SYSTEMS AND METHODS FOR DIAGNOSTING A VEHICLE ENGINE INTAKE MANIFOLD AND EXHAUST SYSTEM

Abstract

Procedure, comprehensive: Performing engine system diagnostics by turning a vehicle's engine without fuel supply, in order to draw an intake air flow into the engine via an intake manifold and to direct an exhaust flow to the atmosphere via an exhaust system; and Identifying a source of deterioration from one of the engine, intake manifold or exhaust system based on both the intake airflow and exhaust flow during rotation.

Description

Area

[0001] The present description generally relates to methods and systems for assessing the presence or absence of deterioration in a vehicle engine, engine intake manifold or engine exhaust system. General state of the art / Summary

[0002] Internal combustion engines burn a mixture of fuel and air to generate torque and propel a vehicle. Specifically, air is drawn into the engine through an intake manifold based on the position of a throttle, and then mixed with fuel. The air-fuel mixture is burned within the engine cylinder(s) to drive pistons within the cylinder(s), which in turn rotates an engine crankshaft. Byproducts of combustion within the engine cylinders are routed through an exhaust manifold to one or more catalytic converters before being released into the atmosphere.

[0003] Both the engine intake and exhaust systems can deteriorate over time. Deterioration in the intake, exhaust, or engine system can lead to reduced fuel efficiency and, in some cases, increased emissions. The inventors recognized these problems.

[0004] Engine operation can be regulated based on a number of parameters, such as the airflow rate supplied to the engine. A mass airflow (MAF) sensor can measure the airflow supplied to the engine. However, in the intake manifold, a defect downstream of the MAF sensor can result in unmeasured air being supplied to the engine. Consequently, the air-fuel ratio can become lean. However, there are many other major causes of a lean engine mixture, such as undesired combustion, malfunctioning oxygen sensors, valve timing problems, and a malfunctioning MAF sensor.Therefore, specifically diagnosing the presence or absence of deterioration from an intake system or intake manifold downstream of the MAF sensor can be challenging. Similarly, exhaust system deterioration can be difficult to detect if, for example, the deterioration is downstream of a lambda sensor.

[0005] US Patent No. US 2009 / 0187301A1 teaches a method for diagnosing the presence or absence of deterioration of an engine's intake manifold by comparing the manifold absolute pressure to atmospheric pressure. An example states that a significant amount of deterioration occurs in response to the manifold absolute pressure being substantially equivalent to atmospheric pressure.

[0006] However, the inventors of the present invention have recognized potential problems with such a method. For example, such a method is not capable of diagnosing the presence or absence of deterioration in a vehicle's exhaust system.

[0007] In US 9,347,417 B2, when starting with a recoil starter, the maximum value detection of an electronic control module (ECM) detects the maximum pressure (base atmospheric pressure) in an intake manifold within a specified crankshaft angle range after ECM activation, as determined by a pressure sensor. An idle control unit operates an integrated smoothing valve (ISC) based on the engine speed detected by a speed sensor to maintain the engine's idle speed at a specified value. A correction unit corrects a base atmospheric pressure detected by the maximum value detection section based on the ISC valve's duty cycle at idle and uses the result as the air pressure. A memory unit stores a map in which the ISC valve's duty cycle at idle correlates with the correction amount that must be applied to the base atmospheric pressure.

[0008] DE 10 2009 027 519 A1 describes a method for operating an internal combustion engine in motor vehicles, in which air is supplied to a combustion chamber via a throttle valve and an air supply channel, and in which exhaust gas is passed through a particulate filter and at least temporarily and at least partially recirculated into the air supply channel via an exhaust gas recirculation valve, and in which the oxygen content in the exhaust gas is detected by means of at least one lambda sensor. During overrun operation, the throttle valve is controlled to close and the exhaust gas recirculation valve to open, a parameter characterizing the oxygen concentration in the exhaust gas is compared with a limit value, and depending on the result of the comparison, a leakage in the air supply channel is inferred.

[0009] Based on known methods in which the engine is started and fuel is injected for system diagnostics, the invention aims to provide a method that enables diagnostics of the engine system, including the intake and exhaust systems, under realistic flow conditions without having to start the engine or burn fuel. This objective is achieved by the features of the independent claims. Advantageous embodiments of the invention are described in the dependent claims.

[0010] Accordingly, a method is provided that includes performing an engine system diagnostic by rotating a vehicle's engine without fuel supply, drawing an intake air flow through an intake manifold into the engine and directing an exhaust flow through an exhaust system to the atmosphere, and indicating a source of deterioration from the engine, the intake manifold, or the exhaust system based on both the intake air flow and the exhaust flow during rotation. In this way, a robust determination is made using engine system diagnostics as to whether a source of deterioration originates from the intake manifold, the engine, or the vehicle's exhaust system.

[0011] In one example, the procedure prior to performing engine system diagnostics involves obtaining a set of output comparator data, including an output intake airflow and an output exhaust flow under an substantially equivalent set of conditions as those used for performing the engine system diagnostics, including turning the engine without fuel supply via an electric motor powered by a battery. In such an example, the substantially equivalent set of conditions further includes turning the engine at a predetermined speed for a predetermined duration and controlling a throttle located in the intake manifold to a predetermined position to allow air to be drawn into the engine via the intake manifold.

[0012] In some examples, the intake airflow and exhaust airflow can be measured via a mass airflow sensor located in the intake manifold, while the exhaust airflow and exhaust gas flow are measured via a pressure sensor located in the exhaust system. In such an example, the pressure sensor could be a differential pressure sensor corresponding to a gas particulate filter located in the exhaust system. Furthermore, obtaining the set of output comparator data can be performed under conditions where the engine system is free from the source of degradation.

[0013] In one example, the source of deterioration in the intake manifold can be stated as a reaction to the fact that the intake airflow during engine system diagnostics is essentially equivalent to the output intake airflow, but the exhaust airflow during engine system diagnostics is greater than the output exhaust airflow.

[0014] In another example, the source of deterioration in the exhaust system can be stated as a reaction to the fact that the intake airflow during engine system diagnostics is essentially equivalent to the output intake airflow, but the exhaust flow during engine system diagnostics is lower compared to the output exhaust flow.

[0015] In another example, the source of the deterioration can be specified as originating from the engine, in response to both the intake air flow and the exhaust flow being lower than the output intake air flow and exhaust flow, respectively, during engine system diagnostics.

[0016] In yet another example, the source of the deterioration may not be present in any of the intake manifold, exhaust system, or engine, in response to the fact that both the intake airflow during engine system diagnostics is essentially equivalent to the output intake airflow and the exhaust airflow during engine system diagnostics is essentially equivalent to the output exhaust airflow.

[0017] The aforementioned advantages, as well as further advantages and features of the present description, will readily become apparent from the following detailed description, whether considered on its own or in conjunction with the accompanying drawings.

