WO2020060471A1 - Procédé de diagnostic d'un filtre à carburant et dispositif de commande associé - Google Patents

Procédé de diagnostic d'un filtre à carburant et dispositif de commande associé Download PDF

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Publication number
WO2020060471A1
WO2020060471A1 PCT/SE2019/050871 SE2019050871W WO2020060471A1 WO 2020060471 A1 WO2020060471 A1 WO 2020060471A1 SE 2019050871 W SE2019050871 W SE 2019050871W WO 2020060471 A1 WO2020060471 A1 WO 2020060471A1
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WO
WIPO (PCT)
Prior art keywords
fuel
pump
fuel filter
filter
combustion engine
Prior art date
Application number
PCT/SE2019/050871
Other languages
English (en)
Inventor
Adam BERG
Hansson JONNY
Gustafsson PETER
Original Assignee
Scania Cv Ab
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Scania Cv Ab filed Critical Scania Cv Ab
Priority to DE112019004746.9T priority Critical patent/DE112019004746T5/de
Publication of WO2020060471A1 publication Critical patent/WO2020060471A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/04—Feeding by means of driven pumps
    • F02M37/18—Feeding by means of driven pumps characterised by provision of main and auxiliary pumps
    • 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
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/04—Feeding by means of driven pumps
    • F02M37/08—Feeding by means of driven pumps electrically driven
    • 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
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/22—Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines, e.g. arrangements in the feeding system
    • F02M37/32—Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines, e.g. arrangements in the feeding system characterised by filters or filter arrangements
    • F02M37/40—Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines, e.g. arrangements in the feeding system characterised by filters or filter arrangements with means for detection of clogging
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K15/00—Arrangement in connection with fuel supply of combustion engines or other fuel consuming energy converters, e.g. fuel cells; Mounting or construction of fuel tanks
    • B60K15/03—Fuel tanks
    • B60K2015/03118—Multiple tanks, i.e. two or more separate tanks
    • 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
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/0076—Details of the fuel feeding system related to the fuel tank
    • F02M37/0088—Multiple separate fuel tanks or tanks being at least partially partitioned

Definitions

  • the present disclosure relates in general to a method for diagnosing a fuel filter in a fuel system associated with a combustion engine, for example a combustion engine of a vehicle.
  • the present disclosure further relates in general to a control device configured to diagnose a fuel filter of a fuel system associated with a combustion engine.
  • the present disclosure also relates to a vehicle comprising such a control device, as well as a computer program and a computer-readable medium.
  • An internal combustion engine of a vehicle such as a diesel engine, is equipped with a fuel system adapted to transport fuel from one or more fuel tanks to the injection system of the internal combustion engine.
  • the fuel system comprises one or more fuel pumps, which may be driven mechanically by the internal combustion engine, or be driven by other means, such as by an electric motor.
  • the fuel pumps create a fuel flow and pressure to transport the fuel to the injection system of the internal combustion engine.
  • the injection system supplies fuel to the combustion chamber of the internal combustion engine.
  • a fuel system for an internal combustion engine is disclosed in US 2017/0130665 Al.
  • the fuel system also comprises one or more filters for filtering of the fuel before it reaches the injection system of the internal combustion engine.
  • the internal combustion engine and the injection system are sensitive to contaminations and may be negatively affected if the fuel is too
  • Contaminations may be solid particles, gas or liquid.
  • the object of the present invention is to provide a method for diagnosis of a fuel filter of a fuel system associated with a combustion engine, to thereby allow a more flexible replacement of the fuel filter compared to a pre-determined service intervals.
  • a method for diagnosing a fuel filter of a fuel system associated with a combustion engine comprises an injection system for injecting fuel into the combustion engine; a first pump adapted to transfer fuel to the injection system; a fuel filter arranged upstream of the first pump; a pressure sensor arranged between the fuel filter and the first pump; a first fuel tank arranged upstream of the fuel filter; a second, electrically driven, pump adapted to transfer fuel from the first fuel tank to the first pump; a second fuel tank; and a third, electrically driven, pump adapted to transfer fuel from the second fuel tank to the first fuel tank.
  • the method comprises the steps of:
  • the fuel may be transferred from the first fuel tank or from the second fuel tank, through the fuel filter, utilising the self-suction force of the first pump.
  • the fuel filter may be diagnosed during normal operation of the combustion engine.
