Techniques for detecting a disconnected engine air hose using an in-line pressure sensor

A diagnostic system for a crankcase ventilation system of a boosted engine includes a pressure sensor (i) disposed in-line along a make-up air (MUA) hose of the crankcase ventilation system and (ii) configured to measure a pressure in the MUA hose, the MUA hose connecting an induction system of the engine to a crankcase of the engine. The diagnostic system also includes a controller configured to: detect a mild acceleration operating condition of the engine; and in response to detecting the mild acceleration operating condition: obtain a plurality of pressure samples based on the measured pressure by the pressure sensor, compare the plurality of pressure samples to a fault threshold indicative of a disconnected MUA hose, and based on the comparing, generate a fault signal indicative of a disconnected MUA hose.

FIELD

The present application generally relates to engine emissions diagnostics and, more particularly, to techniques for detecting a disconnected engine air hose using an in-line pressure sensor.

BACKGROUND

An engine draws fresh air into an intake manifold through an induction system (e.g., an intake duct having an air filter). A throttle valve is implemented downstream from the air filter and controls airflow through the induction system and into the intake manifold. The air in the intake manifold is distributed to a plurality of cylinders and combined with a fuel (e.g., via port or direct fuel injection) to create an air/fuel mixture. This air/fuel mixture is compressed by pistons within the cylinders (the compression stroke) and the compressed air/fuel mixture is ignited (e.g., by spark from spark plugs). Piston rings are used to form a seal between the pistons and walls of the cylinders. The combustion of the compressed air/fuel mixture (the power stroke) drives the pistons, which rotatably turn a crankshaft to generate drive torque. Exhaust gas resulting from combustion is expelled from the cylinders into an exhaust system.

The crankshaft is housed by a crankcase that includes lubricating fluid (e.g., oil). During the compression and power strokes, the air/fuel mixture (i.e., unburnt fuel) or exhaust gas sometimes escape the combustion chamber past the piston rings and enters the crankcase, which is also known as blow-by. Crankcase ventilation systems are therefore implemented to handle these blow-by vapors, which could dilute and/or degrade the oil overtime, thereby decreasing its ability to lubricate the crankshaft. Crankcase ventilation systems typically include a positive crankcase ventilation (PCV) hose and a PCV valve to control venting blow-by vapors from the crankcase and back into the intake manifold. More specifically, engine vacuum draws the blow-by vapors from the crankcase through an oil separator (e.g., a baffle) that removes any oil from the blow-by vapors and the blow-by vapor flow through the PCV hose is controlled by the PCV valve.

Crankcase ventilation systems typically also include a make-up air (MUA) hose. This MUA hose is connected to the crankcase and to the induction system at a point upstream from the intake manifold (e.g., before the throttle valve and after the air filter). The MUA hose is used to provide fresh air to the crankcase to better flush out the blow-by vapors. Emissions standards require detection of leaks in the crankcase ventilation system, which could cause blow-by vapors (e.g., unburnt fuel or untreated exhaust gas) to be expelled into the atmosphere. One such potential leak is a disconnected MUA hose. This disconnection could occur either at the crankcase side or at the induction system side. Conventional diagnostic systems, however, are (i) not configured to detect a disconnected MUA hose, (ii) inaccurate, and/or (iii) intrusive. Accordingly, while such diagnostic systems work for their intended purpose, there remains a need for improvement in the relevant art.

SUMMARY

According to one aspect of the invention, a diagnostic system for a crankcase ventilation system of an engine having a boost system is presented. In one exemplary implementation, the diagnostic system includes a pressure sensor (i) disposed in-line along a make-up air (MUA) hose of the crankcase ventilation system and (ii) configured to measure a pressure in the MUA hose, the MUA hose connecting an induction system of the engine at a point upstream from an intake manifold of the engine to a crankcase of the engine, and a controller configured to: detect a mild acceleration operating condition of the engine, and in response to detecting the mild acceleration operating condition: obtain a plurality of pressure samples based on the measured pressure by the pressure sensor, compare the plurality of pressure samples to a fault threshold indicative of a disconnected MUA hose, and based on the comparing, generate a fault signal indicative of a disconnected MUA hose.

According to another aspect of the invention, a diagnostic method for a crankcase ventilation system of an engine having a boost system is presented. In one exemplary implementation, the diagnostic method includes detecting, by a controller of the engine, a mild acceleration operating condition of the engine, and in response to detecting the mild acceleration operating condition: obtaining, by the controller, a plurality of pressure samples based on measured pressure by a pressure sensor, the pressure sensor being (i) disposed in-line along a make-up air (MUA) hose of the crankcase ventilation system and (ii) configured to measure pressure in the MUA hose, the MUA hose connecting an induction system of the engine at a point upstream from an intake manifold of the engine to a crankcase of the engine, comparing, by the controller, the plurality of pressure samples to a fault threshold indicative of a disconnected MUA hose, and based on the comparing, generating, by the controller, a fault signal indicative of a disconnected MUA hose.

