• 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 system for evacuating fluid in a vehicle, the system comprising: a first tank intended for pressurized air, a second tank intended for a fluid to be supplied to a fluid dosing unit, a valve device, and a plurality of fluid paths. The system is arranged to be in a first state in response to a control signal, in which the valve device is in a first position, the fluid being transferred from the second tank to the fluid dosing unit and pressurized air filling the first tank, or a second state, in which the valve device is in a second position and the fluid paths are blown clean of fluid. The invention also relates to a method for evacuating fluid in a system intended for a vehicle (Fig. 2b).
    公开号:SE1450718A1
    申请号:SE1450718
    申请日:2014-06-12
    公开日:2015-12-13
    发明作者:Joakim Sommansson；Markus Olofsson
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    2In addition, it is not uncommon for the fluid, especially when it is inliquid phase, has corrosive properties and can thus on longer-term contactcorrode the pipeline it is in, leak and damage surroundingmetallic components. It is also known that components in electricalheating systems, such as electrical coils, often experience short circuits caused byfluids with corrosive properties, such as reducing agents.
    US2012 / 0031073A1 discloses a device for supplying reducing agent to avehicle exhaust system. The device comprises a pump arranged between aworking tank and a storage tank as well as a reducing agent dispenser which isconnected to the working tank via a pipeline. In motor operation, pumpingthe reducing agent from the working tank to the dispenser. After stopping the engine socauses the effect of the pump that unused reducing agent is returned tothe working tank from both the reducing agent dispenser and the pipeline.
    The solution described in US2012 / 0031073A1 thus assumes thatthe device comprises a pump which is in operation even when the engine is switched off. Thiscondition, called "after run" in English, should be avoided to minimize the vehicleenergy consumption and enable switching off of the main switchimmediately after driving. In addition, makes the construction solution impossible with onereversible pump use of non-return valves and consequently requires onetwo-tank system so that the pump does not wear out prematurely.
    The device is thus relatively complex. In addition, control of such becomesdevice, comprising a pump and two fluid tanks, complicated.
    The object of the present invention is thus to provide a technicalsimple solution with as few components as possible, and which in particular removesresidual fluid from the pipelines and / or the dosing unit on oneenergy efficient way.
    Summary of the inventionAccording to a first aspect, the object described above is achieved at least in part bya system for evacuating fluid in a vehicle according to claim 1.
    The system thus comprises a first tank intended for pressurized air, a second tankintended for a fluid to be supplied to a fluid dosing unit, avalve device, a first fluid path connecting a compressed air source tothe valve device, a second fluid path connecting the valve device to itthe first tank, a third fluid path connecting the second tank tothe valve device, a fourth fluid path connecting the valve device tothe fluid dosing unit, the system in response to a control signal being arranged toplaced in a first state, in which the valve device is in a first positionin which pressurized air flows from the compressed air source to the first tank viathe valve device and through the first and second fluid paths, and the fluidflows from the second tank to the fluid metering unit via the valve deviceand through the third and fourth fluid paths, or a second state, in whichthe valve device is in a second position in which pressurized air flows from itfirst tank to the fluid dosing unit via the valve device and through itsecond and fourth fluid path, and to the second tank via the valve device,and through the second, third and a portion of the fourth fluid path.
    The system according to the invention comprises a valve device which alternatesbetween two positions, a first position where the fluid is supplied to the dosing unit and itthe first tank is filled with pressurized air and a second position where the fluid paths, i.e.the pipelines transporting the fluid, as well as the dosing unit are blown clean.
