Patent Application
20130312496
The disclosure relates to an apparatus and method of determining a leak condition of a fuel system.
A contributing factor to poor air quality has been typically associated with the use of hydrocarbons, which are the basis for petroleum-based fuels that are burned by many automotive vehicles throughout the world. In the United States, air quality is regulated at the federal level by the Environmental Protection Agency (EPA) by way of the Clean Air Act of 1963. Additionally, at the state level, air quality is regulated by the California Air Resources Board (CARB), which operates as a department within the California Environmental Protection Agency (Cal/EPA), which is a cabinet-level agency within the government of the state of California.
Each of the EPA and CARB administer regulations requiring vehicle manufacturers to limit the amount of hydrocarbons that escape to atmosphere. Accordingly, there is a need in the art to improve vehicle design that will comply with regulations administered by one or both of the EPA and CARB.
One aspect of the disclosure provides a portion of a fuel system of a vehicle. The fuel system includes a fuel tank connected to an engine. The portion of the fuel system includes an evaporative emissions system, an evaporative emissions leak check system and a vent valve. The evaporative emissions leak check system is selectively fluidly-connected to the evaporative emissions system. The evaporative emissions leak check system includes a vacuum source, a canister and a first fluid conduit. The first fluid conduit fluidly-connects the canister to the fuel tank. The vent valve demarcates the first fluid conduit to include a first fluid conduit segment extending from the canister and a second fluid conduit segment extending from the fuel tank. The vent valve is arrangeable in: an open orientation that permits fluid communication of the canister with the fuel tank by way of the first fluid conduit, and, a closed orientation that fluidly-isolates the canister from the fuel tank.
In some implementations, the portion of the fuel system further includes a control module communicatively-coupled to each of the evaporative emissions system and the evaporative emissions leak check system.
In some examples, the evaporative emissions leak check system further includes: a two-position switch valve that selectively fluidly-connects the evaporative emissions leak check system to the evaporative emissions system.
In some instances, the two-position switch valve selectively fluidly-connects a second fluid conduit extending from the evaporative emissions leak check system to a third fluid conduit extending from the evaporative emissions system.
In some implementations, the two-position switch valve is communicatively-coupled to the control module. Upon a switch signal being sent from the control module to the two-position switch valve, the two-position switch valve is arranged in either: an open orientation resulting in selective fluid decoupling of a second fluid conduit extending from the evaporative emissions leak check system from a third fluid conduit extending from the evaporative emissions system, and, a closed orientation resulting in selective fluid coupling of the second fluid conduit extending from the evaporative emissions leak check system to the third fluid conduit extending from the evaporative emissions system.
In some examples, the evaporative emissions system includes: a purge valve fluidly-connected to the canister and a vacuum containment valve fluidly-connected to the canister.
In some instances, the purge valve and the vacuum containment valve are each communicatively-coupled to the control module.
In some implementations, upon a purge signal being sent from the control module to the purge valve, the purge valve is changed in orientation from being in an initial closed orientation to an open orientation for permitting fuel vapor in the canister to be discharged into the engine.
In some examples, upon a switch signal being sent from the control module to one or both of: the vent valve for arranging the vent valve in the open orientation that permits fluid communication of the canister with the fuel tank by way of the first fluid conduit, and, the two-position switch valve for arranging the two-position switch valve in a closed orientation resulting in selective fluid coupling of the second fluid conduit extending from the evaporative emissions leak check system to the third fluid conduit extending from the evaporative emissions system for permitting a vacuum produced by the vacuum source to be exposed to the fuel tank, and, upon a vacuum containment signal being sent from the control module to the vacuum containment valve, the vacuum containment valve is changed in orientation from being in an initial open orientation to a closed orientation for permitting the vacuum produced by the vacuum source to be contained within the fuel tank.
In some instances, the evaporative emissions leak check system further includes: a fuel tank vacuum pressure sensor connected to the fuel tank.
In some implementations, the fuel tank vacuum pressure sensor is communicatively-coupled to the control module. The fuel tank vacuum pressure sensor obtains at least one vacuum pressure reading of the fuel tank that is sent to the control module. The control module utilizes the at least one vacuum pressure reading of the fuel tank for determining one of a leak condition and a no-leak condition of the fuel tank.