[0018] It is understood that the foregoing summary is provided to introduce, in simplified form, a selection of concepts that are described in more detail in the detailed description. It is not intended to identify important or essential features of the claimed subject matter, the scope of which is defined solely by the claims following the detailed description. Furthermore, the claimed subject matter is not limited to implementations that overcome the disadvantages mentioned above or in any part of this disclosure. Brief description of the drawings Fig. Figure 1 schematically shows an exemplary vehicle drive system. Fig. Figure 2 schematically shows an exemplary vehicle system with a fuel system and an evaporative emission system. Fig. Figures 3A-3C schematically illustrate a block diagram of a vehicle's intake and exhaust system of an engine, illustrating possible locations for deterioration. Fig. Figure 4 schematically illustrates a block diagram of an example system for autonomous driving. Fig. Figure 5 shows a high-level flowchart to indicate the presence or absence of deterioration from an intake manifold, exhaust system, or engine. Fig. Figure 6 shows a high-level flowchart outlining the steps for obtaining output comparator data and performing engine system diagnostics for use in the procedure from Fig. 5 above shows. Fig. Figure 7 shows an example lookup table that can be used to retrieve results of the procedure from Fig. 5 to interpret. Fig. Figure 8 shows an exemplary timeline for determining whether deterioration has occurred in a vehicle intake manifold, exhaust system, or engine, according to the procedures from the Fig. 5-6. Detailed description

[0019] The following description concerns systems and methods for identifying sources of deterioration from either an intake manifold, an exhaust system, or an engine of a vehicle. Such a method may involve turning or rotating an engine without fuel injection, with the engine being turned without fuel supply via an electric motor of a hybrid vehicle, such as the one described in Fig. The procedure is performed on the hybrid vehicle shown in Figure 1. To diagnose a source of deterioration in an engine system (where the engine system includes the engine intake manifold, the engine exhaust system, and the engine), the intake airflow and exhaust flow can be monitored under a set of predetermined conditions and compared to a set of output intake airflows and exhaust flow measurements taken under an substantially equivalent set of predetermined conditions. Intake airflow can be measured using a mass airflow (MAF) sensor positioned in the intake manifold, whereas exhaust flow can be measured using a gasoline particulate filter (GPF) differential pressure sensor positioned in the exhaust system downstream of an exhaust manifold, as shown in Figure 1. Fig. Figure 2 illustrates this. By comparing intake and exhaust flow measurements with baseline measurements taken under conditions where there was no deterioration in the engine system, sources of deterioration originating from the intake manifold, exhaust system, or engine can be identified, as shown in the Fig. 3A-3C illustrates this. In some examples, the set of predetermined conditions for performing output intake and exhaust flow measurements and test intake and exhaust flow measurements may include a requirement that the vehicle is unoccupied. Thus, in some examples, such measurements can be performed in an unoccupied autonomous vehicle, whereby Fig. 4 represents an exemplary control system of an autonomous vehicle. A method for identifying a source of deterioration in an intake manifold, exhaust system, or engine is described in Fig. Figure 5 illustrates this. As discussed, such a procedure may include baseline measurements of the intake airflow and exhaust gas flow in addition to similar measurements during test conditions. Accordingly, a method for obtaining such measurements is for use in the [reference to be added]. Fig. 5 examples shown in Fig. Figure 6 illustrates this. To interpret the results of such a diagnostic test, the results can be analyzed using a lookup table, such as the one shown above. Fig. The lookup table shown in section 7 provides an example timeline for performing such an engine system test diagnostic procedure. Fig. 8 illustrates.

[0020] Fig. Figure 1 illustrates an exemplary vehicle propulsion system 100. The vehicle propulsion system 100 includes a fuel-injected internal combustion engine 110 and an electric motor 120. As a non-restrictive example, the engine 110 comprises an internal combustion engine, and the electric motor 120 comprises an electric motor. The electric motor 120 may be designed to use or consume a different energy source than the engine 110. For example, the engine 110 may consume a liquid fuel (e.g., gasoline) to generate engine power, while the electric motor 120 may consume electrical energy to generate electric motor power. Therefore, a vehicle with a propulsion system 100 may be described as a hybrid electric vehicle (HEV).

[0021] Depending on the operating conditions to which the vehicle propulsion system is exposed, the vehicle propulsion system 100 can use a variety of different operating modes. Some of these modes can allow the engine 110 to be kept in a switched-off state (i.e., set to a deactivated state) in which the combustion of fuel in the engine is interrupted. For example, under selected operating conditions, the electric motor 120 can propel the vehicle via the drive wheel 130, as indicated by arrow 122, while the engine 110 is switched off.

[0022] During other operating conditions, the motor 110 may be set to a switched-off state (as described above), while the electric motor 120 may be operated to charge the energy storage device 150. For example, the electric motor 120 may receive wheel torque from the drive wheel 130, as indicated by arrow 122, and the electric motor may convert the vehicle's kinetic energy into electrical energy for storage in the energy storage device 150, as indicated by arrow 124. This operation may be referred to as regenerative braking of the vehicle. Thus, in some examples, the electric motor 120 may provide a generator function.In other examples, however, the generator 160 can instead receive a wheel torque from the drive wheel 130, whereby the generator can convert the kinetic energy of the vehicle into electrical energy for storage in the energy storage device 150, as indicated by the arrow 162.

[0023] Under other operating conditions, the engine 110 can be operated by burning fuel drawn from the fuel system 140, as indicated by arrow 142. For example, the engine 110 can be operated to drive the vehicle via the drive wheel 130, as indicated by arrow 112, while the electric motor 120 is switched off. Under other operating conditions, both the engine 110 and the electric motor 120 can each be operated to drive the vehicle via the drive wheel 130, as indicated by arrows 112 and 122, respectively. A design in which both the engine and the electric motor can selectively drive the vehicle can be described as a parallel-type vehicle propulsion system.It should be noted that in some examples, the electric motor 120 can drive the vehicle via a first set of drive wheels, and the motor 110 can drive the vehicle via a second set of drive wheels.

[0024] In other examples, the vehicle drive system 100 can be designed as a standard vehicle drive system, in which the motor does not directly drive the drive wheels. Rather, the motor 110 can be operated to supply energy to the electric motor 120, which in turn can drive the vehicle via the drive wheel 130, as indicated by arrow 122. For example, under selected operating conditions, the motor 110 can drive the generator 160, as indicated by arrow 116, which in turn can supply electrical energy to one or more of the electric motors 120, as indicated by arrow 114, or to the energy storage device 150, as indicated by arrow 162.As another example, the motor 110 can be operated to drive the electric motor 120, which in turn can provide a generator function to convert the motor power into electrical energy, with the electrical energy being stored in the energy storage device 150 for later use by the electric motor.

[0025] In other examples, which will be discussed in detail below, the electric motor 120 can be used to turn or rotate the electric motor in a fuel-free configuration. Specifically, the electric motor 120 can rotate the engine without a fuel supply using an in-vehicle energy storage device 150, which may include, for example, a battery. In a case where the electric motor 120 is used to rotate the engine without a fuel supply, fuel injection to the engine cylinders can be prevented, and no spark can be provided to any of the engine cylinders.

[0026] The fuel system 140 may include one or more fuel storage tanks 144 for storing fuel on board the vehicle. For example, the fuel tank 144 may store one or more liquid fuels, including, but not limited to, gasoline, diesel, and alcoholic fuels. In some examples, the fuel on board the vehicle may be stored as a mixture of two or more different fuels. For example, the fuel tank 144 may be designed to store a mixture of gasoline and ethanol (e.g., E10, E85, etc.) or a mixture of gasoline and methanol (e.g., M10, M85, etc.), allowing these fuels or fuel mixtures to be supplied to the engine 110, as indicated by arrow 142. Other suitable fuels or fuel mixtures may also be supplied to the engine 110, where they may be burned to produce engine power.The engine power can be used to propel the vehicle, as indicated by arrow 112, or to recharge the energy storage device 150 via the electric motor 120 or the generator 160.