    The flange blowing is only performed with pressurized air supplied to the system at the same timeas the fluid was added to the dosage unit. This achieves a simple and efficientconstruction solution. In addition, the design and stretching ofrespective fluid path and the positioning of the valve device that it inin the purge mode, a fluid connection is created between the second, third andthe fourth fluid path. Then pressurized air from the first tank can flow throughboth the third and the fourth fluid path. The remaining fluid from it4the third fluid path is then returned to the second tank. The air that flows through itthe fourth fluid path means that this fluid path as well as the dosing unit which isarranged in connection with the outlet of the web is emptied of residual fluid, which is then, ina variant, is brought back to the second thought. This eliminates the need for onededicated, energy-consuming system component, such as a pump, for returnresidual fluid to the fluid tank.
    According to a second aspect, the object described above is achieved at least in part bya method of evacuating fluid in a system intended for a vehicle, the systemcomprises a first tank intended for pressurized air, a second tank intended for a fluidto be supplied to a fluid dosing unit, a valve device, a firstfluid path connecting a source of compressed air to the valve device, a secondfluid path connecting the valve device to the first tank, a thirdfluid path connecting the second tank to the valve device, a fourthfluid path connecting the valve device to the fluid metering unit, whereinthe method comprises receiving a control signal and, in response to the control signal,put the system in a first state, in which the valve device is in onefirst position in which pressurized air flows from the compressed air source to the first tank viathe valve device and through the first and second fluid paths, and the fluidflows from the second tank to the fluid metering unit via the valve deviceand through the third and fourth fluid paths, or in a second state, in whichthe valve device is in a second position in which pressurized air flows from itfirst tank to the fluid dosing unit via the valve device and through itsecond and fourth fluid path, and to the second tank via the valve device,and through the second, third and a portion of the fourth fluid path.
    According to a third aspect, the object is achieved at least in part by a computer program,P, wherein said computer program P includes program code to cause onecomputer device to perform the steps according to the method.
    According to a fourth aspect, the purpose is achieved at least in part by onecomputer program product comprising a program code stored on one of a computerreadable non-volatile medium for performing the method steps, when said program coderunning on a computer device.
    According to a fifth aspect, the purpose is achieved at least in part by a vehicle whichcomprises the system according to the invention.
    Various embodiments are described in the dependent claims and in the detailed onethe description.
    Brief description of the attached figuresIn the following, the invention will be described with reference to the accompanyingthe figures, of which:Fig. 1 is a schematic top view of a vehicle comprising tanks intended forair and reducing agent and reducing agent dispenser_Fig. 2a shows a block diagram representing a system for evacuatingfluid according to an embodiment of the present invention wherein the systemis in a first state.
    Fig. 2b shows a block diagram representing the system in a second state.
    Fig. 3 is a flow chart containing the method steps according to an embodiment ofthe present invention.
    Detailed Description of Preferred Embodiments of the InventionFig. 1 is a schematic top view of a vehicle. Vehicle 1 is shown here in the form ofa truck or tractor with a chassis 9 and two pairs of wheels 10A and 10B. The truckis shown here only as an example, and the vehicle 1 can, for example, instead be onecity jeep, a work vehicle or the like. A cab 7 is located at the fronton the truck. An internal combustion engine 41 is located under the cab 7. The exhaust gasesgenerated during the combustion process is led into an exhaust system 42. Tanks4, 5 intended for pressurized air and reducing agent, respectively, are also mountedon the chassis 9. Trucks and other commercial vehicles typically have a pneumaticbrake system comprising a tank 14 containing pressurized air. As shown in6Fig. 1, the air tank 14 is also normally mounted on the chassis 9. In one embodimentthen you can use the brake system's Air Tank 14 as a source of compressed air. Then addedthe pressurized air to the tank 4 via a pipeline 53.
