Vehicle diagnostic tool—determining the efficiency of a catalytic converter

• US 8,165,789 B1
• Filed: 11/23/2009
• Issued: 04/24/2012
• Est. Priority Date: 06/08/2006
• Status: Active Grant

• Current Assignee: Bernie C. Thompson, Noal R. Pederson
• Original Assignee: Bernie C. Thompson, Noal R. Pederson
• Inventors: Thompson, Bernie C., Pederson, Noal R.
• Primary Examiner(s): Black, Thomas
• Assistant Examiner(s): Olsen, Lin B
• Application Number:
  US12/624,177
• Time in Patent Office: 883 Days
• Field of Search: None
• US Class Current: 701/114
• CPC Class Codes: G01M 15/04 Testing internal-combustion engines
• CPC Class Codes: G01M 15/05 by combined monitoring of two or more different engine parameters
• CPC Class Codes: G07C 5/0808 Diagnosing performance data testing of vehicles G01M17/00; testing of electrical installation on vehicles G01R31/005

Abstract

An analysis tool which extracts all the available parameter identifications (i.e. PIDS) from a vehicle'"'"'s power train control module for diagnostic decisions. This is done by checking these PIDS and other information (e.g., calculated PIDS, Break Points, charts and algorithms) in three states; key on engine off, key on engine cranking, key on engine running In all three modes the tool is comparing the live data from PIDS and voltage to the other information (e.g., Break Points). If any of this data are outside the programmed values a flag is assigned to the failure or control problem. The relationship between a particular PID and its associated preprogrammed value(s) may be indicated by a light. The depth of the problem (if any) is conveyed by the color of the light. Also included are tests/charts for fuel trim, engine volumetric efficiency, simulated injector, power, catalyst efficiency, and engine coolant range.

Claims

1. In a power plant including an engine, a powertrain control module, a catalytic converter, an O2 sensor before the catalytic converter, and an O2 sensor after the catalytic converter, a method of determining the efficiency of the catalytic converter with the aid of instrumentation including a microprocessor;

the microprocessor being programmed to extract parameter identification data (hereinafter “

PID data”

), including O2 sensor PID data, from the powertrain control module;

the microprocessor also being programmed with an algorithm which permits the determination of the efficiency of the catalytic converter;

the method including the steps of;

a.

b. acquiring from the powertrain control module for PID data from the O2 sensor before the catalytic converter;

c. acquiring from the powertrain control module for PID data from the O2 sensor after the catalytic converter; and

d. determining the efficiency of the catalytic converter with the algorithm and the PID data from the O2 sensors before and after the catalytic converter.

2. The method as set forth in claim 1, further including the step of programming the algorithm to divide possible catalytic efficiencies into a series of ranges.

3. The method as set forth in claim 2, further including the step of classifying catalytic converters with an efficiency of greater than or equal to A % as good, classifying catalytic converters with an efficiency between C % and B % as marginal, classifying catalytic converters with an efficiency between E % and D % as going bad, and classifying catalytic converters with an efficiency less than E % as bad.

4. The method as set forth in claim 3, further including assigning a value of 80 to A, assigning a value of 79 to B, assigning a value of 70 to C, assigning a value of 69 to D, and assigning a value of 60 to E.

5. The method as set forth in claim 3, wherein the instrumentation includes a screen display, and further including the step of displaying the results of the catalytic efficiency test on the screen, and color coding the results.

6. The method as set forth in claim 5, further including the step of assigning the color coding as follows:

green=good; and

red=bad.

7. The method as set forth in claim 6, further including the step of assigning one of yellow and orange to the marginal category, and assigning the other of yellow and orange to the category of going bad.

8. The method as set forth in claim 1, wherein the power plant includes an engine coolant temperature sensor, wherein the microprocessor is programmed to extract diagnostic trouble codes hereinafter “

DTCs”

), pending codes engine speed (hereinafter “

RMP”

) PID data and fuel trim PID data, and further including at least one of the steps of;

a. acquiring from the powertrain control module both DTCs and pending codes;

b. determining from O2 sensor PID data if the powertrain control module is in control of the engine'"'"'s fuel delivery system;

c. acquiring fuel trim PID data from the powertrain control module to determine if the fuel trim is in a certain range;

d. acquiring engine coolant temperature sensor data to determine if the engine coolant temperature is higher than a preselected value;

e. acquiring RPM PID data from the power train control module to determine if the engine speed (RPM) is above a preselected value;

or

f. checking the O2 sensor after the catalytic converter to insure that it is active.

9. The method as set forth in claim 8, further including testing the efficiency of the catalytic converter only if all of the following conditions are met:

the powertrain control module is in control of the fuel delivery system;

the fuel trim is between +/−

10%;

the engine coolant temperature is higher than the preselected value;

the engine speed is higher than the preselected value; and

the O2 sensor after the catalytic converter is active.