Patent Grant
11187193
This application claims priority to and the benefit of Korean Patent Application No. 10-2020-0059676, filed on May 19, 2020, the entire contents of which are incorporated herein by reference.
The present disclosure relates to an active dual purge system and a method of diagnosing an active dual purge system using an on-board diagnosis (OBD).
The statements in this section merely provide background information related to the present disclosure and may not constitute prior art.
A turbocharger is installed as a supercharger in a vehicle. The turbocharger is a device which compresses intake air while a compressor installed in an intake pipe is dependently rotated when a charger installed in an exhaust pipe is rotated due to an exhaust gas. Since the intake air is compressed through the turbocharger, a larger amount of air can be supercharged to a combustion chamber so that more fuel can be combusted.
Meanwhile, an evaporation gas evaporated from a fuel tank is collected in a canister. The canister and the intake pipe are connected through a purge line, and the evaporation gas collected in the canister is transferred to the intake pipe through the purge line due to an intake pressure generated in the intake pipe. However, when the turbocharger is operated, since a pressure equal to or higher than an atmospheric pressure is generated in the intake pipe, the intake pressure is difficult to be generated in the intake pipe, and, on the contrary, there is a probability in that the intake air is moved from the intake pipe to the purge line.
As shown in
In addition, when the RPM of the engine is increased and thus a corrected mass flow rate of the turbocharger becomes larger, a differential pressure generating valve is operated to reduce a volume of the intake air through an air cleaner and increase an inflow amount of external air through a canister and, simultaneously, increase an amount of a purge gas which means an inflow of the evaporation gas into a front end of the compressor.
However, when the corrected mass flow rate of the turbocharger is large, a phenomenon in which the intake air flows back along a wall surface of the intake pipe may occur. In addition, as a flow rate of the evaporation gas introduced into the front end of the compressor is increased, a probability in that the evaporation gas is mixed with the intake air flowing back in the intake pipe is increased. The evaporation gas included in the intake air flowing back cannot be combusted in the combustion chamber, can contaminate the air cleaner, and can be discharged into the atmosphere.
Meanwhile, on-board diagnosis (OBD)-I system is a system for detecting malfunctions of exhaust gas-related parts of a vehicle and an increase in harmful exhaust gas due to a failure, lighting a maintenance indicator lamp provided in an instrument panel of an interior of the vehicle, and notifying a driver of the malfunctions and failure.
In addition, OBD-II is one of regulations related to exhaust gases of vehicles in the United States. OBD-II is a regulation for regulating, when a computer embedded in the vehicle diagnoses an exhaust gas control part or system during driving and then determines the exhaust gas control part or system as being failing, the computer to store a diagnostic trouble code (DTC) and turn a malfunction indicator light (MIL) on. Since conventional OBD-I systems applied for the first time inspect only disconnection of wiring with electronic components and the like, the conventional OBD-I systems cannot check degradation in catalyst or oxygen sensor and an increase of an exhaust gas due to an abnormal behavior of the oxygen sensor or an actuator, and lots of confusion and discomfort are caused in which connectors for connecting to diagnostic equipment, DTCs, lighting standards for MILs, and types of stored information are not standardized so that different connectors are required for vehicles or manufacturers, and various pieces of different data should be provided so as to interpret the DTCs.
In order to solve the above problems, the OBD-II is amended such that standardized connectors for connecting to general purpose diagnostic equipment, standardized terms for electronic control parts according to a communication specification, and standardized DTCs should be used, and a failure determination criteria and diagnostic requirements are added for each item in which an exhaust gas will be increased when a failure occurs.
However, we have found that in a dual purge system, upon performing a purge using a negative pressure generated at a front end of the compressor, when a check valve installed in a branch line branching to an intake pipe and a hose on the intake pipe are pulled out or clogging occurs in the check valve, it is difficult to diagnose a corresponding failure using the OBD due to a lack of discrimination through fuel tank pressure diagnosis.
The present disclosure provides an active dual purge system and a method of diagnosing a failure of an active dual purge system, which are capable of preventing an evaporation gas introduced into a front end of a compressor from flowing back and contaminating an air cleaner due to a backflow of intake air which may occur according to an operation of the compressor, diagnosing the active dual purge system and a failure which will occur in the active dual purge system, and classifying a type of the failure to warn a driver of the failure.