    A reducing agent dispenser 47 is typically provided in the exhaust stream downstreamfrom the internal combustion engine 41. More specifically, the reducing agent dispenser 20 is oftenplaced in a muffler 43 which is normally arranged adjacent tothe exhaust system 42. A tank 5 supplies the reducing agent dispenser 20 withthe reducing agent via a pipeline 51. The reducing agent dispenser 20 injectsat least a portion of the added reducing agent in the exhaust stream to soakways to help reduce emissions of harmful nitrogen oxides. In one embodiment soflows the reducing agent in a closed circuit. This embodiment also includes areturn pipeline 21 via which unused reducing agent is returned toThe idea of reducing agents 5. In this context, in Europe is commonly usedthe product name AdBlue® when referring to reducing agents. Fluid reduction agentis used here only for exemplary purposes and the thoughts may instead containother relevant fluids, such as diesel fuel.At least the second tank 5 is provided with at least one sensor (not shown in Fig. 1)which measures the amount of reducing agent in the tank 5. The sensor can be one, for examplelevel sensor, ie. a device that measures fluid level in the tank, or a devicewhich determines the weight or volume of the fluid. Normally this tank holds 5about 80 liters of reducing agent while the tank 4 which is intended for pressurized airholds about 10 l. The second tank 5 may also be provided with a valve,preferably a non-return valve, which opens when the internal pressure in the tank 5 exceedsa predetermined value.The transfer of reducing agent is normally controlled by a control unit 19 as shownschematically in Fig. 1. As mentioned above, it is desirable to pour the pipelineand the dispenser itself free of reducing agent when the transfer is interrupted. To ituses a system 100 which will now be explained with reference to the figures2a-2b.
    Fig. 2a shows a block diagram representing a system 100 for evacuatingfluid, such as reducing agents, where the system 100 is in a first state.
    The system 100 comprises a first tank 4 intended for pressurized air and a secondtank 5 intended for reducing agents to be supplied to areducing agent dispenser 20 and a valve device 11. Fluid webs in the form ofpipelines extend so that a first pipeline 13 connects a source of compressed air14 with the valve device 11, a second pipeline 15 connects the valve device11 with the first tank 4, a third pipeline 17 connects the second tank 5with the valve device 11 and a fourth pipeline 18 connectingthe valve device 11 with the reducing agent dispenser 20 in particularpipelines 13, 15, 17, 18, but also tanks 4, 5 and / orthe fluid dosing unit 20, may be made of a material which is resistant tocorrosive properties of the reducing agent and / or internally coated with suitableanticorrosive substance.
    The valve device 11 may be a five-port valve, for example a 5/2 valve whichshown in Fig. 2a. The valve device can be operated in different ways, for example by means ofa solenoid and / or a spring device (not shown). Alternatively, a 5/3 valve canbe used. The number combination 5/2 indicates that the valve has five ports, ie.openings in the valve housing, and two positions. With reference to the five-port valve asshown in Fig. 2a, three of the gates, first 22, second 24 and third 26, are arrangedon the valve side facing the reducing agent dispenser 20. On the oppositethe valve side, the fourth 28 and fifth 30 ports are arranged. Depending on the modethe valve is located in, the ports 22, 24, 26, 28, 30 serve as inlets andoutlet for air and / or reducing agents.
    Still referring to Fig. 2a, the system 100 is shown in a first, active statecondition, which means that the valve device 11 is in a first position. Froman air source 14 extends a segment of the first pipeline 13 to onepressure control device 23. This device 23 can be realized as a valve,preferably a pressure operated valve. An additional segment of the first8the pipeline 13 extends between the pressure control device 23 andthe third port of the five port valve 26. The third 26 and the fifth valve port are influid communication so that the compressed air flowing in the first pipeline 13 canflow through the second pipeline 15 to finally reach the first tank 4.
    In the first position, the second 24 and the fourth 28 port are also in fluidcommunication. This causes the reducing agent to be pumped out of the second tank, flows through the third pipeline 15 and enters the valve device 11via the fourth valve port 28. The system's fourth pipeline 18, which extendsbetween the valve device 11 and the reducing agent dispenser 20, comprises according toone embodiment a main pipeline 180 which branches at a branch point FPin a first 181 and a second 182 pipeline branch. The branch 181connects the branch point FP and the second port 24 of the valve device 11 whilethe branch 182 connects the branch point FP and the valve device 11first port 22. As previously mentioned, the second 24 and the fourth port 28 are influid communication. The flow reducing agent consequently flows through the firstthe pipeline branch 181 and the main pipeline 180 to eventually reachthe reducing agent dispenser 20. The first valve port 22 is closed in this position.
