• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a method for determining the degree of clogging of a fuel filter in a fuel system (4) for an internal combustion engine (2), which fuel system (4) comprises a first fuel tank (20), a second fuel tank (22), a first fuel line. (36) arranged in connection with the first fuel tank (20) and the second fuel tank (22), a second fuel line (40) arranged in connection with the first fuel tank (20), a first fuel filter (12) and a second fuel filter (30), a first feed pump (26) arranged to feed fuel from the first fuel tank (20) through the second fuel line (40) via the first fuel filter (12) and on to the internal combustion engine (2) and a second feed pump (28). ) arranged to feed fuel from the second fuel tank (22) to the first fuel tank (20) via the second fuel filter (30). The method comprises the steps of, for the first fuel filter (12) or the second fuel filter (30): determining a maximum value (Vlimit) for the maximum amount of fuel that can flow through the fuel filter (12, 30), determining an accumulated value ( Thank you) for the amount of fuel which has flowed through the fuel filter (12, 30), and to determine the degree of clogging of the fuel filter (C), based on the accumulated value (Vack) and the green value (Viimit). The invention also relates to a fuel system (4), an internal combustion engine (2) comprising said fuel system (4) and a vehicle comprising said fuel system (4). (Fig. 2)
    公开号:SE1450663A1
    申请号:SE1450663
    申请日:2014-06-02
    公开日:2015-12-03
    发明作者:Kim Kylström
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    BACKGROUND OF THE INVENTION AND PRIOR ART The present invention relates to a method for determining the degree of clogging of a fuel filter in a fuel system for an internal combustion engine according to claim 1.
    The invention also relates to a fuel system according to claim 11, an internal combustion engine with such a fuel system according to claim 15 and a vehicle with such a fuel system according to claim 16.
    An internal combustion engine, such as a piston engine, which is powered by diesel or petrol, is provided with a fuel system for transporting the fuel from one or more fuel tanks to the injection engine of the internal combustion engine. The fuel system comprises one or more fuel pumps / feed pumps, which can be mechanically driven by the internal combustion engine or driven by an electric motor. The fuel pumps create a fuel flow and pressure to transport the fuel to an accumulator which can be in the form of a so-called common rail and further to the internal combustion engine's injection system, which tiff & the fuel to the internal combustion engine's combustion chamber. Common rail can be excluded and the fuel system may instead comprise another form of injection system, for example piezo or unit injection systems.
    Fuel systems also include fuel filters for filtering the fuel before it reaches the internal combustion engine injection system. The internal combustion engine and its injection system are susceptible to contamination and can be adversely affected if the fuel is too polluted. Contamination can refer to solid particles, gas or liquid. Even if the fuel only involves a small amount of contamination, the consequence may be that the internal combustion engine cannot be driven by the industry. Fuel systems therefore include fuel filters, which both filter out particles and separate water, which occurs in the industry. 2 A fuel filter can, after some respiration, be clogged by the filtered-out particles. The clogging takes place mainly linearly up to a certain garden depth, after which the spruce value clogging takes place exponentially. After the clogging night has increased the spruce value increases, the clogging rate is sold quickly and in the end the fuel filter is so clogged that the fuel can probably no longer flow through the fuel filter. This prevents the flow of fuel to the internal combustion engine, which can have serious consequences. It is therefore advisable to replace the fuel filter before it is completely clogged with particles.
    Today, the replacement intervals for the fuel filter are often determined based on the application / any breathing area of the vehicle, including the al-wands fuel filter and the vehicle's crossover. With such a generalized estimate of the industry filter's degree of clogging, the fuel filter is not utilized optimally. There is also a risk that the fuel filter will become completely clogged due to certain circumstances before the predetermined icing pressure is reached. In order to ensure that the fuel filter is not completely clogged, the fuel filter is therefore replaced too often rather than infrequently, which is both time-consuming and costly.
    Document JP 2009257103 discloses a method for estimating the degree of clogging of a main fuel filter based on a combination of the pressure difference across the fuel filter and an estimated amount of fuel that has passed the fuel filter. The amount of fuel that has passed the fuel filter is estimated based on the load of the internal combustion engine. The procedure described in JP 2009257103 thus only provides an estimate of the degree of clogging and is only applicable to the main fuel filter, which is arranged at the internal combustion engine, not any other fuel filters that may be included in the fuel system.
    Despite known solutions in the field, there is thus a need to further develop a method for determining the degree of clogging of all fuel filters in a fuel system, in a way that means that the industry filters are utilized optimally. Furthermore, there is a need to further develop a procedure for determining the degree of clogging of fuel filters, so that replacement of fuel filters can be carried out in a safe and preventive manner. SUMMARY OF THE INVENTION The object of the present invention is to provide a method for determining the degree of clogging of a fuel filter in a fuel system, which entails that the fuel filter is used in an optimal way and which means that unnecessary filter changes are avoided.