Other objects and advantages of the present disclosure can be understood by the following description and become apparent with reference to the forms of the present disclosure. Also, it is obvious to those skilled in the art to which the present disclosure pertains that the objects and advantages of the present disclosure can be realized by the means as claimed and combinations thereof.
In one form of the present disclosure, an active dual purge system includes: an intake pipe, a compressor installed in the intake pipe and configured to compress air, a canister configured to collect an evaporation gas evaporated in a fuel tank, a purge line extending from the canister to a front end of the compressor in the intake pipe, a branch line branching off from the purge line and extending to a rear end of a throttle valve body provided in the intake pipe, a purge pump installed in the purge line to be located between the canister and a branch position of the branch line, a purge valve installed in the purge line to be located between the branch position of the branch line and the intake pipe, a vent valve installed in a vent line extending from the canister toward the atmosphere, a first sensor installed in the purge line to be located between the purge pump and the purge valve, a second sensor installed in the purge line to be located between the canister and the purge pump, and a control unit configured to perform different tests on the purge pump, the purge valve and the vent valve, which are in different operating states, and diagnose whether at least one of the purge line, the branch line, or the vent line is abnormal using on-board diagnosis (OBD).
In one form, the active dual purge system may further include a first valve installed in the purge line to be located between the branch position of the branch line and the purge valve, and a second valve installed in the branch line to be located between the branch position of the branch line and the throttle valve body, wherein the first sensor may be located between the first valve and the purge valve, and the active dual purge system may further include a third sensor installed in the branch line to be located between the second valve and the throttle valve body.
In some forms of the present disclosure, the active dual purge system may further include a differential pressure generating valve provided in the intake pipe to be located between a connection point of the purge line and the intake pipe and an air cleaner provided in the intake pipe, and the control unit may control the differential pressure generating valve, the purge valve, the first valve, the second valve, and the purge pump.
In some forms of the present disclosure, the active dual purge system may further include a first check valve installed in the purge line to be located between the purge valve and the intake pipe, a second check valve installed in the purge line to be located between the first valve and the purge valve, and a third check valve installed in the branch line to be located between the second valve and the throttle valve body.
In some forms of the present disclosure, the first check valve may be directly engaged with the compressor and is integrated therewith.
In some forms of the present disclosure, an outer circumference of an end portion of a discharge side of the first check valve may be screw-coupled to the compressor to be directly engaged with the compressor.
In some forms of the present disclosure, an outer circumference of an end portion of a discharge side of the first check valve is bonded to the compressor by an adhesive to be directly engaged with the compressor.
In another form of the present disclosure, a method of diagnosing an active dual purge system using an on-board diagnosis (OBD), wherein the active dual purge system includes an intake pipe, a compressor installed in the intake pipe and configured to compress air, a canister configured to collect an evaporation gas evaporated in a fuel tank, a purge line extending from the canister to a front end of the compressor in the intake pipe, a branch line branching off from the purge line and extending to a rear end of a throttle valve body provided in the intake pipe, a purge pump installed in the purge line to be located between the canister and a branch position of the branch line, a purge valve installed in the purge line to be located between the branch position of the branch line and the intake pipe, a vent valve installed in a vent line extending from the canister toward the atmosphere, a first sensor installed in the purge line to be located between the purge pump and the purge valve, and a second sensor installed in the purge line to be located between the canister and the purge pump, the method comprising: diagnosing a failure by performing one or more tests in which operating states of the purge pump, the purge valve, and the vent valve are different from each other; and diagnosing whether the purge line, the branch line, and the vent line are abnormal using OBD.
In some forms of the present disclosure, the one or more tests may include at least one among Test A for diagnosing a failure of the purge valve, Test B for diagnosing an internal pressure range of the purge line, Test C for diagnosing a leakage of the purge line, Test D for diagnosing whether the purge line is vacuumed, and Test E for diagnosing a load of the canister.
