KR20160071576A - Method for diagnosing leakage of fuel tank of vehicle - Google Patents

Method for diagnosing leakage of fuel tank of vehicle Download PDF

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Publication number
KR20160071576A
KR20160071576A KR1020140178689A KR20140178689A KR20160071576A KR 20160071576 A KR20160071576 A KR 20160071576A KR 1020140178689 A KR1020140178689 A KR 1020140178689A KR 20140178689 A KR20140178689 A KR 20140178689A KR 20160071576 A KR20160071576 A KR 20160071576A
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South Korea
Prior art keywords
nvld
module
switch
fuel
value
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KR1020140178689A
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Korean (ko)
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KR101655610B1 (en
Inventor
김동하
김종석
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현대오트론 주식회사
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    • 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
    • F02D41/22—Safety or indicating devices for abnormal 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
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M3/00—Investigating fluid-tightness of structures
    • G01M3/02—Investigating fluid-tightness of structures by using fluid or vacuum
    • G01M3/26—Investigating fluid-tightness of structures by using fluid or vacuum by measuring rate of loss or gain of fluid, e.g. by pressure-responsive devices, by flow detectors
    • G01M3/32—Investigating fluid-tightness of structures by using fluid or vacuum by measuring rate of loss or gain of fluid, e.g. by pressure-responsive devices, by flow detectors for containers, e.g. radiators
    • 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

Abstract

The present invention relates to a method to diagnose a leakage of a vehicle fuel tank which easily diagnoses a leakage of the fuel tank without a conventional and additional diagnostic equipment, by diagnosing whether there is a leakage of a vehicle fuel tank in an end of line (EOL) for assembling a vehicle using a natural vacuum leakage detection (NVLD) module, an engine control unit (ECU), or the like.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a fuel leakage diagnosis method,

The present invention relates to a method of diagnosing a fuel leak in a vehicle, and more particularly, to a method of diagnosing a fuel leak in a vehicle using an NVLD (Natural Vacuum Leakage Detection) module and an engine controller The present invention relates to a method for diagnosing a fuel leak in a vehicle, which is capable of easily diagnosing a fuel leak without existing additional diagnostic equipment by diagnosing whether there is fuel leakage in the tank.

Recently, due to the accelerated pollution of the environment, regulation of exhaust gas, which has a great influence on air pollution in the automobile industry, is increasingly being regulated. In each country, automobile manufacturers are forced to reduce exhaust gas through various regulations. In particular, monitoring and fault diagnosis of exhaust gas related parts such as OBD (On Board Diagnosis) regulation is required.

The exhaust gas of the automobile mainly includes the unburned gas discharged from the crankcase and the evaporated gas generated by the evaporation of the fuel in the fuel tank as the external temperature increases, in addition to the combustion gas discharged through the muffler.

Since the evaporative gas in the dual fuel tank is composed of hydrocarbons and acts as an air pollutant causing the destruction of the ozone layer when discharged into the atmosphere, the evaporation gas generated by the evaporation of the fuel can be called a canister It is collected and stored in strong activated carbon, and it can be combusted by flowing into the intake air when the engine is driven.

If there is a leak in the fuel system from the fuel tank to the engine of the vehicle, the evaporation gas will flow out into the atmosphere. Therefore, the engine controller (ECU) correctly detects the leakage corresponding to the leak size of 0.5 mm and 1.0 mm To be detected.

As a result, each automobile manufacturer uses its own end-of-line (EOL) test to determine whether there is a leak in the fuel system of the vehicle. .

On the other hand, the system using NVLD (Natural Vacuum Leakage Detection) module among the various leak diagnosis systems detects the pressure change in the tank due to changes in outside temperature while the vehicle is stopped for several hours, and relatively easily diagnoses 0.5 mm leakage .

In addition, the existing system requires a separate idle section for leak diagnosis due to the fluctuation of the tank pressure sensor value when driving the vehicle. In the NVLD system, the diagnosis can be made while the engine is stopped, Go) vehicle leak diagnosis system.

However, in order to diagnose leaks based on only the NVLD component's own information, it is essential to satisfy the environmental conditions such as the engine stopping time (for example, about 4 hours) and the outside temperature change condition (for example, about 6 ° C) It can not be distinguished by diagnostic size because it is diagnosed as same as 0.5mm leak.

Accordingly, in the case of a vehicle equipped with an NVLD system, there is a problem that a separate tester is used to perform the EOL diagnosis or a separate part (for example, a pressure sensor, a canister shut-off valve) for the EOL diagnosis is mounted.