  • the method allows for diagnosis of the fuel filter during travel of a vehicle comprising a combustion engine and the fuel system.
  • the first pump may still supply fuel to the injection system during the diagnosis and therefore any disturbance in the operation of the combustion engine during the diagnosis can be minimised.
  • the diagnosis may be performed at pre-determined time intervals or upon suspicion of clogging of the fuel filter.
  • the pre-determined intervals may for example be determined on the basis of distance of travel of a vehicle, or based on elapsed time.
  • the pre-determined intervals may also be determined on basis of expectation of fuel quality. For example, diagnosis of the fuel filter may be scheduled to occur more often in case there is a suspicion that the fuel may comprise a relatively high amount of contaminations.
  • the method for diagnosing a fuel filter according to the present invention may also, if desired, be performed during service of a vehicle comprising the fuel system.
  • the method according to the present disclosure enables determining the condition of the fuel filter based on a pressure drop over the fuel filter.
  • the pressure drop is dependent of the clogging of the fuel filter. A higher degree of clogging results in a greater pressure drop over the fuel filter.
  • reliable information regarding the condition of the fuel filter may be obtained without any down time of the vehicle. This allows for replacement of the fuel filter only when needed and therefore leads to cost savings. Avoiding undue replacement of the fuel filter also has advantages from an environmental perspective, leading to less fuel filters discarded.
  • the present invention primarily has been developed for diagnosing a fuel filter of a fuel system associated with a combustion engine of a vehicle, it may also be applied to diagnosis of fuel filters of other fuel systems associated with a combustion engine.
  • the present invention may be applied to fuel systems associated with a combustion engine of a stationary power generating arrangement.
  • the method for diagnosing a fuel filter of a fuel system may further comprise a step of determining that the fuel flow through the fuel filter is substantially constant. Such a step may be performed prior to, or during, the step of transferring fuel through the filter using the self-suction force of the first pump. Ensuring the fuel flow through the fuel filter is substantially constant improves the reliability in the measurement of the pressure drop over the fuel filter. Thus, by determining that the fuel flow is substantially constant through the fuel filter enables determining when to perform the step of measuring the pressure drop, i.e. when the fuel flow is substantially constant.
  • the step of determining that the fuel flow through the fuel filter is substantially constant may be performed by determining that the combustion engine is operating under a substantially steady- state operating condition. This constitutes a reliable and easy way of determining that the fuel flow through the fuel filter is substantially constant.
  • the method may further comprise a step of deactivating the third pump, if not already deactivated, prior to the step of transferring fuel through the fuel filter utilising a self-suction force of the first pump.
  • the third pump does not risk influencing the measurement of the pressure drop over the fuel filter, especially in case the fuel is to be transferred from the second fuel tank. Consequently, the reliability of the measurement of the pressure drop may be improved.
  • the method may further comprise an initial step of determining that the operating conditions of the combustion engine and the vehicle are suitable for performing diagnosis of the fuel filter. Thereby, it is ensured that the diagnosis of the fuel filter does not disturb the operation of the vehicle.
  • Determining that the operating conditions of the combustion engine and the vehicle are suitable may for example be based on predicting whether or not there will be a change in the operating conditions of the vehicle and the combustion engine.
  • the method may further comprise a step of generating a message to an operator and/or a remote control centre, when it has been determined that the fuel filter is in a condition suitable for replacement. Thereby, information that it is time to replace the fuel filter based on the actual condition of the fuel filter can easily be retrieved.
  • An example of an operator in the present context may for example be a driver of a vehicle comprising the combustion engine and the fuel system.
  • Another example may be an operator of the combustion engine and/or a stationary power generating arrangement comprising the combustion engine.
  • the present disclosure also relates to a control device configured to diagnose a fuel filter of a fuel system associated with a combustion engine.
  • the fuel system comprises an injection system for injecting fuel into the combustion engine; a first pump adapted to transfer fuel to the injection system; a fuel filter arranged upstream of the first pump; a pressure sensor arranged between the fuel filter and the first pump; a first fuel tank arranged upstream of the fuel filter; a second, electrically driven, pump adapted to transfer fuel from the first fuel tank to the first pump; a second fuel tank; and a third, electrically driven, pump adapted to transfer fuel from the second fuel tank to the first fuel tank.