    In summary, the reducing agent can be transferred from the second tank 5 tothe dispenser 20 whose location and function have been described in connection with Fig. 1. Ittakes place via the valve device 11 and through the third 17 and a part of the fourthpipeline 18. In parallel with this process, the first tank 4 is filledpressurized air until the pressure in the tank 4 exceeds a predetermined value.In the embodiment shown in Fig. 2a, the system also comprises a fifthpipeline 21 connecting the dispenser 20 to the second tank 5 so thatreducing agent flows in a closed circuit consisting of the third pipeline 17,the first branch 181 and the main pipeline 180 belonging to the fourthpipeline 18, and the fifth pipeline 21. This configuration means thatnon-consumed reducing agent is returned to the second tank 5. Not consumedreducing agent can then be used as a cooling medium. A quantification of thisreturn flow can also be used to find out whether the supply of9reducing agent for the dispenser 20 works according to plan. In an alternative embodiment(not shown) which enables a simpler construction solution so the system 100 is missingthe fifth pipeline 21 and the excess reducing agent are disposed of onanother way.
    The compressed air of the system can be supplied from an air tank 14 mounted onthe vehicle. In one embodiment, the compressed air source is the air tank that is part of itthe vehicle's pneumatic braking system and as described in connection with Fig. 1.
    Thanks to the robust design solution, the size of the print is not primaryimportance as long as the pressurized air can empty the pipelines andthe dispenser. SUVs and other vehicles that do not have their own air tank can be fittedwith an air compressor that provides compressed air. Alternatively, the compressed air canconsist of / include exhaust gases produced in the vehicle's exhaust system.In Fig. 2b, the system 100 is in a second, active state andthe valve device 11 is in a second position. Stretching and design ofthe pipelines 13, 15, 17, 18 are unchanged compared to Fig. 2a. The first 22and the fourth 28 and the second 24 and the fifth valve port, respectively, are in fluidcommunication. This means that the pressurized air from the first tank 4 viathe valve device 11 flows through the second pipeline 15 and the firstthe pipeline branch 181 up to the branch point FP after which a first partof the pressurized air flows through the second pipeline branch 182,passes the valve device 11, and when via the third pipeline 17 finallythe second tank 5. The remaining fluid from the otherthe pipeline branch 182 and the third pipeline 17 are then returned to itsecond tank 5. At the same time, a second part of the pressurized air flows fromthe branch point FP to the fluid dosing unit 20 through the main pipeline180 belonging to the fourth 18 pipeline. This means that even the firstthe pipeline branch 181, the main pipeline 180 and the dispenser 20 which isarranged in connection with the main pipeline is emptied of residual fluid, whichthen, in one embodiment shown in Figs. 2a and 2b, is returned to the othertank 5. The third valve port 26 is closed in this position.lOThe system 100 changes state in response to a control signal. More specifically, one canelectronic control unit 19 be arranged to generate a first control signal forput the system 100 in the first state and a second control signal to continuesystem 100 in the second state. In one embodiment, the control unit generates19 a first control signal when the vehicle's engine is started. The first control signalactivates the valve device 1 1 which assumes a first position on which reducing agentbegins to be transferred to the dispenser 20 and the first tank 4 is filled with pressurized airuntil the pressure in the tank 4 exceeds a predetermined value as described above inin connection with Fig. 2a.In another, adjacent embodiment, the control unit 19 generates a secondcontrol signal when the vehicle's engine is switched off. The second control signal activatesthe valve device 11 which occupies a second position on which the pipelines 17, 18 are blownclean as described above in connection with Fig. 2b. Alternatively canthe valve device 11 which is operated with mechanical and electrical actuation atshut-off motor, ie. when there is no power in the system, put in a secondposition by a purely mechanical actuation. This is typically accomplished bya force is applied by means of a spring. The counterforce, which is normally generated by itthe electric actuator, such as a solenoid, is missing when the engine is switched off andthe system has lost power. This entails the cover of the valve device 11 so that itthe pressurized air in the first tank 4 begins to flow. According to one embodiment,the control unit 19 arranged to also control the pressure control device 23.
