CONVECTION HEATING ASSISTED ENGINE-OFF NATURAL VACUUM TEST

• US 20170226967A1
• Filed: 02/04/2016
• Published: 08/10/2017
• Est. Priority Date: 02/04/2016
• Status: Active Grant

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: Dudar, Aed M., Kragh, Niels Christopher
• Granted Patent: US 10,001,088 B2
• Time in Patent Office: Days
• CPC Class Codes: B60K 15/035 characterised by venting means
• CPC Class Codes: B60K 15/03504 adapted to avoid loss of fuel or fuel vapour, e.g. with vapour recovery systems
• CPC Class Codes: B60K 2015/03217 Fuel level sensors
• CPC Class Codes: B60K 2015/03514 with vapor recovery means
• CPC Class Codes: B60K 2015/03566 comprising means for stopping the venting of fuel vapor, e.g. during refueling or engine stop
• CPC Class Codes: B60Y 2400/306 Pressure sensors
• CPC Class Codes: F02M 25/0818 having means for pressurising the evaporative emission space

Abstract

Methods and systems are provided for conducting an engine off natural vacuum test in a vehicle in order to indicate the presence or absence of undesired evaporative emissions. In one example, a vehicle fuel system and evaporative emissions system are sealed from atmosphere, and responsive to a pressure increase below an expected threshold, the fuel system and evaporative emissions system are actively pressurized via circulating hot engine coolant to a heater core and blowing hot air through the vehicle cabin to the fuel system via a three way ventilation valve in the rear of the vehicle. In this way, false failures of EONV test procedures due to environmental factors and vehicle operator drive habits may be reduced, and unnecessary engine service may be avoided.

Claims

1. A method comprising:

routing fuel vapors from a fuel tank to an evaporative emission system which is coupled to atmosphere, the fuel tank supplying fuel to an engine which propels a vehicle; and

during an engine-off condition and responsive to predetermined test conditions, sealing the fuel tank and the emission system from atmosphere, and routing engine heat through a passenger cabin of the vehicle to the fuel tank.

2. The method of claim 1, wherein sealing the fuel tank and the emission system from atmosphere further comprises sealing the fuel tank and the emission system from the engine;

wherein routing engine heat through a passenger cabin of the vehicle to the fuel tank comprises a pressure increase in the fuel tank and emission system below an expected threshold pressure level while the fuel tank and emission system are sealed; and

wherein the pressure increase is monitored, or inferred.

3. The method of claim 2, wherein inferring the pressure increase below the expected threshold pressure level is based on an amount and/or timing of heat rejected by the engine for an engine run time duration prior to the engine-off condition, the amount and/or timing of heat rejected by the engine below a threshold;

and

wherein monitoring the pressure increase below the expected threshold pressure level occurs while the fuel tank and emission system are sealed, and comprises indicating a pressure plateau during monitoring.

4. The method of claim 2, wherein the expected threshold pressure level comprises a level of pressure in the fuel tank and emission system that indicates an absence of undesired evaporative emissions in the fuel tank and emission system, or a level of undesired evaporative emissions below a predetermined threshold level.

5. The method of claim 4, wherein routing engine heat through the vehicle passenger cabin to the fuel tank in the fuel system increases pressure in the fuel tank and emission system;

responsive to pressure in the fuel tank and emission system reaching the expected threshold pressure level subsequent to routing heated air to the fuel tank;

unsealing the fuel tank and emission system from atmosphere and indicating the absence of undesired evaporative emissions or a level of undesired evaporative emissions below the predetermined threshold level; and

responsive to pressure in the fuel tank and emission system not reaching the threshold pressure level subsequent to routing heated air to the fuel tank;

unsealing the fuel tank and emission system from atmosphere;

resealing the fuel tank and emission system responsive to an indication that pressure in the fuel tank and emission system has reached atmospheric pressure;

monitoring a vacuum build in the fuel tank and emission system as the fuel tank cools;

indicating an absence of undesired evaporative emissions or a level of undesired evaporative emissions below the predetermined threshold responsive to the vacuum build reaching a predetermined negative pressure threshold; and

indicating the presence of undesired evaporative emissions or a level of undesired evaporative emissions above the predetermined threshold responsive to the vacuum build not reaching the predetermined negative pressure threshold.

6. The method of claim 2, wherein routing engine heat through the passenger cabin of the vehicle to the fuel tank further comprises:

routing a determined amount of heated air through the passenger cabin to the fuel tank.

