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EP0466850A1 - Installation de purge d'air pour les reservoirs des vehicules a moteur et procede de controle de son efficacite de fonctionnement. - Google Patents

Installation de purge d'air pour les reservoirs des vehicules a moteur et procede de controle de son efficacite de fonctionnement.

Info

Publication number
EP0466850A1
EP0466850A1 EP19910901685 EP91901685A EP0466850A1 EP 0466850 A1 EP0466850 A1 EP 0466850A1 EP 19910901685 EP19910901685 EP 19910901685 EP 91901685 A EP91901685 A EP 91901685A EP 0466850 A1 EP0466850 A1 EP 0466850A1
Authority
EP
European Patent Office
Prior art keywords
tank
valve
ventilation
line
shut
Prior art date
Legal status (The legal status 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 status listed.)
Granted
Application number
EP19910901685
Other languages
German (de)
English (en)
Other versions
EP0466850B1 (fr
Inventor
Ulrich Steinbrenner
Helmut Denz
Ernst Wild
Wolfgang Wagner
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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 Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0466850A1 publication Critical patent/EP0466850A1/fr
Application granted granted Critical
Publication of EP0466850B1 publication Critical patent/EP0466850B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

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
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/08—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding fuel vapours drawn from engine fuel reservoir
    • F02M25/0809—Judging failure of purge control system
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/08—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding fuel vapours drawn from engine fuel reservoir
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/08—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding fuel vapours drawn from engine fuel reservoir
    • F02M25/0809—Judging failure of purge control system
    • F02M25/0818—Judging failure of purge control system having means for pressurising the evaporative emission space