SUMMARY OF THE INVENTION The present invention has been conceived to solve the above-mentioned problems, and an object of the present invention is to provide a method and system for diagnosing whether a fuel leak exists in a fuel tank of a vehicle in a vehicle assembly completion stage (EOL) using an NVLD module and an engine controller So that the fuel leakage can be easily diagnosed even without the existing additional diagnostic equipment.

According to an aspect of the present invention, there is provided an engine control system for a vehicle, comprising: (a) receiving switch information from an NVLD (Natural Vacuum Leakage Detection) module through an engine controller of a vehicle; ; (b) when the fuel leak diagnosis condition is satisfied, the RPM of the engine is increased until the predetermined target RPM value is reached, and then the opening of the purge valve is controlled, and the purge flow rate and the air / Calculating an integrated value; (c) receiving switch information from the NVLD module when the calculated purge flow rate reaches a predetermined target flow rate value and controlling the closing of the purge valve if a switch closure is confirmed; And (d) continuously calculating a switch closing time of the NVLD module, and diagnosing the fuel leakage if the switch closing time is less than a predetermined overlap threshold value when the switch of the NVLD module is opened. Method.

Preferably, when the switch of the NVLD module is checked in step (c), it is checked whether the purge valve is abnormal. If there is an abnormality, the purge valve can be diagnosed as a failure diagnosis.

Preferably, if there is no abnormality of the purge valve, the NVLD module can be diagnosed by the switch-open fixation.

Preferably, in the step (d), when the switch closing time of the NVLD module is equal to or greater than a predetermined overlap threshold value, the calculated air / fuel ratio control integrated value is checked, and if the NVLD module is below the predetermined steam generation threshold value, have.

Preferably, in the step (b), the integrated value of the air-fuel ratio control may be calculated as "{(the air-fuel ratio control value at the time of opening the purge valve - the current air / fuel ratio control value)} / the purge flow rate integration value ".

According to the method for diagnosing fuel leakage of a vehicle as described above, by diagnosing whether there is fuel leakage in the fuel tank of the vehicle at the vehicle assembly completion stage (EOL) using the NVLD module and the engine controller (ECU) There is an advantage that the fuel leak can be easily diagnosed without the existing additional diagnostic equipment.

Further, according to the present invention, the EOL diagnosis can be performed through the diagnostic logic inside the engine controller (ECU) of the vehicle, so that the additional cost reduction for the equipment for EOL diagnosis (for example, for external tester or vehicle parts mounting) There is a possible advantage.

In addition, according to the present invention, in the case of a conventional NVLD system, in the absence of additional parts (for example, a tank pressure sensor, a canister shutoff valve, etc.) The invention has the advantage of being able to test immediately upon request.

1 is a block diagram schematically illustrating an apparatus for implementing a method of diagnosing fuel leakage of a vehicle according to an embodiment of the present invention.
2 is a conceptual diagram for explaining a control process for diagnosing fuel leakage of a vehicle according to an embodiment of the present invention.
3 and 4 are overall flowcharts for explaining a method of diagnosing fuel leakage of a vehicle according to an embodiment of the present invention.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. However, it should be understood that the following embodiments are provided so that those skilled in the art will be able to fully understand the present invention, and that various modifications may be made without departing from the scope of the present invention. It is not.

1 is a block diagram schematically illustrating an apparatus for implementing a method of diagnosing fuel leakage of a vehicle according to an embodiment of the present invention.

Referring to FIG. 1, an apparatus for implementing a method for diagnosing fuel leakage of a vehicle according to an embodiment of the present invention includes an oxygen sensor 100, a purge valve 200, a canister 300, an NVLD module 400, And an engine controller (ECU) 500, and the like.

Here, the oxygen sensor 100 is installed in an engine of a vehicle and performs a function of outputting an electrical signal corresponding to the change of the air-fuel ratio of the exhaust gas discharged from the engine. The purge valve 200 functions to supply the evaporative gas of the canister 300 to the engine intake air. The canister 300 functions to collect the evaporated gas generated in the fuel tank. The NVLD module 400 functions to monitor the pressure in the fuel system and the external temperature. The engine controller (ECU) 500 performs a function of controlling the entire system of the vehicle.

