Patent Application
20100229966
The present application relates to methods and systems for controlling fuel and fuel vapor flow through a fuel system of a vehicle with more than one fuel tank.
Recently, there has been an increased interest in using more than one fuel type to fuel a vehicle engine such that different fuels can be used under different engine operating conditions.
A system for selectively fuelling a vehicle with multiple fuel tanks via a single filler port fitting is described in U.S. patent application Ser. No. 12/402,999, Attorney Docket 81182321 (concurrently filed herewith), which is hereby incorporated by reference. Different fuel types may be stored in each fuel tank, by detection of a fuel type in a fuel reservoir and subsequent direction of the fuel to a selected fuel tank.
The Applicants have recognized that prior fuel system leak diagnostic systems typically include a fuel pressure sensor for measuring pressure in a fuel tank or fuel system, and do not account for the various additional parts of a vehicle with multiple fuel tanks that may contribute to errors in diagnostic testing. Conventionally, as complexity is increased in a vehicle system, additional sensors are placed throughout a system to achieve accurate monitoring of operating conditions, thereby increasing complexity and costs.
Thus, fuel systems and methods for controlling fuel systems in a vehicle with multiple fuel tanks are herein provided. An exemplary vehicle fuel system includes a first fuel tank including a first pressure sensor, and a second fuel tank. The system may further include a fuel tank isolation valve positioned to selectively decouple the first fuel tank and the second fuel tank. The system may further include an electronic controller configured to identify which of the first fuel tank and second fuel tank includes a fuel system leak by selectively decoupling the first fuel tank and the second fuel tank via the fuel tank isolation valve, responsive to an identification of the fuel system leak.
By selectively decoupling multiple tanks in a fuel system, fuel system leak diagnostics can be performed without the addition of multiple pressure sensors (although multiple sensors may be used, if desired). In one example, by systematically isolating a first fuel tank from a second fuel tank and correlating system response with an expected response, a fuel system leak, if present, can be localized and identified even when more information is available about one tank than another. Further, fuel types can be kept separate in multiple fuel tanks while maintaining accuracy of fuel system leak diagnostics.
It should be understood that the summary above is provided to introduce in simplified form a selection of concepts that are further described in the detailed description. It is not meant to identify key or essential features of the claimed subject matter, the scope of which is defined uniquely by the claims that follow the detailed description. Furthermore, the claimed subject matter is not limited to implementations that solve any disadvantages noted above or in any part of this disclosure.
Referring now to
Combustion chamber 30 may receive intake air from intake manifold 44 via intake passage 42 and may exhaust combustion gases via exhaust passage 48. Intake manifold 44 and exhaust passage 48 can selectively communicate with combustion chamber 30 via respective intake fuelling valve 52 and exhaust fuelling valve 54. In some embodiments, combustion chamber 30 may include two or more intake fuelling valves and/or two or more exhaust fuelling valves.
In this example, intake fuelling valve 52 and exhaust fuelling valves 54 may be controlled by cam actuation via respective cam actuation systems 51 and 53. Cam actuation systems 51 and 53 may each include one or more cams and may utilize one or more of cam profile switching (CPS), variable cam timing (VCT), variable fuelling valve timing (VVT) and/or variable fuelling valve lift (VVL) systems that may be operated by electronic controller 12 to vary fuelling valve operation. The position of intake fuelling valve 52 and exhaust fuelling valve 54 may be determined by position sensors 55 and 57, respectively. In alternative embodiments, intake fuelling valve 52 and/or exhaust fuelling valve 54 may be controlled by electric fuelling valve actuation. For example, cylinder 30 may alternatively include an intake fuelling valve controlled via electric fuelling valve actuation and an exhaust fuelling valve controlled via cam actuation including CPS and/or VCT systems.