Definitions

  • Tank ventilation system for a motor vehicle and method for checking its functionality
  • the invention relates to a tank ventilation system for a motor vehicle and a method for checking the functionality of such a system.
  • a tank ventilation system generally has a fuel tank and a tank ventilation valve, which is connected to the intake manifold of an internal combustion engine, so that fuel vapors are sucked out with the help of the vacuum in the intake manifold, usually we do not directly suck the volume above the fuel in the tank, but between the tank and the tank vent valve is an adsorption filter, usually an activated carbon filter, interposed.
  • This activated carbon filter adsorbs fuel in those periods in which there is no suction from the intake manifold, e.g. B. when the internal combustion engine is at a standstill or when the tank ventilation valve is kept closed due to the current operating state.
  • tank ventilation systems will leak or that the tank ventilation valve will not work properly.
  • Systems of this type are therefore to be checked repeatedly for functionality during the operation of a motor vehicle.
  • the most important method for checking the functionality of a motor vehicle tank ventilation system is based on a proposal from the California environmental agency CARB. According to this method, when the tank ventilation valve is opened, it is checked whether a lambda controller has to make a correction in its manipulated value. This is always the case when air is sucked in with fuel vapor from the tank ventilation system. However, it is now the case that the adsorption filter can be completely regenerated and that the fuel in the tank is completely degassed. Then, when the tank ventilation valve is opened, no fuel is supplied in addition to that which is supplied to the injection valves of the internal combustion engine in accordance with the manipulated variable of the lambda control.
  • the signal from the lambda controller is only evaluated according to the known method if a fuel temperature sensor indicates that a predetermined minimum fuel temperature has been exceeded and a tank level sensor indicates that the vehicle has been refueled. It is assumed that in any case fuel vapor should then be present in the system, which is sucked in when the tank ventilation valve is opened and then leads to a correction of the lambda regulator.
  • the tank ventilation system according to the invention for a motor vehicle has the following parts:
  • an adsorption filter which is connected to the fuel tank via a filter line and which has a ventilation line with a controllable shut-off valve
  • a tank ventilation valve which connects the adsorption filter to the intake manifold of an internal combustion engine via a valve line.
  • This system differs from known systems in that the ventilation line of the adsorption filter can be shut off in a controlled manner. This enables the method according to the invention specified below to check the functionality of the system. The methods have the common idea that they utilize the shut-off capability of the ventilation line of the adsorption filter.
  • the method according to the invention for checking the functionality of a motor vehicle tank ventilation system works in such a way that
  • the tank ventilation valve of the system is only opened when a minimum overpressure has built up in the tank and the internal combustion engine to which the system is connected operates with low air throughputs,
  • the shut-off device advantageously has overpressure and vacuum protection valves.
  • the functionality of the shut-off device can be checked by releasing the ventilation line when there is negative pressure. If the negative pressure then dissipates, this is a sign that the shut-off device is working properly.
  • FIG. 1 shows a schematic representation of a tank ventilation system with an adsorption filter with a lockable ventilation line
  • FIG. 3 shows a flowchart for explaining a method for checking the functionality of a motor vehicle tank ventilation system, which works both with a test under negative pressure and with a test under positive pressure.
  • FIG. 1 schematically shows a tank ventilation system with a fuel tank KT, an adsorption filter AF and a tank ventilation valve TEV.
  • the latter lies in a valve line VL, which connects the adsorption filter AF to the intake manifold SR of an internal combustion engine, not shown.
  • the Venti 1 line opens in the direction of flow L of air drawn in behind the throttle valve. This makes it possible to achieve a relatively high negative pressure in the valve line in order to effectively rinse the adsorption filter AF.
  • the throttle valve is largely closed and at higher speeds, the negative pressure drops to a few 100 hPa.
  • the adsorption filter AF is in turn connected to the fuel tank KT via a filter line FL. If the fuel is in the fuel tank, the outgassing fuel is adsorbed by activated carbon in the adsorption filter AF.
  • a ventilation line BL also opens into the adsorption filter AF. Air flows through this ventilation line BL when the adsorption filter AF is sucked off via the valve line with the tank ventilation valve TEV. This regenerates the activated carbon. In standstill phases of the engine or in operating phases in which the tank ventilation valve is closed, the activated carbon can then absorb fuel again. Due to the components to be described, the tank ventilation system shown in FIG.
  • This zu ⁇ sharmlichen components are a differential pressure sensor DDM, which measures the differential pressure in the tank against the AtmosDhddruck, and a check valve for controllably shutting off the Bel ⁇ ftungslei- tung BL.
  • the shut-off valve AV can be opened or closed with the aid of a signal which is output by a control unit SG. The criteria according to which signals are output are explained below with reference to FIG. 3.
  • the line of a protective valve arrangement SVA also flows into the ventilation line BL, which protective valve arrangement has an overpressure and a negative pressure Protection valve.
  • the pressures in the protective valve arrangement are set such that there is no risk of damage to the tank ventilation system because the pressures are too high or too low.
  • a tank shut-off valve TSV ensures that fuel gas only reaches the adsorption filter AF when a certain excess pressure in the fuel tank KT is exceeded, e.g. B. 30 hPa. Since this tank shut-off valve TSV prevents the tank from being vented under negative pressure, a tank ventilation valve TBV is also available. B. opens at a vacuum of 30 hPa in the tank.
  • a filter shut-off valve FSV is present, which only leads the way into the valve line VL releases below a certain negative pressure in this, z. B. with a pressure drop to less than 50 hPa.
  • Various errors can occur in the tank ventilation system according to FIG. 1. It is therefore possible for all components to leak.
  • the tank vent valve TEV and the shut-off valve il A3 can also become inoperative. In the case of the adsorption filter AF.2 according to FIG. 2, the check valves become inoperable.
  • FIG. 3 explains how the functionality of the tank ventilation system according to FIG. 1 can be checked.
  • the method also makes it possible to find faults in an absorption filter AF.2 according to FIG. 2, that is to say with check valves.
  • the ventilation line BL is shut off in a step s1, which is done by correspondingly controlling the shutoff valve AV.
  • This process step of shutting off the ventilation valve is a decisive step for all the process variants explained below.
  • step s2 a query is made as to whether a test with negative pressure should be carried out in steps s3 to s9. Such a test can e.g. B. at fixed time intervals. If no vacuum test is to be carried out, step s2 is followed by process steps s10 to s16, which use overpressure in the system. The test with the help of overpressure can also take place at fixed time intervals, or after a test with underpressure.
  • step s3 the tank ventilation valve TEV is opened. Since the ventilation line BL is closed, vacuum must now build up in the tank ventilation system if it is tight.
  • the pressure measured by the differential pressure meter DDM is first queried in a step s4. It is determined in a step s5 that no negative pressure with an absolute value above a predetermined threshold value (eg 50 hPa (negative pressure)) is obtained, an error message is output in a step s6.
  • a predetermined threshold value eg 50 hPa (negative pressure)
  • an evaluation can be excluded, e.g. B. full load, since then wrong, intake manifold is almost atmospheric pressure ⁇ and therefore no significant negative pressure can build up in the ventilation system.
  • a step s7 follows in which the ventilation line is released again by opening the shut-off valve AV.
  • a step s8 it is checked whether the value of the negative pressure measured by the differential pressure meter DDM falls. If this is the case, the end of the procedure is reached. Otherwise, an error message is output in a step s9, which indicates that the shut-off valve AV no longer opens properly. A leakage and thus malfunction of the system can already be fully checked through steps s1-s9.
  • step s2 If, in step s2, after the described check with negative pressure has been switched over to the lambda correction check with positive pressure, the tank ventilation valve is closed in step s10 and the ventilation line BL is blocked by closing the shut-off valve AV.
  • step s11 the differential pressure for the fuel tank KT detected by the differential pressure meter DDM is queried. It is then checked (step s12) whether there is an overpressure that lies above a predetermined threshold, e.g. B. at more than 30 hPa. If this is not the case, steps s11 and s12 are repeated until an overpressure above said threshold is reached, or until a step s13 between steps s12 and s 11 it is determined that a test end condition has occurred. This can be, for.
  • test B. can be the expiration of a period of time since the start of the check for reaching the predetermined positive pressure.
  • the end of the test condition can, however, also consist in reaching predetermined operating states. If the test end condition occurs, the end of the Procedure reached. Since an overpressure never builds up under certain circumstances (e.g. with outgassed fuel), the pressure threshold may never be reached. The following test steps therefore provide additional information on the vacuum test and are not sufficient as the sole error criterion.
  • step s12 shows that the predetermined positive pressure has been exceeded
  • the tank ventilation valve TEV is opened in step s1.
  • the internal combustion engine is suddenly supplied with fuel in addition to that which is injected anyway.
  • the lambda control must then reduce the amount of fuel to be injected.
  • step s15 it is checked whether a lean correction in the lambda control is necessary when the tank ventilation valve is opened in step s 14. If this is the case, it is again confirmed that the tank ventilation system has delivered fuel in the expected manner. The end of the procedure is then reached. Otherwise, an error message is output in step s16. If the previous vacuum test already showed an error, it has now been proven that the connecting pipe between the intake manifold and the tank ventilation valve is interrupted.
  • step s14 If the tank ventilation valve TEV is opened in step s14, a negative pressure builds up in the tank ventilation system.
  • the realizable negative pressure is usually sufficient to vaporize fuel in the fuel tank KT and thus to deliver fuel through the valve line VL into the intake manifold SR.
  • the vacuum must not fall below a few 10 hPa, otherwise there is a risk of implosion for the fuel tank KT.
  • the suppression is accordingly limited by the protective valve arrangement SVA.
  • the test is only carried out if there was previously overpressure in the tank. However, as already mentioned above, this overpressure cannot be guaranteed in all cases despite the blocked ventilation line BL.
  • the aforementioned process sequences also check the functionality of an adsorption filter AF.2 with check valves TSV, T3V and FSV according to FIG. 2. If it is found in step s5 that the expected negative pressure is building up, this is a sign that the Valves TSV and FSV are universal. If the expected vacuum does not occur, either one of these two valves is blocked or the TEV tank ventilation valve or the system is leaking. If the pressure in the tank KT rises above a permissible value when the ventilation line BL is open, the check valve TSV is clogged. If the pressure in the tank drops when the ventilation line BL is open, this indicates that the tank ventilation valve TBV is clogged. In a corresponding manner, a functional test of the protective valve arrangement SVA is also possible; no negative pressures or excess pressures may occur whose absolute values exceed the values of the protective pressures.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supplying Secondary Fuel Or The Like To Fuel, Air Or Fuel-Air Mixtures (AREA)
  • Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)