In some implementations, the controller is further configured to: compare each pressure sample to a neutral pressure threshold, calculate a ratio of pressure samples under the neutral pressure threshold to pressure samples over the neutral pressure threshold, compare the calculated ratio to the fault threshold, and generate the fault signal when the calculated ratio is less than the fault threshold. In some implementations, the fault signal is indicative of the MUA hose being disconnected at the induction system-side. In some implementations, the controller is further configured to obtain the neutral pressure based on measured pressure by the pressure sensor during an idle operating condition of the engine.

In some implementations, the controller is further configured to: compare each pressure sample to a pressure pulsation threshold, calculate a quantity of the plurality of pressure samples that are greater than the pressure pulsation threshold to obtain a pressure pulsation count, compare the pressure pulsation count to the fault threshold, and generate the fault signal when the pressure pulsation count is less than the fault threshold. In some implementations, the fault signal is indicative of the MUA hose being disconnected at the crankcase-side.

In some implementations, the measured pressure by the pressure sensor includes pressure pulsations corresponding to vibration of air in the crankcase caused by movement of pistons of the engine. In some implementations, the boost system includes a supercharger, and the measured pressure by the pressure sensor includes pressure pulsations caused by the supercharger. In some implementations, the controller is further configured to actuate a malfunction indicator lamp (MIL) based on the fault signal.

DETAILED DESCRIPTION

As previously discussed, there is a need for diagnostic systems for crankcase ventilation systems that are capable of accurately and non-intrusively detecting a disconnected make-up air (MUA) hose. This is particularly true for boosted engines (turbocharged, supercharged, etc.). During non-boost (vacuum) conditions, a positive crankcase ventilation (PCV) valve is opened and blow-by vapors are drawn from the crankcase through a PCV hose and into the intake manifold. Also during non-boost conditions, an MUA valve (e.g., a check valve) along the MUA hose is opened and fresh air is drawn into or through the crankcase and into the PCV portion of the crankcase ventilation system.

During boost, however, the PCV valve is closed because there is no engine vacuum to draw the blow-by vapors. The MUA valve along the MUA hose is similarly closed during boost. Thus, there is no pressure difference across the MUA hose during boost that could be used as part of a disconnected MUA hose diagnostic. Small pressure pulsations corresponding to vibration of air in the crankcase, however, are sometimes caused by movement of the pistons. This may be particularly true for boosted engines that generate a large amount of drive torque. Component location may also cause these or other pressure pulsations, such as the mounting location of a supercharger proximate the MUA hose.

Accordingly, improved diagnostic techniques for detecting a disconnected MUA hose of a crankcase ventilation system of an engine are presented. These techniques utilize a pressure sensor disposed in-line along the MUA hose to measure pressure pulsations that propagate from the crankcase along the MUA house that are then used to detect whether the MUA hose is disconnected at either end. In some implementations, a particular operating condition, such as a mild acceleration operating condition of the engine, is a precondition for performing the diagnostic techniques herein. A mild acceleration operating condition, for example, provides for larger pressure pulsations while also causing a small local decrease in pressure. This enables the diagnostic technique to better distinguish pressure pulsations from a threshold. These diagnostic techniques also provide for accurate detection of both disconnected MUA hose scenarios in a manner that is non-intrusive to a driver.

Referring now toFIG. 1, an example engine system100is illustrated. The engine system100includes an engine104that is configured to combust an air/fuel mixture to generate drive torque to propel a vehicle. The engine104is any suitable engine, such as a spark-ignition (SI) engine having direct or port fuel injection. The engine104draws fresh air into an intake manifold108through an induction system112. The induction system112includes an air filter116that filters the fresh air and a fresh air duct120that provides the fresh air to the intake manifold108. A throttle valve124controls the flow of fresh air into the intake manifold108. The air in the intake manifold108is distributed to a plurality of cylinders128. While eight cylinders are shown, it will be appreciated that the engine104could include any number of cylinders.

The air is combined with a fuel (e.g., gasoline from a fuel system (not shown)) to form an air/fuel mixture in each of the cylinders128. The air/fuel mixture is compressed within the cylinders128by pistons132and the compressed air/fuel mixture is ignited (e.g., by spark from an ignition system (not shown)). The combustion of the compressed air/fuel mixture drives the pistons132, which rotatably turn a crankshaft136to generate drive torque. The crankshaft136resides in a crankcase140that includes oil for lubrication of the crankshaft136. The drive torque at the crankshaft136is then transferred to a drivetrain144(e.g., wheels of a vehicle) via a transmission148. Exhaust gas resulting from combustion is expelled from the cylinders128into an exhaust system152that treats the exhaust gas.