In some examples, during a non-moving, keyed-off operation of the vehicle, the vacuum is utilized by the evaporative emissions leak check system in order to perform a leak diagnostic in the evaporative emissions system.
Another aspect of the disclosure provides a method. The method includes the step of selectively fluidly-connecting an evaporative emissions system to an evaporative emissions leak check system. The evaporative emissions leak check system includes: a vacuum source and a two-position switch valve. The two-position switch valve selectively fluidly-connects a second fluid conduit extending from the evaporative emissions leak check system to a third fluid conduit extending from the evaporative emissions system. The evaporative emissions system includes: a canister and a first fluid conduit fluidly-connecting the canister to the fuel tank and a vent valve that demarcates the first fluid conduit to include a first fluid conduit segment extending from the canister and a second fluid conduit segment extending from the fuel tank. The vent valve is arrangeable in: an open orientation that permits fluid communication of the canister with the fuel tank by way of the first fluid conduit, and, a closed orientation that fluidly-isolates the canister from the fuel tank. During a non-moving, keyed-off operation of the vehicle, the method includes the step of: sending a switch signal from a control module to one or both of: the vent valve for arranging the vent valve in the open orientation that permits fluid communication of the canister with the fuel tank by way of the first fluid conduit, and, the two-position switch valve for arranging the two-position switch valve in a closed orientation resulting in selective fluid coupling of the second fluid conduit extending from the evaporative emissions leak check system to the third fluid conduit extending from the evaporative emissions system for permitting a vacuum produced by the vacuum source to be exposed to the fuel tank. The method also includes the step of sending a vacuum containment signal from the control module to a vacuum containment valve for changing orientation of the vacuum containment valve from being arranged in an initial open orientation to a closed orientation for permitting the vacuum produced by the vacuum source to be contained within the fuel tank for performing a leak diagnostic in the evaporative emissions system.
In some implementations, the two-position switch valve is communicatively-coupled to the control module. The method further includes the step of, upon: sending a switch signal from the control module to the two-position switch valve, the two-position switch valve is arranged in either: an open orientation resulting in selective fluid decoupling of a second fluid conduit extending from the evaporative emissions leak check system from a third fluid conduit extending from the evaporative emissions system, and, a closed orientation resulting in selective fluid coupling of the second fluid conduit extending from the evaporative emissions leak check system to the third fluid conduit extending from the evaporative emissions system.
In some examples, the evaporative emissions system includes: a purge valve fluidly-connected to the canister. The vacuum containment valve is fluidly-connected to the canister. The purge valve and the vacuum containment valve are each communicatively-coupled to the control module. The method includes the step of upon: sending a purge signal from the control module to the purge valve, the purge valve is changed in orientation from being in an initial closed orientation to an open orientation for permitting fuel vapor in the canister to be discharged into the engine.
In some instances, the evaporative emissions leak check system further includes: a fuel tank vacuum pressure sensor connected to the fuel tank. The fuel tank vacuum pressure sensor is communicatively-coupled to the control module. The method includes the step of, upon the fuel tank vacuum pressure sensor obtaining at least one vacuum pressure reading of the fuel tank that is sent to the control module, the control module utilizes the at least one vacuum pressure reading of the fuel tank for determining one of a leak condition and a no-leak condition of the fuel tank.
The disclosure will now be described, by way of example, with reference to the accompanying drawings, in which:
The Figures illustrate exemplary embodiment of an apparatus and method for determining a leak condition of a fuel system. Based on the foregoing, it is to be generally understood that the nomenclature used herein is simply for convenience and the terms used to describe the invention should be given the broadest meaning by one of ordinary skill in the art.
Referring to
A fuel level sensor 22 may be arranged within the fuel tank 12 for measuring an amount of the liquid fuel, FL, disposed within the fuel tank 12. The fuel level sensor 22 generates a fuel level signal that is displayed upon an instrument panel (not shown) of the vehicle. The amount of liquid fuel, FL, disposed within the fuel tank 12 may be expressed in terms of, for example: a volume of the fuel tank 12, a percentage of a maximum volume of the fuel tank 12, or another suitable measure of the amount of liquid fuel, FL, within the fuel tank 12.