In the case of the NVLD module 400, a pressure relief valve is provided between the canister 300 and the atmosphere for reducing excessive pressure difference between both ends, and a pressure switch which is closed when the pressure in the tank is lower than a predetermined level , And a self-controller for monitoring the change in the outside air temperature and the switch closing information and transmitting the information to the engine controller (ECU) 500 may be installed.

When the engine is driven, the engine controller (ECU) 500 can confirm whether the NVLD module 400 is closed or not by communication. When the engine is closed, the pressure in the tank is indirectly confirmed This is possible.

Hereinafter, a method for diagnosing fuel leakage of a vehicle according to an embodiment of the present invention will be described in detail.

2 is a conceptual diagram for explaining a control process for diagnosing fuel leakage of a vehicle according to an embodiment of the present invention.

1 and 2, when there is a diagnosis request by an external diagnostic unit and the internal diagnosis activation condition of the engine controller (ECU) 500 is satisfied, the engine controller (ECU) 500 raises the vehicle idle RPM do.

This is to prevent starting-off due to the additional evaporative gas (HC) supplied when the purge valve 200 is opened at a certain rate or more at the normal idle RPM of the vehicle (e.g., about 650 rpm). When the idle RPM of the vehicle reaches the target value, a certain level of negative pressure in the tank (for example, -7 hPa) is formed through the opening of the purge valve 200.

At this time, since the engine controller (ECU) 500 can not grasp the tank pressure, the purge valve 200 is closed when the purge flow integration value reaches a certain level (the value obtained through the vehicle test). There is a difference in the time taken for the negative pressure in the tank to recover to the atmospheric pressure level depending on the presence or absence of leakage during the closing control of the purge valve 200.

That is, in the case of the leak system, the negative pressure formed in the tank due to the leak is recovered to the atmospheric pressure level faster than the normal system. By using this characteristic, if the switch is closed or closed by communicating with the NVLD module 400 continuously immediately after closing the purge valve 200, the pressure recovery rate in the tank can be indirectly grasped.

In general, there is a difference between the open time of the switch between the 0.5mm leak and the normal system. However, when there is steam generated due to the rise in the fuel temperature, the switch opening time of the normal system is shortened, There is a phenomenon that becomes impossible. Two controls are added to overcome this.

First, when a vapor pressure is generated due to a rise in the fuel temperature in the tank, the amount of evaporative gas HC supplied to the engine is increased even when the same purge valve 200 is opened, Fuel ratio control value controlled through the value of the air-fuel ratio control value.

That is, the more the amount of the evaporative gas HC supplied through the purge valve 200 is, the more the air-fuel ratio control value moves away from the neutral value (for example, 1.0). In order to understand such a phenomenon, the engine controller (ECU) 500 stores the air-fuel ratio control value at the time when the purge valve 200 is opened for the first time, and compares this value with the air- If the difference is accumulated and divided by the total purge flow rate, the normalized air-fuel ratio control difference value can be obtained. Vehicle tests can be used to diagnose the value of steam when it occurs.

Second, it is quite effective to grasp the degree of steam generation with the air-fuel ratio control value as in the first method, but there is a limit in that it is an indirect method. For example, even when a large amount of evaporative gas (HC) is adsorbed in the canister 300 while the vehicle is stopped for a long time, the difference in the air-fuel ratio control value when the purge valve 200 is opened is shown.

In this case, the switch opening time of the NVLD module 400 shows a normal behavior since it is not a factor affecting the pressure in the tank. In order to reflect such a phenomenon, the switch opening time of the NVLD module 400 is divided into three areas after the purge valve 200 is closed and processed differently.

The first area is the " leak area ", which is the switch open time area of the NVLD module 400 that can be seen only when the leakage is 0.5 mm or more, regardless of whether vapor pressure is formed or not, (Or fuel leakage) diagnosis regardless of the air-fuel ratio control value.

The second area is an overlap area where overlapping of the switch opening time of the NVLD module 400 between the case of 0.5 mm leak when there is no steam and the case of normal system when the steam is generated, When the sum of the air-fuel ratio control value is larger than the threshold value when the switch 400 is opened, it is regarded that the vapor pressure is generated and processed as no result. In the opposite case, it is regarded as a case where there is no vapor pressure, and it is treated as a leak diagnosis.

The third area is the "noke area ", which indicates that if the switch is held in the closed state even when the maximum opening time of the NVLD module 400, which may be visible in the case of 0.5 mm leakage, has elapsed, It can be regarded that there is no leak, and when reaching the nork area, no leak is detected and the diagnosis is terminated.

