• 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:
    SUMMARY The invention relates to a method for detecting faults regarding the installation 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 (26) arranged in connection with the first fuel tank (20) and the second fuel tank (22), a first fuel pump (24) arranged to supply fuel from the second fuel tank (22) to the first fuel tank (20) through the the first fuel line (26), a second fuel pump (28) arranged to supply fuel from the first fuel tank (20) to a high pressure circuit (18) of the fuel system (4) and a first fuel filter (30) arranged downstream of the first fuel pump (24) and upstream of the second fuel pump (28). The method comprises the steps of: defining a tolerance range for pressure drop across the first fuel filter (30); controlling the first fuel pump (24) to supply fuel from the second fuel tank (22) to the first fuel tank (20) through the first fuel filter (30); c) calculating a pressure drop across the first fuel filter (30); and d) determining if an error has occurred during the installation of the first fuel filter (30), by checking whether the calculated pressure drop is within the defined tolerance range. The invention also relates to a fuel system (4), an internal combustion engine (2) comprising said fuel system (4) and a vehicle (1) comprising said fuel system (4). (Fig. 2)
    公开号:SE1450969A1
    申请号:SE1450969
    申请日:2014-08-21
    公开日:2016-02-22
    发明作者:Anders Jonsson
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    Applicant: Scania CV AB Procedure for detecting faults regarding installation of industry filters.
    BACKGROUND OF THE INVENTION AND PRIOR ART The present invention relates to a method for detecting faults regarding the installation 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 10, an internal combustion engine 13 with a fuel system according to such a patent. and a vehicle with such a fuel system according to claim 14.
    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 may comprise a pressure pressure circuit and a high pressure circuit where the low pressure circuit comprises one or more fuel pumps / feed pumps, which may 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 the high pressure circuit and an accumulator which can be in the form of a so-called common rail and further to the internal combustion engine injection system, which tiff & the fuel to the internal combustion engine 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 system.
    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 contains only a small amount of contamination, the consequence may be that the internal combustion engine cannot be driven by the fuel or that the injection system is damaged. Fuel systems therefore include fuel filters, which both filter out particles and separate water, which occurs in the industry. 2 Fuel filters may need to be replaced for various reasons and when the new fuel filter is fitted, it is important that the fuel filter is fitted in the correct way and that it is fitted according to the intended fuel filter. For a vehicle, it is specified which type of fuel filter should be used and if another type is fitted, it can have consequences such as malfunctions and breakdowns. For example, if an industry filter with common filtration properties is fitted, the risk of contamination increases and damages the internal combustion engine's injection system. In the same way, a faulty fuel filter can cause contamination to pass through and dam down and damage the internal combustion engine's injection system, which can cause malfunctions and breakdowns. However, it is black to detect if a fuel filter has been fitted incorrectly or if a faulty fuel filter has been fitted. Often such errors are not detected until it is too late and the operating emptying is a fact.
    Document US7615151 discloses a system for detecting whether a fuel filter is incorrectly mounted or missing in a fuel system, the fuel filter comprising a device which determines whether the fuel filter is mounted in a correct position or in an incorrect position. In cases where the fuel filter is incorrectly mounted, a magnetically controlled valve is controlled so that the flow through the fuel filter is at least partially blocked. Such a solution requires specially designed fuel filters with complicated construction which also make the fuel system inflexible and only a certain type of filter element can be used in the filter housing of the fuel filter.
    Document EP1143232 shows a device for math. differential pressure Over a fuel filter arranged in connection with the internal combustion engine. When the differential pressure falls below a reference value outside an evaluation unit an action, for example a signal is emitted. A differential pressure below the reference pressure can mean that the industry filter is incorrectly mounted or missing. Pressure sensors are arranged before and after the fuel filter to determine the differential pressure. Such a device requires additional components and is susceptible to malfunction. If any of the pressure sensors should go probes, no longer inaccuracies regarding the installation of fuel filters can be identified. Thus, despite known solutions in the field, there is a need to further develop a method for detecting faults regarding the installation of fuel filters in a fuel system which is reliable and cost-effective.