    Another object of the invention is to provide a method for determining the degree of clogging of a fuel filter in a fuel system which is applicable to all fuel filters in a fuel system.
    A further object of the invention is to provide a method for determining the degree of clogging of a fuel filter in a fuel system in a preventive manner, so that the risk of the fuel filter becoming completely clogged is minimized. Another object of the invention is to provide a method for determining the degree of clogging of a fuel filter in a fuel system which entails that replacement of the fuel filter is effected in a time and cost efficient manner.
    Another object of the invention is to provide a fuel system for an internal combustion engine in which all fuel filters are utilized in an optimal manner.
    These objects are achieved by a method for determining the degree of clogging of a fuel filter in a fuel system of the type mentioned in the introduction, which is characterized by the features stated in the characterizing part of claim 1.
    These objects are also achieved with an fuel system according to the pitched part of claim 11, an internal combustion engine with such a fuel system according to the pitched part of claim 15, a vehicle with such a fuel system according to the pitched part of claim 14, a computer program according to claim 17 and a computer program product according to claim 17. According to one aspect of the present invention, there is provided a method of determining the degree of clogging of a fuel filter in a fuel system for an internal combustion engine, the fuel system comprising a first fuel tank, a second fuel tank, a first fuel line arranged in conjunction with the second fuel tank and the second fuel tank. , a second fuel line arranged in connection with the first fuel tank, a first fuel filter and a second fuel filter, a first feed pump arranged to feed fuel from the first fuel tank through the second fuel line via the first fuel filter and we to the internal combustion engine and a second feed pump arranged to supply fuel from the second fuel tank to the first fuel tank via the second fuel filter. The method typically includes the steps of determining for the first fuel filter or the second fuel filter a threshold value for the maximum amount of fuel that may flow through the fuel filter, determining an accumulated value of the amount of fuel that has flowed through the fuel filter and the fuel filter.
    In this way, a method is provided for determining the degree of clogging of a fuel filter in a fuel system, which means that the fuel filter is used in an optimal way and which means that unnecessary filter changes are avoided.
    Preferably, the process of the present invention is carried out both for the first fuel filter and for the second fuel filter.
    Degree of clogging refers to the extent to which the fuel filter is clogged and thus to what extent the fuel filter needs to be replaced. A fuel filter with a 100% degree of clogging is thus essentially completely clogged and prevents the flow of fuel. The limit value for the maximum amount of fuel that can flow through the fuel filter simply corresponds to the amount of fuel that can flow through the fuel filter before a degree of clogging of 100% is reached. The degree of clogging is usually determined by the ratio between the accumulated value and the amount of fuel that has flowed through the fuel filter and the spruce value. For example, in the case where the accumulated value amounts to Millen of the spruce value, it corresponds to a degree of clogging of 50%. The fuel filter is usually replaced when it has a degree of clogging which is lower than 100%, preferably between 75-95%.
    The limit value for the maximum amount of fuel, which is allowed to flow through the fuel filter, is determined based on the particle content of the fuel in the fuel system. The particle content is normally stated in units of weight particles per unit volume, for example milligrams per liter. A stone-heavy industry with a low particle content can thus flow through an industry filter, without the industry filter being clogged and impeding the flow of industry, to an industry with a high particle content.
    According to one aspect of the invention, the particle content of the industry is determined adaptively. Different industries have different degrees of contamination and thus particle content. Biodiesel, for example, has a different particle content than diesel. The particle content can also differ between the industries in different countries. Thus, the clogging of the fuel filter may vary depending on the country in which the vehicle including the fuel filter is in operation. By adaptively determining the particle content, a more correct and adapted spruce value is obtained for the many industries that are allowed to flow through the industry filter, and the industry filter is not replaced clumsily but is utilized in an optimal way. The particle content is suitably determined adaptively based on the geographical position of the vehicle. This can be done, for example, by determining the geographical position of the vehicle by means of a GPS or similar positioning determining means and then, with stored data on particle contents in different areas, determining the particle content of the relevant geographical position. When the vehicle thus changes geographical position, the particle content is adjusted accordingly. Pa s5. In this way, the branch value is adjusted for the maximum amount of industry, which can flow through the industry filter and the risk of the industry filter becoming completely clogged is minimized.
    Alternatively, the particle content of the industry can be determined automatically by means of sensor means, for example sensor means for detecting industry quality. The sensor means can suitably be arranged in the fuel tank.