A fuel injector 66 is shown arranged in intake manifold 44 in a configuration that provides what is known as direct injection of fuel into the combustion chamber 30. Fuel injector 66 may inject fuel in proportion to the pulse width of signal FPW received from electronic controller 12 via electronic driver 68. Fuel may be delivered to fuel injector 66 by a fuel system (not shown) including a storage tank, a fuel pump, and a fuel rail. In some embodiments, combustion chamber 30 may alternatively or additionally include a fuel injector coupled indirectly to combustion chamber 30 for injecting fuel in a manner known as port injection.
As depicted in
Intake passage 42 may include a throttle 62 having a throttle plate 64. In this particular example, the position of throttle plate 64 may be varied by electronic controller 12 via a signal provided to an electric motor or actuator included with throttle 62, a configuration that is commonly referred to as electronic throttle control (ETC). In this manner, throttle 62 may be operated to vary the intake air provided to combustion chamber 30 among other engine cylinders. The position of throttle plate 64 may be provided to electronic controller 12 by throttle position signal TP. Intake passage 42 may include a mass air flow sensor 120 and a manifold air pressure sensor 122 for providing respective signals MAF and MAP to electronic controller 12.
Ignition system 88 can provide an ignition spark to combustion chamber 30 via spark plug 92 in response to a spark advance signal SA from electronic controller 12, under select operating modes. Though spark ignition components are shown, in some embodiments, combustion chamber 30 or one or more other combustion chambers of engine 10 may be operated in a compression ignition mode, with or without an ignition spark.
Exhaust gas sensor 126 is shown coupled to exhaust passage 48 upstream of emission control device 70. Exhaust gas sensor 126 may be any suitable sensor for providing an indication of exhaust gas air/fuel ratio such as a linear oxygen sensor or UEGO (universal or wide-range exhaust gas oxygen), a two-state oxygen sensor or EGO, a HEGO (heated EGO), a NOx, HC, or CO sensor. Emission control device 70 is shown arranged along exhaust passage 48 downstream of exhaust gas sensor 126. Emission control device 70 may be a three way catalyst (TWC), NOx trap, various other emission control devices, or combinations thereof. In some embodiments, during operation of engine 10, emission control device 70 may be periodically reset by operating at least one cylinder of the engine within a particular air/fuel ratio.
Emission control device 70 can include multiple catalyst bricks, in one example. In another example, multiple emission control devices, each with multiple bricks, can be used. Emission control device 70 can be a three-way type catalyst in one example.
Electronic controller 12 is shown in
Storage medium read-only memory 106 can be programmed with computer readable data representing instructions executable by processor 2 for performing the methods described below as well as other variants that are anticipated but not specifically listed.
In some embodiments, the engine may be coupled to an electric motor/battery system in a hybrid vehicle. The hybrid vehicle may have a parallel configuration, series configuration, or variation or combinations thereof.
As described above,
Referring now to
The fuel system 200 may include a fuel reservoir 204 upstream of a first fuel tank 206 and a second fuel tank 211. The fuel reservoir 204 may receive fuel via a fuel fill neck 202 and may be configured to hold a predetermined amount of fuel for a period of time, before directing the fuel to the first fuel tank 206 and/or the second fuel tank 211. Fuel from the fuel reservoir 204 may be selectively directed to one or more of the fuel tanks based on fuel type as detected by a fuel type sensor 215 (e.g., a chemical fuel type sensor) coupled to the fuel reservoir 204 in this example.
The fuel system 200 may also include a first fuel conduit 248 including a first selector valve 208 connecting the fuel reservoir 204 and the first fuel tank 206. The fuel type sensor 215 can send a fuel type signal to an electronic controller 12, which can thereby control fuel flow to the first fuel tank 206 and/or the second fuel tank 211, via adjustment of the position of the first selector valve 208 responsive to a signal received from the electronic controller 12. Similarly, a second fuel conduit 250 including a second selector valve 213 connects the fuel reservoir 204 and the second fuel tank 211. The second selector valve 213 may be disposed fluidically between the fuel reservoir 204 and the second fuel tank 211, such that adjusting the position of the second selector valve 213 controls the flow of fuel to the second fuel tank 211. Thus, the selector valves selectively control flow to one or more of the fuel tanks by positioning the selector valves based on the fuel type.
