Fuel Tank Venting System for a Motor Vehicle

Abstract

A fuel tank venting system for a motor vehicle includes an outlet side of a tank venting valve connected to an inlet side of a first vent line and to an inlet side of a second vent line. An outlet side of the first vent line is connected to an intake manifold upstream from a throttle valve and downstream from an air filter, and an outlet side of the second vent line is connected to the intake manifold downstream from the throttle valve. A position sensor may be located at a first position and the first closing element has a detectable element. The position sensor is connected to an electronic control device to transmit signals. A position of the first closing element may be determined by means of the position sensor and the detectable element.

Claims

1. A fuel tank venting system for a motor vehicle, comprising: an intake manifold configured to supply air to a cylinder of an internal combustion engine of the motor vehicle, the intake manifold including a throttle valve and an air filter; a fuel tank; a tank vent valve having an inlet side and an outlet side; a cutoff valve; an electronic control device configured to actuate the throttle valve, the tank vent valve, and the cutoff valve; a first vent line having a first check valve with a first closing element; a second vent line having a second check valve with a second closing element; and a position sensor, wherein the cutoff valve is indirectly or directly connected to the inlet side of the tank vent valve, and the outlet side of the tank vent valve is connected to an inlet side of the first vent line and to an inlet side of the second vent line, wherein an outlet side of the first vent line is connected to the intake manifold upstream from the throttle valve and downstream from the air filter, and an outlet side of the second vent line is connected to the intake manifold downstream from the throttle valve, wherein the position sensor is configured to: (i) detect a position of the first closing element of the first check valve and (ii) determine a position of the second closing element of the second check valve based on the detected position of the first closing element, or the position sensor is configured to: (i) detect the position of the second closing element of the second check valve and (ii) determine the position of the first closing element of the first check valve based on the detected position of the second closing element.

2. The fuel tank venting system of claim 1, wherein the position of the first closing element is detected when the position sensor is arranged at or adjacent to the first check valve and wherein the position of the second closing element is detected when the position sensor is arranged at or adjacent to the second check valve.

3. The fuel tank venting system of claim 1, wherein the position sensor is a Hall sensor.

4. The fuel tank venting system of claim 1, further comprising a detectable element connected to the first closing element, wherein the detectable element is a magnet element.

5. The fuel tank venting system of claim 1, wherein the first closing element is a non-return flap having a spring element, wherein the spring element is configured to exert a force on the non-return flap.

6. The fuel tank venting system of claim 1, wherein the first check valve and the second check valve are situated in a shared housing as a double check valve.

7. The fuel tank venting system of claim 6, wherein an inlet side of the double check valve forming both the inlet side of the first vent line and the inlet side of the second vent line.

8. The fuel tank venting system of claim 1, wherein a crankcase vent line is indirectly or directly connected to the first vent line.

9. The fuel tank venting system of claim 1, wherein the intake manifold has a turbocharger upstream from the throttle valve and downstream from a junction of the first vent line.

10. The fuel tank venting system of claim 1, wherein the first check valve and the second check valve are both diagnosable via solely the position sensor.

11. The fuel tank venting system of claim 10, wherein the fuel tank venting system is diagnosable via solely the position sensor.

12. The fuel tank venting system of claim 10, wherein operability of the first check valve or the second check valve is not determined via a pressure sensing element.

13. The fuel tank venting system of claim 1, wherein the first closing element and the second closing element are configured to move simultaneously.

14. The fuel tank venting system of claim 1, wherein the position of the first closing element detected by the position sensor includes a degree of opening of the first closing element and wherein the electronic control device receives the reading and determines a regeneration value based on the degree of opening.

15. The fuel tank venting system of claim 14, wherein the degree of opening varies based on whether the fuel tank venting system is operated during part load regeneration or full load regeneration.

