Crankcase integrity breach detection

• US 9,790,885 B2
• Filed: 06/23/2016
• Issued: 10/17/2017
• Est. Priority Date: 09/14/2012
• Status: Active Grant

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: Rollinger, John Eric, Jentz, Robert Roy, Pursifull, Ross Dykstra
• Primary Examiner(s): Vo, Hieu T
• Application Number:
  US15/191,304
• Publication Number:
  US 20160305357A1
• Time in Patent Office: 481 Days
• CPC Class Codes: F01M 1/18 Indicating or safety devices concerning lubricant level F01M11/06, F01M11/12
• CPC Class Codes: F01M 13/00 Crankcase ventilating or breathing
• CPC Class Codes: F01M 13/0011 Breather valves
• CPC Class Codes: F01M 13/04 having means for purifying air before leaving crankcase, e.g. removing oil
• CPC Class Codes: F01M 2013/0038 Layout of crankcase breathing systems
• CPC Class Codes: F01M 2013/0083 Crankcase pressure
• CPC Class Codes: F01M 2013/0088 Rotation speed
• CPC Class Codes: F01M 2013/0094 Engine load
• CPC Class Codes: F02D 41/0025 Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
• CPC Class Codes: F02D 41/062 for starting F02D41/061 takes precedence
• CPC Class Codes: F02D 41/22 Safety or indicating devices for abnormal conditions in air/fuel ratio feedback systems F02D41/1495, in electric control linkage F02D11/107, in purge control systems F02M25/0809
• CPC Class Codes: F02M 11/10 Register carburettors with rotatable throttling valves
• CPC Class Codes: F02M 35/10157 Supercharged engines
• CPC Class Codes: F02M 35/10222 Exhaust gas recirculation [EGR]; Positive crankcase ventilation [PCV]; Additional air admission, lubricant or fuel vapour admission
• CPC Class Codes: F02N 11/10 Safety devices F02N11/08 takes precedence
• CPC Class Codes: Y02T 10/12 Improving ICE efficiencies
• CPC Class Codes: Y02T 10/40 Engine management systems

Abstract

Methods and systems are provided for using a crankcase vent tube pressure or flow sensor for diagnosing a location and nature of crankcase system integrity breach. The same sensor can also be used for diagnosing air filter plugging and PCV valve degradation. Use of an existing sensor to diagnose multiple engine components provides cost reduction and sensor compaction benefits.

Claims

1. A method for an engine having a PCV valve and a crankcase vent tube with an inlet coupled to an air intake upstream of a compressor and an outlet coupled to the crankcase, comprising:

starting an engine from rest by cranking the engine with a starter motor;

differentiating via a controller between disconnection of the crankcase vent tube from degradation of the PCV valve based on characteristics of a transient dip in crankcase vent tube pressure, during engine cranking; and

in response to the differentiation, limiting an engine load of the engine via the controller.

2. The method of claim 1, wherein based on characteristics of a transient dip includes based on an amplitude of the transient dip, the method further comprising setting different diagnostic codes based on whether the crankcase vent tube is disconnected or the PCV valve is degraded.

3. The method of claim 2, wherein the indicating includes indicating crankcase ventilation system degradation based on the amplitude of the transient dip being smaller than a threshold amount, wherein the crankcase vent tube pressure is estimated by a pressure sensor located in the crankcase vent tube.

4. The method of claim 3, wherein the threshold amount is based on intake manifold vacuum during the engine cranking, the threshold amount increased as the expected flow through the PCV valve changes.

5. The method of claim 3, wherein crankcase vent tube pressure for identifying the amplitude of the transient dip is estimated by a pressure sensor in the crankcase vent tube.

6. The method of claim 5, further comprising, after an engine speed reaches a threshold speed, indicating crankcase ventilation system degradation based on a change in crankcase vent tube pressure relative to a change in manifold airflow through the engine.

7. The method of claim 6, wherein the indicating includes indicating that the crankcase vent tube is disconnected based on a decrease in crankcase vent tube pressure not being proportional to an increase in manifold airflow over a duration while the engine speed is at or above the threshold speed.

8. The method of claim 1, wherein during engine cranking includes before a first combustion event from rest, the method further comprising decreasing an opening of the PCV valve, wherein the opening of the PCV valve is decreased to a low flow position during the cranking.

9. The method of claim 8, wherein indicating crankcase ventilation system degradation includes indicating that a crankcase vent tube is disconnected.

10. The method of claim 9, wherein the outlet end of the crankcase vent tube is mechanically coupled to the engine crankcase via an oil separator, the method further comprising during the engine cranking, increasing intake throttle opening to raise an intake manifold vacuum to a threshold level.

11. The method of claim 9, wherein the characteristics of the transient dip include an amplitude of the transient dip, the method further comprising, in response to the amplitude of the transient dip being smaller than a threshold during cranking, indicating a crankcase system breach, wherein the threshold varies with manifold vacuum.

12. A method for an engine, comprising:

starting an engine from rest by cranking the engine with a starter motor;

decreasing opening of an electronically-controlled PCV valve coupled in a PCV line between a crankcase and an intake manifold at a location downstream of an intake throttle, wherein the opening of the PCV valve is commanded to a low flow position; and

indicating disconnection of a crankcase vent tube from an engine crankcase ventilation system based on a transient change in airflow through the crankcase vent tube during the engine cranking, and indicating degradation of the PCV valve based on deviations of an estimated air flow profile of a crankcase vent tube from an expected air flow profile of the crankcase vent tube, the expected profile based on engine speed and manifold vacuum settings, including indicating that the PCV valve is stuck in a high flow position if the estimated profile is greater than the expected profile, and indicating that the PCV valve is stuck in the low flow position if the estimated profile is smaller than the expected profile.

13. The method of claim 12, wherein the transient change in airflow is estimated by a flow sensor coupled in the crankcase vent tube.

14. The method of claim 13, wherein the flow sensor includes a venturi.

15. The method of claim 13, wherein the transient change in airflow is based on a transient dip in crankcase vent tube pressure estimated by a pressure sensor coupled in the crankcase vent tube.

16. The method of claim 15, wherein during engine cranking includes when manifold airflow is less than a threshold, the method further comprising, after the manifold airflow is at the threshold, indicating disconnection of the crankcase vent tube based on a rate of decrease in steady-state crankcase vent pressure relative to a rate of increase in steady-state manifold airflow while the engine is running above an idle speed.

17. The method of claim 16, wherein the indicating includes, indicating disconnection of the crankcase vent tube based on the rate of decrease in steady-state crankcase vent pressure not being proportional to the rate of increase in steady-state manifold airflow.

18. The method of claim 12, wherein an inlet of the crankcase vent tube is coupled to an air intake passage upstream of a compressor and an outlet of the crankcase vent tube outlet is coupled to the crankcase.

19. The method of claim 12, wherein the indicating is performed during engine cranking conditions when intake manifold vacuum is lower than a threshold.

20. The method of claim 12, further comprising setting a first diagnostic code to indicate that the PCV valve is stuck in the high flow position, setting a second, different diagnostic code to indicate that the PCV valve is stuck in the low flow position, and limiting an engine speed in response to the indication of PCV valve degradation.