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WO2017003366A1 - Procédé et système de diagnostic d'un système de carburant - Google Patents

Procédé et système de diagnostic d'un système de carburant Download PDF

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Publication number
WO2017003366A1
WO2017003366A1 PCT/SE2016/050669 SE2016050669W WO2017003366A1 WO 2017003366 A1 WO2017003366 A1 WO 2017003366A1 SE 2016050669 W SE2016050669 W SE 2016050669W WO 2017003366 A1 WO2017003366 A1 WO 2017003366A1
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WO
WIPO (PCT)
Prior art keywords
fuel
signal
pressure
tank
amplitude
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.)
Ceased
Application number
PCT/SE2016/050669
Other languages
English (en)
Inventor
Ola Stenlåås
Susanna JACOBSSON
Carlos JORQUES MORENO
Andre ELLNEFJÄRD
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.)
Scania CV AB
Original Assignee
Scania CV AB
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Scania CV AB filed Critical Scania CV AB
Priority to DE112016002216.6T priority Critical patent/DE112016002216T5/de
Publication of WO2017003366A1 publication Critical patent/WO2017003366A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K15/00—Arrangement in connection with fuel supply of combustion engines or other fuel consuming energy converters, e.g. fuel cells; Mounting or construction of fuel tanks
    • B60K15/01—Arrangement of fuel conduits
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • F02D41/3836—Controlling the fuel pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/0047—Layout or arrangement of systems for feeding fuel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/0047—Layout or arrangement of systems for feeding fuel
    • F02M37/007—Layout or arrangement of systems for feeding fuel characterised by its use in vehicles, in stationary plants or in small engines, e.g. hand held tools
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/0076—Details of the fuel feeding system related to the fuel tank
    • F02M37/0088—Multiple separate fuel tanks or tanks being at least partially partitioned
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/04—Feeding by means of driven pumps
    • F02M37/08—Feeding by means of driven pumps electrically driven
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/04—Feeding by means of driven pumps
    • F02M37/08—Feeding by means of driven pumps electrically driven
    • F02M37/10—Feeding by means of driven pumps electrically driven submerged in fuel, e.g. in reservoir
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1413—Controller structures or design
    • F02D2041/1432—Controller structures or design the system including a filter, e.g. a low pass or high pass filter
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D41/222—Safety or indicating devices for abnormal conditions relating to the failure of sensors or parameter detection devices
    • F02D2041/223—Diagnosis of fuel pressure sensors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D2041/224—Diagnosis of the fuel system
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D2041/224—Diagnosis of the fuel system
    • F02D2041/225—Leakage detection
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D2041/224—Diagnosis of the fuel system
    • F02D2041/226—Fail safe control for fuel injection pump
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
    • F02D41/28—Interface circuits
    • F02D2041/286—Interface circuits comprising means for signal processing
    • F02D2041/288—Interface circuits comprising means for signal processing for performing a transformation into the frequency domain, e.g. Fourier transformation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0602—Fuel pressure
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present invention relates to a method for diagnosis of a. fuel system according to the preamble of claim 1.
  • the invention also relates to a system and a vehicle, as well as a computer program and a computer program product, which implement the method according to t e invention.
  • the present, invention relates to fuel systems in vehicles, and in particular to heavy goods vehicles such as trucks, buses and machines. These types of vehicles are often relatively heavy, and also travel long distances. In summary, this entails a requirement that the vehicles be equipped with relatively large fuel tanks. For example, such vehicles may be equipped with a fuel tank holdinq in the ranqe of 500 - 1000 litres, where such volume may also be divided over two fuel tanks arranged in the vehicle .
  • the fuel tanks thus consist of relatively large volumes, which entails, when the fuel level drops, that any remaining fuel is moved around in the fuel tank as a result of the vehicle's movements.
  • Fuel transfer from the fuel tank to the vehicle's combustion engine is usually carried out with the use of a fitting, submerged in the fuel tank, with an inlet through which the fuel is sucked up with the help of a pump.
  • the inlet of the fitting In order for fuel to be sucked up with said pump, however, the inlet of the fitting must be surrounded by fuel, and. not by air.
  • a fuel pump In relation to fuel systems in vehicles, a fuel pump is often used, arranged in. connection with, the combustion engine to draw up fuel, the fuel pump being mechanically connected to the combustion engine and operated by the driving shaft of the combustion engine.
  • This solution entails that the fuel pump must be able to pump a relatively large amount of fuel already at low rotational speeds, i.e. lower rotational speeds than the idling speed of the combustion engine, in order to be able to pump a sufficient amount of fuel to the combustion engine when the start engine is working, in order for the combustion, engine to be able to start at all. This in turn means the fuel pump will be over-dimensioned during progress, with consequential losses associated therewith.