16. The fuel tank venting system of claim 5, wherein the spring element is a leaf spring.

17. The fuel tank venting system of claim 1, wherein the electronic control device is configured to control the tank vent valve based on an estimated flow and a set-point flow.

18. The fuel tank venting system of claim 17, wherein the estimated flow is based on the position of the first closing element and the set-point flow is based on evaporation of fuel and adsorption.

19. The fuel tank venting system of claim 18, wherein the evaporation of fuel is dependent on one or more of the following: (i) fuel tank temperature, (ii) fuel tank pressure, (iii) atmospheric pressure, and (iv) filling level, and wherein the adsorption is dependent on one or more of the following: (i) an actual charge of a canister, (ii) canister adsorption capacity, (iii) ambient temperature, and evaporative feed and purge rate.

20. A method for diagnosing a fuel tank venting system, wherein the fuel tank venting system includes an intake manifold configured to supply air to a cylinder of an internal combustion engine of the motor vehicle, the intake manifold including a throttle valve and an air filter; a fuel tank; a tank vent valve having an inlet side and an outlet side; a cutoff valve; an electronic control device configured to actuate the throttle valve, the tank vent valve, and the cutoff valve; a first vent line having a first check valve with a first closing element; and a second vent line having a second check valve with a second closing element, wherein the cutoff valve is indirectly or directly connected to the inlet side of the tank vent valve, and the outlet side of the tank vent valve is connected to an inlet side of the first vent line and to an inlet side of the second vent line, wherein an outlet side of the first vent line is connected to the intake manifold upstream from the throttle valve and downstream from the air filter, and an outlet side of the second vent line is connected to the intake manifold downstream from the throttle valve, the method comprising the steps of: performing a regeneration operation by simultaneously opening the tank vent valve and the cutoff valve; and determining, during the regeneration operation, whether a full load regeneration operation or a part-load regeneration operation is present as a function of a degree of opening of the throttle valve; (i) detecting a position of the first closing element of the first check valve via a position sensor and (ii) determining a position of the second closing element of the second check valve based on the detected position of the first closing element, or (i) detecting the position of the second closing element of the second check valve via the position sensor and (ii) determining the position of the first closing element of the first check valve based on the detected position of the second closing element, wherein a piece of error information is stored in the electronic control device when a closed position of the first closing element is determined by the position sensor and a full load regeneration operation is present, and wherein a piece of error information is stored in the electronic control device when an open position of the first closing element is determined by the position sensor and no full load regeneration operation is present.

21. A double check valve of a fuel tank venting system, comprising: a first check valve having a first closing element; a second check valve having a second closing element; a position sensor; and a cover, wherein the first closing element includes a spring element hinged at the cover, wherein the first closing element and the second closing element are configured to move simultaneously, and wherein the position sensor is solely configured to detect or determine a position of the first closing element and a position of the second closing element.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The invention is described below with reference to exemplary embodiments and associated drawings from which further features and advantages of the invention result. Identical elements are provided with the same reference numerals in the drawings.

[0022] The figures show the following:

[0023] FIG. 1 shows a schematic illustration of a fuel tank venting system,

[0024] FIG. 2 shows a design representation of a double check valve together with a position sensor,

[0025] FIG. 3 shows a flow diagram for a method for diagnosing a fuel tank venting system, and

[0026] FIG. 4 shows a flow diagram for controlling vent valve of a fuel tank venting system.