    Alternatively, the particle content of the industry is entered manually in a control unit connected to the industry system as a manual parameter installation. In other conditions, such as when switching to another industry type or industry with a different degree of contamination, the parameter installation can be changed manually. According to one aspect of the invention, the ground value for the maximum amount of fuel that is allowed to flow through the fuel filter is determined based on the fuel filter capacity in terms of particulate matter. Industry filters exhibit different properties regarding, for example, fine mesh and thus how large or small particles can be filtered out by means of the industry filter.
    Depending on the properties of the fuel filter, it has a certain capacity regarding the amount of particles that can flow through the fuel filter before 100% clogging is achieved. Since the capacity of the fuel filter with respect to many particles is known, and the particle content of the fuel in the fuel system is known, the amount of fuel which can flow through the fuel filter before 100% clogging can be determined. In this way, the limit value for the amount of fuel that flows through the fuel filter is determined. This results in a ground value that is specific to the particular fuel filter and the current fuel, which results in an accurate and more accurate estimate of the fuel filter's degree of clogging with prior art. With a more accurate estimate of the degree of clogging, a Ware decision basis is obtained to decide whether to change the industry filter. In this way, the risk of the fuel filter clogging completely is minimized and thus it is ensured that filtered fuel reaches the internal combustion engine.
    According to one aspect of the invention, the accumulated value of the amount of fuel that has flowed through the fuel filter is determined based on the speed and operating time (displacement) of the feed pump fed through the fuel filter. The first feed pump feeds fuel through the first fuel filter and thus typically determines the accumulated value of the amount of fuel that has flowed through the first fuel filter based on the speed of the first feed pump and the time the first feed pump has been running. The second feed pump feeds fuel through the second fuel filter and thus determines the accumulated level of the amount of fuel that has flowed through the second fuel filter based on the speed of the second feed pump and the time the second feed pump has been in operation.
    Depending on the characteristics of the feed pump, a varying amount of fuel is supplied, which is fed by means of the feed pump and armed through the fuel filter. By determining the speed (vary per unit time) of the feed pump and the time it has been in operation, the number of variables can be calculated and thus the amount of fuel that has flowed through the fuel filter is obtained. In the case where the feed pump is a variable speed variable pump, the accumulated value of the plurality of fuel that has flowed through the industry filter is determined by continuously feeding the feed pump speed and multiplying the different speeds by the operating time for each speed, after which the number varies. In case the feed pump has a constant speed, the speed is stored in a control unit and the accumulated value of the amount of fuel that has flowed through the industry filter is determined by determining the feed pump's operating time and multiplying by the stored value of the speed.
    The first feed pump is suitably a main feed pump and may be an electrically driven pump, whereby a first electric machine may be connected to the first feed pump. The second feed pump is suitably a transfer pump and may be an electrically driven pump, whereby a second electric machine may be connected to the second feed pump. The speed of the first feed pump is suitably determined by feeding the voltage or current consumption of the first electric machine (and thus the first feed pump). The speed of the second feed pump is suitably determined by feeding the voltage or current consumption of the second electric machine (and thus the second feed pump).
    By determining the actual accumulated amount of fuel that has flowed through the fuel filter based on parameters regarding the feed pump for each fuel filter, a procedure is provided for determining the degree of clogging of a fuel filter, which is applicable to all fuel filters in the fuel system. This is particularly advantageous compared to prior art where only the amount of fuel that has flowed through the main fuel filter is taken into account, which amount is estimated based on the load of the internal combustion engine. Under certain conditions, for example when the fuel in the first fuel tank is too hot, the second feed pump according to the present invention may overfill the first fuel tank with fuel from the second fuel tank to cool the fuel in the first fuel tank. Thus, a large amount of fuel is fed through the second industry filter and through the first industry filter. The degree of clogging of the second industry filter and the degree of clogging of the first industry filter can thus differ, which can be identified by the method according to the present invention. This ensures that the correct degree of clogging is determined for all fuel filters in a fuel system, so that all fuel filters can be utilized optimally and replaced with power. The accumulated value of the amount of fuel that has flowed through the fuel filter is usually determined continuously. Preferably, the degree of clogging of the fuel filter is determined continuously. In this way, information regarding the fuel filter's status / degree of clogging and thus the remaining service life can be obtained continuously and the fuel filter can be replaced for preventive purposes, and the risk of the fuel filter becoming completely clogged is minimized.
    The accumulated value of the amount of fuel that has flowed through the fuel filter can alternatively be determined each time the internal combustion engine is switched off, when the internal combustion engine is started or at a predetermined time interval. The degree of clogging of the fuel filter can be determined when the internal combustion engine is switched off, when the internal combustion engine is started or at a predetermined time interval.