In some forms of the present disclosure, Test A may be performed in a state in which the purge pump is not operated, an amount of opening degree of the purge valve is 50%, and the vent valve is opened, Test B may be performed in a state in which the purge pump is operated, the amount of opening degree of the purge valve is 100%, and the vent valve is opened, Test C may be performed in a state in which the purge pump is not operated, the amount of opening degree of the purge valve is 0%, and the vent valve is closed, Test D may be performed in a state in which the purge pump is operated, the amount of opening degree of the purge valve is 100%, and the vent valve is closed, and Test E may be performed in a state in which the purge pump is not operated, the amount of opening degree of the purge valve is 100%, and the vent valve is opened.
In some forms of the present disclosure, the active dual purge system may further include a first check valve installed in the purge line to be located between the purge valve and the intake pipe, a second check valve installed in the purge line to be located between the first valve and the purge valve, and a third check valve installed in the branch line to be located between the second valve and the throttle valve body, wherein the one or more tests may further include Test F for diagnosing whether the first check valve, the second check valve, and the third check valve are abnormal, and Test F may be performed in a state in which the purge pump is not operated, the amount of opening degree of the purge valve is 50%, and the vent valve is opened.
In some forms of the present disclosure, during the performing of the one or more tests, when a magnitude of a signal generated by the first sensor provided between the purge pump and the purge valve, a magnitude of a signal generated by the second sensor provided between the canister and the purge pump, and revolutions per minute (RPM) of the purge pump fall within a predetermined appropriate range, the performed one or more tests may be determined to pass, when the magnitude of the signal generated by the first sensor, the magnitude of the signal generated by the second sensor, and the RPM of the purge pump do not fall within the predetermined appropriate range, the performed one or more tests may be determined to fail, and whether the purge line, the branch line, and the vent line are abnormal may be diagnosed using the OBD on the basis of the above test results.
In some forms of the present disclosure, in a first section between the purge valve and the intake pipe in the purge line, when either Test A or Test E fails, it may be estimated that a leak or a pulling out of a hose constituting the purge line occurs, and when any one among Test A, Test B, and Test E fails, it may be estimated that clogging of the hose constituting the purge line occurs.
In some forms of the present disclosure, in a fourth section between the purge pump and the branch position in the purge line, when any one among Test A, Test B, Test C, Test D, and Test E fails, it may be estimated that a leak or a pulling out of a hose constituting the purge line occurs, and when any one among Test A, Test B, Test D, and Test E fails, it may be estimated that clogging of the hose constituting the purge line occurs.
In some forms of the present disclosure, in a fifth section between the purge pump and the canister in the purge line, when either Test C or Test D fails, it may be estimated that a leak or a pulling out of a hose constituting the purge line occurs, and when Test D fails, it may be estimated that clogging of the hose constituting the purge line occurs.
In some forms of the present disclosure, in a sixth section between the canister and the fuel tank in the purge line, when any one among Test C, Test B, Test D, and Test E fails, it may be estimated that a leak or a pulling out of a hose constituting the purge line occurs, and when either Test D or Test E fails, it may be estimated that clogging of the hose constituting the purge line occurs.
In some forms of the present disclosure, in a seventh section which is the vent line, when Test D fails, it may be estimated that clogging of a hose constituting the vent line occurs.
In some forms of the present disclosure, in a second section between the purge valve and the first sensor in the purge line, when any one among Test A, Test B, Test C, Test D, Test E, and Test F fails, it may be estimated that a leak or a pulling out of a hose constituting the purge line occurs, and when any one among Test A, Test B, and Test E fails, it may be estimated that clogging of the hose constituting the purge line occurs.
In some forms of the present disclosure, in a third section between the first sensor and the first valve in the purge line, when any one among Test A, Test B, Test C, Test D, Test E, and Test F fails, it may be estimated that a leak or a pulling out of a hose constituting the purge line occurs, and when any one among Test A, Test B, Test E, and Test F fails, it may be estimated that clogging of the hose constituting the purge line occurs.
In some forms of the present disclosure, in an eighth section between the branch position and the second sensor in the branch line, when any one among Test A, Test B, Test C, Test D, Test E, and Test F fails, it may be estimated that a leak or a pulling out of a hose constituting the purge line occurs, and when any one among Test A, Test B, Test E, and Test F fails, it may be estimated that clogging of the hose constituting the purge line occurs.