[0027] In some examples, the energy storage device 150 can be configured to store electrical energy that can be supplied to other electrical loads located on board the vehicle (not the electric motor), including the cabin heating and air conditioning, the combustion engine starter, the headlights, cabin audio and video systems, etc. As a non-limiting example, the energy storage device 150 can include one or more batteries and / or capacitors.

[0028] The control system 190 can communicate with one or more of the engine 110, the electric motor 120, the fuel system 140, the energy storage device 150, and the generator 160. The control system 190 can receive sensor feedback information from one or more of the engine 110, the electric motor 120, the fuel system 140, the energy storage device 150, and the generator 160. Furthermore, in response to this sensor feedback, the control system 190 can send control signals to one or more of the engine 110, the electric motor 120, the fuel system 140, the energy storage device 150, and the generator 160. The control system 190 can receive an output request from the vehicle propulsion system by a vehicle operator 102. For example, the control system 190 can receive sensory feedback from the pedal position sensor 194, which communicates with the pedal 192.The pedal 192 can schematically refer to a brake pedal and / or an accelerator pedal. Furthermore, in some examples, the control system 190 can communicate with a remote engine start receiver 195 (or transmitter receiver) that receives wireless signals 106 from a key fob 104 having a remote start button 105. In other examples (not shown), a remote engine start can be initiated via a mobile phone or a smartphone-based system, where a user's mobile phone sends data to a server, and the server communicates with the vehicle to start the engine.

[0029] The energy storage device 150 can periodically receive electrical energy from a power source 180 located outside the vehicle (e.g., not part of the vehicle), as indicated by arrow 184. As a non-restrictive example, the vehicle drive system 100 can be configured as a plug-in hybrid vehicle (HEV), allowing electrical energy to be supplied to the energy storage device 150 from the power source 180 via an electrical energy transmission cable 182. During a recharging operation of the energy storage device 150 from the power source 180, the electrical transmission cable 182 can electrically couple the energy storage device 150 and the power source 180. While the vehicle drive system is operating to propel the vehicle, the electrical transmission cable 182 between the power source 180 and the energy storage device 150 can be disconnected.The control system 190 can detect and / or control the amount of electrical energy stored in the energy storage device, which can be referred to as the state of charge (SOC).

[0030] In other examples, the electrical transmission cable 182 can be omitted, and electrical energy can be wirelessly absorbed by the energy storage device 150 from the power source 180. For example, the energy storage device 150 can absorb electrical energy from the power source 180 via one or more of the following methods: electromagnetic induction, radio waves, and electromagnetic resonance. It is understood, therefore, that any suitable approach can be used to recharge the energy storage device 150 from a power source that is not part of the vehicle. In this way, the electric motor 120 can power the vehicle by using an energy source other than the fuel used by the engine 110.

[0031] The fuel system 140 can periodically draw fuel from a fuel source located outside the vehicle. As a non-restrictive example, the vehicle propulsion system 100 can be refueled by drawing fuel via a fuel delivery device 170, as indicated by arrow 172. In some examples, the fuel tank 144 may be designed to store the fuel drawn by the fuel delivery device 170 until it is supplied to the engine 110 for combustion. In some examples, the control system 190 may receive an indication of the fuel level stored in the fuel tank 144 via a level sensor. The fuel level stored in the fuel tank 144 (e.g.,as determined by the level sensor), can be communicated to the driver, for example, via a fuel gauge or a display on a vehicle dashboard 196.

[0032] The vehicle propulsion system 100 may further include an ambient temperature / humidity sensor 198 and a roll control sensor, such as a lateral and / or longitudinal and / or yaw rate sensor 199. The vehicle instrument panel 196 may include an indicator light and / or a text-based display that shows messages to an operator. The vehicle instrument panel 196 may also include various input sections for receiving operator input, such as buttons, touchscreens, voice input / recognition, etc. For example, the vehicle instrument panel 196 may include a refueling button 197 that can be manually operated or pressed by the operator to initiate refueling.For example, as described in more detail below, in response to the driver pressing the refueling button 197, the pressure in a fuel tank in the vehicle can be reduced so that refueling can be carried out.

[0033] The control system 190 can be communicatively coupled to other vehicles or infrastructures using appropriate, established communication technology. For example, the control system 190 can be coupled to other vehicles or infrastructures via a wireless network 131, which may include WLAN, Bluetooth, some type of cellular service, a wireless data transmission protocol, etc. The control system 190 can send (and receive) information relating to vehicle data, vehicle diagnostics, traffic conditions, vehicle location information, vehicle operating procedures, etc., via vehicle-to-vehicle (V2V), vehicle-to-infrastructure-to-vehicle (V2I2V), and / or vehicle-to-infrastructure (V2I) technology. The communication and information exchanged between vehicles can be either direct between vehicles or via multi-hop. In some examples, longer-range communications (e.g.,WiMAX) instead of or in conjunction with V2V or V2I2V to extend the coverage area by several miles. In still other examples, the vehicle control system 190 can be communicatively coupled to other vehicles or infrastructures via a wireless network 131 and the Internet (e.g., cloud), as is generally known in the field.

[0034] The vehicle system 100 may also include an onboard navigation system 132 (for example, a global positioning system) with which a driver can interact. The navigation system 132 may include one or more position sensors to assist in estimating vehicle speed, vehicle altitude, vehicle position / location, etc. This information can be used to derive internal combustion engine operating parameters, such as local atmospheric pressure. As discussed above, the control system 190 may also be configured to receive information via the internet or other communication networks. Information received from the GPS may be cross-referenced with information available via the internet to determine local weather conditions, local vehicle regulations, etc.In one example, the information retrieved from the GPS can be used in conjunction with a route learning method so that the routes frequently driven by a vehicle can be learned by the vehicle control system 190. In some examples, other sensors, such as lasers, radar, sonar, acoustic sensors, etc. (e.g., 133), can be used additionally or alternatively in conjunction with the vehicle's in-vehicle navigation system to perform route learning of routes frequently driven by the vehicle.

[0035] The vehicle system 100 can also include sensors that are assigned to the occupancy status of the vehicle, for example seat load cells 107, a door detection technology 108 and in-vehicle cameras 109.

[0036] Fig. Figure 2 shows a schematic representation of a vehicle system 206. It is understood that the vehicle system 206 is the same vehicle system as the vehicle system 100, which is described in Fig. The vehicle system 206 includes an engine system 208, which is coupled to an emission control system 251 and a fuel system 218. It is understood that the fuel system 218 is the same fuel system as the fuel system 140, which is shown in Fig. The emission control system 251 includes a fuel vapor reservoir or canister 222, which can be used to capture and store fuel vapors. In some examples, the vehicle system 206 can be a hybrid electric vehicle system.