  • a fuel pump operated by the combustion engine's output shaft may, if it begins to draw up air, e.g. because of a low fuel level, begins to cavitate, and as a consequence the pump may not begin to draw up fuel again without first being- stopped, which thus also means that the vehicle must be stopped before the fuel supply may be resumed.
  • One objective of the present invention is to provide a method to diagnose a fuel system in a vehicle. This objective is achieved with a method according to claim 1.
  • the present invention relates to a method for diagnosis of a fuel system in a vehicle, wherein said vehicle comprises a combustion engine and at least one fuel tank for receiving fuel, wherein said fuel system comprises a first fuel pump for use in the transfer of fuel between said first, fuel tank and said combustion engine, a second fuel pump arranged to operate in parallel with said first fuel pump in connection with transfer of fuel between said first fuel tank and said
  • the method comprises: - filtering said signal from said first pressure sensor element by using a first filter, and
  • Use of electrically operated fuel pumps may mitigate problems that may arise in connection with the use of fuel pumps operated by the output shaft of the combustion engine.
  • dependability is a very important parameter, in particular in relation to heavy goods vehicles, and obviously a functioning- fuel supply is also a. very important parameter for dependability. For this reason, according to the present.
  • a system is used, where two electrically operated fuel pumps operating in parallel are used to transfer fuel from the vehicle's fuel tank to the vehicle's combustion engine, for example to a fuel supply system arranged in said combustion engine, such as e.g. a fuel injection system, e.g. a Common Rail system.
  • a fuel supply system arranged in said combustion engine, such as e.g. a fuel injection system, e.g. a Common Rail system.
  • the fuel pumps may be arranged for individual control, e.g. by way of individual control of the respective associated electric motors.
  • individual control e.g. by way of individual control of the respective associated electric motors.
  • the present invention relates to a method for diagnosis of a system with fuel pumps operating in parallel. Furthermore, if an error arises, it is desirable to be able to identify the cause of the error without extensive troubleshooting. For example, components in a fuel system may be difficult to access, e.g. because components such as fuel- pumps may be arranged inside a fuel tank.
  • the present invention relates, in particular, to a method facilitating identification of the presence of, and/or cause of errors in the fuel flow.
  • this is achieved in particular through the use of information from pressure sensor elements arranged upstream of the fuel pumps, such as one or several pressure sensors.
  • the signal from said pressure sensor elements is filtered through the use of a filter, wherein the pressure signal 's stationary part, the zero frequency component, in the pressure signal, is subdued and filtered to such an extent that the noise signal becomes dominating.
  • additional, very low frequency components may be suppressed and filtered out, such as e.g. frequencies in the interval 0-0.5 Hz or 0-0.2 Hz.
  • the filtered pressure signal will substantially consist of the measurement noise, which may be analysed and used to detect the presence of errors in the fuel flow.
  • the amplitude of the noise signal may be compared with an amplitude level at which errors are deemed to occur, wherein e.g. unexpectedly high amplitudes may be used as an indication of the presence of error s .
  • the amplitude of the filtered signal may be compared with some applicable amplitude, at which errors are considered to exist at several consecutive points in time during a first time period of said filtered signal, wherein a signal indicating an error in said fuel system, may be generated, when the amplitude for said, filtered signal exceeds said first amplitude in at least a first set of several occasions during said first time period.
  • the method may also be arranged to compare the amplitude of the filtered signal with some applicable amplitude during a first time period of the filtered signal, and when the amplitude of the filtered signal exceeds said applicable amplitude at least during a certain time of said first time period, a signal indicating a fuel flow error in said fuel system may be
  • said filtered signal is transformed into a frequency plane, e.g. through the use of FFT (Fast Fourier Transform) or another applicable transform, such as another applicable Fourier transform, wherein the presence of a fuel flow error in said fuel system is determined at least partly based on a frequency analysis of said transformed signal.
  • FFT Fast Fourier Transform
  • another applicable transform such as another applicable Fourier transform
  • a second analysis separate from said frequency analysis, may be carried out. in order to confirm the error, wherein the error may be deemed to occur only if a second analysis also indicates this. Alternatively, said second analysis may be used to identify the error .
  • a second analysis is used where said fuel pumps are controlled to a first speed, such as e.g. a maximum speed or another applicable speed .
  • the resulting pressure determined through the pressure sensor may then be compared with a first pressure, wherein the presence of said first fuel flow error may be deemed, to occur, when the pressure determined with the signal generated by said pressure sensor differs from said first pressure by a first pressure
  • this second method is used to detect the type of error. If the pressure determined by the pressure sensor differs from said first pressure by more than a first pressure difference the error may e.g. be identified as a leakage on the fuel pumps' suction side, while, in the reverse, the error may be identified as a leakage on the fuel pumps' pressure side if the pressure difference does not exceed some applicable value.