    According to one aspect of the invention, the method further comprises the step of passing the degree of clogging of the fuel filter to a workshop or service stall. The filling rate can be forwarded to the workshop / service stable continuously or at a pre-determined time. Typically, the degree of clogging is transmitted by wirelessly transmitting a signal comprising the degree of clogging to the workshop. In this way, the workshop is always informed about the status of the fuel filter and can decide when it is advisable to replace the fuel filter. Thus, the workshop can be informed about the degree of clogging of the fuel filter even when the vehicle is not in place in the workshop. Alternatively, the degree of clogging is transmitted by connecting a diagnostic tool to the vehicle at the workshop, whereby the degree of clogging is presented on the diagnostic tool. This provides a method for determining the degree of clogging of an industry filter in an industry system, which means that the replacement of a fuel filter is accomplished in a time and cost-effective manner. 9 The remaining life of the fuel filter is determined based on the determined degree of clogging. Furthermore, the life of the industry filter can be passed on to a workshop or service stable, so that it can be decided when it is appropriate to replace the industry filter.
    According to one aspect of the invention, it is judged when it is appropriate to replace the fuel filter, based on the degree of clogging and / or the remaining life of the fuel filter. Preferably, the workshop / service stable assesses when it is appropriate to replace the industry filter. It is appropriate to assess whether it is appropriate to replace the industry filter also based on how far it is to the next service case. For example, it may be appropriate to replace the fuel filter when the degree of clogging is 50%, if the vehicle Judd is in the workshop and it is judged that the degree of clogging has time to become too high before the next service event occurs. In cases where the vehicle is not in place in the workshop and the information is transmitted wirelessly, and it is judged that it is appropriate to replace the fuel filter, the workshop can warn the driver in the vehicle. Alternatively, a yarn is automatically generated in the vehicle when the degree of clogging exceeds a predetermined value, for example 80%. In this way, the driver is informed that it is time to visit a workshop and replace the industry filter.
    The first fuel filter is preferably a main fuel filter and the second fuel filter is preferably a pre-filter.
    According to one aspect of the present invention there is provided a fuel system for an internal combustion engine, the fuel system comprising a first fuel tank, a second fuel tank, a first fuel line arranged in connection with the first fuel tank and the second fuel tank, a second fuel line arranged in connection with the first the fuel tank, a first fuel filter and a second fuel filter, a first feed pump arranged to feed fuel from the first fuel tank through the second fuel line via the first fuel filter and on to the internal combustion engine and a second feed pump arranged to feed fuel from the second fuel tank to the first fuel tank the second industry filter. The fuel system further comprises a control unit, arranged to determine the degree of clogging of the first fuel filter or the second fuel filter, based on an accumulated value determined by the control unit on the amount of fuel that has flowed through another industry filter and a control value determined by the control unit on maximum amount of fuel. nananda industry filter.
    The control unit is preferably arranged in connection with the first feed pump and the second feed pump. In this way, the control unit can obtain information about the respective feed pump. The control unit can be constituted by a logic of the internal combustion engine control unit, alternatively the control unit can constitute a separate control unit, which is connected to the internal combustion engine control unit.
    Accordingly, the control unit is arranged to determine the sphere value of the maximum amount of industry which is allowed to flow through the industry filter based on the particle content of the industry in the industry system and the industry filter's capacity regarding particle quantity. The particle content can be determined automatically or entered manually and stored in the control unit, alternatively the control unit can obtain information from, for example, a GPS and adaptively determine the particle content based on the geographical position of the vehicle.
    The control unit is arranged to determine the accumulated value of the amount of fuel that has flowed through the industry filter based on the speed and operating time of the feed pump fed through the industry filter. The control unit, which is arranged in connection with the feed pumps, continuously collects data regarding, for example, the operating time of the feed pumps, how long they are active, its voltage or current consumption, which data is used to determine the accumulated value of the amount of fuel flowed through each industry filter.
    The first fuel tank is designed so that it holds a smaller volume than the second fuel tank. This design allows for a less bulky first fuel tank, which is easier to arrange in a space-efficient chassis. In this way, a non-bulky industry system is achieved. Preferably, the first fuel tank holds 20-50 liters and the second fuel tank 300 - 1000 liters. A third fuel tank may be arranged adjacent to the second fuel tank. 11 Lamply, the first feed pump is arranged at the first fuel tank. this salt protects the first feed pump from the environment and causes a natural cooling of the fuel in the first fuel tank. Alternatively, the second feed pump and the first fuel filter are also arranged inside the first fuel tank.
