Diagnostic strategy for a fuel vapor control system

• US 8,439,017 B2
• Filed: 10/06/2009
• Issued: 05/14/2013
• Est. Priority Date: 10/06/2009
• Status: Active Grant

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: Peters, Mark, Macke, Eric A., Kragh, Christopher, Jentz, Robert Roy
• Primary Examiner(s): Kwon, John T.
• Assistant Examiner(s): HOANG, JOHNNY H
• Application Number:
  US12/574,538
• Publication Number:
  US 20110079201A1
• Time in Patent Office: 1,316 Days
• Field of Search: 123/198.D, 123/516, 123518-521, 123434-435, 731/143.9
• US Class Current: 123/520
• CPC Class Codes: F02M 25/0818 having means for pressurising the evaporative emission space

Abstract

A method for operating a fuel vapor control system included in a vehicle having an internal combustion engine is provided. The method may include storing positive pressure or negative pressure in an isolated fuel tank, transferring at least a portion of the positive pressure or the negative pressure to an evaporation canister region, and determining degradation of the evaporation canister based on a pressure response of the evaporation canister region while the evaporation canister region is isolated from the fuel tank. In this way, it is possible to utilize pressure that may be passively generated in one portion of the system, even during shut-down engine operation, to verify the integrity of another portion of the system.

Claims

1. A method for operating a fuel vapor control system-in a vehicle having an engine, comprising:

storing positive or negative pressure in a fuel tank while isolated from an evaporation canister region;

transferring at least a portion of the stored pressure to the canister region; and

indicating degradation of the evaporation canister region based on a response of the transferred pressure in the canister region while the canister region is isolated from the fuel tank.

2. The method of claim 1, wherein transferring at least a portion of the positive pressure or the negative pressure to the evaporation canister region includes providing fluidic communication between the fuel tank and the evaporation canister region.

3. The method of claim 2, wherein the fluidic communication is provided in response to a time rate of change of the pressure in the fuel tank or evaporation canister region reaching a threshold value.

4. The method of claim 1, further comprising, preceding storing positive pressure or negative pressure in an isolated fuel tank, generating a positive pressure or a negative pressure in the fuel tank via ambient temperature fluctuations.

5. The method of claim 1, wherein storing positive or negative pressure and transferring at least a portion of the stored pressure are implemented while the vehicle operates in a mode in which motive power is provided to the vehicle via an energy conversion device.

6. The method of claim 1, further comprising, subsequent to determining degradation of the evaporation canister region, implementing a default action in response to the degradation determination, the default action including at least one of activating a malfunction indicator on an instrument panel and implementing mitigating actions.

7. The method of claim 6, wherein the mitigating actions include increasing a frequency of canister purging events and/or increasing frequency and/or duration of engine operation.

8. A method for operating a fuel vapor control system included in a vehicle having an internal combustion engine, the method comprising:

fluidically isolating a fuel tank from the atmosphere and external components;

if a pressure differential between a fuel tank pressure and an atmospheric pressure is greater than a first threshold value, providing fluidic communication between an evaporation canister region and the fuel tank;

fluidically isolating the evaporation canister region from the atmosphere and external components after providing the fluidic communication; and

if a time rate of change of a pressure within the isolated evaporation canister region exceeds a second threshold value, implementing an evaporation canister default mode; and

maintaining the internal combustion engine in a shut-down mode and providing motive power to the vehicle via an energy conversion device while fluidically isolating the fuel tank and while providing fluidic communication between the evaporation canister region and the fuel tank.

9. The method of claim 8, wherein the pressure differential between the fuel tank and the atmospheric pressure is generated via external temperature fluctuations.

10. The method of claim 8, wherein fluidic isolation of the evaporation canister region is implemented in response to the pressure in the evaporation canister region reaching a threshold value.

11. The method of claim 8, further comprising subsequent to fluidically isolating the fuel tank when the pressure differential between the fuel tank pressure and the atmospheric pressure is not greater than a third threshold value, if a time rate of change of a pressure within the isolated fuel tank exceeds a fourth threshold value, implementing a fuel tank default mode.

12. The method of claim 8, wherein implementing the evaporation canister default mode includes at least one of activating a malfunction indicator and implementing mitigating actions.

13. The method of claim 8, wherein the pressure differential includes an absolute value of both positive and negative pressures.

14. A fuel vapor control system for a vehicle including an internal combustion engine, the system comprising:

an atmospheric pressure sensor electronically coupled to a controller;

a fuel tank including a fuel tank pressure sensor electronically coupled to the controller;

an evaporation canister fluidly coupled to the fuel tank, the internal combustion engine, and a surrounding atmosphere;

a pressure sensor coupled within an evaporation canister region and electronically coupled to the controller;

a control system including the controller having code executable via a processor to;

fluidically isolate the fuel tank from the surrounding atmosphere and external components;

provide fluidic communication between the fuel tank and the evaporation canister region when a pressure differential between the fuel tank and the surrounding atmosphere exceeds a first threshold value after the fuel tank is fluidically isolated;

fluidically isolate the evaporation canister region from the surrounding atmosphere and external components after fluidic communication is provided between the fuel tank and the evaporation canister region; and

implement a default mode when a time rate of change of a pressure exceeds a second threshold value and/or a pressure differential within the evaporation canister region exceeds a third threshold value.

15. The system of claim 14, wherein the evaporation canister region is fluidically isolated after an evaporation canister pressure has reached a fourth threshold value.

16. The system of claim 14, further comprising an energy conversion device, wherein the internal combustion engine is maintained in a shut-down mode and motive power is provided to the energy conversion device while the fuel tank is fluidically isolated and fluidic communication is provided between the fuel tank and the evaporation canister region.

17. The system of claim 14, further comprising a fuel tank isolation valve fluidly coupled to the fuel tank and the evaporation canister, wherein fluidically isolating the fuel tank includes closing the fuel tank isolation valve.

18. The system of claim 17, further comprising a canister vent valve fluidly coupled to the evaporation canister and the atmosphere and a canister purge valve fluidly coupled to the evaporation canister and the engine, wherein allowing fluidic communication between the fuel tank and the evaporation canister region includes opening the fuel tank isolation valve and fluidically isolating the evaporation canister region includes closing the canister vent valve and the canister purge valve.