    The guide net 19 can be an integral part of the system 100. The guide net 19further comprises a processor unit 29 and a memory unit 39 which is connected toprocessor unit 29. On the memory unit 39 there is a computer program P stored, whichmay cause the controller 19 to perform the steps of the method described herein.
    According to one embodiment, the memory unit 39 is part of the processor unit 29.
    The processor unit 29 may be one or more CPUs (Central Processing)Unit). The linen unit 39 may comprise a non-volatile memory, for example oneflash memory or a Random Access Memory (RAM). The memory unit 39 includesllinstructions for causing the processor unit 29 to execute the method steps asdescribed here.
    According to one embodiment, the control unit 19 is arranged to insert the system 100 intothe second condition for a predetermined period of time, for example 10, 20, 30 or40 seconds.
    The system 100 may also be arranged to be placed in a passive state(not shown), which means that no fluid, ie. neither reducing agent nor pressurizedair, is transferred between the second tank 5 and the reducing agent dispenser 20.
    The control unit 19 and the unit (s) actuating the valve device 11 andthe pressure control device 12 may, for example, communicate with each other througha bus, such as a CAN (Controller Area Network) bus that is usingof a message-based protocol. Examples of other communication protocolswhich can be used are TTP (Time-Triggered Protocol), Flexray and others. That way cansignals and data described above are exchanged between different units in the vehicle 1.
    Signals and data can, for example, instead be transmitted wirelessly between the different onesthe devices.
    Fig. 3 is a flow chart containing the method steps of the present inventionthe invention. The flow chart shows a method for transferring fluid into the system100 as previously described with reference to Figures 2a and 2b. The methodcomprises receiving a control signal and, in response to the control signal, continuing60 system in a first state 70 or in a second state 80.
    In a first state 70, a first valve device 11 is in a first position. INthis state 70 flows reducing agent from a second tank 5 to onefluid dosing unit, i.e. a reducing agent dispenser 20, via the valve device11 and through a third 17 and a fourth 18 fluid path, i.e. pipeline.
    Fluid reducing agent which is hereby transferred to the fluid dosing unit, i.e. the dispenserused for injection into the vehicle's exhaust system. At the same time, pressurized air flows12from a source of compressed air 14 to a first tank 4 via the valve device 11 and throughthe first 13 and the second 15 pipeline, according to Fig. 2a. The first thought 4filled with pressurized air until the pressure in the tank 4 exceeds a predetermined onevalue.
    In a second state 80, in which the valve device 11 is in a second position inwhich pressurized air flows from the first tank 4 to the fluid dosing unit 20 viathe valve device 11 and through the second 15 and the fourth 18 fluid path.
    The compressed air also flows to the second tank 5 via the valve device 11, andthrough the second 15, the third 17 and a portion of the fourth 18 fluid path. Asmentioned above, the fluid paths are in the form of pipelines 13, 15, 17, 18 and theirsdesign and stretch are the same regardless of condition. The design andthe stretching of the respective fluid path 13, 15, 17, 18 and the valve device 11positioning causes a fluid connection to be created in the second state 80between the second 15, the third 17 and the fourth 18 fluid path. Then can be pressurizedair from the first tank 4 flows through both the third 17 and the fourth 18fluidbanan. The remaining fluid from the third fluid path is then returned tothe second tank 5. The air flowing through the fourth fluid path causes thatalso this fluid path and the dispenser 20 which is arranged in connection with the pathoutlet is emptied of remaining fluid.