In addition to liquid fuel, FL, the fuel tank 12 may also contain vapor fuel, FV. Environmental/ambient conditions relative to the fuel tank 12, such as, for example: one or more of a combination of temperature, vibrations, and radiation may cause the liquid fuel, FL, disposed within the fuel tank 12 to vaporize and thereby form the vapor fuel, FV.
In addition to the fuel tank 12, the fuel system 10 also includes structure for connecting the fuel tank 12 to an engine, E, for the purpose of delivering the fuel, F, from the fuel tank 12 to the engine, E. As seen in
Further, as seen in
Once the fuel, F, is received by the engine, E, the engine, E, combusts a mixture of air and the fuel, F, within one or more cylinders (not shown) of the engine, E, in order to generate drive torque; the fuel, F, of the air-fuel mixture may be, for example, a combination of the liquid fuel, FL, and the vapor fuel, FV. In some vehicles, the drive torque generated by the engine, E, may be used to propel the vehicle; in such vehicles, the drive torque output by the engine, E, may be transferred to a transmission (not shown), and, the transmission may transfer the drive torque to one or more wheels, W, of the vehicle.
In other vehicles, such as, for example, parallel-hybrid vehicles, torque output by the engine, E, may not be transferred to the transmission. Instead, torque output by the engine, E, may be converted into electrical energy by, for example, a motor-generator (not shown) or a belt alternator starter (BAS) (not shown). The electrical energy may be provided to, for example: (1) the motor-generator, (2) another motor-generator (not shown), (3) an electric motor (not shown), and/or (4) an energy storage device (not shown). The electrical energy may be used to generate torque to propel the vehicle. Some hybrid vehicles may also receive electrical energy from an alternating current (AC) power source (not shown), such as, for example, a standard wall outlet; such hybrid vehicles may be referred to as plug-in hybrid vehicles. Accordingly, in some implementations, the fuel system 10 may supply fuel, F, to an engine, E, of a plug-in hybrid vehicle; in other implementations, the fuel system 10 may supply the liquid fuel, FL, and the vapor fuel, FV, to the engine, E. While some implementations of the fuel system 10 may be described as in the context of a plug-in hybrid vehicle, the present disclosure is also applicable to other types of vehicles having an internal combustion engine, E, and is not meant to be limited to a particular type of vehicle.
In some implementations, the EVAP system 100 may also include a fluid conduit 118 that connects the “ambient side” of the canister 102 to the fuel tank 12. The fluid conduit 118 includes a vent valve 120 (e.g., a pressure-activated diaphragm valve) that demarcates the fluid conduit 118 to include a first fluid conduit segment 118a extending from the canister 102 and a second fluid conduit segment 118b extending from the fuel tank 12. The vent valve 120 may be arranged in an open orientation in order to permit fluid communication of the canister 102 with the fuel tank 12 by way of the conduit 118, or, alternatively, in a closed orientation in order to fluidly-isolate the canister 102 from the fuel tank 12. The arrangement of the vent valve 120 in one of the open orientation and the closed orientation may be conducted in response to a signal sent from the control module 108 to the vent valve 120.
Inclusion of the vent valve 120 in the EVAP system 100 may yield one or more benefits. For example, because the canister 102 may be isolated from the fuel tank 12 in response to arranging the vent valve 120 in the closed orientation, a ‘low pressure’ canister 102 may be incorporated into the design of the EVAP system 100. A low pressure canister 102 is: (1) cheaper than a ‘high pressure’ canister, and (2) captures a greater amount of vapor fuel, FV, when compared to a ‘high pressure’ canister. In some implementations, a ‘low pressure’ canister is designed to operate at less than 1 psi of pressure; in some implementations, ‘high pressure’ canisters, conversely, operate above 1 psi of pressure, and, therefore, are usually made of a metal that would not leak or burst due to operating pressures higher than 1 psi.