DETAILED DESCRIPTION OF THE DRAWINGS

[0027] FIG. 1 shows a schematic illustration of a fuel tank venting system 1 of a motor vehicle, not illustrated in greater detail. The fuel tank venting system 1 includes an intake manifold 2 having a throttle valve 3, an intake manifold pressure sensor 23 of a Venturi throat 21, a turbocharger 20, and an air filter 22. The intake manifold 2 is connected to a cylinder 4 of an internal combustion engine, not illustrated in greater detail. The fuel tank venting system 1 also has a fuel tank 5, which at its top side is connected to an activated carbon container 15. The connection may include further components, such as a valve. The activated carbon container 15 is connected to the atmosphere via a cutoff valve 7, and is connected to an inlet side 13 of a first vent line 9 and to an inlet side 14 of a second vent line 10 via a tank vent valve 6. An outlet side 16 of the first vent line 9 is connected to the intake manifold 2 at the Venturi throat 21, upstream from the turbocharger 20. An outlet side 17 of the second vent line 10 is connected to the intake manifold 2 downstream from the throttle valve 3. In the area of its inlet side 13, the first vent line 9 contains a first check valve 11 having a first closing element 12, the first check valve 11 opening in the direction of the outlet side 16. In the area of its inlet side 14, the second vent line 10 contains a second check valve 27 having a second closing element 28, the second check valve 27 opening in the direction of the outlet side 17. The first check valve 11 and the second check valve 12 are advantageously integrated into a shared housing for a double check valve. In a preferred embodiment, the fuel tank venting system 1 may use a single position sensor. The position sensor may be arranged at a first position 18 in the first check valve 11. Alternatively, the position sensor may be arranged at a second position 19 in the second check valve 27. Regardless of whether the position sensor is located at the first position 18 or second position 19, the position sensor is used for a diagnostic method for detecting leaks or obstructions of the first vent line 9 and for detecting leaks or obstructions of the second vent line 10. In an alternative embodiment, a first position sensor may be arranged at the first position 18 and a second position sensor may be arranged at the second position 19.

[0028] The first vent line is connected to a crankcase vent line 24 in the area between the first check valve and the outlet side 16, the fuel tank venting system 1 according to the invention also including an alternative junction of the crankcase vent line 24 directly into the intake manifold 2; in the latter case the crankcase vent line 24 opens into the intake manifold 2 between the turbocharger 20 and the air filter 22.

[0029] The fuel tank venting system also has an electronic control device 8 which is an engine control unit, a tank control unit, or an assembly of control units, for example. The electronic control device 8 is connected to the electronically controllable tank vent valve, the electronically controllable cutoff valve 7, and the electronically actuatable throttle valve via control lines 25. Alternatively, the throttle valve 3, the tank vent valve 6, and the cutoff valve 7 may be pneumatically or hydraulically actuatable, in which case hydraulic or pneumatic actuators would be controlled by the electronic control device.

[0030] The electronic control device 8 is also connected to the intake manifold pressure sensor 23, the position sensor at position 18 (or, alternatively, the position sensor at position 19) via signal lines 26. The electronic control device 8 is also connected (not illustrated in FIG. 1) to a position sensor of the throttle valve 3 via a signal line.

[0031] FIG. 2 shows a design representation of a double check valve 129, which includes the first check valve 111 and the second check valve 127. A position sensor 118, in the form of a Hall sensor, may be located at and/or near the first check valve 111. A position of a first detectable element 130, which in the present case is in the form of a permanent magnet (e.g., disc magnet with S/N polarization), may be determined by means of the position sensor 118. The first detectable element 130 is situated and/or embedded on the first closing element 112, the first closing element 112 being a non-return flap (e.g., rubber flap valve hinged at the cover). Likewise situated above the first closing element 112 is a spring element 131 (e.g., leaf spring hinged at the cover) which is used to hold the first closing element 112 in a closed position until there is no pressure drop in the direction of the outlet side 16 of the first vent line 9. Moreover, the second check valve 127 includes a second closing element 128, which can also be a non-return flap (e.g., rubber flap). The double check valve 129 has a connecting point 132 which is connected to the tank vent valve 6. An area around the first check valve 111 forms the inlet side 113 of the first vent line 9, and an area around the second check valve 127 forms the inlet side 114 of the second vent line 10.