    The present invention is not limited to those described aboveembodiments. Various alternatives, modifications and equivalents can be used.
    Therefore, the above-mentioned embodiments do not limit the inventionscope, as defined by the appended claims.
    权利要求:
    Claims (23)
    [1]
    A system (100) for evacuating fluid in a vehicle (1), the system comprising: - a first tank (4) intended for pressurized air, - a second tank (5) intended for a fluid to be supplied to a fluid dosing unit (20), - a valve device (11), - a first fluid path (13) connecting a source of compressed air to the valve device (11), - a second fluid path (15) connecting the valve device (11) to the first tank (4), - a third fluid path (17) connecting the second tank (5) to the valve device (11), - a fourth fluid path (18) connecting the valve device (11) to the fluid metering unit (20), the system (100) being arranged in response to a control signal to be placed in a first state, in which the valve device (11) is in a first position in which pressurized air flows from the compressed air source to the first tank (4) via the valve device (11) and through the first (13) and the second fluid path ( 15), and the fluid flows from the second tank (5) to the fluid dosing unit (20) via the valve device (11) and through the third (17) and the fourth (18) fluid path, or a second state, in which the valve device (11) is in a second position in which pressurized air flows from the first tank (4) to the fluid dosing unit (20) via the valve device (11) and through the second (15) and the fourth (18) fluid path, and to the second tank (5) via the valve device (11), and through the second (15), the third (17) and a portion of the fourth (18) fluid path. 14
    [2]
    The system (100) of claim 1, wherein the fourth fluid path (18) further comprises a main fluid path (180) branching at a branch point (FP) into a first (181) and a second (182) fluid path branch so that the branches ( 181, 182) connects the branch point (FP) and the valve device (11), and wherein, when the system is in a second state, pressurized air flows from the first tank (4) via the valve device to the branch point (FP) after which a first part of the pressurized air flows via the valve device to the second tank (5) through the second fluid path branch (182) and the third fluid path, and a second part of the pressurized air flows to the fluid dosing unit (20) through the main fluid path (180).
    [3]
    The system (100) of claim 1 or 2, wherein the system further comprises a fifth fluid path (21) connecting the fluid metering unit (20) to the second tank (5) so that the third fluid path (17), the first fluid path branch (181) and the main fluid path (180) belonging to the fourth fluid path (18), and the fifth fluid path (21) forming a closed circuit.
    [4]
    The system (100) according to any one of the preceding claims, in which the valve device is arranged to be operated by mechanical and electrical actuation, and wherein the valve device (11), when the vehicle engine is switched off, is arranged to be moved to a second position by a mechanical actuation , preferably by means of a spring, so that the pressurized air in the first tank (4) begins to flow.
    [5]
    The system (100) according to any one of the preceding claims, wherein the valve device (11) is a five-port valve, preferably a 5/2 or a 5/3 valve.
    [6]
    The system (100) of any preceding claim, wherein the fluid provided is a reducing agent. 15
    [7]
    The system (100) according to any of the preceding claims, comprising a pressure regulating device (23) arranged in the first fluid path (13) between the compressed air source and the valve device (11).
    [8]
    The system (100) according to any of the preceding claims, comprising a control unit (19) arranged to generate a first control signal to put the system in the first state and a second control signal to put the system in the second state.
    [9]
    The system (100) of claim 8, wherein the guide net (19) is arranged to control the pressure control device.
    [10]
    The system (100) of claim 8 or 9, wherein the control network (19) is arranged to generate a first control signal when the engine of the vehicle is started.
    [11]
    The system (100) according to any one of claims 8-10, wherein the control network (19) is arranged to generate a second control signal when the engine of the vehicle is switched off.