    SUMMARY OF THE INVENTION The object of the present invention is to provide a method for detecting faults in the installation of fuel filters in a fuel system which is reliable and cost-effective.
    Another object of the invention is to provide a method for detecting faults regarding the installation of fuel filters in a fuel system which minimizes the risk of operational disturbances.
    A further object of the invention is to provide a fuel system for an internal combustion engine where detection of errors regarding the installation of a fuel filter can take place in a reliable and cost-effective manner.
    These objects are achieved with a method for detecting faults with regard to the installation of fuel filters 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 a fuel system according to the marking part of claim 10, an internal combustion engine with such a fuel system according to the marking part of claim 13, a vehicle with such a fuel system according to claim 14, a computer program according to claim 15 and a computer program according to claim 15.
    According to one aspect of the present invention, there is provided a method of detecting fuel filter failure faults in an internal combustion engine fuel system, the fuel system comprising a first fuel tank, a second fuel tank, a first fuel line arranged in conjunction with the first fuel tank. the 4 second fuel tank, a first fuel pump arranged to feed fuel frail the second fuel tank to the first fuel tank through the first fuel line, a second fuel pump arranged to feed fuel from the first fuel tank to a high pressure circuit of the fuel system and a first fuel filter arranged downstream of the first and upstream of the second fuel pump. The method suitably comprises the steps of defining a tolerance range for pressure drop across the first fuel filter; controlling the first fuel pump to feed fuel from the second fuel tank to the first fuel tank through the first fuel filter; calculate a pressure drop across the first fuel filter and determine if an error has occurred during the installation of the first fuel filter, by checking whether the calculated pressure drop for the first fuel filter is within the defined tolerance range. In this way, a procedure is provided for detecting faults regarding the installation of fuel filters in a fuel system, which is flexible, reliable and cost-effective.
    The defined tolerance range for pressure drop across the first fuel filter is preferably based on a reference fuel filter intended for the purpose. The reference industry filter is an industry filter that is intended to be used in the industry system and thus meets the desired requirements for filtration properties and quality. Thus, the defined tolerance range for pressure drop across the first fuel filter is the range within which the pressure drop should be if a dedicated fuel filter has been mounted on the salt. That is to say, the defined tolerance range for pressure drop across the first industry filter is the range within which the pressure drop should be if the first industry filter is an industry filter corresponding to the reference industry filter and has been mounted on the set. The defined tolerance range can also be based on the industry type intended for the purpose. The type of industry used in an industry system affects the pressure drop across a certain industry filter. For a certain industry filter, for example, a higher pressure drop is obtained when an industry with a higher viscosity is used than when an industry with a lower viscosity is used. For example, biodiesel has a higher viscosity than diesel and thus the pressure drop across the reference fuel filter when using biodiesel would differ from the pressure drop when using diesel. Thus, the range of tolerance can be defined with regard to the type of industry used in the industry system. The tolerance range can be defined by manual entry in a control unit arranged with the fuel system. Alternatively, the tolerance range is automatically defined by the control unit.
    Faults are considered to have arisen during the installation of the first fuel filter in the event that the calculated pressure drop for the first fuel filter is outside the tolerance range.
    The tolerance range is aptly defined as an area between a maximum value and a minimum value, and the fact that the calculated pressure drop is outside the tolerance range meant that the calculated pressure drop either exceeds the maximum value or falls below the minimum value.
    Preferably, a detected fault indicates that the first fuel filter is incorrectly mounted or that the wrong fuel filter has been installed. An incorrect industry filter refers to an industry filter that does not correspond to the reference industry filter. An estimated pressure drop below the minimum value of the tolerance range may indicate that the wrong type of fuel filter is fitted or that the fuel filter is incorrectly fitted. An estimated pressure drop exceeding the maximum value of the tolerance I-Met may indicate that the fuel filter is incorrectly mounted or that a fuel with a higher viscosity than a fuel intended for the reference fuel filter is used.