[0037] The engine system 208 can include an engine 110 having a plurality of cylinders 230. Although not explicitly shown, it is understood that each cylinder can include one or more intake valves and one or more exhaust valves. The engine 110 includes an engine air intake 223 and an engine exhaust 225. The engine air intake 223 includes a throttle 262 in fluid communication with the engine intake manifold 244 via an intake duct 242. The throttle 262 can include an electronic throttle that can be controlled by the vehicle control system, which sends a signal to actuate the throttle to a desired position. In such an example, where the throttle is electronic, the energy to control the throttle to the desired position can come from an in-vehicle energy storage device (e.g., 150), such as a battery.Furthermore, the engine air intake 223 can include an airbox and filter 215, which are positioned upstream of the throttle 262. The engine exhaust system 225 includes an exhaust manifold 248, which leads to an exhaust duct 235 that directs exhaust gas to the atmosphere. The engine exhaust system 225 can include one or more exhaust catalysts 270, which may be located in a position close to the engine in the exhaust. One or more emission control devices may include a three-way catalytic converter, a lean NOx trap, a diesel particulate filter, an oxidation catalyst, etc. It will be understood that other components may be included in the engine, such as a variety of valves and sensors. For example, an air pressure sensor 213 may be included in the engine intake. In one example, the air pressure sensor 213 may be a manifold manifold pressure (MAP) sensor and it may be coupled to the engine intake downstream of the throttle 262.The air pressure sensor 213 can depend on conditions with a partially open throttle or a fully or widely open throttle, e.g., when the opening dimension of the throttle 262 is greater than a threshold value to accurately determine the BP. Alternatively, the MAP can be derived from alternative engine operating conditions, such as mass air flow (MAF) as measured by a MAF sensor 210 coupled to the intake manifold.

[0038] The engine exhaust system 225 may further include a gasoline particulate filter (GPF) 217. The GPF 217 may comprise a particulate filter, a hydrocarbon storage system, a catalyzed washcoat, or a combination thereof. In some examples, during operation of the engine 110, the GPF 217 may be periodically regenerated by operating at least one cylinder of the engine at a specific air-fuel ratio to raise the temperature of the GPF 217 so that retained hydrocarbons and soot particles can be oxidized.

[0039] In some examples, temperature sensor 226 can be positioned upstream of the inlet of the GPF 217, and temperature sensor 229 can be positioned downstream of the GPF 217. Temperature sensors 226 and 229 can be used, for example, to assess the temperature of the GPF 217 for regeneration purposes. Additionally, the pressure in the exhaust system can be assessed by pressure sensor 263. Pressure sensor 263 can be, for example, a differential pressure sensor positioned upstream and downstream of the GPF 217. Pressure sensor 263 can be used to determine the pressure at the inlet of the GPF 217 to assess the operating conditions so that air can be introduced into the inlet of the GPF 217 for regeneration. In addition, in some examples the soot sensor 268 can be positioned downstream of the GPF 217 to assess the level of soot released by the GPF 217.The soot sensor 268 can be used, among other things, to diagnose the operation of the GPF 217.

[0040] The fuel system 218 can include a fuel tank 220, which is coupled to a fuel pump system 221. It is understood that the fuel tank 220 is the same fuel tank as the fuel tank 144 described above. Fig. The fuel pump system 221, as shown in Figure 1, can include one or more pumps for pressurizing fuel, which is supplied to the engine's fuel injectors 110, such as the exemplary fuel injector 266 shown. While only a single fuel injector 266 is shown, additional fuel injectors are provided for each cylinder. It will be understood that the fuel system 218 can be a non-return fuel system, a return fuel system, or various other types of fuel system. The fuel tank 220 can accommodate a variety of fuel mixtures, including fuels with a range of alcohol concentrations, such as various gasoline-ethanol blends, including E10, E85, gasoline, etc., and combinations thereof.A fuel level sensor 234, located in the fuel tank 220, can provide the controller 212 with a fuel level reading (“fuel level input”). As shown, the fuel level sensor 234 can include a float connected to an adjustable resistor. Alternatively, other types of level sensors can be used.

[0041] Vapors generated in the fuel system 218 can be fed via a vapor recovery line 231 to an evaporative emission control system 251, which includes a fuel vapor canister 222, before being purged into the engine air intake 223. The vapor recovery line 231 can be connected to the fuel tank 220 via one or more lines and can include one or more valves for shutting off the fuel tank under certain conditions. For example, the vapor recovery line 231 can be connected to the fuel tank 220 via one or more, or a combination of, lines 271, 273, and 275.

[0042] Furthermore, in some examples, one or more fuel tank venting valves may be positioned in lines 271, 273, or 275. Among other functions, the fuel tank venting valves may allow a fuel vapor canister of the emissions control system to be maintained at low pressure or vacuum without increasing the rate of fuel evaporation from the tank (which would otherwise occur if the fuel tank pressure were reduced). For example, line 271 may include a grade vent valve (GVV) 287, line 273 may include a fill limit venting valve (FLVV) 285, and line 275 may include a grade vent valve (GVV) 283. Additionally, in some examples, the recovery line 231 may be coupled to a fuel filling system 219.In some examples, the fuel filling system may include a tank cap 205 for sealing the fuel filling system against the atmosphere. A refueling system 219 is coupled to the fuel tank 220 via a fuel filling pipe or fuel filling nozzle 211.

[0043] Furthermore, the refueling system 219 can include a refueling lock 245.

[0044] In some examples, the refueling interlock 245 can be a fuel cap locking mechanism. The fuel cap locking mechanism can be configured to automatically lock the fuel cap in a closed position, preventing it from being opened. For example, the fuel cap 205 can remain locked via the refueling interlock 245 while the pressure or vacuum in the fuel tank is above a threshold. In response to a refueling request, such as one initiated by the driver, the pressure can be released from the fuel tank, and the fuel cap can be unlocked when the pressure or vacuum in the fuel tank falls below a threshold. A fuel cap locking mechanism can be a latch or a handle that, when engaged, prevents the fuel cap from being removed.The bolt or handle can be electrically locked, for example by a magnetic coil, or mechanically locked, for example by a pressure diaphragm.

[0045] In some examples, the refueling interlock 245 may be a filler pipe valve located at one end of the fuel filler pipe 211. In such examples, the refueling interlock 245 may not prevent the removal of the fuel cap 205. Instead, the refueling interlock 245 may prevent the insertion of a refueling pump into the fuel filler pipe 211. The filler pipe valve may be electrically locked, for example by a solenoid, or mechanically locked, for example by a pressure diaphragm.

[0046] In some examples, the refueling lock 245 can be a fuel filler flap lock, such as a latch or clutch that locks a fuel filler flap located in a body panel of the vehicle. The fuel filler flap lock can be electrically locked, for example by a magnetic coil, or mechanically locked, for example by a pressure diaphragm.

[0047] In examples where the refueling lock 245 is locked using an electrical mechanism, the refueling lock 245 can be unlocked by commands from a controller 212, for example, when the fuel tank pressure falls below a pressure threshold. In examples where the refueling lock 245 is locked using a mechanical mechanism, the refueling lock 245 can be unlocked by a pressure gradient, for example, when the fuel tank pressure drops to atmospheric pressure.