  • a representation of the fuel pumps' power consumption may be compared with an expected consumption, where a lower consumption than expected, indicates a leakage.
  • the fuel pumps' load will be reduced due to the occurrence of gas in the pumped liquid, and as a consequence the power consumption, is reduced.
  • the power consumption may e.g. be represented, by the pumps' electricity consumption, and/or by the pumps' speed together with a representation of the torque emitted.
  • the invention is applicable in different types of fuel systems, and according to one embodiment, a transfer tank.
  • a transfer tank also called a "catch-tank” or “tech-tank”, but referred to herein as a transfer tank - arranged between the combustion engine and said first at least one main tank, wherein, the method comprises supply of fuel to said transfer tank from said first, main tank, before a transfer to said combustion engine or to said fuel supply system from said transfer tank takes place, and wherein said transfer tank preferably consists of a. smaller tank, compared with said first fuel tank.
  • the volume of the transfer tank may e.g. be a volume within the interval 1-10%, or 1-5%., of the total volume of said at least one main tank.
  • the transfer tank is thus substantially smaller than the main tank, which means that it is also less sensitive to the
  • the transfer tank When the transfer tank is full, it therefore functions as a buffer on occasions when, fuel may not be drawn out. of the main tank, e.g. because of a low fuel level combined with an incline, so that fuel may be transferred to the fuel supply system from the transfer tank even when fuel in said first main tank is not available, and so that the transfer tank may be refilled, when conditions so allow and the main tank's fuel is available again.
  • Such a solution thus allows that an. even larger proportion of the main tank's fuel may be used before a refill is required.
  • said, first, and second fuel pump respectively, is used for transfer of fuel to said transfer tank from said at least one main tank on the fuel's path toward said combustion engine.
  • said, fi st, and second fuel pump respectively, is used for transfer of fuel from said transfer tank to said fuel supply system.
  • a first pair of fuel pumps is used for transfer of fuel to said transfer tank from said at least one main tank on the fuel's path toward said combustion engine.
  • a second pair of fuel pumps operating in parallel is used for transfer of fuel from said transfer tank to said fuel supply system, where the present invention is applicable to both these pairs, and where diagnosis may be carried out simultaneously or at separate times for the respective pairs.
  • Fig. 1A schematically shows a vehicle, in which the present invention may advantageously be used.
  • Fig. IB shows a control device in a vehicle control system.
  • Fig. 2 schematically shows a fuel system, in which the present invention may be applied.
  • Fig. 3 schematically shows an example method according to one embodiment of the present invention.
  • Fig. 4 s ows an example of a filtered pressure signal.
  • Figs. 5A-B show an example of a step response test with and without, respectively, the presence of a leakage.
  • Figs. 6A-D show " an example of filtering of a pressure signal and transformation to a frequency plane of said filtered pressure signa1.
  • Fig-. 1A schematically shows a powertrain in a vehicle 100, according to an embodiment of the present invention.
  • the vehicle 100 shown schematically in Fig. 1A, comprises a powertrain with an internal combustion engine 101, whicn rn a ⁇ customary manner, via an output shaft on the internal
  • combustion engine 101 is connected to a gearbox 103 via a clutch 106.
  • the combustion engine 101 is controlled by the control system of the vehicle 100 via an engine control device 115.
  • the clutch 106 and the gearbox are controlled by a control device 116.
  • an output shaft 107 from the gearbox 103 drives the driving wheels 113, 114 via a final gear 108, e.g. a customary differential, and the drive shafts 104, 105 connected to said final gear 108.
  • Fig. 1A thus shows a powertrain of a specific type, but. the invention is applicable at all types of powertrains, and also at all types of vehicles, as long as these are operated by a combustion engine.
  • the displayed vehicle also comp ises a fuel system, where Fig. 1A shows two main fuel tanks 215A, 215B from which fuel is supplied to the combustion engine via supply to a fuel supply system arranged at the combustion engine 101, in the present, example an injection system 204, via a transfer tank 209.
  • the fuel system's functions are controlled by a control device 230. Additional details in the exemplified fuel system are displayed in Fig. 2, and described below.
  • the present i vention relates to diagnosis of a fuel system.
  • control device 230 may be arranged to be carried out by some applicable control device in the vehicle's control system, and. may e.g. be arranged to be carried out by the control device 230 or
  • control device may thus consist of any suitable control device in the vehicle's control system.
  • the invention may also be implemented in a control device dedicated to the present invention .
  • control systems consist of a communications bus system., consisting of one or several communication buses to connect a number of electronic control devices (ECUs), or controllers, and different components arranged in the vehicle 100.