Abstract

Une installation de purge d'air d'un réservoir présente un filtre adsorbant (AF) avec une conduite d'aération (BL) fermée par une vanne d'arrêt commandée (AV). La possibilité de fermer la conduite d'aération permet de régler de manière appropriée les dépressions et les surpressions dans l'installation pour contrôler l'efficacité de son fonctionnement. On obtient ainsi des prévisions particulièrement fiables sur l'efficacité de fonctionnement.
EP91901685A 1990-02-08 1991-01-09 Installation de purge d'air pour les reservoirs des vehicules a moteur et procede de controle de son efficacite de fonctionnement Expired - Lifetime EP0466850B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE4003751A DE4003751C2 (de) 1990-02-08 1990-02-08 Tankentlüftungsanlage für ein Kraftfahrzeug und Verfahren zum Überprüfen deren Funktionstüchtigkeit
DE4003751 1990-02-08
PCT/DE1991/000010 WO1991012426A1 (fr) 1990-02-08 1991-01-09 Installation de purge d'air pour les reservoirs des vehicules a moteur et procede de controle de son efficacite de fonctionnement

Publications (2)

Publication Number Publication Date
EP0466850A1 true EP0466850A1 (fr) 1992-01-22
EP0466850B1 EP0466850B1 (fr) 1996-12-11

Family

ID=6399679

Family Applications (1)

Application Number Title Priority Date Filing Date
EP91901685A Expired - Lifetime EP0466850B1 (fr) 1990-02-08 1991-01-09 Installation de purge d'air pour les reservoirs des vehicules a moteur et procede de controle de son efficacite de fonctionnement

Country Status (6)

Country Link
US (1) US5193512A (fr)
EP (1) EP0466850B1 (fr)
JP (1) JP3036703B2 (fr)
KR (1) KR100236136B1 (fr)
DE (2) DE4003751C2 (fr)
WO (1) WO1991012426A1 (fr)

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KR920701651A (ko) 1992-08-12
US5193512A (en) 1993-03-16
DE59108403D1 (de) 1997-01-23
DE4003751C2 (de) 1999-12-02
JPH04505491A (ja) 1992-09-24
WO1991012426A1 (fr) 1991-08-22
EP0466850B1 (fr) 1996-12-11
JP3036703B2 (ja) 2000-04-24
DE4003751A1 (de) 1991-08-14
KR100236136B1 (ko) 2000-01-15

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