7. The method of claim 6, wherein the determined amount of heated air is based on one or more of the following:

ambient temperature, engine coolant temperature, fuel level, and a pressure difference between the expected threshold pressure level and the pressure level comprising the monitored or inferred pressure increase below the expected threshold pressure level;

wherein the determined amount of heated air comprises an amount of heated air to increase pressure in the fuel tank and emission system to the expected threshold pressure level.

8. The method of claim 7, further comprising:

increasing the determined amount of heated air responsive to a larger pressure difference, and decreasing the determined amount of heated air responsive to a smaller pressure difference;

increasing the determined amount of heated air responsive to a lower ambient temperature, and decreasing the determined amount of heated air responsive to a higher ambient temperature; and

increasing the determined amount of heated air responsive to a greater fuel level, and decreasing the determined amount of heated air responsive to a lower fuel level.

9. The method of claim 7, wherein routing a determined amount of heated air through the passenger cabin to the fuel tank comprises the engine coolant temperature above a threshold coolant temperature;

wherein the threshold engine coolant temperature is adjusted based on the determined amount of heated air to be routed through the vehicle passenger cabin to the fuel tank; and

wherein the threshold coolant temperature is increased responsive to a greater determined amount of heated air, and decreased responsive to a lower determined amount of heated air.

10. The method of claim 7, further comprising:

circulating engine coolant to a heater core of the vehicle by activating an electric auxiliary pump;

directing heated air to the passenger cabin by activating a cabin blower to direct heated air emanating from the heater core to the vehicle passenger cabin;

fluidically coupling the passenger cabin to an air space in close proximity to the fuel tank via configuring a three-way ventilation valve in a first open conformation;

wherein routing heated air through a passenger cabin to a fuel tank comprises activating the electric auxiliary pump to circulate engine coolant to the heater core, activating the cabin blower to direct hot air emanating from the heater core to the passenger cabin;

wherein heated cabin air is routed to the fuel tank through the three-way ventilation valve configured in the first open conformation.

11. The method of claim 10, further comprising:

routing cabin air to atmosphere by configuring the three-way ventilation valve in a second open conformation, the second open conformation preventing routing cabin air to the fuel tank; and

wherein routing cabin air to atmosphere is a default condition, and wherein routing cabin air to the fuel tank is only enabled responsive to the monitored or inferred pressure increase below an expected threshold pressure level.

12. The method of claim 1, further comprising:

indicating a vehicle occupancy status; and

wherein routing engine heat through a passenger cabin to the fuel tank comprises an indication that the vehicle is not occupied.

13. A method comprising:

routing fuel vapors from a fuel tank in a vehicle fuel system to an evaporative emissions system which is coupled to atmosphere, the fuel tank supplying fuel to an engine which propels a vehicle; and

following a vehicle-off event;

in a first condition, sealing the fuel system and evaporative emissions system of the vehicle and monitoring a pressure increase in the fuel system and evaporative emissions system;

in a second condition, sealing the fuel system and evaporative emissions system, routing heated air through a vehicle passenger cabin to a fuel tank to increase pressure in the fuel system and evaporative emissions system, and monitoring a pressure increase in the fuel system and evaporative emission system;

wherein a pressure increase above an expected pressure threshold in both the first condition and the second condition indicates an absence of undesired evaporative emissions.

14. The method of claim 13, further comprising determining a heat rejection index, wherein the heat rejection index is based on an amount and/or timing of heat rejected by the engine for an engine run time duration prior to the vehicle-off event;

wherein the first condition comprises the heat rejection index above a threshold; and

wherein the second condition comprises the heat rejection index below the threshold.

15. The method of claim 14, wherein during the first condition, responsive to the pressure increase in the fuel system and evaporative emissions system below the expected pressure threshold:

maintaining the fuel system and evaporative emissions system sealed;

routing heated air through a vehicle passenger cabin to a fuel tank to increase the pressure in the fuel system and evaporative emissions system;

monitoring a second pressure increase in the fuel system and evaporative emission system; and

indicating an absence of undesired evaporative emissions responsive to the second pressure increase above the expected pressure threshold.