    [12]
    The system (100) according to any of claims 8-11, wherein the control network (19) is arranged to put the system in the second state during a predetermined period.
    [13]
    A vehicle (1) comprising the system (100) according to any one of the preceding claims.
    [14]
    A method of evacuating fluid in a system (100) intended for a vehicle (1), the system (100) comprising: - a first tank (4) intended for pressurized air, - a second tank (5) intended for a fluid to be supplied to a fluid dosing unit (20), 16 - a valve device (11), - a first fluid path (13) connecting a source of compressed air to the valve device (11), - a second fluid path (15) connecting the valve device (11) to the first tank (4), - a third fluid path (17) connecting the second tank (5) to the valve device (11), - a fourth fluid path (18) connecting the valve device (11) to the fluid dosing unit (20), the method comprising
    [15]
    15. receiving (50) a control signal in response to the control signal putting the system (60) in a first state, in which the valve device (11) is in a first position in which pressurized air flows from the compressed air source to the first tank (4); ) via the valve device (11) and through the first (13) and the second fluid path (15), and the fluid flows from the second tank (5) to the fluid dosing unit (20) via the valve device (11) and through the third (17) and the fourth (18) fluid path, or in a second state, in which the valve device (11) is in a second position in which pressurized air flows from the first tank (4) to the fluid dosing unit (20) via the valve device (11) and through the second (15) and the fourth (18) fluid path, and to the second tank (5) via the valve device (11), and through the second (15), the third (17) and a part of the fourth (18) fluid path. The method of claim 14, wherein the fourth fluid path (18) further comprises a main fluid path (180) branching at a branch point (FP) into a first (181) and a second (182) fluid path branch so that the branches (181, 182) connects the branch point (FP) and the valve device (11), and, when the system is in a second state, the method comprising - allowing pressurized air from the first tank (4) via the valve device to flow to the branch point (FP) , - then allowing a first part of the pressurized air via the valve device to flow to the second tank (5) through the second fluid path branch (182) belonging to the fourth fluid path (18) and the third fluid path, and at the same time - allowing a second part of the pressurized air flows to the fluid metering unit (20) through the main fluid path (180) belonging to the fourth fluid path (18).
    [16]
    The method of claim 14 or 15, further comprising, when the system is in a first state, allowing the fluid to flow in a closed circuit.
    [17]
    The method of any of claims 14-16, comprising controlling the pressure of the pressurized air in the first fluid path.
    [18]
    The method of any of claims 14-17, comprising generating a first control signal to put the system in the first state or a second control signal to put the system in the second state.
    [19]
    The method of claim 18, comprising generating a first control signal when the vehicle's engine is started.
    [20]
    The method of any of claims 18-19, comprising generating a second control signal when the vehicle's engine is turned off.
    [21]
    The method of any of claims 14-20, comprising placing the system in the second state for a predetermined period of time.
    [22]
    A computer program (P), wherein said computer program (P) comprises a program code for causing an electronic control unit (19), or other computer 18 connected to the electronic control unit, to perform the steps according to any of claims 14-21.
    [23]
    A computer program product comprising a program code stored on a computer readable non-volatile medium for performing the method steps according to any one of claims 14-21, when said program code is run on the electronic control unit (19) or other computer connected to the electronic control unit.
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    法律状态:
    2021-10-05| NUG| Patent has lapsed|
    优先权:
    申请号 | 申请日 | 专利标题
    SE1450718A|SE540367C2|2014-06-12|2014-06-12|System and method for evacuating fluid in pipelines in a vehicle|SE1450718A| SE540367C2|2014-06-12|2014-06-12|System and method for evacuating fluid in pipelines in a vehicle|
    PCT/SE2015/050608| WO2015190979A1|2014-06-12|2015-05-27|System and method for evacuation of fluid in a vehicle|
    DE112015002152.3T| DE112015002152T5|2014-06-12|2015-05-27|System and method for draining liquid in a vehicle|
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