In some forms of the present disclosure, in a ninth section between the second sensor and the intake pipe in the purge line, when any one among Test A, Test B, Test C, Test D, Test E, and Test F fails, it may be estimated that a leak or a pulling out of a hose constituting the purge line occurs, and when any one among Test A, Test B, and Test E fails, it may be estimated that clogging of the hose constituting the purge line occurs.
Further areas of applicability will become apparent from the description provided herein. It should be understood that the description and specific examples are intended for purposes of illustration only and are not intended to limit the scope of the present disclosure.
In order that the disclosure may be well understood, there will now be described various forms thereof, given by way of example, reference being made to the accompanying drawings, in which:
The drawings described herein are for illustration purposes only and are not intended to limit the scope of the present disclosure in any way.
The following description is merely exemplary in nature and is not intended to limit the present disclosure, application, or uses. It should be understood that throughout the drawings, corresponding reference numerals indicate like or corresponding parts and features.
Hereinafter, an active dual purge system and a method of diagnosing a purge pump of an active dual purge system using an on-board diagnosis (OBD) according to one form of the present disclosure will be described with reference to the accompanying drawings.
In one form, the active dual purge system further includes a first valve 800 installed in the purge line 400 to be located between the branch position of the branch line 500 and the purge valve 700, a second valve 900 installed in the branch line 500 to be located between the branch position of the branch line 500 and the throttle valve body B, a first sensor 1100 installed in the purge line 400 to be located between the first valve 800 and the purge valve 700, a second sensor 1000 installed in the purge line 400 to be located between the canister 300 and the purge pump 600, a third sensor 1200 installed in the branch line 500 to be located between the second valve 900 and the throttle valve body B, a differential pressure generating valve 1300 provided in intake pipe 100 to be located between the air cleaner A and a connection point of the purge line 400 and the intake pipe 100, and a control unit 1400 for controlling the differential pressure generating valve 1300, the purge valve 700, the first valve 800, the second valve 900 and the purge pump 600. Here, the control unit or controller may be embodied in a hardware manner (e.g., a processor), a software manner, or combination of the hardware and the software manner (i.e., a series of commands), which process at least one function or operation described in the present disclosure.
In order to adjust an amount of an evaporation gas introduced into the front end of the compressor 200 and an amount of an evaporation gas introduced into the rear end of the throttle valve body B, the control unit 1400 performs duty control on an amount of opening degree of the differential pressure generating valve 1300, an amount of opening degree of the purge valve 700, an amount of opening degree of the first valve 800, and an amount of opening degree of the second valve 900 and controls revolutions per minute (RPM) of the purge pump 600.
The control unit 1400 receives signals from the first sensor 1100, the second sensor 1000, the third sensor 1200, a fuel injection module, a cooling water temperature measurement sensor, and a lambda sensor installed in an exhaust pipe and derives the amounts of opening degree of the differential pressure generating valve 1300, the purge valve 700, the first valve 800, and the second valve 900 and derives the RPM of the of the purge pump 600 by substituting the received signals into a graph, an equation, or a map.
In addition, the control unit 1400 performs one or more tests on the purge pump 600, the purge valve 700, and the vent valve 1600 which are in different operating states, thereby diagnosing whether the purge line 400, the branch line 500, and the vent line 1500 are abnormal using an OBD.
In addition, when the purge line 400, the branch line 500, and vent line 1500 are diagnosed as being abnormal, the control unit 1400 notifies a driver of failure occurrence, a failure content, and an estimated position of the failure occurrence through a warning device (not shown) and stores a failure occurrence history in an internal storage device.
Meanwhile, as a load of an engine becomes larger, a corrected mass flow rate due to an operation of the compressor 200 is high. When the evaporation gas is processed in a situation in which the corrected mass flow rate is high, the purge pump 600 operates such that, in a state in which the second valve 900 is closed, an evaporation gas (fuel vapor) is compressed between the purge pump 600 and the purge valve 700.
The fuel tank T is configured to store fuel, and, as the fuel is vaporized, the evaporation gas is generated in the fuel tank T.
The canister 300 collects the evaporation gas generated in the fuel tank T by, for example, activated carbon.