  • ECUs electronice control devices
  • a control system may thus comprise a large number of control devices, and the responsibility for a specific function may be distributed among more than one control device.
  • Fig. 1A only a very limited number of control devices are displayed.
  • the function of the control device 230 (or the control- device (s) at which the present invention is implemented) according to the present invention may, e.g. depend on signals from different sensors, such as e.g. signals from pressure sensors 228, 229 as set. out. below.
  • the function may depend on signals from the fuel pump(s) that ensure transfer of fuel from a fuel tank to the injection system as set out below, where the signals may comprise information relating to e.g. rotational speed, torque emitted, fuel flow, and/or power consumption.
  • the control may also depend on signals from one or several other control devices .
  • control is often carried, out by programmed instructions.
  • programmed instructions typically consist of a computer program, which, when executed in a control device, causes the control device to carry out the desired control action, such as a method step according to the present invention .
  • the computer program is usually a part of a computer program product, where the computer program product comprises an applicable storage medium 121 (see Fig. 13), with the computer programi stored on said storage medium 121.
  • the computer program may be stored in a non-volatile way on said storage medium.
  • Said digital storage medium 121 may e.g. consist of any from the following group: ROM (Read-Only Memory), PROM (Programmable Read-Only Memory) , EPROM (Erasable PROM) , Flash, EEPROM
  • control device 230 (Electrically Erasable PROM), a hard disk unit, etc., and may be set up in or in combination with, the control device, where the computer program is executed by the control device. By changing the computer program's instructions, the vehicle's behaviour may thus be adjusted in a specific situation.
  • An example control device (control device 230) is shown
  • the control device in turn may comprise a calculation unit 120, which may consist of e.g. a suitable type of processor or microcomputer, e.g. a circuit for digital signal processing (Digital Signal Processor, DSP) , or a circuit with a predetermined specific function (Application Specific Integrated Circuit, ASIC) .
  • the calculation unit 120 is connected to a memory unit 121, which provides the calculation unit 120 with e.g. the stored program code and/or the stored data that the calculation unit 120 needs in order to be able to carry out calculations, e.g. to determine whether an error code should be activated.
  • the calculation unit 120 is also set up to store interim or final results of calculations in the memory unit 121.
  • control device is equipped with devices 122, 123, 124, 125 for receiving and sending of input and output signals .
  • These input and. output signals may contain waveforms, pulses or other attributes which, by the devices 122, 125 for the receipt of input signals, may be detected as information for processing by the calculation unit 120.
  • the devices 123, 124 for sending output signals are arranged to convert the calculation result from the calculation unit 120 into output signals for transfer to other parts of the vehicle's control system and/or the component (s) for which the signals are intended.
  • Each one of the connections to the devices for receiving and sending of input and. output signals may consist of one or several of the following: a cable; a data bus, such as a CAN (Controller Area Network) bus, a MOST (Media Oriented Systems Transport) bus, or any other bus configuration; or of a wireless connection.
  • CAN Controller Area Network
  • MOST Media Oriented Systems Transport
  • a first example embodiment for diagnosis of the fuel system is displayed in Fig. 3.
  • the method is exemplified in connection with the fuel system displayed in. Fig. 2, which is described in further detail below, but is applicable also to other types of fuel systems where fuel pumps operating in parallel are used.
  • the present invention is thus applicable in all types of fuel systems, i.e. also in fuel systems without a transfer tank, In relation to the method 300 in Fig. 3, this begins at step 301, where it is determined whether the fuel system should be diagnosed. When a diagnosis of the fuel system must be carried out, the method continues to step 302. According to one
  • diagnosis of the fuel system may be arranged to be carried out continuously according to the present invention, as soon as a fuel pump must be activated or is activated.
  • the transition from, step 301 to step 302 may be arranged to occur e.g. when a signal from a pressure sensor, such as from one of the pressure sensors 228, 229 below, indicates an abnormally high and/or low pressure, and/or when one or several parameters in relation to the control of the fuel pumps, such parameters related to speed or power consumption, indicate that the system may be
  • the transition from step 301 to 302 may also be arranged to be controlled by a detection of the occurrence of noise of a certain type in a pressure sensor signal.
  • the occurrence of noise signals e.g. exceeding a certain amplitude in some applicable frequency band, may be used as a criterion for the transition to step 302.
  • the choice of frequency for analysis may e.g. be arranged to be dependent on the prevailing pump speed and/or relevant flow. This
  • analysis of the pressure signal may thus be arranged to be carried out continuously or at applicable intervals, wherein the diagnosis may be carried out when the analysis of the pressure signal indicates that an error may occur.