  • the control device is configured to deactivate the second pump, if not already deactivated, when diagnosis of the fuel filter is to be performed.
  • the control device is further configured to, when the second pump is deactivated, control the first pump so as to transfer fuel through the fuel filter utilising a self-suction force of the first pump. T ransfer of fuel may be performed from the first fuel tank or the second fuel tank.
  • the control device is configured to detect a pressure drop over the fuel filter utilising the pressure sensor and, on the basis of the detected pressure drop, determine the condition of the fuel filter.
  • the control device is configured to detect the pressure drop, for the purpose of determining the condition of the fuel filter, when the second pump is deactivated and fuel is transferred through the fuel filter utilising the self-suction force of the first pump.
  • the control device may further be configured to perform any one of the steps described above with regard to the method, and has the corresponding advantages.
  • the present disclosure further relates to a vehicle comprising a combustion engine and a fuel system associated with the combustion engine.
  • the vehicle further comprises a control device as described above.
  • the present disclosure further relates to a computer program, wherein said computer program comprises program code for causing a control device or a computer connected to the control device to perform the method for diagnosing a fuel filter as described above.
  • the present disclosure further relates to a computer-readable medium comprising instructions, which when executed by a control device or a computer connected to the control device, cause the control device or the computer to perform the method for diagnosing a fuel filter as described above.
  • Fig. 1 schematically illustrates a side view of a vehicle, which comprises a fuel system for a
  • Fig. 2 schematically illustrates a first exemplifying embodiment of a fuel system for a combustion engine of a vehicle
  • FIG. 3 schematically illustrates a second exemplifying embodiment of a fuel system for a
  • Fig. 4 represents a flowchart schematically illustrating a method for diagnosing a fuel filter in accordance with the present disclosure
  • Fig. 5 schematically illustrates a device that may constitute, comprise of be a part of a device configured to diagnose a fuel filter according to the present disclosure.
  • upstream and downstream shall be considered to refer to the direction of transportation of fuel through the fuel system from a fuel tank to the combustion engine.
  • steady-state can be defined as a state wherein the variables which defines the behaviour of a system or a process are unchanging in time. It should however be noted that an operating condition of for example a combustion engine is normally not a “steady-state” in terms of the literal meaning of the term in view of normally occurring fluctuations in the operating conditions. The normally occurring fluctuations which may be due to factors which are not possible to influence or completely monitor. Thus, in the present disclosure, the term “substantially steady-state” is used, which should be understood as an essentially steady-state operating condition but with small unintentional and normal fluctuations in the operating condition.
  • the fuel flow through a fuel filter cannot be “constant” within the literal meaning of the word due to normally occuring fluctuations.
  • the term "substantially constant” is used in the present disclosure for describing a flow through the fuel filter. It shall however be considered to mean that the flow through the fuel filter is controlled with the goal that the flow should be constant.
  • the present invention primarily has been developed for diagnosing a fuel filter of a fuel system associated with a combustion engine of a vehicle, it may also be applied to diagnosis of a fuel filter of other fuel systems associated with a combustion engine as long as such other fuel systems comprise the same constituent components.
  • the constituent components are in this context considered to at least comprise the injection system, the first, second and third pumps, the fuel filter, the pressure sensor, and the first and second fuel tanks.
  • One non-limiting example of such other fuel system is a fuel system associated with a combustion engine of a stationary power generating arrangement.
  • the method is in the following described in conjunction with a vehicle.
  • a method for diagnosing a fuel filter of a fuel system associated with a combustion engine such as a combustion engine of a vehicle.
  • the fuel system comprises an injection system for injecting fuel into the combustion engine.
  • the fuel system further comprises a first pump adapted to transfer fuel to the injection system.
  • the first pump may be driven by the combustion engine.
  • the first pump is known in the art as a high pressure pump.
  • the fuel system further comprises a fuel filter arranged upstream of the first pump and a pressure sensor arranged between the fuel filter and the first pump.
  • the fuel system comprises a first fuel tank arranged upstream of the fuel filter and a second, electrically driven, pump adapted to transfer fuel from the first fuel tank to the first pump.
  • the fuel system also comprises a second fuel tank and a third, electrically driven, pump adapted to transfer fuel from the second fuel tank to the first fuel tank.
  • Measurement of the pressure drop is performed while the second pump is deactivated and fuel is transferred through the fuel filter utilising the self-suction force of the first pump.