    By comparing the calculated pressure drop with the defined tolerance range, it can also be detected if an industry filter is completely missing. An estimated pressure drop below the minimum value of the tolerance range can thus indicate that no fuel filter has been fitted between the first and the second fuel pump.
    The first fuel filter may comprise a filter housing and a filter element mounted in the flute housing. In the event that the calculated pressure drop is outside the defined tolerance range, the filter element may thus be incorrectly mounted, an incorrect filter element may have been mounted or no filter element may have been mounted in the filter housing.
    Preferably, the method of the present invention is performed in connection with industry filter replacement or installation of the first industry filter. By directly controlling the first fuel pump to feed fuel through the first fuel filter directly during the installation of the first fuel filter, calculate the pressure drop across the first fuel filter and check if there is a defined tolerance range Mom which the pressure drop should be, an effective salt is achieved to detect faults at an early stage. in this way it is ensured that an incorrectly fitted industry filter or an incorrectly fitted industry filter is detected at an early stage and thus the error can be rectified quickly. During assembly, the fuel filter also has a minimal degree of clogging, whereby a reliable calculation of the pressure drop can be achieved. This minimizes the risk that an incorrectly mounted fuel filter or a faulty fuel filter is fitted, causing contamination to be passed on to the internal combustion engine's injection system and causing malfunctions. By detecting faults regarding the installation of the first fuel filter in the fuel system, the risk of the second fuel pump, downstream of the fuel filter, being damaged due to contamination is also minimized. The first industry filter thus constitutes a so-called pre-filter.
    The first fuel pump is suitably driven by a first electric motor and the second fuel pump is suitably driven by a second electric motor. With an electrically driven fuel pump, a wider control range is allowed with a mechanical pump, which is usually driven and controlled by an internal combustion engine and above all by the speed of the internal combustion engine. An electrically driven fuel pump can be controlled against other parameters than engine speed, for example fuel filter setting and pressure in the fuel lines.
    According to one aspect of the present invention, the pressure drop across the first fuel filter is calculated based on a flow through the first fuel filter. The flow through the first fuel filter is preferably determined by feeding the level change of the fuel in the first fuel tank for a predetermined time, which level change is determined by means of a level sensor arranged in the first fuel tank. By reading the level sensor's signals and thus determining how the industry volume in the first industry tank has changed over a certain period of time, the flow through the first industry filter can be determined. Alternatively, the flood can be determined by feeding how long it takes to fill the first fuel tank by means of the first fuel pump.
    According to one aspect of the present invention, the pressure drop across the first fuel filter is calculated based on the speed and / or power consumption of the first fuel pump. Depending on the characteristics of the first fuel pump, a vary corresponds to a certain amount of fuel fed by the fuel pump and the speed of the first fuel pump (vary per unit of time) thus corresponds to a certain fuel flow. The speed of the first fuel pump can be determined by feeding the voltage or current consumption of the first electric motor (and thus the first fuel pump). By feeding the speed and / or power consumption of the first fuel pump, the flow generated by the first fuel pump can be determined. At the same time, a check is obtained that the first fuel pump works as desired. By comparing the actual determined flow through the first fuel filter with the flow generated by the first fuel pump, the pressure drop across the first fuel filter can be calculated.
    According to one aspect of the present invention, the pressure drop across the first fuel filter is calculated based on the temperature of the fuel in the first fuel tank. By reading the temperature of the industry in the first industry tank, by means of a temperature sensor, the viscosity of the industry can be determined. The viscosity of the industry can affect the pressure drop across the first industry filter and by taking into account the viscosity, the pressure drop can be calculated in an accurate and reliable manner.