16. The method of claim 15, further comprising:

circulating hot engine coolant to a heater core of the vehicle by activating an electric auxiliary pump;

directing heated air to the vehicle passenger cabin by activating a cabin blower to direct heated air emanating from the heater core to the vehicle passenger cabin;

fluidically coupling the vehicle passenger cabin to an air space in close proximity to the fuel tank via configuring a three-way ventilation valve in a first open conformation;

wherein routing heated air through a vehicle passenger cabin to a fuel tank comprises activating the electric auxiliary pump to circulate engine coolant to the heater core, activating the cabin blower to direct hot air emanating from the heater core to the vehicle passenger cabin; and

wherein heated cabin air is routed to the fuel tank through the three-way ventilation valve configured in the first open conformation.

17. The method of claim 15, wherein during the first condition and the second condition, responsive to pressure in the fuel system and evaporative emissions system not reaching the threshold pressure level after routing heated air through a vehicle passenger cabin to a fuel tank to increase pressure in the fuel system and evaporative emissions system:

unsealing the fuel system and evaporative emissions system;

resealing the fuel system and evaporative emissions system responsive to an indication that pressure in the fuel system and evaporative emissions system has reached atmospheric pressure;

monitoring a vacuum build in the fuel system and evaporative emissions system as the fuel tank cools; and

indicating an absence of undesired evaporative emissions responsive to the vacuum build reaching a predetermined negative pressure threshold, or the presence of undesired evaporative emissions responsive to the vacuum build not reaching the predetermined negative pressure threshold.

18. A system for a vehicle powered by at least an internal combustion engine comprising:

a fuel tank configured within a fuel system;

a fuel vapor canister, configured within an evaporative emissions system, coupled to the fuel tank, further coupled to engine intake via a canister purge valve, and further coupled to atmosphere via a canister vent valve;

a fuel tank pressure transducer;

an electric auxiliary pump;

a heater core;

a cabin blower;

a vehicle passenger cabin;

a ventilation duct coupled to a three way ventilation valve, the three-way ventilation valve coupled to an air space surrounding the fuel tank in a first position, and coupled to atmosphere in a second position;

a controller storing instructions in non-transitory memory, that when executed, cause the controller to;

in a first condition, seal the fuel system and evaporative emissions system of the vehicle by commanding closed the canister vent valve and monitor a pressure increase in the fuel system and evaporative emissions system;

in a second condition, seal the fuel system and evaporative emissions system by commanding closed the canister vent valve, route heated air through a vehicle passenger cabin to a fuel tank to increase pressure in the fuel system and evaporative emissions system, and monitor a pressure increase in the fuel system and evaporative emission system;

wherein a pressure increase above an expected pressure threshold in both the first condition and the second condition indicates an absence of undesired evaporative emissions;

wherein both the first condition and the second condition comprise an engine-off event; and

wherein routing heated air through the vehicle passenger cabin to the fuel tank comprises activating the electric auxiliary pump to circulate engine coolant to the heater core, activating the cabin blower to direct hot air emanating from the heater core to the vehicle passenger cabin, and configuring the three-way ventilation valve configured in the first position such that heated air flows from the heater core to the fuel tank, via the vehicle passenger cabin.

19. The system of claim 18, wherein:

the first condition comprises an amount and/or timing of heat rejected by the engine during a previous drive cycle above a threshold;

the second condition comprises an amount and/or timing of heat rejected by the engine during a previous drive cycle below the threshold;

wherein the controller further stores instructions in non-transitory memory, that when executed, cause the controller to;

during the first condition, responsive to the pressure increase in the fuel system and evaporative emissions system below the expected pressure threshold;

maintain the fuel system and evaporative emissions system sealed;

route heated air through the vehicle passenger cabin to the fuel tank to increase pressure in the fuel system and evaporative emissions system;

monitor a second pressure increase in the fuel system and evaporative emission system; and

indicate an absence of undesired evaporative emissions responsive to the second pressure increase above the expected pressure threshold.

20. The system of claim 19, wherein the controller further stores instructions in non-transitory memory, that when executed, cause the controller to:

during the first condition and the second condition, responsive to pressure in the fuel system and evaporative emissions system not reaching the expected pressure threshold;

unseal the fuel system and evaporative emissions system;

reseal the fuel system and evaporative emissions system responsive to an indication that pressure in the fuel system and evaporative emissions system has reached atmospheric pressure;

monitor a vacuum build in the fuel system and evaporative emissions system as the fuel tank cools; and

indicate an absence of undesired evaporative emissions responsive to the vacuum build reaching a predetermined negative pressure threshold, or the presence of undesired evaporative emissions responsive to the vacuum build not reaching the predetermined negative pressure threshold.