  • the method for diagnosing a fuel filter may be performed by a control device.
  • a control device may comprise one or more control units.
  • at least one of the control units of the control device is arranged in the vehicle.
  • one or more control units are arranged remote from the vehicle, if desired.
  • the present disclosure also relates to a control device configured to diagnose a fuel filter of the fuel system associated with a combustion engine, such as a combustion engine of a vehicle, described above.
  • the control device is configured to deactivate the second pump, if not already deactivated. This may be performed by the control device shutting down an electrical motor driving the second pump.
  • the control device is further configured to, when the second pump is deactivated, control the first pump so as to transfer fuel from the first fuel tank through the fuel filter utilising a self-suction force of the first pump. This may be achieved by operating the first pump so as to supply fuel to the injection system.
  • the control device is further configured to detect a pressure drop over the fuel filter utilising the pressure sensor and on the basis of the detected pressure drop, determine the condition of the fuel filter. Detection of the pressure drop is performed while the second pump is deactivated and fuel is transferred through the fuel filter utilising the self-suction force of the first pump.
  • FIG. 1 shows a schematic side view of an example of a vehicle 1.
  • the vehicle comprises an internal combustion engine 2.
  • the vehicle further comprises a gearbox 4 adapted to transmit a driving torque at different gear ratios, from the internal combustion engine 2 to the driving wheels 5.
  • the gearbox 4 is connected to the driving wheels 5 of the vehicle via an output shaft 6 of the gearbox 4.
  • the vehicle further comprises a fuel system 3 arranged to provide fuel to the internal combustion engine 2 of the vehicle 1.
  • the vehicle 1 may be a heavy vehicle, e.g. a truck or a bus.
  • the vehicle may also be a marine vessel or a terrain vehicle.
  • the vehicle may be a hybrid vehicle in which case the vehicle comprises an electric machine (not shown) in addition to the combustion engine 2.
  • Figure 2 schematically illustrates a first exemplifying embodiment of a fuel system 3 of a combustion engine, such as the combustion engine 2 of the vehicle 1 illustrated in Figure 1.
  • the method for diagnosing a fuel filter as described herein may be performed in the fuel system 3 illustrated in Figure 2.
  • the fuel system 3 comprises a first pump 10 and an injection system 11.
  • the first pump 10 is known in the art as a high pressure pump (HHP) and is typically driven by the combustion engine.
  • the injection system shown in Figure 2 comprises an accumulator 12a which is illustrated in the form of a common rail.
  • the injection system 11 further comprises a plurality of injectors 12b (only one illustrated in Figure 2) configured to inject fuel into the combustion engine.
  • fuel is transferred from the first pump 10, via a fuel conduit 13, to the injection system 11.
  • Any injection system known in the art for the corresponding purpose may be used, for example a piezo- or a unit injection system.
  • the fuel system 3 further comprises a fuel filter 20 arranged upstream of the first pump 10.
  • the fuel filter 20 is sometimes referred to in the art as a main fuel filter.
  • the fuel filter is configured to filter contaminations from the fuel before the fuel reaches the first pump 10, primarily to ensure that such contaminations do not reach the combustion engine but also that such contaminations do not reach the injection system or even the first pump.
  • the fuel filter 20 is typically arranged inside a filter housing 19 protecting the fuel filter from the surroundings.
  • the fuel system 3 comprises a pressure sensor 21 arranged downstream of the fuel filter.
  • the pressure sensor 21 may be any previously known pressure sensor known for this purpose. It is naturally also possible to arrange further sensors, such as a temperature sensor, in the fuel conduit 16, if desired.
  • the pressure sensor 21 may be a pressure sensor adapted to detect the pressure relative to the ambient pressure (atmospheric pressure) or a sensor adapted to detect absolute pressure.
  • the first pump 10 and the injection system 11 constitute constituent components of a high pressure system of the fuel system 3.
  • the fuel system further comprises a first fuel tank 22, a second pump 24, and a second fuel conduit 26.
  • the second pump 24 is sometimes referred to in the art as a low pressure pump.
  • the second pump 24 is configured to supply fuel from the first fuel tank 22, via the second conduit 26, to the fuel filter 20.
  • the second pump 24 may thus be described as a feed pump.
  • the second pump 24 may be arranged inside the first fuel tank 22. This has the advantage of allowing the second pump to be protected from the environment and also to be cooled by the fuel.