    According to one aspect of the present invention, the step includes checking whether the calculated pressure drop for the first fuel filter is within the defined tolerance range, generating an error message when an error has been detected. The error message can conveniently be presented in the driver's vehicle or in a diagnostic tool at a workshop or service center. in this way, the detected error can be made visible and hidden. The error message can be saved in a control unit arranged with the vehicle.
    According to one aspect of the present invention, the step of checking whether the calculated pressure drop for the first fuel filter is within the tolerance range includes limiting the fuel supply to the internal combustion engine when faults have been detected. The fuel supply to the internal combustion engine can be limited by controlling the first fuel pump, so that the fuel flow to the first fuel tank is limited. Alternatively, the second fuel pump is controlled, so that the fuel supply to the high-pressure circuit is limited. By limiting the fuel supply to the internal combustion engine, the performance of the vehicle s5 is limited. long 8 as the error persists. Once the fault has been rectified, the limitation of the industry supply will probably cease. in this way the detected error regarding the installation of the fuel filter is prevented from being missed or ignored. This ensures, for example, that an industry filter with the same filtration properties as a reference industry filter intended for the purpose is not used. This provides a method for detecting faults regarding the installation of fuel filters in a fuel system, which minimizes the risk of operational disturbances. Alternatively, starting the internal combustion engine is prevented when the calculated pressure drop is outside the tolerance range and mounting errors have thus been detected.
    According to one aspect of the present invention, there is provided a fuel system for an internal combustion engine, 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 first fuel pump arranged to supply fuel from the second fuel tank to the the first fuel tank through the first fuel line, a second fuel pump arranged to supply fuel from the first fuel tank to a high pressure circuit and a first fuel filter arranged downstream of the first fuel pump and upstream of the second fuel pump. The fuel system further comprises a control unit, which is arranged to provide a defined tolerance range for a pressure drop across a reference fuel filter intended for control, controlling the first fuel pump to supply fuel from the second fuel tank to the first fuel tank through the first fuel filter, calculating a pressure drop across it the first fuel filter and determine if an error has occurred during the installation of the first fuel filter by checking whether the calculated pressure drop is within the defined tolerance range.
    The defined tolerance range can be entered manually at the control unit, alternatively automatically defined at the control unit. The tolerance range can, for example, be stored in the control unit during the manufacture of the vehicle and updated when updating the vehicle's software, for example during service.
    The control unit is preferably arranged to calculate the pressure drop across the first industry filter based on a flow through the first industry filter. A level sensor is preferably arranged in the first fuel tank. The control unit is suitably arranged in connection with the level sensor and the first fuel pump. The control unit is arranged in connection with the first electric motor, which drives the first fuel pump. Furthermore, the control unit is arranged in connection with the second electric motor, which drives the second fuel pump. in this way, the control unit can obtain information about the respective fuel pump. The control unit can be constituted by a logic of an 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.
    The control unit is suitably arranged to calculate the pressure drop across the first fuel filter based on the speed and / or power consumption of the first fuel pump. The control unit is further suitably arranged to calculate the pressure drop across the first fuel filter based on the temperature of the fuel in the first fuel tank. The control unit receives signals from the level sensor, from the first and the second fuel pump and from a temperature sensor in the first fuel tank. The control unit can also receive signals from one or more other control units of the vehicle, for example the internal combustion engine control unit.
    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 chassis. on that salt 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.
    The second fuel pump is conveniently arranged at the first fuel tank. This salt protects the second fuel pump from the environment and causes a natural cooling of the fuel in the first fuel tank. Alternatively, the first fuel pump and the first fuel filter are also arranged inside the first fuel tank.