As described above, it is preferable that the time range of the leak region is set before the time range of the overlap region, and the time range of the overlap region is longer than the time range of the noke region, that is, Range.

FIG. 3 and FIG. 4 are overall flowcharts for explaining a method of diagnosing fuel leakage of a vehicle according to an embodiment of the present invention. Unless otherwise described, it is revealed that the engine controller (ECU) 500 performs as a subject.

Referring to FIG. 3, after receiving information (for example, outside temperature, switch information, etc.) from the NVLD module 400 through the engine controller (ECU) 500 of the vehicle (S100) (S101).

That is, when there is an EOL leak diagnosis request through an external diagnostic unit, the engine controller (ECU) 500 receives external temperature and switch information from the NVLD module 400 through communication with the NVLD module 400. Upon completion of the communication for the information, whether or not the test is possible is determined including the internal variable of the engine controller (ECU) 500, and the condition at this time (that is, the fuel leak diagnosis condition) is as follows.

The fuel leakage diagnosis condition includes a switch current opening of the NVLD module 400, an elapsed time condition (e.g., > = 120s) after the operation of the purge valve 200, an elapsed time condition = 70 degC), engine coolant temperature condition (eg. <= 70 degC), NVLD module 400 ambient temperature and coolant temperature difference condition (eg. <= 15 degC) The engine idle condition, the ambient temperature condition of the NVLD module 400 (e. G., 0degC to 30degC), the NVLD module 400 after startup, the atmospheric condition (e.g., 760 hPa), the vehicle speed condition (Eg, <5degC), a low loading value of the canister 300, a fuel level condition (eg, 5L to 40L), no associated component error, and an air-fuel ratio control normal operation.

As a result of the determination in step S101, if the fuel leak diagnosis condition is not satisfied, it is determined that there is no result (S102), and the process proceeds to step S118 to transmit the diagnosis result to the external tester.

Otherwise, if the fuel leakage diagnosis condition is satisfied, the RPM of the engine is increased until the predetermined target RPM value is reached (S103 and S104), then the opening of the purge valve 200 is controlled, 200) and the air-fuel ratio control integrated value (S105).

That is, when all of the fuel leak diagnosis conditions are satisfied, the vehicle RPM is controlled to be raised and the opening of the purge valve 200 is controlled when the RPM of the vehicle reaches the target RPM value. At this time, it is preferable to control the opening by a lamp type in order to minimize fluctuations on the engine. Further, the flow rate introduced through the purge valve 200 is integrated and the air-fuel ratio control value is accumulated.

The air-fuel ratio control integrated value is calculated as follows.

Fuel ratio control integrated value = {? (Air-fuel ratio control value when purge valve is opened-current air-fuel ratio control value)} / purge flow rate integrated value

Next, it is determined whether the purge flow rate calculated in step S105 reaches a preset target flow rate value (S106). When the purge flow rate is reached, the switch information is received from the NVLD module 400 (S107) .

Thereafter, it is determined whether the switch of the NVLD module 200 is open (S108). If it is determined that the switch of the NVLD module 400 is open, it is determined whether the purge valve 200 is abnormal (S109).

If it is determined in step S109 that there is an abnormality in the purge valve 200, the purge valve failure diagnosis is performed (S110), and the flow advances to step S118 to transmit the diagnosis result to the external tester. Otherwise, if there is no abnormality in the purge valve 200, the NVLD module 400 is diagnosed as being in the open state of the switch (S111), and the routine proceeds to a step S118 described later, and the diagnostic result is transmitted to the external tester.

If it is determined that the switch of the NVLD module 400 is closed as a result of the determination in step S108, the process proceeds to step "A ". 4, after the closing of the purge valve 200 is controlled (S112), the switch information is received from the NVLD module 400 and the switch closing time of the NVLD module 400 (S113).

Then, it is determined whether the switch of the NVLD module 400 is opened (S114). If the switch of the NVLD module 400 is opened, it is determined whether the closing time of the switch is greater than or equal to a preset overlap threshold value (S115).

If it is determined in step S115 that the closing time of the switch is less than the predetermined overlap threshold value, the fuel leakage is diagnosed (S119), and the diagnosis result is transmitted to the external tester (S118).

Otherwise, if the switch closing time of the NVLD module 400 is equal to or greater than the predetermined overlap threshold value, the air-fuel ratio control integrated value calculated at step S105 is checked and it is determined whether the integrated value is equal to or greater than a predetermined steam generation threshold value at step S116.