  • diagnosis according to the invention may be arranged to be carried out e.g. at applicable intervals. 1
  • the method may, in cases where more than one pair of parallel fuel pumps is used, as in the example shown in Fig. 2, where the fuel system relates to the respective pairs, be arranged for individual diagnosis.
  • the method displayed may thus be used individually, simultaneously or sequentially, for the pairs of fuel pumps arranged in parallel, described below.
  • Fig. 2 shows the fuel system in Fig. 1A in more detail .
  • two mai ta ks 2 ISA., 215B are used, each of which holds a relatively large amount of fuel, such as e.g. a fuel amount in the interval 300-1000 litres.
  • a fuel amount in the interval 300-1000 litres By using several tanks, it is possible to obtain a greater total fuel capacit than what might otherwise be possible while using only a single tank, as there may be a shortage of large, connected spaces in vehicles and as it may thus be difficult to find a possible location for a single tank of the desired size.
  • the two main tanks 215A, 215B are connected with each other via a passage 216 in the lower part of the tanks 215A, 215B, so that fuel may flow from one of the tanks to the other.
  • the tanks are connected, with each other at the upper edge via a deaeration filter 214.
  • Fuel is drawn from the main tank 2 ISA, to which the fuel in the main tank 215B also flows, via a fuel armature 213.
  • the inlet 213A of t e fuel armature 213 is preferably arranged deep in the tank, i.e. near the bottom, of t e tank, in order to ensure that as a great a volume as possible may be drawn. A certain distance from the bottom of the tank may be advantageous, e.g. in order to avoid, that gravel, debris and. other objects that may have entered the ta k be drawn up.
  • the fuel level in the tank may be determined with the use of a level sensor 217.
  • the fuel is sucked up by at least one of a pair of fuel pumps 212A, 212B arranged in parallel, and the fuel drawn up by the fuel pumps 212A, 212B is pumped, in the present example, via a pre-- filter 211 for separation of water in a customary manner.
  • a transfer tank as set out above, which is substantially smaller than the main tanks 215A, 215B.
  • the size of the transfer tank 209 may e.g. be in the range of 15-50 litres, or e.g. have a size which, in relation to the total volume of the main tanks, constitutes a volume in the range of 1-10%, or 1-5%, of the total volume of the main tanks.
  • the geometry of the transfer tank is preferably such that it has a height which exceeds, or preferably
  • the transfer tank is thus preferably relatively high and relatively narrow, in order to reduce negative impact of slushing to the extent possible.
  • Fig. 2 is an entirely logical diagram of the fuel system, where no proportionate comparisons may be made between various component parts of the fuel system.
  • all fuel pumps displayed may be of the same type.
  • the fuel pumps 212A, 212B, as well as the fuel pumps 21 OA, 210B described below, are electrically operated fuel pumps, where a respective electric motor 222A, 222B, 221A, 221B is used to operate the respective fuel pumps as set out below.
  • a fuel pump with an associated electric motor may in practice consist of an integrated part.
  • the fuel pumps 21 OA, 21 OB which are arranged for parallel operation in a manner corresponding to the pumps 212A, 212B, are used to transfer fuel from the transfer tank 209 to the combustion engine's 101 injection system.
  • These electrically operated fuel pumps 21 OA, 210B may also be arranged in the transfer tank 209, as well as the fuel filter 211. In the system displayed, two pairs of fuel pumps 210A-B, 212A-B for transfer of fuel from the main tank to the injection system are thus displayed.
  • the fuel in the transfer tank may be used to cool components, while, in the reverse, the fuel may be heated with excess heat from electric motors/fuel pumps.
  • the respective fuel pumps, as well as the fuel filter 211 may alternatively be arranged in another applicable place, such as e.g. in one of the main tanks or entirely outside the fuel tanks.
  • the fuel is moved, in the present example, from the transfer tank 209, via a conduit 218 and a second fuel filter 207, to an injection system, where a high pressure pump (or another mechanical pressure increasing device such as e.g. a unit injector) 204 pressurises the fuel to a very high pressure for supply to a common rail 201, in order to supply it to the combustion engine's combustion chamber via the res ⁇ ective injectors 202.
  • a high pressure pump or another mechanical pressure increasing device such as e.g. a unit injector
  • the injection system displayed in Fig. 2 thus consists of a so-called Common Rail System, which thus entails that all
  • injectors and thus combustion chambers ⁇ are supplied by the common rail 201.
  • the pressure in the fuel conduit 201 may be controlled with the use of a valve 203.
  • the function of the fuel filters is not described herein, since such function constitutes prior art.
  • Excess fuel from the high pressure pump 204 may be returned to the transfer tank 209 (according to the present example) , or alternatively to the main tanks 215A, 215B (indicated with a dashed line 225) via a conduit 219, 224.