    According to one aspect of the present invention, there is provided a computer program for detecting errors in the mounting of an industry filter, wherein said computer program includes 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 any other 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 circuit diagram of a fuel system according to the present invention, and Fig. 3 shows a flow chart of the procedure for detecting faults regarding the installation of fuel filters in a fuel system 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, as connected to the drive wheel 8 of the vehicle 1 via a transmission. The vehicle also comprises a chassis 10. Fig. 2 shows a wiring diagram for a fuel system 4 for an internal combustion engine 2 according to the present invention. The fuel system 4 comprises a high-pressure pump 12, an accumulator in the form of a so-called common rail 14 and an injection system schematically shown in the form of a fuel injector 16, which are arranged at the internal combustion engine 2 (the internal combustion engine 2 is shown in Fig. 1) and constitutes the high pressure circuit 18 of the fuel system 4. Alternatively, the common rail can be replaced by another form of injection system, for example piezo or unit injection system. The fuel system 4 further comprises a first fuel tank 20, a second fuel tank 22, a first fuel pump 24 arranged to supply fuel from the second fuel tank 22 to the first fuel tank 20 through a first fuel line 26, a second fuel pump 28 arranged to feed fuel therefrom. the first fuel tank 20 to the high pressure circuit 18 and a first fuel filter 30 disposed downstream of the first fuel pump 24 and upstream of the second fuel pump 28. These components may be located at the vehicle chassis 10 (chassis 10 is shown in Fig. 1). A second fuel filter 32 is arranged downstream of the second fuel pump 28 and upstream of the high pressure pump 12 in the fuel system 4. The first fuel filter 30 is suitably a pre-filter and the second fuel filter 32 is a main fuel filter. Furthermore, the fuel system 4 comprises a fuel return line 34, through which fuel is returned from the high pressure circuit 18 of the fuel system 4 back to the first fuel tank 20.
    The two fuel tanks 20, 22 are in their respective upper parts connected to a ventilation duct 36 which communicates with the surroundings. The ventilation line 36 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.
    According to Fig. 2, the first fuel pump 24 is arranged between the first fuel tank 20 and the second fuel tank 22. The first fuel pump 24 is driven by a first electric motor M1. The second fuel pump 28 is driven by a second electric motor 12 M2 and is arranged inside the first fuel tank 20 and is thus protected from the environment and cooled by the fuel. Between the first fuel tank 20 and the second fuel tank 22 an overflow line 38 is arranged, so that fuel can be transported over from the first fuel tank 20 to the second fuel tank 22 if the first fuel tank 20 becomes overfilled. The second fuel pump 28 has as its main task to feed the fuel from the first fuel tank 20 via a second fuel line 40 through the main fuel filter 32 and on to the high pressure circuit 18. With high pressure the fuel is then fed to the common rail 14 and further to the internal combustion engine 2 injection system 16.
    The first fuel filter 30 is preferably a fine mesh, water separating filter. In the second fuel tank 22, upstream of the first fuel pump 24, a coarse mesh screen 42 is provided, through which the first fuel pump 24 sucks fuel. The coarse mesh screen 42 filters out particles over a predetermined size. The first fuel pump 24 then pressurizes the fuel and feeds it through the first fuel filter 30, via the first fuel line 26, on to the first fuel tank 20. The fuel in the first fuel tank 20 has thus passed both a coarse mesh screen 42 and a fine mesh pre-filter 30, which means that the second fuel pump 28, which is arranged in the first fuel tank 20, is protected against contamination.
    A control unit 44 is arranged in connection with the first fuel pump and the second fuel pump. The control unit 44 may be a computer with software suitable for the purpose. Another computer 46 may be connected to the control unit 44. The control unit 44 is arranged to provide a defined tolerance range for pressure drops across the first fuel filter 30. The tolerance range is suitably based on a reference fuel filter intended for the purpose. That is, the defined tolerance range is a tolerance range for pressure drops that should be obtained if a correct first fuel filter has been mounted on a correct salt in the fuel system 4. The defined tolerance range can be entered manually at the controller 44 or automatically defined at the controller 44. Furthermore, the controller is The controller 44 is arranged to control the first fuel pump 24 to supply fuel from the second fuel tank 22 to the first fuel tank 20 and calculate a pressure drop across the first fuel filter 30. The control unit 44 is also arranged to check whether the calculated pressure drop across the first fuel filter 30 hr within the defined tolerance range and thus determine if faults have occurred during the installation of the first fuel filter 30. The control unit 44 hr also arranged to generate an error message if faults have been detected. With the aid of the control unit 44, the power consumption or the power output / voltage of the driving electric motor M1 of the first fuel pump 24 can be determined. With the power consumption and / or the voltage, the control unit 44 can determine the speed of the first fuel pump 24. The speed can be used by the control unit 44 to calculate the pressure drop across the first fuel filter 30.