The first fuel tank may include or store a first fuel type, and the second fuel tank may include a second fuel type, where the first fuel type is different from the second fuel type in some examples.
Further, a drain tube 252 connecting the fuel reservoir 204 to the first fuel tank 206 and the second fuel tank 211 is provided. The drain tube 252 can allow drainage of fuel in the fuel reservoir 204 to a first or second fuel tank when fuelling via the fuel neck 202 has stopped. In a case where a fuel tank to which the fuel should be directed based on fuel type is full and cannot accept more fuel, the fuel left in the fuel reservoir 204 may drain to another fuel tank. It may be appreciated that the drain tube 252 includes at least a tube portion with a restricting portion 254. In one example, the diameter of the drain tube is selected to reduce interference of the drain tube with fuel system diagnostics. For example, the diameter of the drain tube 252 can be set such that the pressure reduction effects of fuel vapor escape via the drain tube 252 during fuel system diagnostic testing will be distinguishable from the pressure reduction effects of fuel vapor escape through a hole during fuel system diagnostic testing, thus allowing detection of a fuel system leak. In some cases, this may mean that the diameter of the drain tube 252 is above a predetermined value, such as 0.08 inches.
Although the system is depicted as including two fuel tanks in
Referring now to fuel and fuel vapor flow through the fuel system 200 downstream of the selector valves 208 and 213, the first fuel tank 206 includes a first pressure sensor 240. The fuel system 200 may also include a canister isolation valve 244, located downstream of the first fuel tank 206 and positioned, and/or actuatable, to seal off fuel vapor flow to the charcoal canister 256. In this example, a charcoal canister is located downstream of the canister isolation valve 244, such that when the canister isolation valve 244 is open, fuel vapor flow can flow to the charcoal canister 256 from the first fuel tank 206. The fuel system 200 also includes a fuel tank isolation valve 246 downstream of the second fuel tank 211 and upstream of the canister isolation valve 244. Thus, the fuel tank isolation valve 246 may be actuatable, or otherwise positioned, to selectively decouple the first fuel tank 206 and the second fuel tank 211. Thus, fuel vapor flow from the second fuel tank 211 can also flow to the charcoal canister 256 if the fuel tank isolation valve 246 is open. Further, a canister vent is provided to allow air flow from the charcoal canister 256 to the atmosphere. Further still, a purge valve can be opened to purge the charcoal canister by taking in air from the intake manifold.
The fuel system 200 includes the electronic controller 12, which may include code that identifies which of the first fuel tank 206 and second fuel tank 211 includes a fuel system leak by selectively decoupling the first fuel tank 206 and the second fuel tank 211 via the fuel tank isolation valve 246, responsive to an identification of the fuel system leak, as will be described.