    An industry return line is conveniently arranged in connection with the first industry tank and the industry system's high pressure system. Pressurized hot fuel can then be returned to the first fuel tank instead of being transported to the combustion engine's combustion chamber. The hot industry can thus heat cold industry in the industry tank and thus reduce the risk of paraffining of industry during operation. However, the hot returned fuel can cause the fuel in the first fuel tank to become too hot, whereby fuel from the second fuel tank can be fed with the second feed pump to the first fuel tank to cool the fuel in the first fuel tank.
    A flood line is arranged in connection with the first fuel tank and the second fuel tank. When the first fuel tank is overfilled, fuel is led from the first fuel tank via the flood line back to the second fuel tank. Lamply, the overflow line is arranged in connection with the upper side of the first fuel tank and the upper side of the second fuel tank. Alternatively, the overflow line can be arranged in connection with the bottom of the first fuel tank and the second fuel tank.
    According to one aspect of the present invention, there is provided a computer program for determining the degree of clogging of an industry filter, said computer program comprising program code for causing the controller or another computer connected to the controller to perform the method steps of the present invention.
    Furthermore, a computer program product is provided comprising a program code stored on a computer readable medium for performing the method steps of the present invention, when said program code is crossed on the control unit or another computer connected to the control unit. Said program code may be non-volatile stored on said computer readable medium. Further advantages of the invention will become apparent from the following detailed description.
    BRIEF DESCRIPTION OF THE DRAWINGS In the following, by way of example, preferred embodiments of the invention are described with reference to the accompanying drawings, in which: Fig. 1 shows a schematic side view of a vehicle comprising a branch system according to the present invention; Fig. 2 shows a wiring diagram of a fuel system according to the present invention, and Fig. 3 shows a flow chart of the process for determining the degree of clogging of a fuel filter according to the present invention.
    DETAILED DESCRIPTION OF AN EMBODIMENT OF THE INVENTION Fig. 1 shows a schematic side view of a vehicle 1, which vehicle comprises a fuel system 4 for an internal combustion engine 2 according to the present invention. The internal combustion engine 2 is connected to a gearbox 6, which is connected to the drive wheel 8 of the vehicle 1 via a transmission. The vehicle also includes a chassis 10.
    Fig. 2 shows a wiring diagram of a fuel system 4 for an internal combustion engine 2 according to the present invention. The fuel system 4 comprises several components, of which a first fuel filter 12, a high-pressure pump 14, an accumulator in the form of a so-called common rail 16 and an injection system 18 schematically shown in the form of a fuel injector are arranged at the internal combustion engine 2 (the internal combustion engine 2 is shown in fig. 1). Alternatively, common rail 16 can be replaced by another form of injection system 18, for example piezo or unit injection systems. The high pressure pump 14, common rail 16 and the injection system 18 form components of the high pressure system 19 of the fuel system 4. The fuel system 4 also comprises a first fuel tank 20, a second fuel tank 22, a first feed pump 26, a second feed pump 28 and a second fuel filter 30. These components may be arranged at the chassis 10 of the vehicle (chassis 10 is shown in Fig. 1). The first fuel filter 12 is arranged downstream of the first feed pump 26 and upstream of the high pressure pump 14 in the fuel system 4. Furthermore, the fuel system 4 comprises a fuel return line 13, through which pressurized hot fuel is returned from the fuel system 4 high pressure system 19 back to the first fuel tank 20.
    The two fuel tanks 20, 22 are in their respective upper parts connected to a ventilation line 50 which communicates with the surroundings. The ventilation line 50 states that the pressure in the respective tank 20, 22 is and remains essentially the same and equal to the ambient air pressure regardless of how much fuel is in the respective tank.