[0048] The emission control system 251 may include one or more emission control devices, such as one or more fuel vapor canisters 222 filled with a suitable adsorbent 286b, wherein the canisters are configured to temporarily capture fuel vapors (including vaporized hydrocarbons) during fuel tank refueling operations and "operational losses" (that is, fuel that evaporates during vehicle operation). In one example, the adsorbent 286b used is activated carbon. The emission control system 251 may further include a canister vent path or canister vent line 227 that can discharge the gases from the canister 222 into the atmosphere when fuel vapors are stored or captured from the fuel system 218.

[0049] The canister 222 can contain a buffer 222a (or buffer region), each containing the adsorbent. As shown, the volume of the buffer 222a can be smaller than the volume (e.g., a fraction of the volume) of the canister 222. The adsorbent 286a in the buffer 222a can be the same as the adsorbent in the canister or different from it (e.g., both can contain coal). The buffer 222a can be arranged within the canister 222 such that, during canister loading, fuel tank vapors are initially adsorbed within the buffer, and then, when the buffer is saturated, further fuel tank vapors are adsorbed in the canister. In contrast, during canister purging, fuel vapors are first desorbed from the canister (e.g., up to a threshold quantity) before being desorbed from the buffer.In other words, the loading and unloading of the buffer is not linear to the loading and unloading of the canister. Therefore, the effect of the canister buffer is to dampen fuel vapor peaks flowing from the fuel tank to the canister, thus reducing the likelihood of these peaks reaching the engine. One or more temperature sensors 232 can be coupled to or within a canister 222. When fuel vapor is adsorbed by the adsorbent in the canister, heat is generated (heat of adsorption). Likewise, heat is consumed when fuel vapor is desorbed by the adsorbent in the canister. In this way, the adsorption and desorption of fuel vapor by the canister can be monitored and estimated based on temperature changes within the canister.

[0050] The vent line 227 can further enable fresh air to be drawn into the canister 222 when stored fuel vapors from the fuel system 218 are purged via the purge line 228 and the purge valve 261 to the engine inlet 223. For example, the purge valve 261 may normally be closed, but open under certain conditions so that vacuum from the engine intake manifold 244 is supplied to the fuel vapor canister for purging. In some examples, the vent line 227 may include an air filter 259 located upstream of the canister 222.

[0051] In some examples, the flow of air and vapors between the canister 222 and the atmosphere can be regulated by a canister vent valve 297 coupled in the vent line 227. When included, the canister vent valve 297 can be a normally open valve, allowing the fuel tank isolation valve (FTIV) 252 to control the venting of the fuel tank 220 to the atmosphere. The FTIV 252 can be positioned between the fuel tank and the fuel vapor canister 222 within the line 278. The FTIV 252 can be a normally closed valve which, when opened, allows fuel vapors to be released from the fuel tank 220 into the fuel vapor canister 222. Fuel vapors can then be vented to the atmosphere or purged to the engine intake system 223 via the canister purge valve 261.As discussed in more detail below, the FTIV may not be included in some examples, whereas an FTIV may be included in other examples.

[0052] The fuel system 218 can be operated in a variety of modes by the control unit 212 through selective adjustment of the various valves and solenoid coils.

[0053] It is understood that tax system 214 is the same tax system as tax system 190, which is mentioned above. Fig. The fuel system can be operated in a fuel vapor storage mode (e.g., during a fuel tank refueling operation and when the engine is not burning air and fuel), where the controller 212 can open the shut-off valve 252 (if included) while closing the canister purge valve (CPV) 261 to direct refueling vapors into the canister 222 while preventing the fuel vapors from entering the intake manifold.

[0054] As another example, the fuel system can be operated in a refueling mode (e.g., when a driver requests refueling of the fuel tank), in which the controller 212 can open the shut-off valve 252 (if included) while keeping the canister purge valve 261 closed to reduce the pressure in the fuel tank before allowing fuel to be added. Thus, the shut-off valve 252 (if included) can be kept open during the refueling process to allow refueling vapors to be stored in the canister. After refueling is complete, the shut-off valve can be closed.

[0055] As another example, the fuel system can be operated in a canister purge mode (e.g., after an emission control device startup temperature has been reached and the engine is burning air and fuel), where the controller 212 can open the canister purge valve 261 while closing the shut-off valve 252 (if included). Here, the vacuum created by the intake manifold of the running engine can be used to draw fresh air through the vent 227 and through the fuel vapor canister 222 to purge the stored fuel vapors into the intake manifold 244. In this mode, the purged fuel vapors from the canister are burned in the engine. Purging can continue until the amount of stored fuel vapor in the canister falls below a threshold.

[0056] The control 212 can comprise a section of a control system 214. In some examples, the control system 214 can be the same control system 190 that is in Fig. Figure 1 illustrates this. According to the illustration, the control system 214 receives information from a variety of sensors 216 (various examples of which are described here) and sends control signals to a variety of actuators 281 (various examples of which are described here). For example, the sensors 216 may include an exhaust gas sensor 237 located upstream of the emission control device 270, a temperature sensor 233, a pressure sensor 291, a pressure sensor 282, and a canister temperature sensor 232. Other sensors, such as pressure, temperature, air-fuel ratio, and composition sensors, may be coupled to various points in the vehicle system 206. As another example, the actuators may include the throttle 262, the fuel tank shut-off valve 252, the canister purge valve 261, and the canister vent valve 297. The control system 214 may include a controller 212.The controller can receive input data from various sensors, process this data, and trigger actuators in response to the processed input data based on a programmed instruction or code according to one or more routines. Examples of control routines are listed here in relation to... Fig. 5-6 described.

[0057] In some examples, the controller can be put into a reduced-power mode or a sleep mode, in which it retains only essential functions and operates with lower battery consumption than in a corresponding active mode. For example, the controller can be put into sleep mode after a vehicle shutdown event to perform a diagnostic routine for a specified duration after the shutdown. The controller can have an activation input that allows it to return to an active mode in response to an input received from one or more sensors. For example, opening a vehicle door can trigger a return to an active mode. In other examples, particularly with regard to those described in the Fig. The procedures described in sections 5-6 may require the controller to be active in order to perform them. For example, an activation function may allow a circuit to activate the controller to obtain output comparator data or to perform engine system diagnostics, as discussed in more detail below.

[0058] Detection routines for unwanted vapor emissions can be performed intermittently by the control unit 212 on the fuel system 218 and / or evaporative emission system 251 to confirm that unwanted evaporative emissions are not present in the fuel system and / or evaporative emission system. Thus, evaporative emission detection routines can be performed while the engine is off (engine-off test) using engine-off natural vacuum (EONV), which is generated by a change in temperature and pressure at the fuel tank after the engine has been shut down and / or by vacuum from a vacuum pump. Alternatively, evaporative emission detection routines can be performed while the engine is running by operating a vacuum pump and / or using engine intake manifold vacuum.In some configurations, a canister vent valve (CCV) 297 may be coupled within the vent line 227. The CCV 297 can act to regulate the flow of air and vapors between the canister 222 and the atmosphere. The CCV can also be used for diagnostic routines. When included, the CCV can be opened during fuel vapor storage operations (for example, while refueling the fuel tank and the engine is not running) so that air, from which the fuel vapors have been extracted after flowing through the canister, can be forced out into the atmosphere. Likewise, the CCV can be opened during purging operations (for example, during canister regeneration and while the engine is running) to allow a flow of fresh air to extract the fuel vapors stored in the canister.In some examples, the CVV 297 can be a solenoid valve, with opening or closing of the valve being controlled by actuating a canister venting solenoid. Specifically, the canister venting valve can be normally open, closing when the canister venting solenoid is actuated. In some examples, the CVV 297 can be configured as a latching solenoid valve. In other words, when the valve is in a closed configuration, it will lock in the closed position without requiring any additional current or voltage. For example, the valve can be closed with a 100 ms pulse and then opened at a later time with another 100 ms pulse. This reduces the amount of battery power required to keep the CVV closed.In particular, the CVV can be closed while the vehicle is switched off, thus preserving battery power while the fuel emission control system remains sealed against the atmosphere.