  • excess fuel from injectors 202 and/or from, the fuel conduits 201 may be returned in a corresponding manner from an overflow conduit 220, 224.
  • the returned fuel may also consist of a lubricant for, respectively, the igh pressure pump 204 and the injectors 202, etc.
  • the returned fuel is usually heated, so that such excess heat may be used to heat the fuel by way of returning the fuel to the applicable fuel tank, as described above.
  • Fig. 2 s ows pressure sensors 228 and 229 designed to determine the pressure of the fuel flow upstream of the
  • the solution displayed has the advantage that, with the use of the substantially smaller transfer tank described above, which is therefore also substantially less sensitive to slushing fuel and the incline of the vehicle, jointly with the use of
  • step 301 it is determined that the fuel system must be diagnosed with respect to transfer of fuel from the main tank 215A, 215B to the transfer tank 209, at step 302 a
  • a representation of the pressure signal's variations during the period tl is determined. This may e.g. have an appearance according to Fig. 4 below.
  • step 303 where the signal determined at. step 302 is filtered with an applicable filter.
  • an applicable filter such as for example an analogue or a digital filter.
  • a filter of Butterworth-type or another applicable type may be used, for example a high pass filter with a low cut-off frequency, for example an applicable cut-off frequency within the interval 0-1 Hz or the interval 0-0.2 Hz.
  • This filtering thus filters out the static, zero frequency component and in applicable cases the part of the pressure signal which varies very slowly, in order thus to obtain the noise in the pressure signal as a result, after the filtering.
  • step 304 the filtered signal is
  • Fig. 4 shows an example of a filtered pressure signal, where a leakage on the suction side of the fuel pumps 212A, 212B suddenly arises at the time 30, and. ceases at. the time 70, Generally, the pressure difference in relation to the pumped fuel in case of a leakage may be difficult to demonstrate, but as illustrated in Fig-. 4 the noise amplitude, on the other hand, changes markedly over the duration of the leakage, and as a result a leakage may be detected by way of comparing the noise amplitude with a first amplitude limit niM,
  • the amplitude limit mimi displayed as a dashed line in Fig, 4, may be set at a value rarely exceeded by the noise signal during normal operation when there is no leakage.
  • the amplitude limit niiioi may e.g. consist of a measured value based on previous measurements in the same or a similar system.
  • the amplitude limit ⁇ may be arranged to depend on e.g. pressure and/or fuel pump speed, etc. If it is
  • an error indicator such as a flag in the vehicle's control system, may be activated in a subsequent, troubleshooting at, for example, a future vehicle service.
  • the method may revert to step 301 pending a ne d.iagnos is.
  • it may be sufficient for the noise amplitude to exceed the threshold value once, however according to the displayed embodiment this is insufficient, and the robustness of t e error detection may be improved by requiring that the amplitude limit HIM is exceeded several times or for a specified time over a certain duration, for example a number of times during a first number of seconds, or during a certain proportion of a first number of seconds. This is illustrated in Fig. 3, where a counting device x is increased every time the threshold value is exceeded. Then, at step 305, it is
  • step 304 determines whether the number of times the threshold has been exceeded amounts to a suitable number xl . If the method reverts to step 304, via a step 306, where it is determined whether the time interval t for which the analysis was carried out has reached a limit t x , in which case the method ends without any error signal being generated.
  • step 305 If, at step 305, it is determined that the threshold value has been exceeded at least xl times, it is then verified at step 307 that the time limit t3 ⁇ 4 has not been achieved, wherein, when this has not occurred, an error signal indicating an error in t e fuel system is generated at step 308.
  • the generated error signal may for example consist of an activation of an error code in the vehicle's control system.
  • the method may then end.
  • the method, displayed in Fig. 3 is carried out for a certain fuel pump speed, where the diagnosis may be arranged to be carried out when the fuel pump is operated at this speed, wherein the noise amplitude may be specifically measured, for this speed.
  • a diagnosis may be carried out at, in principle, any time during normal operation of the vehicle.
  • the amplitude limit may also be generally applicable, regardless of the prevailing pump speed.
  • the method displayed in Fig, 3 is used as an indication of a probable leakage, and when such indication is generated, further diagnosis may be carried out to confirm the error. This may be conducted in various ways, and one example is displayed in Fig. 5.
  • Figs . 5A-B show a step response test, whe e Fig. 5A shows the speed of the fuel pumps as a function of time, and where Fig. 5B shows a corresponding pressure, measured with the pressure sensor 228, as a function, of time.
  • a modulation of the fuel pumps 212A, 212B to the maximum speed, or to another applicable speed, from a lower speed is requested, and as a consequence the pressure upstream of the fuel pumps 212A, 212B rises.