A boost system156pressurizes or forces additional air into the intake manifold108and into the cylinders128. This increased air charge, when combined with additional fuel, allows the engine104to generate a greater amount of drive torque. In one exemplary implementation, the boost system156is a supercharger having a compressor that is mechanically driven by the engine104(e.g., via the crankshaft136). While the boost system156is hereinafter referred to as supercharger156, it will be appreciated that the boost system could additional or alternatively include a turbocharger having a turbine powered by the exhaust gas that in turn powers a compressor. A controller160controls operation of the engine104, such as controlling airflow into the engine (the throttle valve124, the boost system156, etc.), fuel, and spark. The controller160also selectively actuates a malfunction indicator lamp (MIL)164.

Referring now toFIG. 2, an example crankcase ventilation system200is illustrated. While not necessarily shown, it will be appreciated that the crankcase ventilation system200may include other suitable components, such as check valves and/or other sensors. As shown, airflow into the intake manifold108of the engine104through the fresh air duct120is controlled by the throttle valve124. The supercharger156is arranged downstream from the throttle valve124and forces the filtered air into the intake manifold108, which enables the engine104to generate a greater amount of drive torque. While not explicitly shown, it will be appreciated that the supercharger156is driven either directly or indirectly (e.g., via a camshaft) by the crankshaft136.

The crankcase ventilation system200generally includes a PCV hose204, a PCV valve208, and an MUA hose212. The MUA hose212may also have a check valve (not shown) associated therewith. Blow-by vapors216in the crankcase140are siphoned up to the PCV valve208through a valve cover220of the engine104. The piston132is driven by the crankshaft136via a connecting rod224. These blow-by vapors216include unburnt fuel (from the compression stroke of the piston132) and/or exhaust gas (from the power stroke of the piston132) that escape a combustion chamber228of the cylinder128past a piston ring232that is implemented to form a seal between the piston132and a wall236of the cylinder128. These blow-by vapors then enter the crankcase140.

Fresh air is also provided to the crankcase140through the MUA hose212and the valve cover220. If the MUA hose212were disconnected, however, these blow-by vapors could escape the crankcase140and be expelled into the atmosphere via the MUA hose212. A sealed oil filler cap240allows the crankcase140to be filled with oil244. As previously described, during boost conditions there is no substantial pressure difference across the MUA hose212that could be utilized in detecting a disconnected MUA hose212. Small pressure pulsations248corresponding to vibration of air in the crankcase140, however, are caused by movement of the pistons132and/or the proximate mounting of the supercharger156to the MUA hose212. It will be appreciated that operation of the supercharger156could cause the air in the crankcase140to vibrate, thereby causing at least some of the pressure pulsations.

In one implementation, the magnitude of the pressure pulsations is a function of a quantity of the cylinders128, the size/stroke of the pistons132, and/or a volume of the crankcase140. A pressure sensor252is disposed in-line along the MUA house212in order to measure/detect these pressure pulsations248. In order to detect a disconnection of the MUA hose212at both an induction system side (point256) and a crankcase side (point260), the pressure sensor252should be mounted in-line along the MUA hose212(i.e., not on/in the induction system112or on/in the valve cover220). The pressure sensor252generates an analog pressure signal indicative of a pressure in the MUA hose212. This pressure signal is communicated to the controller160. It will be appreciated that the pressure sensor252could alternatively generate discrete pressure samples, which are discussed in greater detail below.

Referring now toFIG. 3A, a first example diagnostic method300for the crankcase ventilation system200of the engine104is illustrated. This method300is also referred to as an induction-side disconnection diagnostic method. At304, the controller160detects whether the engine104is operating at a mild acceleration condition. This mild acceleration operating condition is, for example, an engine load/speed at which vibration of the air in the crankcase140occurs, causing the pressure pulsations to be more distinguishable. If true, the method300proceeds to308. Otherwise, the method300ends or returns to304. At308, the controller160obtains a plurality of pressure samples based on the measured pressure by the pressure sensor252. As previously mentioned, these pressure samples could be either output by the pressure sensor252or sampled by the controller160from a pressure signal output by the pressure sensor252.

At312, the controller160compares a particular pressure sample to a neutral pressure threshold (NeutralTH). This neutral pressure threshold is indicative of a neutral or baseline pressure (i.e., a non-acceleration condition). In one exemplary embodiment, the controller160obtains the neutral pressure threshold based on the measured pressure by the pressure sensor252during an idle condition of the engine104, such as at engine startup. When the pressure sample exceeds the neutral pressure threshold, an over counter (CountOVER) is increased at316. When the pressure sample is less than the neutral pressure threshold, an under counter (CountUNDER) is increased at318. At320, the controller160determines whether there are any more pressure samples. In other words, the controller160determines if all of the pressure samples have been compared to the neutral pressure threshold. If true, the method300returns to312. Otherwise, the method300proceeds to324.