[0032] Leaks and obstructions in the first vent line 9 may be detected by means of the position sensor 118 of the double check valve 129. For the case that the intake manifold 2 has an intake manifold pressure sensor 23, the double check valve 129 advantageously has no position sensor at the second check valve 127, since in this case leaks and obstructions in the second vent line 10 may be detected by means of the intake manifold pressure sensor 23.

[0033] In accordance with another aspect of the invention, only a single sensing element (e.g., either at the first position 18 or the second position 19) may be used to diagnose both the first and second check valves as well as the complete venting system, such that the use of any pressure sensing elements to determine the operability of the check valve(s) is unnecessary. For example, the first closing element 112 and the second closing element 128 are moved simultaneously. In at least that regard, the position of the second closing element 128 may be detected via the position sensor 118 sensing the position of the first closing element 112. As such, only a single sensing element or sensor is needed (e.g., at the first position 18 or the second position 19).

[0034] By way of example, the single sensor may be arranged at or near a position where the first check valve 11 is arranged in FIG. 1 or may be arranged at or near a position where the second check valve 27 is arranged in FIG. 1. The double check valve 129 of FIG. 2 illustrates the single sensor (e.g., position sensor 118) arranged at or near the position where the first check valve 11 is arranged. For instance, the spring element 131 (e.g., the leaf spring) may keep the first closing element 112 at a neutral position (e.g., neither fully open nor fully closed) when the pressure across it is zero.

[0035] During part load regeneration, for example, the second closing element 128 may be opened, which may create a pressure drop between the first closing element 112 and the second closing element 128. Thus, the first closing element 112 may be forced to the completely closed position depending on the pressure drop. The position sensor 118 may read the degree of opening of the first closing element 112 and a regeneration value may be determined, calculated, and/or deduced from the determined degree of opening.

[0036] During full load regeneration, for example, the second closing element 128 may remain closed and the first closing element 112 may be pulled to the fully open position depending on the low pressure created by the Venturi. The position sensor 118 may read the degree of opening of the first closing element 112 and a regeneration value may be determined, calculated, and/or deduced from the determined degree of opening.

[0037] The detection of fault in a part-load or full load tank/crank case ventilation will be described. In one example, the full load vent line may be open to atmosphere. In this example, during turbocharged engine operation, the Venturi may produce suction pressure. Since the full load vent line is open to atmosphere, the vacuum pressure is not available at the first closing element 112, which would thus remain in the neutral position. In another example, the part-load vent line may be open to atmosphere. During part-load, there may be no vacuum pressure available at the second closing element 128. Thus, the first closing element 112 remains in the neutral position.

[0038] The spring element 131 may be, in examples, a double acting leaf spring. It may be understood that the leaf spring may be configured as a separate element or the first and second closing elements 112 and 128, respectively, may be contoured or designed to have similarly desired characteristics.

[0039] FIG. 3 shows a flow diagram for a method for diagnosing a fuel tank venting system 1.

[0040] The diagnostic method begins with a starting step 40 in which a check is made as to whether suitable operating conditions of the internal combustion engine are present for the method. If these conditions are present, a first check step 41 follows in which a check is made as to whether a full load regeneration operation of the tank venting system 1 is present. If a full load regeneration operation is present, a third check step 44 follows in which a check is made by means of the position sensor 118 at position 18 as to whether the first closing element 12, 112 is in an open position. If the first closing element 12, 112 is in an open position, the method is terminated with a first result step 46, a piece of information concerning the absence of an error in the first vent line being stored. If the first closing element 12, 112 is in a closed position, the method is terminated with a second result step 47, a piece of information concerning the presence of an error in the first vent line being stored, since in this method step the closed first closing element 12, 112 indicates that a pressure drop over the first check valve 11, 111, which would indicate a leak or an obstruction of the first vent line 9, is not present.