    A level sensor 48 hr arranged at the first fuel tank 20 to identify the fuel level in the first fuel tank 20. The level sensor 48 hr arranged in connection with the control unit 44. The control unit 44 can thus obtain information about the level change of the industry volume in the first fuel tank 20 during a pre-determined time. With the level change, the controller 44 can determine the flow through the first fuel filter 30 and based on the flow, the controller 44 can calculate the pressure drop across the first fuel filter 30. During normal operation of the fuel system 4, the level sensor 48 can be used to determine when the fuel level in the first fuel tank 20 falls below a certain level, wherein the first fuel pump 24 is controlled to supply fuel from the second fuel tank 22 to the first fuel tank 20.
    Fig. 3 shows a flow chart of a method for detecting faults regarding the installation of a fuel filter 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 thus comprises a first fuel tank 20, a second fuel tank 22, a first fuel line 26 arranged in connection with the first fuel tank 20 and the second fuel tank 22, a first fuel pump 24 arranged to feed fuel from the second fuel tank 22 to the first fuel tank 20 through the first fuel line 26, a second fuel pump 28 arranged to supply fuel from the first fuel tank 20 to a high pressure circuit 18 in the fuel system 4 and a first fuel filter arranged downstream of the first fuel pump 24 and upstream of it. the second fuel pump 28. The method comprises the steps of: a) defining a tolerance range for pressure drop across the first fuel filter 30; 14 controlling the first fuel pump 24 to supply fuel from the second fuel tank 22 to the first fuel tank 20 through the first fuel filter 30; calculate a pressure drop across the first fuel filter 30; and determining if errors have occurred during the mounting of the first fuel filter 30, by checking whether the calculated pressure drop across the first fuel filter 30 is within the defined tolerance range.
    If the calculated pressure drop across the first fuel filter 30 is outside the defined tolerance range, and a fault has thus been detected, the fault may be due to the first fuel filter 30 being incorrectly fitted or the wrong fuel filter being fitted.
    The defined tolerance noise is preferably based on a reference fuel filter intended for the purpose. In this way, a tolerance range is obtained within which the pressure drop should lie, when one for the purpose of the set fuel filter has been mounted in a correct manner. The defined tolerance range can also be based on the type of fuel in the fuel system 4.
    Thus, the tolerance range is defined, in particular, with regard to the type of fuel filter intended for the second part and / or the type of fuel intended for the second part.
    Preferably, the pressure drop across the first fuel filter 30 is calculated in step c) based on a flow through the first fuel filter 30. The flow through the first fuel filter 30 is preferably determined by feeding the level change of the fuel in the first fuel tank 20 during a predetermined time. is determined by means of the level sensor 48 arranged in the first fuel tank 20. By observing the signals of the level sensor 48 and thereby determining how the fuel volume in the first fuel tank has changed during a certain time, the flow through the first fuel filter 30 can be determined. Alternatively, the flow can be determined by measuring how long it takes to fill the first fuel tank 20 by means of the first fuel pump 24.
    Preferably, the pressure drop across the first fuel filter 30 is also calculated based on the speed and / or power consumption of the first fuel pump 24. The speed of the first fuel pump 24 can be determined by feeding the voltage or power consumption of the first electric machine M1 (and thus the first fuel pump 24). By feeding the speed and / or power consumption of the first fuel pump 24, the flow generated by the first fuel pump 24 can be determined. By comparing the actual determined flow through the first fuel filter 30 with the flow generated by the first fuel pump 24, the pressure drop across the first fuel filter 30 can be calculated.