    The first fuel tank 20 is designed to hold a smaller volume than the second fuel tank 22, which second fuel tank 22 corresponds to a main fuel tank. The second feed pump 28 is according to Fig. 2 arranged between the first fuel tank 20 and the second fuel tank 22. The first feed pump 26 is driven by a first electric motor M1 and is arranged inside the first fuel tank 20 and is thus protected from the environment and cooled by the industry. The second feed pump 28 is driven by a second electric motor M2 and has as its main task to supply fuel from the second fuel tank 22 to the first fuel tank 20 via a first fuel line 36. Between the first fuel tank 20 and the second fuel tank 22 is a flood line 38. arranged, so that fuel can be transported over from the first fuel tank to the second fuel tank 22 if the first fuel tank 20 becomes overfilled. The main task of the first feed pump 26 is to feed the fuel from the first fuel tank 20 via a second fuel line 40 through the first fuel filter 12 and on to the high pressure system 19. With high pressure the fuel is then fed to the common rail 16 and further to the internal combustion engine 2 injection system 18. 14 A control unit 42 is arranged in connection with the first feed pump 26 and the second feed pump 28. The control unit 42 may be a computer with software suitable for the purpose. Another computer 44 may be connected to the control unit 42. The control unit 42 is arranged to determine a spruce value Vhnut on the maximum amount of fuel which may flow through the first and second industry filters 12, 30. Furthermore, the control unit 42 is arranged to determine an actual accumulated value Va. & on the amount of industry that has flowed through the respective industry filters 12, 30 and determine the degree of clogging C of the first and the second industry filters 12, 30, respectively, based on the branch value Vilma and the accumulated value Vack. Based on the degree of clogging C, a decision can then be made as to whether the first and / or second industry filter 12, 30 needs to be replaced. With the aid of the control unit 42, the power consumption or the power output / voltage of the driving electric motor M1 of the first feed pump 26 can be determined. With the power consumption and / or the power outlet, the control unit 42 can determine the speed of the first feed pump 26. Correspondingly, the control unit can determine the variable of the second feed pump 28. Respective feed pumps 26, 28 speeds can be used by the control unit 42 to determine the accumulated value Va. & On the amount of fuel that has flowed through the respective fuel filters 12, 30.
    The second fuel filter 30 is disposed downstream of the second feed pump 28 and is preferably a fine mesh, water separating filter. In the second fuel tank 22, upstream of the second feed pump 28, a coarse mesh screen 46 is arranged, through which the second feed pump 28 sucks fuel. The coarse mesh screen 46 filters out particles over a predetermined size. The second feed pump 28 then pressurizes the fuel and feeds it through the second fuel filter 30, via the first fuel line 36, on to the first fuel tank 20. The fuel in the first fuel tank has thus passed both a coarse mesh screen 46 and a fine mesh pre-filter. 30, which means that the first feed pump 26, which is arranged in the first fuel tank 20, is protected against contamination.
    In the first fuel tank 20, a first level sensor 48 is provided to identify the fuel level in the first fuel tank 20. When the fuel level determined by the level sensor 48 in the first fuel tank 20 is below a predetermined level equivalent, the second feed pump 28 is controlled to feed fuel from the second fuel tank 22. to the first fuel tank 20. A second level sensor 52 is provided in the second fuel tank 22 to identify the fuel level in the second fuel tank 22. The first level sensor 46 and the second level sensor 48 are connected to the control unit 42.
    Fig. 3a shows a flow chart of a method for determining the degree of clogging of a fuel filter 12, 30 in a fuel system 4 for an internal combustion engine 2 according to the present invention. The fuel system 4 is suitably designed as described in Fig. 2 and comprises a first fuel tank 20, a second fuel tank 22, a first fuel line flap 36 arranged in connection with the first fuel tank 20 and the second fuel tank 22, a second fuel line 40. arranged in connection with the first fuel tank 20, a first fuel filter 12 and a second fuel filter 30, a first feed pump 26 arranged to supply fuel from the first fuel tank 20 through the second fuel line 40 via the first fuel filter 12 and further to the internal combustion engine 2 and a second feed pump 28 arranged to supply fuel from the second fuel tank 22 to the first fuel tank 20 via the second fuel filter 30. The method comprises the steps of for the first fuel filter 12 or the second fuel filter 30: a) determining a spruce value Viimit for maximum amount of fuel the fuel filter 12, 30, b) determine an accumulated value Va. & on the amount of fuel e which has flowed through the fuel filter 12, 30, and c) determine the degree of clogging of the fuel filter 12, 30, based on the accumulated value Vita and the spruce value. The spruce value value Viimit is usually determined for maximum amount of fuel, which can flow through the fuel filter part of the fuel in the fuel system 4. The particle content of the fuel can be determined adaptively based on the geographical position of the vehicle 1. For example, this can be done by determining the geographical position of the vehicle 1 by means of a GPS or the like and then from the stored data Over particle levels in different areas of the control unit 42 determining the particle content for the current geographical position. In this way, the limit value Vlimit is adapted for the maximum amount of fuel, which is allowed to flow through the fuel filter 12, 30 and the decision to replace the fuel filter 12, 16 can be made on good grounds, thereby minimizing the risk of the fuel filter 12, 30 becoming clogged.
    Alternatively, the particulate content of the fuel is entered manually into the control unit 42 connected to the fuel system 4 as a manual parameter installation. In other conditions, such as changing to another fuel type or fuel with a different degree of contamination, the parameter installation can be changed manually.
    Alternatively, the particulate content of the fuel can be calculated automatically in the control unit 42 connected to the fuel system 4 based on signals from sensor means for detecting the fuel quality. The sensor means may, for example, be arranged in the fuel tank 22.