[0041] If it is established in the first check step 41 that a full load regeneration operation is not present, either a termination step 43 follows, namely, when the second vent line is not to be monitored using this method, or a second check step 42 is carried out in which a check is made as to whether a part-load regeneration operation is present. If no part-load regeneration operation is present, the termination step 43 is carried out; otherwise, a fourth check step 45 is made in which a check is made by means of the position sensor as to whether the vacuum pressure is propagated from the manifold. If the vacuum pressure is propagated as indicated by the position sensor, the method is terminated with a third result step 48, a piece of information concerning the absence of an error in the second vent line being stored. If the vacuum pressure is not propagated as indicated by the position sensor, the method is terminated with a fourth result step 49, a piece of information concerning the presence of an error in the second vent line 10 being stored.

[0042] FIG. 4 shows a flow diagram for controlling a vent valve of a fuel tank venting system.

[0043] For example, the position of the first closing element 112 and/or the second closing element 128 measured by the position sensor 118 may be used for flow estimation. Thereafter, the estimated flow may be sent to and received by the controller for further processing. In addition, a set-point flow may also be sent to and received by the controller with the estimated flow in order to control the vent valve (e.g., tank vent valve 6) of the fuel tank venting system. The set-point flow, for instance, may be determined from an actual charge (e.g., electrostatic attraction) of an Evaporative Emission Control System (EVAP) canister (e.g., the activated carbon container 15) and/or engine operating load, where charge modeling may be based on the principles of evaporation of fuel and adsorption. Evaporation of the fuel, such as gasoline, may depend on fuel tank temperature, fuel tank pressure, atmospheric pressure, and/or the filling level. Moreover, adsorption may depend on the actual charge of the EVAP canister, canister adsorption capacity, ambient temperature, and/or evaporative feed and purge rate. Evaporation and/or adsorption values may be detected or measured by any suitable type of sensor(s) and/or may be predetermined measured values. The controller then controls a vent valve driver, as shown in FIG. 4, in order to send a control signal to a vent valve (such as the tank vent valve 6) for controlling vent flow in the fuel tank venting system.

[0044] One of the numerous advantages of the present invention is that the invention considers the fuel tank and the crankcase venting system together. Another advantage is that only one sensing element is used to diagnose both check valves and the complete venting system, as set forth above.

[0045] The foregoing disclosure has been set forth merely to illustrate the invention and is not intended to be limiting. Since modifications of the disclosed embodiments incorporating the spirit and substance of the invention may occur to persons skilled in the art, the invention should be construed to include everything within the scope of the appended claims and equivalents thereof

LIST OF REFERENCE NUMERALS

[0046] 1 Fuel tank venting system [0047] 2 Intake manifold [0048] 3 Throttle valve [0049] 4 Cylinder [0050] 5 Fuel tank [0051] 6 Tank vent valve [0052] 7 Cutoff valve [0053] 8 Electronic control device [0054] 9 First vent line [0055] 10 Second vent line [0056] 11, 111 First check valve [0057] 12, 112 First closing element [0058] 13, 113 Inlet side of the first vent line [0059] 14, 114 Inlet side of the second vent line [0060] 15 Activated carbon container [0061] 16 Outlet side of the first vent line [0062] 17 Outlet side of the second vent line [0063] 18 First position for the position sensor [0064] 19 Alternative position (second position) for the position sensor [0065] 20 Turbocharger [0066] 21 Venturi throat [0067] 22 Air filter [0068] 23 Intake manifold pressure sensor [0069] 24 Crankcase vent line [0070] 25 Control lines [0071] 26 Signal lines [0072] 27, 127 Second check valve [0073] 28, 128 Second closing element [0074] 129 Double check valve [0075] 130 First detectable element [0076] 131 Spring element [0077] 132 Connecting point [0078] 40 Starting step [0079] 41 First check step [0080] 42 Second check step [0081] 43 Termination step [0082] 44 Third check step [0083] 45 Fourth check step [0084] 46 First result step [0085] 47 Second result step [0086] 48 Third result step [0087] 49 Fourth result step