    Preferably, the pressure drop across the first fuel filter 30 is also calculated based on the temperature of the fuel in the first fuel tank 20. By reading the temperature of the fuel in the first fuel tank 20, by means of a temperature sensor (not shown), the viscosity of the fuel can be determined. The viscosity of the industry can affect the pressure drop across the first industry filter 30 and by taking into account the viscosity, the pressure drop can be calculated in an accurate and reliable manner.
    Preferably, step d) comprises generating an error message when an error has been detected.
    The error message can conveniently be presented in the vehicle 1 for the driver or in a diagnostic tool at a workshop or a service stall. In this way, the detected error can be made visible and corrected. The error message can be saved in a control unit 44 arranged with the vehicle 1.
    Appropriately, step d) comprises limiting the fuel supply to the internal combustion engine 2 when faults have been detected. Lamply, the fuel supply to the combustion engine 2 is limited by controlling the first fuel pump 24, so that the fuel flow to the first fuel tank 20 is limited. Alternatively, the second fuel pump 28 is controlled so that the fuel supply to the high pressure circuit 18 is limited. By limiting the fuel supply to the internal combustion engine 2, the performance of the vehicle 1 is limited as long as the fault remains. Once the fault has been rectified, the limitation of the industry supply will probably cease. In such a case, it is ensured, for example, that an industry filter with better filtration properties than a reference industry filter intended for the purpose is not used. This provides a method for detecting faults regarding the installation of fuel filters in a fuel system 4, which minimizes the risk of operational disturbances. Alternatively, step d) comprises preventing starting of the internal combustion engine 2 when the calculated pressure drop is outside the tolerance range and errors regarding the mounting of an industry filter have thus been detected.
    Steps a) -d) are suitably performed in connection with the replacement of the first fuel filter 30 or the installation of the first fuel filter 30. In this way, errors regarding the mounting of the fuel filter 30 can be detected at an early stage and the fault can be avoided for serious consequences such as operational disturbances. .
    According to the invention, a computer program P stored in the control unit 44 and / or the computer 46 is provided, which may comprise routines for detecting errors regarding the installation of an industry 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 a read / write memory.
    The invention also relates to a computer program product comprising a program code stored on a medium readable by a computer for performing the method steps described therein, when said program code is crossed on the control unit 44 or another computer 46 connected to the control unit 44.
    Said program code may be non-volatile stored on said computer 46 readable medium.
    The stated components and features mentioned above can be combined within the scope of the invention between different specified embodiments. 17
    权利要求:
    Claims (16)
    [1]
    1. define a tolerance range for pressure drop across the first fuel filter (30); 2. controlling the first fuel pump (24) to supply fuel from the second fuel tank (22) to the first fuel tank (20) through the first fuel filter (30); 3. calculate a pressure drop across the first fuel filter (30); and 4. determining if an error has occurred during the installation of the first fuel filter (30), by checking whether the calculated pressure drop is within the defined tolerance range.
    [2]
    The method of claim 1, wherein a detected fault indicates that the first fuel filter (30) is incorrectly mounted or that the wrong type of fuel filter has been mounted.
    [3]
    A method according to claim 1 or 2, wherein the defined tolerance range in step a) is based on a reference fuel filter intended for the purpose.
    [4]
    A method according to any one of the preceding claims, wherein the calculated pressure drop in step c) is based on a flow through the first fuel filter (30).
    [5]
    A method according to claim 4, wherein the flow through the first fuel filter (30) is determined by feeding the level change of the fuel in the first fuel tank (20) for a predetermined time, which level change is determined by means of a level sensor (48) arranged in the first industry thought (20).
    [6]
    A method according to any one of the preceding claims, wherein the calculated pressure drop in step c) is based on the speed and / or power consumption of the first fuel pump (24).