In some examples, selectively decoupling includes closing the canister isolation valve 244 and the fuel tank isolation valve 246. Selectively decoupling the first fuel tank and the second fuel tank may include sealing off one tank from the other, such that the tanks are substantially isolated from one another. Thus, the fuel system may be made fluidically discontinuous. However, in some examples, (e.g., when a drain tube exists), the fuel system may be fluidically continuous by way of the drain tube even when a fuel tank isolation valve is closed. In a fuel system with a drain tube such as that described here, provisions for detecting a fuel system leak can be made, such as setting the diameter of the drain tube to a particular value substantially different (e.g., bigger) from an expected size of a hole causing a fuel system leak. In another example, decoupling the tanks may include partially or wholly sealing off one fuel tank from another fuel tank. Under some engine operating conditions, selectively decoupling may include sealing and unsealing the tanks, such that they are partially or wholly coupled for a selected duration. The electronic controller 12 may identify which of the fuel tanks has the fuel system leak by receiving a pressure signal from the first pressure sensor 240, and identifying that the first fuel tank 206 has the fuel system leak when a difference between the pressure signal received from the first pressure sensor 240 and an expected pressure signal is above a predetermined difference threshold. On the other hand, the electronic controller 12 may identify that the second fuel tank 211 has the fuel system leak when the difference between the pressure signal received from the first pressure sensor 240 and the expected pressure signal is below the predetermined difference threshold. Further details of such an approach are described with respect to
In some examples, the pressure signal and expected pressure signal may be an absolute pressure value calculated based on various engine operating conditions, looked up in a look-up table, or they may be based on calibrated values. In another example, the pressure signal can be a pressure reduction rate (e.g., over time), and the expected pressure signal is an expected pressure reduction rate (e.g., over time). That is, the slope of an actual pressure reduction rate may be compared to the slope of an expected pressure signal. It may be appreciated that expected pressure signals can be based on fuel type and/or fuel quantity in the first fuel tank and/or the second fuel tank, fuel type being detected by the fuel type sensor 215 as fuel flows into the fuel reservoir 204.
Further, the electronic controller may also identify which of the first fuel tank and the second fuel tank includes the fuel system leak based on operating conditions, such as engine load, engine speed, engine temperature, etc.
In the case where there are more than two fuel tanks, upon identification of a fuel system leak, systematic actuation of second, third, fourth etc. fuel tank isolation valves (and combinations thereof) may be carried out to determine which of the fuel tanks contains the fuel system leak.
Also, identification of a fuel system leak, and further identification of which of a plurality of fuel tanks includes the fuel system leak may be carried out by one or more instances of fuel system diagnostic testing.
In some fuel system embodiments, as will be described with respect to
In a case where a first pressure signal is received from a first pressure sensor in a first fuel tank and a second pressure signal is received from a second pressure sensor in a second fuel tank, the first expected pressure signal (e.g., pressure reduction rate) is based on the fuel type and/or fuel quantity in the first fuel tank when the canister isolation valve is closed and the fuel tank isolation valve is closed. Similarly, a second expected pressure signal (e.g., pressure reduction rate) may be set for the second fuel tank, based on fuel type and/or fuel quantity in the second fuel tank when the fuel tank isolation valve is closed.
During fuel system leak diagnostics, a natural vacuum may be formed in the first fuel tank and/or the second fuel tank dependent on the positions of the canister isolation valve and the fuel tank isolation valve(s). This may occur, for example, when the engine is shut off and/or the vehicle is shut down, where natural temperature swings can be used to generate “natural vacuum”. Alternatively, fuel system leak diagnostic testing may be carried out by pumping-down a first fuel tank and a second fuel tank and subsequently observing or measuring the pressure reduction rate of first and second fuel tanks.
Turning now to
Referring to
If the answer is yes at 402, the method 400 may include setting an expected pressure signal PE for a first fuel tank based on one or more of the first fuel type and a first fuel quantity in the first fuel tank at 404. The method may further include decoupling the first fuel tank and the second fuel tank responsive to the identification of a fuel system leak at 402, where the decoupling may include closing a canister isolation valve positioned downstream of the first fuel tank at 406, and closing a fuel tank isolation valve positioned downstream of the second fuel tank and upstream of the canister isolation valve at 408.
The method can include storing a first fuel type in the first fuel tank, and storing the second fuel type in the second fuel tank, such that the decoupling of the first fuel tank and the second fuel tank is carried out when the first fuel type is stored in the first fuel tank and the second fuel type is stored in the second fuel tank.