In an implementation, the EVAP system 100 may operate as follows. Depending on the keyed-on/keyed-off status of the vehicle including the EVAP system 100, the control module 108 may command the purge valve 104, the vacuum containment valve 106 and the vent valve 120 to be in one of two positions being: an open position or a closed position. In an implementation, the purge valve 104 may be a solenoid valve. In an implementation, the vacuum containment valve 106 may be a diurnal control valve. The control module 108 may enable the provision of ambient air (i.e., atmospheric air) to the canister 102 by actuating the vacuum containment valve 106 to the open position (noting that a two-position switch valve 152, as seen in
While the vacuum containment valve 106 is in the open position and the vent valve 120 is in the closed position, the control module 108 may actuate the purge valve 104 (i.e., for changing the orientation of the purge valve 104 from a closed orientation to the open orientation) in order to purge vapor fuel, FV, that is stored within the canister 102 to the intake manifold of the engine, E. Actuation of the purge valve 104 by the control module 108 may be conducted on a selectively-programmed basis; for example, the control module 108 may control the rate (i.e., a “purge rate”) at which vapor fuel, FV, is purged from the canister 102 to the engine, E. In an implementation, the control module 108 may control the purge rate by controlling a duty cycle of a signal applied to the purge valve 104. Upon arranging the purge valve 104 in an open orientation, the vacuum within the intake manifold of the engine, E, then draws vapor fuel, FV, from the canister 102 through the purge valve 104 and to the intake manifold of the engine, E. In other implementations, the purge rate may be determined based on not only the duty cycle of the signal applied to the purge valve 104, but also, a determined/detected amount of vapor fuel, FV, within the canister 102, which may be detected by a sensor (not shown) that is connected to the canister 102, which may be communicatively-coupled to the control module 108.
When the purge valve 104 is returned to a closed orientation, and, when the vacuum containment valve 106 is maintained in an open orientation, ambient air may be provided to the canister 102 through the fluid conduit 112 (i.e., the ambient air may be drawn from, for example, the fueling compartment 18 by way of a fluid conduit 116 connecting the fueling compartment 18 to an “unfiltered air side” of the filter 110 and also by way of a fluid conduit 114 (extending from a “filtered air side” of the filter 110) that is fluidly-coupled to the fluid conduit 112 by way of the two-position switch valve 152). Functionally, the filter 110 receives unfiltered ambient air from the fluid conduit 116 and expels filtered air into the fluid conduit 114 by filtering various particulates from the incoming ambient air from the fluid conduit 116. In some implementations, the filter 110 may filter particulates having a dimension of more than a predetermined dimension, such as, for example, a dimension greater than approximately about 5 microns).
Referring to
In an implementation, the ELC system 150 may include at least: the two-position switch valve 152 and a vacuum source 154. In some implementations, the vacuum source 154 may be a vacuum pump (not shown) fluidly-connected to a brake boost device (not shown) as described in, for example, U.S. patent application Ser. No. 13/708,560 filed on Dec. 7, 2012, which is assigned to the assignee of the present application. In other implementations, the vacuum source 154 may be provided by the intake manifold (not shown) of the engine, E, as described in, for example, U.S. patent application Ser. No. 13/782,287 filed on Mar. 1, 2013, which is assigned to the assignee of the present application.
The two-position switch valve 152 is connected to the vacuum source 154 by way of a fluid conduit 156. As seen in
The ELC system 150 may also include a fuel tank vacuum pressure sensor 158. In an implementation, the fuel tank vacuum pressure sensor 158 may be directly connected to the fuel tank 12 for directly sensing a vacuum pressure within the fuel tank 12.
Referring to
Referring to
Because the purge valve 104 is arranged in a closed orientation and the vacuum containment valve 106 and vent valve 120 are arranged in an open orientation, the arrangement of the two-position switch valve 152 in the closed orientation permits the fuel tank 12 to be exposed to the vacuum created by the vacuum source 154 by way of the fluid conduit 118 that fluidly-connects the fuel tank 12 to the canister 102 and the fluid conduits 112, 156 that fluidly-connects connect the canister 102 to the vacuum source 154. Upon exposing the fuel tank 12 to the vacuum, the control module 108 may receive one or more vacuum pressure readings from the fuel tank vacuum pressure sensor 158.