  • the second pump 24 is operated by an electrical motor 25.
  • the second pump 24 pumps fuel from the first fuel tank 22, through the fuel filter 20 arranged downstream, and further to the first pump 10.
  • the first pump 10 then pumps the fuel further to the combustion engine as described above.
  • the electrical motor 25 of the second pump 24 may be controlled by a first control unit (not shown).
  • a first control unit may for example be arranged to control the electrical motor 25 of the second pump 24 so that the second pump 24 is active, even when the combustion engine is turned off for a limited period of time, for the purpose of retaining a certain pressure in the fuel filter 20.
  • the fuel system 3 also comprises a second fuel tank 23 and a third pump 27 as shown in Figure 2.
  • the fuel system may optionally comprise a plurality of said second fuel tank 23.
  • the third pump 27 constitutes a fuel transfer pump and is operated by an electrical motor 25 which may be controlled by a second control unit (not shown).
  • the third pump 27 is configured to supply fuel from the second fuel tank 23 to the first fuel tank 22 via a fuel conduit 30.
  • the third pump 27 may be arranged inside the first fuel tank 22. Thereby, the third pump 27 is protected from the environment and may also be cooled by the fuel.
  • a first pre-filter arrangement 29 may be arranged downstream of the third pump 27. In such a case, the fuel passes the first pre-filter arrangement 29 before being let out into the first fuel tank 22.
  • the first pre-filter arrangement 29 may comprise a fine-mesh, water separating filter.
  • a second pre-filter arrangement 33 may be arranged upstream of the third pump 27, typically in the second fuel tank 23 as illustrated in Figure 2.
  • the second pre-filter arrangement may comprise a coarse mesh sieve for the purpose of filtering out particulate matter above a certain pre-determined size from the fuel.
  • the third pump 27 would thus suck the fuel from the second fuel tank 23 through the second pre-filter arrangement 33 and then pressurise the fuel and feed it through the first pre filter arrangement 29.
  • the first and second pre-filter arrangements 29, 33 have the advantage of reducing the contaminations reaching the first fuel tank and therefore also the second pump 24.
  • the second fuel tank 23 may also be communicating with the surrounding environment via an air filter 31 to ensure that the pressure inside the second fuel tank 23 corresponds to ambient pressure irrespective of the amount of fuel inside the second fuel tank.
  • an air filter 31 prevents impurities from entering into the second fuel tank 23.
  • the first fuel tank 22 may be adapted to hold a smaller volume of fuel than the second fuel tank 23 (or in case of a plurality of second fuel tanks, a smaller volume than each of the second fuel tanks).
  • the second fuel tank(s) 23 correspond to the main fuel tank(s) of the vehicle. When there is a plurality of said second fuel tank 23, these second fuel tanks may have a self-regulating flow between each other via a connection conduit connecting said second fuel tanks.
  • An overflow conduit 32 may be arranged between the first fuel tank 22 and the second fuel tank 23 as shown in Figure 2. Thereby, fuel may be transported from the first fuel tank 22 to the second fuel tank 23, if the first fuel tank becomes overfilled.
  • the overflow conduit may suitably comprise a one way valve 32a to ensure fuel flow only in the intended direction.
  • the filter house 19, in which the fuel filter 20 is arranged, may comprise an outlet with a valve device 17.
  • the valve device 17 is connected to an overflow conduit 18, which in turn is connected to the first fuel tank 22. Thereby, fuel may flow from the filter house 19, via the overflow conduit 18, back to the first fuel tank when the combustion engine is turned off and the second pump 24 is active.
  • the valve device 17 may be a throttle valve.
  • the throttle valve entails a flow restriction and a pressure drop over the throttle, which in turn has the consequence that the pressure builds up in the filter house 19.
  • the fuel system 3 may also comprise a fuel return conduit 38, through which pressurised warm fuel may be returned from the high pressure system of the fuel system 3 back to the first fuel tank 22.
  • the first fuel tank 22, the second pump 24, the third pump 27 and the second fuel tank 23 described above constitute constituent components of a low pressure system of the fuel system 3.
  • the fuel system 3 may further comprise a control device 100.
  • the control device 100 may be configured to control the fuel system 3 by controlling one or more constituent components of the fuel system.
  • the control device may for example comprise the control unit associated with the electrical motor 25 and/or the control unit associated with the electrical motor 28.