At324, the controller160calculates a pressure over/under ratio indicative of a number of pressure samples that exceed the neutral pressure threshold to a number of pressure samples that are less than the neutral pressure threshold. More specifically, this ratio is the value of the over count CountOVERdivided the under count CountUNDER. At328, the controller160determines whether the calculated ratio (Ratio) is greater than the fault threshold (FaultTH). For this method300, the fault threshold represents a low ratio that is indicative of the MUA hose212being disconnected at the induction-side. If true, the method300proceeds to332where the fault signal is generated (and, in some embodiments, the MIL164is actuated). Otherwise, the method300ends because there is no fault detected.

Referring now toFIG. 3B, plots350are illustrated for the measured pressure, an enable signal for the counter, a number of pressure pulsations, and the calculated ratio for a disconnection of the MUA hose212at the induction-side. The counter-enable signal could be set high (e.g., 1), for example, when the mild acceleration operating condition is detected. When the MUA hose212is disconnected at the induction-side, pressure pulsations are still captured by the pressure sensor252as is illustrated at354. Thus, this is not a helpful quantity for the induction-side disconnection diagnostic method. When the MUA hose212is disconnected at the induction-side, however, there is no local pressure drop. In other words, the MUA hose is connected to the crankcase140or valve cover220and then to the ambient. Thus, the calculated over/under ratio should be low due to the lack of this local pressure drop. As shown at358, this low calculated ratio is compared to the fault threshold (e.g., 5) and the fault signal is then generated when the calculated ratio is less than the fault threshold.

Referring now toFIG. 4A, a second example diagnostic method400for the crankcase ventilation system200of the engine104is illustrated. This method400is also referred to as a crankcase-side disconnection diagnostic method. At404, the controller160detects whether the engine104is operating at the mild acceleration condition. At408, the controller160obtains the plurality of pressure samples. As previously mentioned, the pressure sensor252could provide these samples to the controller160or the controller160could obtain the samples from a pressure signal output by the pressure sensor252. At412, the controller160determines whether a particular pressure sample exceeds a pressure pulsation threshold (PulseTH). This pressure pulsation threshold has a magnitude that is indicative of the pressure sample being an actual pressure pulsation and not sensor noise.

When the pressure sample exceeds the pressure pulsation threshold, a pulse count is increased at416. Otherwise, the method400proceeds to420. At420, the controller160determines whether there are any more pressure samples. In other words, the controller160determines if all of the pressure samples have been compared to the pressure pulsation threshold. If true, the method400proceeds to424. Otherwise, the method400returns to412. At424, the controller160determines if the pulse count is greater than the fault threshold (FaultTH). For this method400, the fault threshold is a low number of pulsations representing a disconnection of the MUA hose at the crankcase-side. If false, the method400proceeds to428where the fault signal is generated (and, in some embodiments, the MIL164is actuated). If the pulse count exceeds the fault threshold, however, the method400ends because there is no fault detected.

Referring now toFIG. 4B, plots450are illustrated for the measured pressure, an enable signal for the counter, a number of pressure pulsations, and the calculated ratio for a disconnection of the MUA hose212at the crankcase-side. When the MUA hose212is disconnected at the crankcase-side, a high under/over ratio is still observed as illustrated at454because the local pressure drop across the pressure sensor252remains. Thus, this is not a helpful quantity for the crankcase-side disconnection diagnostic method. When the MUA hose212is disconnected at the crankcase-side, however, there are a small number of pressure pulsations counted. This is because zero or only a few pressure pulsations will manage to propagate through the MUA hose212because it is disconnected at the source of these pulsations. As shown at458, this low calculated quantity of pressure pulsations is compared to the fault threshold (e.g., 5) and the fault signal is then generated when the calculated quantity is less than the fault threshold.

It will be appreciated that the term “controller” as used herein refers to any suitable control device or set of multiple control devices that is/are configured to perform at least a portion of the techniques of the present disclosure. Non-limiting examples include an application-specific integrated circuit (ASIC), one or more processors and a non-transitory memory having instructions stored thereon that, when executed by the one or more processors, cause the controller to perform a set of operations corresponding to at least a portion of the techniques of the present disclosure. The one or more processors could be either a single processor or two or more processors operating in a parallel or distributed architecture.

It should be understood that the mixing and matching of features, elements, methodologies and/or functions between various examples may be expressly contemplated herein so that one skilled in the art would appreciate from the present teachings that features, elements and/or functions of one example may be incorporated into another example, if appropriate, unless described otherwise above.