    The limit value Vliniit is determined for the maximum amount of fuel, which is allowed to flow through the fuel filter 12, 30 based on the fuel filter 12, 30 capacity with respect to the particle amount. Since the capacity of the fuel filter 12, 30 with respect to many particles is known, and the particle content of the fuel in the fuel system 4 is known, the amount of fuel which can flow through the fuel filter 12, for 100% clogging, can be determined. This sets the Viimit limit value for the amount of fuel that can flow through the industry filter 12, 30. This results in a Vlimit limit value that is specific to the current fuel filter 12, 30 and the current fuel, which results in an accurate and more accurate estimate of the fuel filter 12, 30 degree of clogging C compared with prior art. With a more accurate estimate of the degree of clogging C, a better decision basis is obtained to decide whether the replacement of the fuel filter 12, 30 should be carried out.
    Preferably, the accumulated value is determined. Thanks to the amount of fuel which has flowed through the fuel filter 12, 30 based on the speed and operating time (displacement) of the feed pump 26 fed through the respective fuel filter 12, 30. 28. Depending on the characteristics of the feed pump 26, 28, a certain amount of fuel which is fed by means of the feed pump 26, 28 and then flows through the fuel filter 12, 30.
    By determining the speed (vary per unit time) of the feed pump 26, 28 and the time it has been in operation, the number of variables can be calculated and clamed to obtain the amount of fuel that has flowed through the fuel filter 12, 30. The feed pump 26, 28 can be a 17 variable speed variable pump, the accumulated value Thanks to the amount of fuel flowing through the fuel filter 12, 30 being determined by continuously feeding. the speed of the feed pump 26, 28 and multiply the different speeds by the operating time of each speed, after which the number varies. In case the feed pump 26, 28 has a constant speed, the speed is stored at the control unit 42 and the accumulated value V of the amount of fuel that has flowed through the fuel filter 12, 30 is determined by determining the operating time of the feed pump 26, 28 and multiplying by the stored value of the speed.
    Properly, the process steps b) and c) are performed continuously. Alternatively, steps b) and c) are performed when the internal combustion engine 2 is switched off, when the internal combustion engine is started and / or after a predetermined time. Preferably, the process steps a) -c) for the first industry filter 12 and the second industry filter 30 are performed simultaneously.
    The method suitably further comprises the step of: d) passing the degree of clogging C of the fuel filter 12, 30 to a workshop or service stall.
    Re-setting grade C can be forwarded to the workshop / service stable continuously or at a pre-determined time. The degree of clogging C is suitably transmitted by wireless transmission of a signal comprising the degree of clogging C to the workshop. In this way, the workshop is always informed about the status of the industry filter 12, 30 and can decide when it is appropriate to replace the industry filter 12, 30. Alternatively, the degree of clogging C is passed on by connecting a diagnostic tool to the vehicle 1 at the workshop / service station. the diagnostic tool.
    The remaining service life of the respective industry filters 12, 30 is determined based on the determined degree of clogging C for the respective industry filters 12, 30. The remaining service life of the respective industry filters 12, 30 can be forwarded to the workshop or service center. 18 It is preferably judged that it is advisable to replace the fuel filter 12, 30, based on the degree of clogging C and / or the remaining life of the fuel filter 12, 30. For example, it may be appropriate to replace the fuel filter 12, 30 if the degree of clogging C is Over 80%. Preferably, the workshop / service stable assesses when it is appropriate to replace the fuel filter 12, 30. Appropriately, it is assessed whether it is appropriate to replace the fuel filter 12, 30 also based on how far it is to the next service case. For example, it may be appropriate to replace the fuel filter 12, when the degree of clogging C is 50%, if the vehicle is still in the workshop and it is judged that the clogging degree C has time to become too high before the next service incident occurs.
    The driver is warned in the vehicle 1 when it is appropriate to replace the respective fuel filters 12, 30. The workshop / service stable can warn the driver when it has been judged that it is appropriate to replace the respective fuel filters 12, 30, or a yarn is automatically generated in the vehicle 1 if the degree of clogging C exceeds a pre-determined value, for example 80%. In this way, the driver is informed that it is time to visit a workshop and replace the industry filter 12, 30.
    According to the invention, there is provided a computer program P stored in the control unit 42 and / or the computer 44, which may comprise routines for determining the clogging features C of a fuel filter according to the method described herein.
    The program P can be stored in an executable manner or in a compressed manner in a memory M and / or in an audio / write memory.