Referring to
In an implementation, exposure of the vacuum of the vacuum source 154 to the fuel tank 12 may occur when the control module 108 sends a first signal for actuating the vacuum source 154 that is then subsequently followed by sending a second signal for arranging the two-position switch valve 152 in the closed orientation. In another implementation, exposure of the vacuum of the vacuum source 154 to the fuel tank 12 may occur by sending a first signal for arranging the two-position switch valve 152 in the closed orientation that is then subsequently followed by sending a second signal for actuating the vacuum source 154. In yet another implementation, exposure of the vacuum of the vacuum source 154 to the fuel tank 12 may occur by the control module 108 substantially simultaneously sending a signal to each of the vacuum source 154 and the two-position switch valve 152 for substantially simultaneously turning on the vacuum source 154 and arranging the two-position switch valve 152 in the closed orientation, respectively.
As represented by the curves 202a, 202b, 202c on the vacuum pressure decay signature graph 200, just after exposing the fuel tank 12 to the vacuum of the vacuum source 154 at time, X0, each of the curves 202a, 202b, 202c are defined by a first, positive slope portion, S(+), indicating an increase in vacuum pressure, Y, within the fuel tank 12. Then, as seen in the vacuum pressure decay signature graph 200, during a period of time between about the time X1 and X2, each of the curves 202a, 202b, 202c transitions from the first, positive slope, S(+), to substantially a zero or no-slope portion, S(0), indicating that the vacuum pressure, Y, within the fuel tank 12 has peaked/is about to stabilize/is stabilizing/has stabilized. Then, as seen in the vacuum pressure decay signature graph 200, after time X2, each of the curves 202a, 202b, 202c transitions from the substantially zero or no-slope portion, S(0), to a second, negative slope S(−), or substantially zero (but negative) slope portion, S(−0) (see curve 202a) indicating a decay or decrease in vacuum pressure, Y, within the fuel tank 12.
At a time X1+n, which occurs after time X1 and before time X2, the control module 108 sends a signal to the vacuum containment valve 106 for changing the orientation of the vacuum containment valve 106 from the open orientation to a closed orientation. In an implementation, the time X1+n may be a predetermined value based on the size (e.g. volume) of the fuel tank 12 and vacuum level applied by the vacuum source 154. When the vacuum containment valve 106 is arranged in the closed orientation, further application of the vacuum from the vacuum source 154 to the fuel tank 12 is ceased due to the fact that the vacuum containment valve 106 fluidly isolates/fluidly disconnects the vacuum source 154 (and vacuum originating therefrom) from the fuel tank 12. Therefore, when arranged in the closed orientation, the vacuum containment valve 106 contains the previously-applied vacuum (from time X0 to time X1+n) from the vacuum source 154 within the fuel tank 12.
Starting at the time X0, the fuel tank vacuum pressure sensor 158 may continuously or periodically send a vacuum pressure reading, Y, of the fuel tank 12 to control module 108. The control module 108 may include logic that interprets the vacuum pressure reading, Y, in order to determine if there is a leak condition in the EVAP system 100.
In an implementation, the control module 108 may determine a leak condition or a no-leak condition, as follows. Firstly, the control module 108 may be provided with or programmed with a fuel tank vacuum pressure threshold value, YT. At the time, X1+n (i.e., when the vacuum containment valve 106 is moved from the open orientation to the closed orientation), the control module 108 may determine if the vacuum pressure reading, Y, is equal to or approximately equal to the fuel tank vacuum pressure threshold value, YT. If the control module 108 determines that the vacuum pressure reading, Y (see curve 202c), is not equal to the fuel tank vacuum pressure threshold value, YT, at the time, X1+n, the control module 108 will diagnose a leak condition in the EVAP system 100. In some implementations, the control module 108 will continue to receive one or more vacuum pressure reading(s) from the fuel tank vacuum pressure sensor 158 after diagnosing a leak condition at time, X1+n, and, depending on the rate of decay of the vacuum pressure reading, Y, after time, X1+n, the control module 108 may determine that the leak condition in the EVAP system 100 is a “large leak condition” (i.e., a large leak condition may be equivalent to an opening in the EVAP system 100 that is approximately equal to about 0.04″ (i.e. forty thousandths). However, if the control module 108 determines that the vacuum pressure reading, Y (see curves 202a, 202b), is approximately equal to the fuel tank vacuum pressure threshold value, YT, at the time, X1+n, the control module 108 will not yet diagnose a leak condition or a no-leak condition in the EVAP system 100 and will continue to receive one or more vacuum pressure reading(s) from the fuel tank vacuum pressure sensor 158.
