary to newly establish a fault diagnosis system and increase the cost according to the signal input to the ECU. As described above, the method of preventing the close stuck diagnosis of the canister close valve of the fuel tank system according to the present invention has been devised. .

Therefore, the method of preventing close stuck diagnosis of the canister close valve of the fuel tank system according to the present invention includes a negative pressure operating time in the fuel tank 14 due to a difference in vapor space of the fuel tank 14 or FTPS 21, The negative pressure formation inclination of the output value of 22 is measured to detect that the float ventilation valve 17 is blocked, thereby preventing the close stuck error of the CCV 13.

In the normal operation, fuel evaporation gas generated in the fuel tank 14 flows into the engine through the rollover valve 23, the canister 15, and the PCSV 11 according to the operation of the PCSV 11. . And the output of the FTPS (21, 22) is the same as the pressure inside the fuel tank 14, and usually maintains the level of 0 ~ -15 hPa, there is no sudden pressure fluctuation.

On the contrary, when a problem occurs, for example, when the fuel pool is in a state of refueling or when sloshing occurs due to the vehicle running, the PCSV 11 is operated by a value determined according to the driving conditions of the vehicle, and is also activated when the leak is diagnosed.

When a problem occurs, for example, when the rollover valve 23 is clogged, fuel evaporation gas generated in the fuel tank 14 may be introduced into the engine through the rollover valve 23, but the flow rate is small due to the influence of the orifice.

In addition, the amount of external air that enters through the air filter mounted behind the CCV 13 has a low flow rate due to the degree of contamination of the air filter and the ventilation resistance caused by activated carbon inside the canister 15.

Under the above conditions, the output of the FTPS 21 and 22 reaches -32 hPa, which is the close stuck determination condition of the CCV 13 due to the sudden pressure fluctuation under the operating condition where the operating duty of the PCSV 11 is large. In particular, the above problems are occurring more frequently when the fuel in the fuel tank 14 flows into the canister after the full fueling.

As described above, the method of preventing close stuck error diagnosis of the canister close valve of the fuel tank system according to the present invention has the following effects.

The misdetection of the close stuck of the CCV can be prevented, and there is no need to input a signal of the fuel level sensor to the ECU to prevent the false sense of the closed stuck of the CCV.

It also eliminates unnecessary engine warning lights by preventing false detection of the close stuck of the CCV.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it will be understood by those skilled in the art that various changes and modifications may be made without departing from the scope of the invention. Therefore, the true scope of protection of the present invention should be defined only by the appended claims.

Claims (4)

In the method of preventing the close stuck mistake of the canister close valve of the fuel tank system, (a) determining whether a monitoring condition for diagnosing a close stuck of the canister close valve of the fuel tank system is satisfied; (b) determining whether the pressure difference of the fuel tank of the fuel tank system is equal to or less than a reference value when the condition of step (a) is satisfied; (c) When the condition of step (b) is satisfied, it is determined whether the moving average value for the slope of the change in pressure difference of the fuel tank is smaller than the fuel pool lubrication determination reference value determined as the slope of change in pressure difference in the fuel tank. Steps; (d) if the condition of step (c) is not satisfied, incrementing the failure determination counter by one; (e) determining whether the failure determination counter is greater than or equal to a reference value; and (f) determining the close stuck of the canister close valve when the condition of step (e) is satisfied. The method of claim 1, In the step (a), the monitoring condition, There is no single unit failure of the canister close valve, there is no failure code of the purge control solenoid valve, there is no failure code of the fuel tank pressure sensor, the battery voltage (VB) is larger than the reference value, and a certain time after starting To prevent close stuck mistake of the canister close valve of the fuel tank system. The method of claim 1, When the condition of the step (c) is satisfied, the full tank is determined, and after a certain time of weighting, the step is performed again from the step (a). Way. The method of claim 1, When the condition of the step (b) is not satisfied, the failure determination counter is reduced by one, characterized in that the closed stuck error prevention method of the canister closed valve of the fuel tank system.
KR20040072384A 2004-09-10 2004-09-10 Method of preventing canister close valve for fuel tank system from diagnosing erroneously for closed stuck KR100992810B1 (en)

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KR20040072384A KR100992810B1 (en) 2004-09-10 2004-09-10 Method of preventing canister close valve for fuel tank system from diagnosing erroneously for closed stuck

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KR100992810B1 true KR100992810B1 (en) 2010-11-08

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KR100774684B1 (en) * 2006-09-20 2007-11-08 현대자동차주식회사 Pressure correction method for leak diagnosis of fuel tank of vehicle

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2001227415A (en) 2000-02-14 2001-08-24 Toyota Motor Corp Trouble diagnostic device for fuel vapor purge system and fuel vapor purge system
JP2002161814A (en) 2000-11-27 2002-06-07 Denso Corp Anomaly diagnosing device for evaporated gas purge system
JP2004156498A (en) 2002-11-05 2004-06-03 Toyota Motor Corp Evaporated fuel treatment device of internal combustion engine
JP2004270534A (en) 2003-03-07 2004-09-30 Fuji Heavy Ind Ltd Fault diagnosis device of evaporative purge system

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2001227415A (en) 2000-02-14 2001-08-24 Toyota Motor Corp Trouble diagnostic device for fuel vapor purge system and fuel vapor purge system
JP2002161814A (en) 2000-11-27 2002-06-07 Denso Corp Anomaly diagnosing device for evaporated gas purge system
JP2004156498A (en) 2002-11-05 2004-06-03 Toyota Motor Corp Evaporated fuel treatment device of internal combustion engine
JP2004270534A (en) 2003-03-07 2004-09-30 Fuji Heavy Ind Ltd Fault diagnosis device of evaporative purge system

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