  • the control device may be configured to control the first pump 10.
  • the control device may further be configured to monitor and/or detect the pressure in conduit 16 by means of the pressure sensor 21.
  • the fuel filter 20, the first pump 10 and the injection system 11 are typically arranged on the combustion engine.
  • the first fuel tank 22 and the second fuel tank 23 may be arranged on the chassis of the vehicle.
  • the fuel system 3 as shown in Figure 2 further comprises a possibility of transferring fuel from the second fuel tank directly to the first filter. This is achieved by means of a third conduit 40 and a one way valve 40a associated therewith.
  • the method comprises deactivating the second pump 24, if not already deactivated. Furthermore, the method comprises deactivating the third pump, if not already deactivated. Deactivating the third pump ensures that there is no pressure counteracting the possibility of the fuel to pass through the one way valve 40a of the third conduit 40.
  • the second and third pumps 24, 27 are deactivated, fuel is transferred from the second fuel tank 23, through the fuel filter 20, by means of a self-suction force of the first pump 10. The fuel is transferred via a first part 30' of the fuel conduit 30 and then via the conduit 40 (with the associated one-way valve 40a) and further via the second conduit 26 towards the fuel filter 20 and the first pump 10.
  • the method comprises measuring the pressure drop over the fuel filter 20 utilising the pressure sensor 21, thereby determining the condition of the fuel filter.
  • Figure 3 schematically illustrates a second exemplifying embodiment of a fuel system 3' of a combustion engine, such as the combustion engine 2 of the vehicle 1 illustrated in Figure 1.
  • the method for diagnosing a fuel filter as described herein may be performed in the fuel system 3' illustrated in Figure 3.
  • the fuel system 3' according to Figure 3 corresponds to the fuel system 3 illustrated in Figure 2 and described above except that it does not comprise the third conduit 40 with the associated one-way valve 40a.
  • the fuel system 3' according to Figure 3 further comprises a one-way valve 42 allowing transfer of fuel from the first fuel tank during diagnosis of the fuel filter 20.
  • the method comprises deactivating the second pump 24, if not already deactivated. Furthermore, the method may comprise deactivating the third pump, if not already deactivated. It is however not necessary to deactivate the third pump during diagnosis of the fuel filter since it will not influence the pressure in the second conduit 26. In fact, in some instances, it may be advantageous to maintain the third pump 27 in an activated state.
  • the second pump 24 and optionally the third pump 27
  • fuel is transferred from the first fuel tank 22, through the fuel filter 20, by means of a self-suction force of the first pump 10.
  • the fuel is transferred from the first fuel tank 22 via the one way valve 42 and further via the second conduit 26 towards the fuel filter 20 and the first pump 10. Furthermore, the method comprises measuring the pressure drop over the fuel filter 20 utilising the pressure sensor 21, thereby determining the condition of the fuel filter.
  • FIG. 4 represents a flowchart schematically illustrating a method for diagnosing a fuel filter 20 in accordance with the present disclosure.
  • the method comprises a step S110 of deactivating the second pump, if not already deactivated.
  • the method comprises a step S120 of transferring fuel, through the fuel filter, utilising a self-suction force of the first pump.
  • the fuel may be transferred directly from the second fuel tank 23 by the self-suction force of the first pump. In other words, the fuel would not pass through the first fuel tank.
  • fuel may in step S120 be transferred from the first fuel tank 22 by the self-suction force of the first pump.
  • the method comprises a step S130 of measuring a pressure drop over the fuel filter 20 utilising the pressure sensor 21, thereby determining the condition of the fuel filter 20. Measuring the pressure drop over the fuel filter of step S130 is performed while transferring fuel through the fuel filter utilising the self-suction force of the first pump according to step S120.
  • the method for diagnosing a fuel filter of a fuel system may further comprise a step of determining that fuel flow through the fuel filter is substantially constant. Such a step may be performed prior to, or during, the step S120 of transferring fuel through the filter using the self-suction force of the first pump. Ensuring the fuel flow through the fuel filter is substantially constant improves the reliability in the measurement of the pressure drop over the fuel filter. Thus, by determining that the fuel flow is substantially constant through the fuel filter enables determining when to perform the step of measuring the pressure drop, i.e. when the fuel flow is substantially constant.