    [7]
    A method according to any one of the preceding claims, wherein the calculated pressure drop in step c) is based on the temperature of the fuel in the first fuel tank (20).
    [8]
    A method according to any preceding hay, wherein step d) further comprises generating an error message when an error has been detected.
    [9]
    A method according to any preceding hay, wherein step d) further comprises limiting the fuel supply to the internal combustion engine (2) when faults have been detected.
    [10]
    Fuel system (4) for an internal combustion engine (2), comprising a first fuel tank (20), a second fuel tank (22), a first fuel line (26) arranged in connection with the first fuel tank (20) and the second fuel tank (22 ), a first fuel pump (24) arranged to supply fuel from the second fuel tank (22) to the first fuel tank (20) through the first fuel line (26), a second fuel pump (28) arranged to feed fuel from the first fuel tank (20). ) to a high pressure circuit (18) of the fuel system (4) and a first fuel filter (30) arranged downstream of the first fuel pump (24) and upstream of the second fuel pump (28), characterized in that a control unit (44) is arranged to provide a defined tolerance range for pressure drop across the first fuel filter (30), directing the first fuel pump (24) to feed fuel from the second fuel tank (22) to the first fuel tank (20) through the first fuel filter (30), calculating a pressure drop over the first fuel filter (30) and determine if an error has occurred during the installation of the first fuel filter (30) by checking whether the calculated pressure drop is within the defined tolerance range. 19
    [11]
    A fuel system according to claim 10, wherein a level sensor (48) is arranged in the first fuel tank (20).
    [12]
    A fuel system according to claim 11, wherein the control unit (44) is arranged in connection with the first fuel pump (24) and the level sensor (48).
    [13]
    Internal combustion engine (2) characterized in that it comprises a fuel system (4) according to any one of the terms 10-12.
    [14]
    Vehicle (1) characterized in that it comprises a fuel system (4) according to any one of the oceans 10-12.
    [15]
    Computer program (P) for detecting errors regarding the installation of an industry filter in an industry system (4) for an internal combustion engine (2), wherein said computer program (P) comprises 1 program code for causing an electronic control unit (44) or a another computer (46) connected to the electronic control unit (44) to perform the steps according to any of the patents 1-9.
    [16]
    A computer program product comprising a program code stored on a computer readable medium for performing the method steps of any of claims 1-9, when said program code is crossed on an electronic control unit (44) or another computer (46) connected to the electronic control unit (44). 113 Z .6! D OZ 9C HAI 91 Z OC r, .9999.6 6999.6 699.6 '9 - • - • - • - • • •
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    同族专利:
    公开号 | 公开日
    DE112015003246T5|2017-04-13|
    WO2016028211A1|2016-02-25|
    SE538255C2|2016-04-19|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    FR2787143B1|1998-12-14|2001-02-16|Magneti Marelli France|DETECTION OF FOULING OF A FUEL FILTER OF A SUPPLY CIRCUIT OF AN INTERNAL COMBUSTION ENGINE|
    DE10017361A1|2000-04-07|2001-10-11|Mann & Hummel Filter|Differential pressure measuring arrangement|
    US7615151B2|2007-01-25|2009-11-10|Cummins Filtration Ip Inc.|Filter with installation integrity and magnetic flow-control|DE102017107907A1|2017-04-12|2018-10-18|Volkswagen Aktiengesellschaft|Method for controlling a fuel delivery module and fuel delivery module|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1450969A|SE538255C2|2014-08-21|2014-08-21|Method for detecting fuel filter mounting errors|SE1450969A| SE538255C2|2014-08-21|2014-08-21|Method for detecting fuel filter mounting errors|
    PCT/SE2015/050883| WO2016028211A1|2014-08-21|2015-08-20|Method to detect faults relating to mounting of fuel filters|
    DE112015003246.0T| DE112015003246T5|2014-08-21|2015-08-20|Method for detecting errors relating to the assembly of fuel filters|
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