In some forms of the present disclosure, the first sensor 1100 and the second sensor 1000 are pressure sensors capable of measuring an inlet pressure and an outlet pressure of the purge pump 600. Meanwhile, the second sensor 1000 may be configured as a temperature sensor integrated-type pressure sensor in which a pressure sensor and a temperature sensor are integrally combined. Since a differential pressure condition of the purge pump 600 may be varied as a temperature of the evaporation gas is varied, the control unit 1400 adjusts duty control with respect to the purge pump 600 and the purge valve 700 according to the temperature of the evaporation gas measured from the second sensor 1000. In one form, the third sensor 1200 is a pressure sensor for measuring a pressure of a purge gas flowing to the throttle valve body B.
As shown in
The purge valve 700 may be opened or closed at a time when the RPM of the purge pump 600 is gradually adjusted, and the amount of opening degree of the purge valve 700 may be varied through the duty control. An amount of the evaporation gas introduced into the front end of the compressor 200 may be actively adjusted by controlling the compression rate of the evaporation gas which is present between the purge pump 600 and the purge valve 700 and an opening timing and an amount of opening degree of the purge valve 700.
In particular, on the basis of the signals generated from the first sensor 1100 and the second sensor 1000, it is possible to calculate a density of the compressed evaporation gas between the purge pump 600 and the purge valve 700, and it is possible to infer the amount of the evaporation gas introduced into the front end of the compressor 200 and, eventually, an amount of the evaporation gas introduced into a combustion chamber from the calculated density. Thus, it is possible to calculate an appropriate amount of fuel to be supplied to the combustion chamber at a time when the signals are generated in the first sensor 1100 and the second sensor 1000, and eventually, an amount of oxygen contained in the exhaust gas discharged from the engine before and after an evaporation gas processing may be maintained in an appropriate state.
In addition, the amount of the evaporation gas introduced into the front end of the compressor 200 may be actively adjusted according to a margin ratio of backflow in the compressor 200. That is, when the amount of the evaporation gas introduced into the front end of the compressor 200 is appropriately adjusted according to a compression ratio of the compressor 200, a corrected mass flow rate may be induced to not pass over a surge line, and eventually, discharge of the evaporation gas to the atmosphere due to a backflow of intake air and contamination of the air cleaner A are prevented.
Meanwhile, as a load of the engine becomes smaller, the corrected mass flow rate due to the compressor 200 is low. In this case, air in the atmosphere may be inhaled due to a pumping pressure generated in the engine. In this case, the first valve 800 is completely blocked and then the second valve 900 is opened to allow the evaporation gas to be induced into only the rear end of the throttle valve body B through the branch line 500. In addition, the amount of the evaporation gas introduced into the rear end of the throttle valve body B may be actively adjusted by adjusting the amount of opening degree of the second valve 900 and controlling the RPM of the purge pump 600.
Meanwhile, the second valve 900 may be completely blocked and then the amounts of opening degree of the purge valve 700, the first valve 800, and the differential pressure generating valve 1300 may be appropriately adjusted to induce the evaporation gas to be introduced into only the front end of the compressor 200. Even in this case, the amount of the evaporation gas introduced into the front end of the compressor 200 may be actively adjusted by adjusting the amounts of opening degree of the purge valve 700, the first valve 800, and the differential pressure generating valve 1300 and controlling the RPM of the purge pump 600.
Alternatively, the amounts of opening degree of the purge valve 700, the first valve 800, the second valve 900, and the differential pressure generating valve 1300 may be appropriately adjusted to induce the evaporation gas to be introduced into the front end of the compressor 200 and the rear end of the throttle valve body B. Even in this case, an amount of the evaporation gas introduced into the front end of the compressor 200 and the rear end of the throttle valve body B may be adjusted by adjusting the amounts of opening degree of the purge valve 700, the first valve 800, the second valve 900, and the differential pressure generating valve 1300 and controlling the RPM of the purge pump 600.
In the active dual purge system according to another form shown in
In addition, the second check valve 1800 is provided in the purge line 400 between the first valve 800 and the purge valve 700 to direct the purge gas to flow only in one direction toward the purge valve 700 so that it is possible to prevent air from flowing back from the purge valve 700 to the first valve 800.
Further, the third check valve 1900 is provided in the branch line 500 between the second valve 900 and the throttle valve body B to direct the purge gas to flow only in one direction toward the throttle valve body B so that it is possible to prevent the air flowing in an intake system from flowing back to the second valve 900.