  • the step of determining that the fuel flow through the fuel filter is substantially constant may be performed by determining that the combustion engine is operating under a substantially steady- state operating condition. This constitutes a reliable and easy way of determining that the fuel flow through the fuel filter is substantially constant.
  • the step of determining that the flow through the fuel filter is substantially constant may be performed by measuring the pressure drop over the fuel filter continuously over a period of time, or at multiple consecutive times, to determine that the pressure drop over the fuel filter is not changed during said period of time or said multiple consecutive times.
  • the method may further comprise a step of deactivating the third pump, if not already deactivated, prior to the step of transferring fuel, through the fuel filter, utilising a self-suction force of the first pump.
  • the method may further comprise an initial step of determining that the operating conditions of the combustion engine and the vehicle are suitable for performing diagnosis of the fuel filter. Thereby, it is ensured that the diagnosis of the fuel filter does not disturb the operation of the vehicle. In other words, it is ensured that there is no need for changing the amount of fuel injected into the combustion engine by the injection system during the performance of the method for diagnosing the fuel filter. Determining that the operating conditions of the combustion engine and the vehicle are suitable may for example be based on predicting whether or not there will be a change in the operating conditions of the vehicle and the combustion engine. It may for example be based on data of a control arrangement configured to control the operation of the combustion engine and/or a gearbox of the vehicle, GPS data or the like.
  • the method may further comprise a step of generating a message to a driver of the vehicle and/or a remote control centre, when it has been determined that the fuel filter is in a condition suitable for replacement. Thereby, information can easily be retrieved that it is time for replacement of the fuel filter based on the actual condition of the fuel filter.
  • FIG. 5 schematically illustrates an exemplifying embodiment of a device 500.
  • the control device 100 described above may in a version comprise the device 500 or constitute the device 500.
  • control device 100 may be comprised in the device 500.
  • the device 500 comprises a non-volatile memory 520, a data processing unit 510 and a read/write memory 550.
  • the non-volatile memory 520 has a first memory element 530 in which a computer program, e.g. an operating system, may be stored for controlling the function of the device 500.
  • the non-volatile memory 520 may also have a second memory element 540. According to an alternative embodiment, the non-volatile memory 520 may be replaced by a volatile memory (not depicted).
  • the device 500 further comprises a bus controller, a serial communication port, I/O means, an A/D converter, a time and date input and transfer unit, an event counter and an interruption controller (not depicted).
  • a computer program P which comprises routines for diagnosis of a fuel filter of a fuel system associated with a combustion engine, such as a combustion engine of a vehicle.
  • the fuel system comprises an injection system for injecting fuel into the combustion engine; a first pump adapted to transfer fuel to the injection system; a fuel filter arranged upstream of the first pump; a pressure sensor arranged between the fuel filter and the first pump; a first fuel tank arranged upstream of the fuel filter; a second, electrically driven, pump adapted to transfer fuel from the first fuel tank to the first pump; a second fuel tank; and a third, electrically driven, pump adapted to transfer fuel from the second fuel tank to the first fuel tank.
  • the computer program comprises routines for deactivating the second pump, if not already deactivated.
  • the computer program further comprises routines for, when the second pump is deactivated, transferring fuel (from the first fuel tank or the second fuel tank), through the fuel filter, utilising a self-suction force of the first pump.
  • the computer program further comprises routines for measuring a pressure drop over the fuel filter utilising the pressure sensor, during the transfer of fuel through the fuel filter using the self-suction force of the first pump.
  • the computer program further comprises routines for determining the condition of the fuel filter on the basis of the detected pressure drop over the fuel filter.
  • the program P may be stored in an executable form or in a compressed form in a memory 560 and/or in a read/write memory 550.
  • the data processing unit 510 may perform one or more functions, i.e. the data processing unit 510 may effects a certain part of the program P stored in the memory 560 or a certain part of the program P stored in the read/write memory 550.
  • the data processing device 510 can communicate with a data port 599 via a data bus 515.
  • the non- volatile memory 520 is intended for communication with the data processing unit 510 via a data bus 512.
  • the separate memory 560 is intended to communicate with the data processing unit 510 via a data bus 511.
  • the read/write memory 550 is adapted to communicate with the data processing unit 510 via a data bus 514.
  • the communication between the constituent components may be implemented by a communication link.
  • a communication link may be a physical connection such as an optoelectronic communication line, or a non-physical connection such as a wireless connection, e.g. a radio link or microwave link.