[0059] In another example, an engine system diagnostic can be performed to determine whether a source of deterioration originates from the engine's intake manifold, exhaust system, or the engine itself. Such an example is described below in relation to the... Fig. The procedures described in sections 5-6 are discussed in detail. As discussed therein, intake manifold deterioration may refer to a hole, crack, compromised gasket, loose coupling, or air leak in the intake manifold. Exhaust system deterioration may likewise refer to a hole, crack, compromised gasket, loose coupling, or exhaust leak in the exhaust system. It is understood that exhaust system deterioration may refer to the engine system upstream of the GPF (e.g., 217) and downstream of the engine (e.g., 110). Finally, engine deterioration may refer to intake / exhaust valves that are not properly sealed, unwanted camshaft timing, compression problems, or any other engine-specific problem that causes the engine to pump less effectively than expected or required.

[0060] With reference to the Fig. Sections 3A-3C illustrate examples of sources of deterioration originating from an intake manifold, exhaust system, or engine. Accordingly, the Fig. 3A-3C simplified block diagrams of an engine system, comprising a MAF sensor 210, an intake manifold 244, an engine 110, an exhaust system 225, a GPF 217 and a differential pressure sensor 263. Thus, the Fig. 3A-3C simplified block diagrams of the engine system described above in Fig. 2 is shown. In each of the Fig. 3A-3C, as explained below, illustrates a source of deterioration, designated as 310a, 310b and 310c.

[0061] With reference to Fig. Figure 3A shows an example where a source of deterioration 310a originates from the intake manifold 244. In such an example, the source of deterioration 310a is not directly observable via a MAF sensor 210, as the source of deterioration is located downstream of the MAF sensor 210. However, while the engine is running, unmeasured air can be drawn into the engine via the source of deterioration. Thus, it is understood that additional air (in addition to that drawn through the intake manifold (e.g., 242)) can be drawn into the engine, and accordingly, the pressure in the exhaust system can be higher than expected, as monitored by the differential pressure sensor 263. Accordingly, as explained below with reference to the Fig. As discussed in more detail in 5-8, it may be possible to diagnose a source of deterioration in the intake manifold 244 if an air mass flow rate, as indicated by a MAF sensor 210, is substantially equivalent to an expected air mass flow rate under a set of predetermined conditions, but where the exhaust flow rate (e.g., pressure in the exhaust system), as indicated by the differential pressure sensor 263, is greater than an expected exhaust flow rate under the same (or substantially equivalent) set of predetermined conditions.

[0062] With reference to Fig. Figure 3B shows an example where a source of deterioration 310b originates from the exhaust system 225. In such an example, the source of deterioration is not directly observable via the MAF sensor 210 or the differential pressure sensor 263. However, while the engine is running, the exhaust flow can be pushed or forced to the atmosphere via the source of deterioration 310b, resulting in an overall low exhaust flow, as monitored by the differential pressure sensor 263. Accordingly, as shown below with reference to the Fig. As discussed in more detail in 5-8, it may be possible to diagnose a source of deterioration in the exhaust system 225 if an air mass flow rate, as indicated by a MAF sensor 210, is substantially equivalent to an expected air mass flow rate under a set of predetermined conditions, but where the exhaust flow rate (e.g., pressure in the exhaust system), as indicated by the differential pressure sensor 263, is less than an expected exhaust flow rate under the same (or substantially equivalent) set of predetermined conditions.

[0063] With reference to Fig. Section 3C presents an example where a source of deterioration 310c originates from the engine 110. As mentioned above, a source of deterioration 310c originating from the engine 110 could include intake / exhaust valves that are not properly sealed, unwanted camshaft actuation, compression problems, or any other engine-specific problem that causes the engine to pump less effectively than expected or required. In such an example, the MAF sensor 210 cannot be directly used to infer a source of deterioration originating from the engine, and likewise, a differential pressure sensor 263 cannot be directly used to infer such a source of deterioration. However, an engine with a source of deterioration cannot pump as efficiently as expected, and thus a quantity of air entering the intake manifold (e.g.,242) is drawn in, under a set of predetermined conditions, it may be less than expected. Since less air is drawn into the engine via the intake manifold, consequently less exhaust flow can occur. Accordingly, as explained below with reference to the . Fig. As described in more detail in sections 5-8, it may be possible to diagnose a source of deterioration originating from engine 110 if the intake air mass flow, as determined by the MAF-

[0064] Sensor 210 indicates that the exhaust gas flow is essentially equivalent to that indicated by the differential pressure sensor 263, except that both the intake air mass flow and the exhaust gas flow are lower than expected under a set of predetermined conditions.

[0065] The set of predetermined conditions, as above with reference to the Fig. As discussed in 3A-3C, this can include engine speed at a predetermined speed (e.g., predetermined RPM), a throttle position (e.g., 262) at a predetermined angle or degree of opening, the engine being turned or started without fuel supply via power from an in-vehicle energy storage device (e.g., 150), etc. Furthermore, as discussed above, “expected” quantities of airflow in the intake manifold and exhaust system can include quantities of airflow that were previously built up during conditions where no source of deterioration has been specified. Put another way, as discussed in more detail below, expected quantities of airflow in the intake manifold and exhaust system can include an output airflow in the intake manifold and exhaust flow in the exhaust system under a substantially equivalent set of predetermined conditions, such as those discussed above with reference to the Fig. 3A-3C discussed.

[0066] As discussed, one of the set of predetermined conditions may involve rotating or turning the engine without fuel supply to establish an output, or expected, airflow in the intake manifold and exhaust system under conditions where no deterioration is specified. Furthermore, the predetermined conditions may likewise include rotating or turning the engine without fuel supply when performing engine system diagnostics involves comparing the values ​​obtained from the MAF sensor 210 and the differential pressure sensor 263. Therefore, to avoid customer dissatisfaction due to engine turning without fuel supply, such engine system diagnostics may be performed under conditions where, according to the specifications, there is no driver or passengers in the vehicle.Examples might include a remote start event when the vehicle is unoccupied, "activating" the vehicle controls a certain time after the ignition key is switched off when the vehicle is unoccupied, and so on. In yet another example, engine system diagnostics might be performed in an autonomous vehicle when the vehicle is reported as unoccupied. In each of the examples mentioned above, vehicle occupancy can be indicated by one or more of the seat load cells (e.g., 107), door detection technology (e.g., 108), and / or in-vehicle camera(s) (e.g., 109).