After time X1+n and before time X3, the control module 108 continues to receive one or more vacuum pressure reading(s) from the fuel tank vacuum pressure sensor 158 and should expect a rate of decay of the vacuum pressure reading, Y, after time, X1+n. After time X3, if the control module 108 determines that that rate of decay of the vacuum pressure reading, Y, has substantially stabilized (i.e., the negative slope S(−), of the vacuum pressure reading, Y, remains substantially about the same, or deviates to a substantially zero but negative slope, S(−0) (see curve 202a), the control module 108 will diagnose a “no leak condition” of the EVAP system 100. However, after time X3, if the control module 108 determines that that rate of decay of the vacuum pressure reading, Y, continues (i.e., the negative slope S(−), of the vacuum pressure reading, Y, remains about the same (see curve 202b)), the control module 108 may determine a leak condition in the EVAP system 100; in an implementation, a leak condition determined after time, X3, as described above may be referred to as a “small leak condition” (i.e., a small leak condition may be equivalent to an opening in the EVAP system 100 that is approximately equal to about 0.02″ (i.e. twenty thousandths).
If a small leak condition or a large leak condition is detected in the fuel system 10, the determined leak condition may be stored by the control module 108. Upon keying-on the vehicle, the control module 108 may send an activation signal for activating, for example, an indicator associated with an instrument panel of the vehicle. The indicator may include, for example, a visible and/or audible indicator informing the vehicle operator that the vehicle needs to be serviced. In some implementations, the indicator may inform the vehicle operator of the detected leak condition, or, alternatively, the indicator may broadly indicate that the vehicle needs a form of service; upon a service technician examining/communicating with the vehicle (by way of, for example, connecting a vehicle service diagnostic device or computer to the control module 108), the service technician may be made aware of the determined leak condition when the vehicle was in the keyed-off condition. The service technician may then address the leak by way of replacing/repairing one or more of the components of the fuel system 10.
As used above, the terms “module,” “control module” or “controller” may refer to, be part of, or include an Application Specific Integrated Circuit (ASIC); an electronic circuit; a combinational logic circuit; a field programmable gate array (FPGA); a processor (shared, dedicated, or group) that executes code; other suitable components that provide the described functionality; or a combination of some or all of the above, such as in a system-on-chip. The terms “module,” “control module” or “controller” may include memory (shared, dedicated, or group) that stores code executed by the processor. The term “code,” as used above, may include software, firmware, and/or microcode, and may refer to programs, routines, functions, classes, and/or objects. The term “shared,” as used above, means that some or all code from multiple modules may be executed using a single (shared) processor. In addition, some or all code from multiple modules may be stored by a single (shared) memory. The term “group,” as used above, means that some or all code from a single module may be executed using a group of processors. In addition, some or all code from a single module may be stored using a group of memories. The apparatuses and methods described herein may be implemented by one or more computer programs executed by one or more processors. The computer programs include processor-executable instructions that are stored on a non-transitory tangible computer readable medium. The computer programs may also include stored data. Non-limiting examples of the non-transitory tangible computer readable medium are nonvolatile memory, magnetic storage, and optical storage.
The present invention has been described with reference to certain exemplary embodiments thereof. However, it will be readily apparent to those skilled in the art that it is possible to embody the invention in specific forms other than those of the exemplary embodiments described above. This may be done without departing from the spirit of the invention. The exemplary embodiments are merely illustrative and should not be considered restrictive in any way. The scope of the invention is defined by the appended claims and their equivalents, rather than by the preceding description.
This U.S. Patent Application claims priority to U.S. Provisional Application: 61/650,352 filed on May 22, 2012, the disclosure of which is considered part of the disclosure of this application and is hereby incorporated by reference in its entirety.
| Number | Date | Country | |
|---|---|---|---|
| 61650352 | May 2012 | US |