  • the pressure has stabilised and accordingly no pressure increase is present any longer, such as at.
  • the resulting pressure at/after the time t2 may - the pressure sensor's emitted pressure is indicated with a dashed curve 501 in Fig, 5B - be determined, wherein such pressure may be compared with an expected, pressure, displayed with a. solid line 502 in Fig. 5B.
  • the expected pressure may e.g. consist of an estimated pressure, or be determined by way of empirical measurements in advance.
  • the fuel pumps' power consumption may be compared.
  • the power consumption comparison may also be arranged, to be carried out as an
  • the present invention may thus be used to determine, by way of frequency analysis, potential presence of a leakage, wherein additional diagnosis, according to one embodiment, may be used to verify the presence of a leakage.
  • the frequency analysis also features the advantage that it may be carried out during normal operation, without impacting t e same.
  • Figs. 3, 4, 5A-B exemplify identification of a suction leakage downstream of the fuel pumps 212A, 212B for transfer of fuel from, a main tank to a transfer tank.
  • the displayed diagnosis may be used analogously for the fuel pumps 210A, 210B for transfer of fuel from the transfer tank to the injection system 204.
  • a corresponding frequency analysis may be carried out, where the noise amplitude may be evaluated in a.
  • the fuel pumps used at the transfer between the main tank and. t e transfer tank, and between the transfer tank and the injection system, respectively, may be of different types.
  • the fuel pumps 212A, 212B may nave a larger dimension since they do not need to pump fuel continuously, but may be arranged to fill the transfer tank at applicable intervals, while the fuel pumps 21 OA, 21GB may be arranged to substantially continuously transfer fuel to the injection system 204. This means that the filtered signal may have a different appearance for different types of pumps .
  • the pressure leakage gives rise to pressure changes, but in the displayed example the variations are between approx. 1,10-approx. 1.16 bar, which results in a very minor difference, based on which it may be difficult to draw conclusions.
  • Fig. 6B shows a high pass filtered signal, and as clearly displayed, an amplitude change in the noise signal arises a while after the leakage arises, which change may be detected in precisely the same manner as described above.
  • the example shown schematically in Figs . 6A-D is an example where additional analysis may be carried out.
  • the signal that has already been filtered once may e.g. be filtered again with a band-pass or a low pass filter in order to filter out high frequency
  • Fig. 6C shows the signal in Fig. 6B after such band-pass filtration, where the frequency content is more clear, and which may be additionally clarified by way of transformation to the frequency plane, such as with the use of FFT (Fast Fourier Transform) .
  • FFT Fast Fourier Transform
  • step response test as set out above may be carried out, where the pressure, when it has stabilised for some applicable speed according to the above., may be compared with an expected pressure, A power consumption test may also be carried out as above.
  • the invention has hit erto been desc ibed i connection with diagnosis of leakages on the suction side of the fuel pumps.
  • the invention is also applicable to detection of leakages on the fuel pumps' pressure side. For example, leakages may occur at the pre-f liter 212 or the main filter 207. These errors may be detected in a orresponding to what has been described above with regard to frequency
  • the amplitude of the noise signal will, in these cases as well, be higher compared to situations where there is no leakage, and in the same way one/several specific frequencies may occur in the signal in case of the leakages, as described above, and may be detected.
  • the step response test may also be carried, out in order to obtain a second, ind.ica.tion of an indicated error. In relation to leakages on the high pressure side, however, a step response test will probably produce variations within the pressure sensor's error margin, i.e. the pressure difference between a situation where there is a.
  • step response test may be used to differentiate leakages on the pressure side from, leakages on the suction side.
  • the frequency analysis indicates an error at the same time as the step response test indicates an error, it may be determined that the leakage is located on the fuel pumps' suction side.
  • the frequency analysis indicates an error while the step response test gives no clear indication, it may be
  • the invention entails that a good indication of the type of malfunction may be obtained with the invention, and with the use of the frequency analysis errors may be identified which would otherwise be very hard to identify, Furthermore, the present invention may be applied jointly with a diagnostic method described in the parallel Swedish patent application number 1550927-6, entitled “FORFAR&NDE OCH SYSTEM FOR DIAGNOSTISERING A.V ETT BRANSLESYSTEM” ( “METHOD AND SYSTEM FOR DIAGNOSING A FUEL SYSTEM” ⁇ , with the same filing date as the present application, and the same inventor.
  • Said parallel application describes a method to diagnose a fuel system of the type displayed in the present application, where the power consum.ption for a pair of parallel fuel pumps is used to detect malfunction. Signals from pressure sensors corresponding to the above mentioned pressure sensors may also be used to determine the cause of the malfunction. Thus, both the methods according to the present application and the methods according to said application may be used at diagnosis of fuel systems.