Meanwhile, when the first check valve 1700 is connected to the compressor 200 on the intake pipe 100 using a hose or the like, a failure, including that clogging occurs in the hose or the hose is pulled out, may occur. In this case, determination whether the failure occurs may not be easy.
Thus, as shown in
In the form shown in
However, the form of the present disclosure is not limited to the direct engagement part illustrated in
Whether the active dual purge system according to one form of the present disclosure, which is configured as described above, fails is diagnosed using OBD according to the flowchart of
As shown in
In some forms of the present disclosure, the tests include Test A (or “first test”) for diagnosing a failure of the purge valve 700, Test B (or “second test”) for diagnosing an internal pressure range of the purge line 400, Test C (or “third test”) for diagnosing a leakage of the purge line 400, Test D (or “fourth test”) for diagnosing whether the purge line 400 is vacuumed, and Test E (or “fifth test”) for diagnosing a load of the canister 300.
Test A is performed in a state in which the purge pump 600 is not operated, the amount of opening degree of the purge valve 700 is 50%, and the vent valve 1600 is opened. Test B is performed in a state in which the purge pump 600 is operated, the amount of opening degree of the purge valve 700 is 100%, and the vent valve 1600 is opened. Test C is performed in a state in which the purge pump 600 is not operated, the amount of opening degree of the purge valve 700 is 0%, and the vent valve 1600 is closed. Test D is performed in a state in which the purge pump 600 is operated, the amount of opening degree of the purge valve 700 is 100%, and the vent valve 1600 is closed. Test E is performed in a state in which the purge pump 600 is not operated, the amount of opening degree of the purge valve 700 is 100%, and the vent valve 1600 is opened.
When Tests A to E are performed, the pass or fail of each of Tests A to E is determined on the basis of magnitudes of the signals generated in the first sensor 1100 and the second sensor 1000 and the RPM of the purge pump 600. When Tests A to E are performed, an appropriate range of the magnitudes of the signals generated in the first sensor 1100 and the second sensor 1000 and an appropriate range of the RPM of the purge pump 600 are determined through an experiment performed in advance. During the performing of Tests A to E, when the RPM and the magnitudes of the signals fall within a predetermined appropriate range with respect to a section which is a target of determination whether a failure occurs, Tests A to E are determined to pass, whereas, when the RPM and the magnitudes of the signals do not fall within the predetermined appropriate range, Tests A to E are determined to fail.
The purge line 400 includes a first section {circle around (1)} between the purge valve 700 and the intake pipe 100, a second section {circle around (2)} between the purge valve 700 and the first sensor 1100, a third section {circle around (3)} between the first sensor 1100 and the first valve 800, a fourth section {circle around (4)} between the purge pump 600 and the branch position, and a sixth section {circle around (6)} connecting the fuel tank T to the canister 300. The vent line 1500 includes a seventh section {circle around (7)} extending from the canister 300 to the atmosphere via the vent valve 1600 and includes the fuel tank T and the canister 300. The branch line 500 includes an eighth section {circle around (8)} between the branch position and the second valve 900 and a ninth section {circle around (9)} between the second valve 900 and the throttle valve body B.
Here, in the first section {circle around (1)}, when either Test A or Test E fails, it is estimated that disconnection or a pulling out of the hose occurs, and, when Test A, Test B, and Test E fail, it is estimated that the hose is clogged. In the fourth section {circle around (4)}, when Test A, Test B, Test C, Test D, and Test E fail, it is estimated that the disconnection or the pulling out of the hose occurs, and, when Test A, Test B, Test D, and Test E fail, it is estimated that the hose is clogged. In the fifth section {circle around (5)}, when Test C and Test D fail, it is estimated that the disconnection or the pulling out of the hose occurs, and, when Test D fails, it is estimated that the hose is clogged. In the sixth section {circle around (6)}, when Test C, Test B, Test D, and Test E fail, it is estimated that the disconnection or the pulling out of the hose occurs, and, when Test D and Test E fail, it is estimated that the hose is clogged. In addition, in the seventh section {circle around (7)}, when Test D fails, it is estimated that the hose is clogged.
Further, a failure of the purge valve 700 is estimated on the basis of the results of Test A, Test C, and Test E, and a failure of the purge pump 600 is estimated on the basis of the results of Test B and Test D.