[0067] If the engine system diagnostics discussed above can be performed in a vehicle configured as an autonomous vehicle, an exemplary autonomous driving system is described below with reference to Fig. 4 discussed. Fig. Figure 4 is a block diagram of an exemplary autonomous driving system 400, which is described above. Fig. The vehicle system 100 described in Section 1 can be operated. Here, the vehicle system 100 is simply referred to as the "vehicle". The autonomous driving system 400 includes, as shown, a user interface device 410, a navigation system 415, at least one autonomous driving sensor 420, and an autonomous mode controller 425. It is understood that the vehicle's in-vehicle navigation system 415 is the same as the one described above. Fig. 1. The vehicle's internal navigation system shown may be 132.

[0068] The user interface device 410 can be configured to display information to vehicle occupants under conditions where an occupant may be present. However, it is understood that the vehicle can operate autonomously in the absence of occupants under certain conditions. The displayed information can include acoustic or visual information. Furthermore, the user interface device 410 can be configured to receive user input. Thus, the user interface device 410 can be located in the passenger compartment (not shown) of the vehicle. In some possible configurations, the user interface device 410 can include a touch-sensitive display screen.

[0069] The navigation system 415 can be configured to determine the vehicle's current location, for example, using a Global Positioning System (GPS) receiver configured to triangulate the vehicle's position relative to satellites or terrestrial transmitters. The navigation system 415 can also be configured to generate routes from the current location to a selected destination, as well as to display a map and provide driving directions to the selected destination, for example, via the user interface device 410.

[0070] The autonomous driving sensors 420 can include any number of devices configured to generate signals that assist in the vehicle's navigation. Examples of autonomous driving sensors 420 include a radar sensor, a lidar sensor, a vision sensor (e.g., a camera), vehicle-to-vehicle infrastructure networks, or the like. The autonomous driving sensors 420 can enable the vehicle to "see" the road and its surroundings and / or overcome various obstacles while the vehicle 100 is operating in autonomous mode. The autonomous driving sensors 420 can be configured to output sensor signals, for example, to the autonomous mode controller 425.

[0071] The autonomous mode controller 425 can be configured to control one or more subsystems 430 while the vehicle is operating in autonomous mode. Examples of subsystems 430 that can be controlled by the autonomous mode controller 425 include a brake subsystem, a suspension subsystem, a steering subsystem, and a powertrain subsystem. The autonomous mode controller 425 can control any one or more of these subsystems 430 by sending signals to control units associated with the subsystems 430. In one example, the brake subsystem might include an anti-lock braking subsystem configured to apply a braking force to one or more of the wheels (e.g., 135). In the sense discussed here, applying the braking force to one or more of the vehicle's wheels can be described as activating the brakes.To control the vehicle autonomously, the autonomous mode control unit 425 can issue appropriate commands to the subsystems 430. These commands can cause the subsystems to operate in accordance with the driving characteristics associated with the selected driving mode. For example, driving characteristics might include how aggressively the vehicle accelerates and decelerates, how much space the vehicle leaves behind a vehicle in front, how frequently the autonomous vehicle changes lanes, and so on.

[0072] Thus, a system for a vehicle can comprise an engine system, which includes an intake manifold, an exhaust system, and an engine. An air mass flow sensor can be located in the intake manifold, and a differential pressure sensor can be located in the exhaust system, with the differential pressure sensor configured to measure a pressure difference across the gasoline particulate filter located in the exhaust system. The system can include a motor capable of rotating without fuel supply. The system can further include a controller that stores instructions in non-volatile memory which, when executed, cause the controller to: in a first state, obtain a set of output measurements of the intake air flow and exhaust flow via the air mass flow sensor and the differential pressure sensor, respectively.In a second state, the system can obtain a set of test measurements of the intake air flow and exhaust flow during an engine system diagnostic, which includes indicating the presence or absence of a deterioration source from the intake manifold, exhaust system, or engine. In such an example, the presence or absence of the deterioration source can be based on comparing 1) the baseline intake air flow measurements with the test intake air flow measurements obtained during both of the first and second states, respectively, and 2) the baseline exhaust flow measurements with the test exhaust flow measurements obtained during both of the first and second states, respectively.

[0073] In such a system, the control unit may include additional instructions for the following: 1) indicating the presence of the deterioration source in the intake manifold in response to the fact that the test measurements of the intake airflow are substantially equivalent to the output measurements of the intake airflow, but the test measurements of the exhaust flow are greater than the output measurements of the exhaust flow; 2) indicating the presence of the deterioration source in the exhaust system in response to the fact that the test measurements of the intake airflow are substantially equivalent to the output measurements of the intake airflow, but the test measurements of the exhaust flow are less than the output measurements of the exhaust flow; and 3) indicating the presence of the deterioration source in the engine in response to the fact that...that the test measurements of the intake air flow are lower than the output measurements of the intake air flow, and the test measurements of the exhaust gas flow are lower than the output measurements of the exhaust gas flow.

[0074] Such a system may further include a throttle positioned in the intake manifold, the control of which may further store instructions to rotate the engine for a predetermined duration without fuel supply via the electric motor in both the first and second states, the throttle being controlled to a predetermined position to allow air to be drawn into the engine while the engine is rotated without fuel supply.

[0075] Such a system may further include an intake air filter positioned upstream of the throttle, and wherein the control unit stores additional instructions to obtain the set of test measurements of intake air flow and exhaust flow in the second state in response to an indication that the set of output measurements of intake air flow and exhaust flow in the first state has been obtained, and further in response to an indication that the gasoline particulate filter has not been regenerated and that the intake air filter has not been replaced since the set of output measurements of intake air flow and exhaust flow in the first state was obtained.

[0076] Such a system may further include additional instructions to obtain the set of test measurements of intake air flow and exhaust flow, and to obtain the set of output measurements of intake air flow and exhaust flow in response to an indication that the vehicle is unoccupied in both the first and second states.

[0077] Such a system may further include additional instructions to prevent regeneration of the gasoline particulate filter in response to obtaining the set of initial measurements of the intake air flow and exhaust flow in the first state, provided that a pressure difference at the gasoline particulate filter does not exceed a threshold pressure difference.

[0078] Such a system may further include additional instructions for re-obtaining the set of initial measurements of intake airflow and exhaust flow prior to the second state in response to the gasoline particulate filter regenerating after the first state and prior to the second state.

[0079] It is understood that the two states in the preceding example of a system are not mutually exclusive. In other words, there would be no reason to execute the first state without a goal to execute the second state. In particular, there would be no reason to obtain the set of initial measurements of intake air flow and exhaust flow for the first state under the conditions presented here if the second state were not subsequently executed.

[0080] With reference to Fig. Figure 5 shows an exemplary high-level procedure 500 for performing an engine system diagnosis. In particular, procedure 500 can be used to diagnose the presence or absence of deterioration originating from an intake manifold, exhaust system, or engine of a vehicle by comparing the intake airflow and exhaust flow under a set of predetermined conditions with an output intake airflow and exhaust flow (where the output intake airflow and exhaust flow are obtained under a substantially equivalent set of predetermined conditions). In this way, sources of deterioration can be identified as being located in either the intake manifold, exhaust system, or engine compartment.By identifying a source of deterioration, repair processes can be optimized, and problems relating to the engine system can be diagnosed quickly and accurately, which can lead to an increased service life of an engine system assembly.