If it is determined in step S116 that the air-fuel ratio control integrated value calculated in step S105 is equal to or greater than the predetermined steam generation threshold value, the result is regarded as no result (S117), and the process proceeds to step S118. send.

Otherwise, if the air-fuel ratio control integrated value calculated in step S105 is less than the predetermined steam generation threshold value, it is diagnosed as fuel leakage (S119), and the process proceeds to step S118 and transmits the diagnosis result to the external tester.

On the other hand, if it is determined in step S114 that the switch of the NVLD module 400 is closed up to the preset threshold value of NOK, then it is diagnosed that there is no fuel leakage (S120 and S121), the routine goes to step S118, Lt; / RTI &gt;

Although the present invention has been described in connection with the preferred embodiments thereof with reference to the accompanying drawings, it is to be understood that the invention is not limited to the disclosed embodiments, but, on the contrary, And this also belongs to the present invention.

100: oxygen sensor, 200: purge valve,
300: canister, 400: NVLD module,
500: engine controller

Claims (5)

(a) receiving switch information from an NVLD (Natural Vacuum Leakage Detection) module through an engine controller of the vehicle, and determining whether a predetermined fuel leak diagnosis condition is satisfied;
(b) when the fuel leak diagnosis condition is satisfied, the RPM of the engine is increased until the predetermined target RPM value is reached, and then the opening of the purge valve is controlled, and the purge flow rate and the air / Calculating an integrated value;
(c) receiving switch information from the NVLD module when the calculated purge flow rate reaches a predetermined target flow rate value and controlling the closing of the purge valve if a switch closure is confirmed; And
(d) continuously calculating a switch closing time of the NVLD module, and diagnosing a fuel leak if the switch closing time is less than a predetermined overlap threshold value when the switch of the NVLD module is opened. .
The method according to claim 1,
Wherein when the switch of the NVLD module is checked in step (c), the abnormality of the purge valve is checked, and if there is an abnormality, the purge valve is diagnosed as a failure diagnosis of the vehicle.
3. The method of claim 2,
And if there is no abnormality of the purge valve, diagnosis is made by fixing the switch of the NVLD module.
The method according to claim 1,
Fuel ratio control integrated value when the switch closing time of the NVLD module is equal to or greater than a predetermined overlap threshold value in the step (d), and diagnoses that the fuel leakage is below a preset steam generation threshold value A method for diagnosing a fuel leak in a vehicle.
The method according to claim 1,
Wherein the air-fuel ratio control integrated value is calculated as "{(the air-fuel ratio control value when the purge valve is opened-the current air-fuel ratio control value)} / the purge flow rate integrated value &quot;, in the step (b) Way.
KR1020140178689A 2014-12-11 2014-12-11 Method for diagnosing leakage of fuel tank of vehicle KR101655610B1 (en)

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110622220A (en) * 2017-05-05 2019-12-27 福特全球技术公司 Adaptive diagnostic parameterization
CN113551856A (en) * 2021-07-21 2021-10-26 安徽江淮汽车集团股份有限公司 Off-line detection method for pipeline leakage of fuel vehicle
DE102016012798B4 (en) 2016-10-26 2023-09-21 Florian Brokhausen Method for leak testing a compressed air system of a motor vehicle during vehicle production

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20090116449A (en) * 2008-05-07 2009-11-11 콘티넨탈 오토모티브 시스템 주식회사 Method for detecting leak of fuel tank
KR20120124694A (en) * 2011-05-04 2012-11-14 콘티넨탈 오토모티브 시스템 주식회사 System and method for method for detecting leak of fuel tank

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20090116449A (en) * 2008-05-07 2009-11-11 콘티넨탈 오토모티브 시스템 주식회사 Method for detecting leak of fuel tank
KR20120124694A (en) * 2011-05-04 2012-11-14 콘티넨탈 오토모티브 시스템 주식회사 System and method for method for detecting leak of fuel tank

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102016012798B4 (en) 2016-10-26 2023-09-21 Florian Brokhausen Method for leak testing a compressed air system of a motor vehicle during vehicle production
CN110622220A (en) * 2017-05-05 2019-12-27 福特全球技术公司 Adaptive diagnostic parameterization
CN110622220B (en) * 2017-05-05 2023-03-10 福特全球技术公司 Adaptive diagnostic parameterization
CN113551856A (en) * 2021-07-21 2021-10-26 安徽江淮汽车集团股份有限公司 Off-line detection method for pipeline leakage of fuel vehicle

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