In one example, to provide improved fuel system diagnostics reliability, the closing of the fuel tank isolation valve may include closing the fuel tank isolation valve before a minimum pressure point of a pressure of the first fuel tank. That is, in order to observe sufficient pressure reduction such that a pressure reduction rate may be calculated, the second fuel tank is isolated (e.g., via closing of the fuel tank isolation valve) when the second fuel tank still has a sufficiently high pressure, which is indicated by a pressure of the first fuel tank being above a minimum pressure point because the pressure of the first fuel tank is equivalent to the pressure of the second fuel tank when the fuel tank isolation valve is open. In other cases, the pressure of the second tank may be directly measured and thus the closing of the fuel tank isolation valve may be carried out prior to a minimum pressure point of a pressure of the second fuel tank as measured by the pressure sensor in the second fuel tank.
At 410, the method includes receiving a pressure signal PA from the first pressure sensor in the first fuel tank at an electronic controller. It can be determined at 412 if the difference between the pressure signal PA and the expected pressure signal PE is above a difference threshold PTH. If the answer is yes at 412, the method includes identifying that the first fuel tank has the fuel system leak at 414. That is, if a pressure signal (e.g., pressure reduction rate) is substantially greater than an expected pressure signal (e.g., expected pressure reduction rate) as determined at 412, the fuel system leak is located in the first fuel tank because the measurements are taken when the first fuel tank was isolated from the rest of the fuel system.
Conversely, if the difference between the pressure signal and the expected pressure signal is below the difference threshold at 412, the method includes identifying that the second fuel tank has the fuel system leak at 416. That is, when the pressure signal PE is taken at the first fuel tank when the first fuel tank is isolated from the remainder of the fuel system, and the pressure signal is not substantially different from the expected pressure signal (e.g., indicating no leak in the closed system including the first fuel tank), then the fuel system leak is elsewhere in the fuel system, such as the second fuel tank. If there is not a fuel system leak detected at 402, the routine may return to the beginning.
Referring now to
Thus, at 510, the method 500 includes determining if a difference between the first pressure signal PA1 and a first expected pressure signal PE1 is above a first difference threshold PTH1. If yes, the method includes identifying that the first fuel tank has a fuel system leak at 512. However, if the answer is no at 510, the routine proceeds to 514, where it is determined if a difference between the second pressure signal PA2 and a second expected pressure signal PE2 is above a second difference threshold PTH2. If the answer is yes at 514, the method includes identifying that the second fuel tank has a fuel system leak at 516. If there is no fuel system leak detected at 502, the routine may return. Note that the example control and estimation routines included herein can be used with various engine and/or vehicle system configurations. The specific routines described herein may represent one or more of any number of processing strategies such as event-driven, interrupt-driven, multi-tasking, multi-threading, and the like. As such, various acts, operations, or functions illustrated may be performed in the sequence illustrated, in parallel, or in some cases omitted. Likewise, the order of processing is not necessarily required to achieve the features and advantages of the example embodiments described herein, but is provided for ease of illustration and description. One or more of the illustrated acts or functions may be repeatedly performed depending on the particular strategy being used. Further, the described acts may graphically represent code to be programmed into the computer readable storage medium in the engine control system.
It will be appreciated that the configurations and routines disclosed herein are exemplary in nature, and that these specific embodiments are not to be considered in a limiting sense, because numerous variations are possible. For example, the above technology can be applied to V-6, I-4, I-6, V-12, opposed 4, and other engine types. As such, the subject matter of the present disclosure includes all novel and nonobvious combinations and subcombinations of the various systems and configurations, and other features, functions, and/or properties disclosed herein.
The following claims particularly point out certain combinations and subcombinations regarded as novel and nonobvious. These claims may refer to “an” element or “a first” element or the equivalent thereof. Such claims should be understood to include incorporation of one or more such elements, neither requiring nor excluding two or more such elements. Other combinations and subcombinations of the disclosed features, functions, elements, and/or properties may be claimed through amendment of the present claims or through presentation of new claims in this or a related application. Such claims, whether broader, narrower, equal, or different in scope to the original claims, also are regarded as included within the subject matter of the present disclosure.