    The invention also relates to a computer program product comprising a program code stored on a computer readable medium for performing the method steps described therein, if said program code is crossed on the control unit 42 or another computer 44 connected to the control unit 42.
    Said program code may be non-volatile stored on the name of a computer 44 soluble medium. The stated components and features stated above can be combined within the scope of the invention between different specified embodiments.
    权利要求:
    Claims (18)
    [1]
    1. determine a maximum value (Vlimit) for the maximum amount of fuel that may flow through the industry filter (12, 30), 2. determine an accumulated value (Wack) of the amount of industry that has flowed through the industry filter (12, 30), and 3. determine the degree of clogging of the industry filter (C), based on the accumulated value (Beautiful) and the spruce value (Viimit) •
    [2]
    A method according to claim 1, wherein the spruce value in step a) is determined based on the particle content of the industry in the industry system (4).
    [3]
    A method according to claim 2, wherein the particle content of the industry is determined adaptively.
    [4]
    A method according to claim 2, wherein the particle content of the industry is obtained by a manual parameter installation.
    [5]
    A method according to any one of the preceding claims, wherein the review value (Viimit) in step a) is determined based on the capacity of the fuel filter (12, 30) with respect to the amount of particles. 21
    [6]
    A method according to any one of the preceding claims, wherein the accumulated value (Wack) step b) is determined based on the speed and operating time of the feed pump (26, 28) feeding through the fuel filter (12, 30).
    [7]
    Process according to nazot of the preceding hay, wherein step b) is performed continuously.
    [8]
    A method according to any one of the provisions 1-6, wherein step b) is performed when the internal combustion engine (2) is shut down ay.
    [9]
    A method according to any preceding hay, further comprising the step of d) passing the degree of clogging (C) of the fuel filter (12, 30) to a workshop or service stall.
    [10]
    A method according to any preceding claim, wherein the first fuel filter (12) is a main fuel filter and the second fuel filter (30) is a pre-filter.
    [11]
    Fuel system (4) for an internal combustion engine (2), which fuel system (4) comprises a first fuel tank (20), a second fuel tank (22), a first fuel line (36) arranged in connection with the first fuel tank (20). and the second fuel tank (22), a second fuel line (40) arranged in connection with the first fuel tank (20), a first fuel filter (12) and a second fuel filter (30), a first feed pump (26) arranged to feed fuel from the first fuel tank (20) through the second fuel line (40) via the first fuel filter (12) and on to the internal combustion engine (2) and a second feed pump (28) arranged to feed fuel from the second fuel tank (22) to the first fuel tank (20) via the second fuel filter, characterized in that a control unit (42) is arranged to determine the degree of clogging (C) of the first fuel filter (12) or the second fuel filter (30), based on a fixed accumulated value (Alarm) on the amount of industry that has flowed through nananda industry filters (12, 30) and a fixed spruce value (Viimit) on the maximum amount of industry that can flow through said industry filters (12, 30). 22
    [12]
    A fuel system according to claim 11, wherein the control unit (42) is arranged in connection with the first feed pump (26) and the second feed pump (28).
    [13]
    Fuel system according to claim 11 or 12, wherein the control unit (42) is arranged to determine the spruce value (Vhm, t) based on the particle content of the industry in the industry system (4) and the capacity of the industry filter (12, 30) for particle quantity.
    [14]
    A fuel system according to any one of claims 11-13, wherein the control unit (42) is arranged to determine the accumulated value (rack) based on the speed and / or the operating time of the feed pump (26, 28) feeding through the fuel filter (12, 30).
    [15]
    Internal combustion engine (2) characterized in that it comprises a fuel system (4) according to any one of the terms 11-14.
    [16]
    Vehicle (1) characterized in that it comprises a fuel system (4) according to any of the terms 11-14.
    [17]
    Computer program (P) for determining the degree of clogging of an industry filter (12, 30), wherein said computer program (P) comprises program code for causing an electronic control unit (42) or another computer (44) connected to the electronic control unit (42) performing the steps of any of claims 1-10.
    [18]
    A computer program product comprising a program code stored on a computer readable medium for performing the method steps of any of claims 1-10, when said program code is crossed on an electronic control unit (42) or another computer (44) connected to the electronic the control unit (42).
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    同族专利:
    公开号 | 公开日
    SE538983C2|2017-03-14|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    法律状态:
    2021-10-05| NUG| Patent has lapsed|
    优先权:
    申请号 | 申请日 | 专利标题
    SE1450663A|SE538983C2|2014-06-02|2014-06-02|A method for determining the degree of clogging of a fuel filter in a fuel system|SE1450663A| SE538983C2|2014-06-02|2014-06-02|A method for determining the degree of clogging of a fuel filter in a fuel system|
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