  • Parts of the methods herein described may be effected by the device 500 by means of the data processing unit 510 which runs the program stored in the memory 560 or the read/write memory 550. When the device 500 runs the program, methods herein described are executed.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Fuel-Injection Apparatus (AREA)

Abstract

L'invention concerne un procédé de diagnostic d'un filtre à carburant (20) d'un système de carburant (3) et un dispositif de commande (100) configuré pour mettre en œuvre ledit procédé. Le système de carburant comprend un système d'injection (11) destiné à injecter du carburant dans le moteur à combustion (2), une première pompe (10) conçue pour transférer du carburant au système d'injection (11) ; un filtre à carburant (20) disposé en amont de la première pompe (10) ; un capteur de pression (21) agencé entre le filtre à carburant (20) et la première pompe (10) ; un premier réservoir de carburant (22) agencé en amont du filtre à carburant (20) ; une deuxième pompe (24) conçue pour transférer le carburant du premier réservoir de carburant à la première pompe (10) ; un second réservoir de carburant (23) ; et une troisième pompe conçue pour transférer du carburant du second réservoir de carburant au premier réservoir de carburant. Le procédé comprend la désactivation de la deuxième pompe, le transfert de carburant à travers le filtre à carburant à l'aide d'une force d'auto-aspiration de la première pompe et la mesure d'une chute de pression sur le filtre à carburant à l'aide du capteur de pression. L'état du filtre à carburant est ainsi déterminé.
PCT/SE2019/050871 2018-09-21 2019-09-17 Procédé de diagnostic d'un filtre à carburant et dispositif de commande associé WO2020060471A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE112019004746.9T DE112019004746T5 (de) 2018-09-21 2019-09-17 Verfahren zum Prüfen eines Treibstofffilters und Steuervorrichtung dafür

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE1851122-0 2018-09-21
SE1851122A SE542773C2 (en) 2018-09-21 2018-09-21 Method for diagonising a fuel filter, and control device therefore

Publications (1)

Publication Number Publication Date
WO2020060471A1 true WO2020060471A1 (fr) 2020-03-26

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DE (1) DE112019004746T5 (fr)
SE (1) SE542773C2 (fr)
WO (1) WO2020060471A1 (fr)

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1118761A2 (fr) * 2000-01-18 2001-07-25 C.R.F. Società Consortile per Azioni Méthode d'évaluation du fonctionnement du système d'injection à rampe d'alimentation d'un moteur à combustion interne
US20090283074A1 (en) * 2008-05-15 2009-11-19 Denso Corporation Fuel supply apparatus
WO2014168562A1 (fr) * 2013-04-09 2014-10-16 Scania Cv Ab Procédé et dispositif de détection de perturbations dans un système d'alimentation
JP2018003636A (ja) * 2016-06-28 2018-01-11 株式会社デンソー 燃料フィルタ目詰まり判定装置
SE1651034A1 (en) * 2016-07-11 2018-01-12 Scania Cv Ab A system and a method for diagnosing status of a first filter unit and a second filter unit in a combustion engine configuration
WO2018017010A1 (fr) * 2016-07-18 2018-01-25 Scania Cv Ab Système de carburant pour moteur à combustion interne

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1118761A2 (fr) * 2000-01-18 2001-07-25 C.R.F. Società Consortile per Azioni Méthode d'évaluation du fonctionnement du système d'injection à rampe d'alimentation d'un moteur à combustion interne
US20090283074A1 (en) * 2008-05-15 2009-11-19 Denso Corporation Fuel supply apparatus
WO2014168562A1 (fr) * 2013-04-09 2014-10-16 Scania Cv Ab Procédé et dispositif de détection de perturbations dans un système d'alimentation
JP2018003636A (ja) * 2016-06-28 2018-01-11 株式会社デンソー 燃料フィルタ目詰まり判定装置
SE1651034A1 (en) * 2016-07-11 2018-01-12 Scania Cv Ab A system and a method for diagnosing status of a first filter unit and a second filter unit in a combustion engine configuration
WO2018017010A1 (fr) * 2016-07-18 2018-01-25 Scania Cv Ab Système de carburant pour moteur à combustion interne

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SE542773C2 (en) 2020-07-07
DE112019004746T5 (de) 2021-06-02

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