In another form, as described in
In one form, a Test F (or “sixth test”) is performed to determine whether the first to third check valves 1700, 1800, and 1900 installed in the purge line 400 and the branch line 500 are abnormal. In this case, the Test F is performed in a state in which the purge pump 600 is not operated, the amount of opening degree of the purge valve 700 is 50%, and the vent valve 1600 is opened.
In addition, in the second section {circle around (2)} according to the form of
In addition, in Test F, when whether each of the first to third check valves 1700, 1800, and 1900 is abnormal is checked, Test F is performed in a state in which only a check valve which is a target of diagnosis is opened and the remaining check valves are closed so that it is determined whether the target check valve is abnormal according to whether a flow rate of the purge gas in a section in which the target check valve is installed satisfies a predetermined condition.
In addition, when the purge line 400, the branch line 500, and vent line 1500 are diagnosed as being abnormal, and when it is determined that a failure occur in the purge pump 600, the purge valve 700, or the check valves 1700, 1800, or 1900, the control unit 1400 notifies a driver of failure occurrence, a failure content, and an estimated position of the failure occurrence through a warning device (not shown) and stores a failure occurrence history in an internal storage device.
In accordance with the method of diagnosing a failure of an active dual purge system according to one form of the present disclosure, which is configured as described above, Test A to Test F are performed, it is possible to estimate a state of each section between the purge line 400, the branch line 500, and the vent line 1500 and determine the failure of the purge pump 600, the purge valve 700, or the check valves 1700, 1800, or 1900.
In addition, when the failure is diagnosed as occurring, the control unit 1400 displays failure occurrence and a position and a content of the failure occurrence as a warning message through an instrument panel installed in a driver seat of the vehicle or a separate monitor installed in a dashboard so that the driver is directed to recognize the failure occurrence and a failure content. Thus, it is possible to reduce a maintenance cost of the vehicle by guiding the drive to check and replace only a part in which a failure occurs.
In addition, since the evaporation gas is compressed due to the operation of the purge pump 600, even when the internal pressure of the intake pipe 100 is greater than or equal to an atmospheric pressure, the evaporation gas may be supplied to the intake pipe 100.
In accordance with an active dual purge system according to one form of the present disclosure, which is configured as described above, a flow rate of an evaporation gas introduced into a front end of a compressor can be actively controlled, and a flow rate of the evaporation gas introduced into a rear end of a throttle valve body can also be actively controlled by adjusting amounts of opening degree of a purge valve, a first valve, a second valve, and a differential pressure generating valve and adjusting RPM of a purge pump.
In particular, when a backflow of intake air occurs due to a compressor according to an environment in which a vehicle is driving, and a corrected mass flow rate generated in a compressor, an amount of the evaporation gas can be actively reduced so that it is possible to prevent the evaporation gas from flowing back with the intake air, contaminating an air cleaner, or being discharged into the atmosphere.
In addition, in accordance with the active dual purge system according to one form of the present disclosure, a check valve installed in a purge line branching off to an intake pipe is integrated with the compressor so that it is possible to prevent a hose from being pulled out or leaking between the check valve and the intake pipe.
In addition, in accordance with a method of diagnosing an active dual purge system using on-board diagnosis (OBD) according to one form of the present disclosure, a leak of a purge passage and clogging of the hose, which may occur in the active dual purge system, are accurately diagnosed so that a driver can be warned of the leak and the clogging to estimate whether a failure occurs and a position of the failure. Therefore, when the failure occurs, it is possible to reduce a time and costs in conjunction with repair.
In addition, in accordance with the above-described the present disclosure, when the leak of the purge passage or clogging of the hose occurs in the active dual purge system, a purge operation can be interrupted to prevent an evaporation gas of fuel from being discharged to the atmosphere.
While the present disclosure has been described with respect to the specific forms, it will be apparent to those skilled in the art that various changes and modifications may be made without departing from the spirit and scope of the present disclosure as defined in the following claims. Accordingly, it should be noted that such alternations or modifications fall within the present disclosure.
| Number | Date | Country | Kind |
|---|---|---|---|
| 10-2020-0059676 | May 2020 | KR | national |
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| Number | Date | Country |
|---|---|---|
| 20180135565 | May 2018 | KR |