  • signals from more/other pressure sensors in the fuel system than those displayed above may be used at diagnosis of the fuel system.
  • the present invention is not limited, to fuel systems with a transfer tank, but the invention is applicable in all types of fuel systems where electrically operated fuel pumps operating in parallel may be arranged.
  • more than two, for example three fuel pumps may be arranged to operate in parallel, wherein a representation of power consum.ption for the respective fuel pump may be used at the diagnosis.
  • Other embodiments of the method and the system, according to the invention are available in the claims enclosed hereto. It should also be noted that the system may be modified according to various embodiments of the method according to the invention (and vice versa) and that the present invention is in no way limited to the above embodiments of the method according to the invention, but relates to and comprises all embodiments within the scope of the enclosed, independent claims.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Transportation (AREA)
  • Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

La présente invention se rapporte à un procédé de diagnostic d'un système de carburant dans un véhicule (100), ledit véhicule (100) comprenant un moteur à combustion (101) et au moins un réservoir de carburant (215A, 215B; 209) permettant de recevoir du carburant, ledit système de carburant comprenant une première pompe à carburant (212A; 210A) destinée à être utilisée lors du transfert de carburant entre ledit premier réservoir de carburant (215A, 215B; 209) et ledit moteur à combustion (101), une seconde pompe à carburant (212B; 210B) placée pour fonctionner en parallèle avec ladite première pompe à carburant (212A; 210A) lors du transfert de carburant entre ledit premier réservoir de carburant (215A, 215B; 209) et ledit moteur à combustion (101), et un élément capteur de pression (228, 229) situé en amont respectivement desdites première et seconde pompes à carburant dans ledit système de carburant. Le procédé comprend les étapes consistant : - à filtrer ledit signal à partir dudit premier élément capteur de pression (228, 229) à l'aide d'un premier filtre, et - sur la base dudit signal filtré, à déterminer une apparition d'une première erreur d'écoulement de carburant dans ledit système de carburant.
PCT/SE2016/050669 2015-07-01 2016-06-30 Procédé et système de diagnostic d'un système de carburant Ceased WO2017003366A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE112016002216.6T DE112016002216T5 (de) 2015-07-01 2016-06-30 Verfahren und System zur Diagnose eines Kraftstoffsystems II

Applications Claiming Priority (2)

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SE1550926A SE541174C2 (sv) 2015-07-01 2015-07-01 Förfarande och system för diagnostisering av ett bränslesystem
SE1550926-8 2015-07-01

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Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10001829A1 (de) * 2000-01-18 2001-07-19 Bosch Gmbh Robert Bedarfsgesteuertes Regelungsverfahren von Kraftstoffförderpumpen bei Mehrpumpensystemen
US6474292B1 (en) * 1999-02-26 2002-11-05 Robert Bosch Gmbh System for operating an internal combustion engine, especially an internal combustion engine of an automobile
US20040020281A1 (en) * 2000-05-03 2004-02-05 Stephan Schilling Method and device for monitoring a fuel system of an internal combustion engine
US20080009987A1 (en) * 2006-06-16 2008-01-10 Delphi Technologies, Inc. Apparatus for detecting and identifying component failure in a fuel system
DE102008000633A1 (de) * 2007-03-16 2008-09-25 Denso Corp., Kariya Kraftstoffeinspritzvorrichtung der Druckspeicherart und Kratstoffeinspritzsystem der Druckspeicherart
US20110106393A1 (en) * 2009-10-30 2011-05-05 Ford Global Technologies, Llc Fuel delivery system control strategy

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6474292B1 (en) * 1999-02-26 2002-11-05 Robert Bosch Gmbh System for operating an internal combustion engine, especially an internal combustion engine of an automobile
DE10001829A1 (de) * 2000-01-18 2001-07-19 Bosch Gmbh Robert Bedarfsgesteuertes Regelungsverfahren von Kraftstoffförderpumpen bei Mehrpumpensystemen
US20040020281A1 (en) * 2000-05-03 2004-02-05 Stephan Schilling Method and device for monitoring a fuel system of an internal combustion engine
US20080009987A1 (en) * 2006-06-16 2008-01-10 Delphi Technologies, Inc. Apparatus for detecting and identifying component failure in a fuel system
DE102008000633A1 (de) * 2007-03-16 2008-09-25 Denso Corp., Kariya Kraftstoffeinspritzvorrichtung der Druckspeicherart und Kratstoffeinspritzsystem der Druckspeicherart
US20110106393A1 (en) * 2009-10-30 2011-05-05 Ford Global Technologies, Llc Fuel delivery system control strategy

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SE1550926A1 (sv) 2017-01-02
SE541174C2 (sv) 2019-04-23

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