[0081] Procedure 500 is performed with reference to the procedures described here and in Fig. The systems shown in Figures 1-4 are described, although it is understood that similar methods can be applied to other systems without deviating from the scope of this disclosure. Method 500 can be implemented from a controller, such as controller 212. Fig. 2, and can be carried out and may be stored on the controller as executable instructions in non-volatile memory. Instructions for carrying out procedure 500 and the other procedures contained herein may be executed by the controller based on instructions stored in a memory of the controller and in conjunction with signals received from sensors of the combustion system, such as those referred to above. Fig. 1-4 described sensors. The controller can use motor system actuators, such as a motor (e.g. 120), a throttle (e.g. 262), a canister rinsing valve (e.g. 261), etc., according to the following procedure.

[0082] Procedure 500 begins at 505 and may include indications of whether conditions for obtaining output comparator data for engine system diagnostics are met. Conditions met for obtaining output comparator data may include an indication that the vehicle is unoccupied. As discussed above, seat load cells, in-vehicle camera(s), and / or door detection technology may be used to ensure that the vehicle is unoccupied. Output comparator data may thus be obtained in response to a remote start event, or to the activation of the control system after a predetermined duration following an ignition key turn-off event, or in a case where the vehicle includes an autonomous vehicle that is unoccupied. If the vehicle is in operation, for example, if the vehicle is powered by an electric motor (e.g., 120), a motor (e.g.,110) or a combination thereof, it may be indicated that conditions for obtaining output comparator data for engine system diagnostics are not met. Furthermore, conditions that are not met according to the indication in 505 may include an indication that a source of deterioration, according to the indication, is not yet present in the vehicle's intake manifold, exhaust system, or engine.

[0083] Furthermore, conditions obtained under 505 for obtaining output comparator data may include a statement that output comparator data have not been obtained for a predetermined period of time since a previous output comparator data measurement. In some examples, such a predetermined period may include 1 day, more than 1 day but less than 2 days, more than 2 days, and so on. If 505 indicates that conditions for obtaining output comparator data are met, Procedure 500 may proceed to 510, where output comparator data are obtained according to the conditions stated therein. Fig. The 6 methods shown yield 600.

[0084] Alternatively, if conditions specified in 505 are not met for obtaining output comparator data, the procedure may proceed to 515 in 500 and may include a statement indicating whether conditions for performing engine system diagnostics are met. Conditions met for performing engine system diagnostics may likewise include a statement that the vehicle is unoccupied, which may include a remote start event, control activation, a predetermined duration after an ignition key turn-off event, or an unoccupied autonomous vehicle.

[0085] Furthermore, conditions met at 515 for performing engine system diagnostics may include a statement that output comparator data was obtained within a threshold time for the engine system diagnostics to be performed at 515. In some examples, the threshold time since the output comparator data was obtained may be 1 day or less, more than 1 day but less than 2 days, more than 2 days but less than 3 days, and so on. Even further, conditions met at 515 for performing engine system diagnostics may include a statement that an intake air filter (e.g., 215) has not been replaced since the output comparator data was obtained, and may further include a statement that a GPF (e.g., 217) has not been regenerated since the output comparator data was obtained.Another example includes a statement that, according to the information provided, a source of deterioration is not yet present in the intake manifold, exhaust system, or engine of the vehicle.

[0086] In further examples, the conditions for performing engine system diagnostics may include a report of an air-fuel ratio disturbance, as monitored by an exhaust gas sensor (e.g., 237). For instance, if during a driving cycle in which the engine is operating (e.g., burning air and fuel), the engine system indicates that it is suddenly running lean (or rich), one possibility is that there is a source of deterioration originating from either the intake manifold, the exhaust system, or the engine itself. Therefore, if the engine system reports an unexpected air-fuel ratio, such a report may be stored in the control unit. Such a report, stored in the control unit, may trigger engine system diagnostics, provided that all the conditions for performing engine system diagnostics in step 515 of procedure 500 are met.

[0087] If step 515 indicates that conditions for performing the engine system diagnostics are not met, procedure 500 can proceed to 520 and may involve maintaining the current vehicle operating parameters. For example, if the vehicle is not in operation, with the engine off (not burning air and fuel) and the electric motor not being used to propel the vehicle, such conditions can be maintained. Alternatively, if the vehicle is not in operation, the current vehicle operating parameters can be retained.In an exemplary case where a disturbance in the air-fuel ratio has been indicated, thus requiring engine system diagnostics, but where conditions at 515 are not met according to the information provided, such information can be stored in the control unit so that the engine system diagnostics can be triggered in response to the conditions for performing the engine system diagnostics being met. In another example, where one of the conditions not met according to the information provided at 515 is the absence of corresponding output comparator data (e.g., received output comparator data greater than the threshold duration before executing the engine system diagnostics), or conditions under which the intake air filter (e.g.,215) has been replaced or the GPF has been regenerated after receiving output comparator data), the procedure may involve setting the marking on the control unit and illuminating a malfunction indicator lamp on a vehicle instrument panel. Such a notification may warn the driver of a need to service the vehicle regarding a possible source of deterioration, such as from the intake manifold, exhaust system, or engine compartment, since engine system diagnostics cannot be performed in the absence of adequate output comparator data.

[0088] To avoid such a situation, in some examples the vehicle control unit may prevent GPF regeneration until an engine system diagnostic has been performed, in response to receiving output comparator data. However, the control unit may rely on pressure measurements, such as those provided by the differential pressure sensor (e.g., 263), to determine whether it is important to regenerate the GPF at the expense of an engine system diagnostic, or whether GPF regeneration can be prevented until the engine system diagnostic has been performed. For example, if a threshold differential pressure reading corresponding to the GPF is received via the differential pressure sensor (e.g., 263) during engine operation, it may be determined that the GPF can be regenerated, even though such an event may prevent the engine system diagnostic from being performed until subsequent output comparator data is received.

[0089] In a case where the GPF is regenerated after receiving output comparator data, so that new output comparator data can be obtained, a flag can be set on the controller indicating that the GPF was regenerated after the output comparator data was received, so that new output comparator data can be obtained at the next available opportunity (e.g., when conditions for obtaining output comparator data are met, as discussed above).

[0090] A similar situation can occur if the intake air filter (e.g., 215) is replaced after output comparator data has been obtained. For example, a flag can be set on the control unit under such circumstances to instruct the vehicle control unit to subsequently obtain output comparator data at the next opportunity, provided that the conditions for obtaining output comparator data are met.

[0091] Returning to step 515 of procedure 500, if it is indicated that conditions for performing the engine system diagnostics are met, procedure 500 can proceed to 525 and can perform the engine system diagnostics according to Fig. 6. It is understood that both obtaining output comparator data and performing engine system diagnostics may involve an substantially equivalent methodology, which is encompassed by Procedure 600.

[0092] With reference to Fig. Figure 6 shows an exemplary high-level procedure 600 for obtaining output comparator data and / or performing part of the engine system diagnostics. In particular, procedure 600 can be used to obtain output comparator data, which, in conjunction with procedure 500, is described in Figure 600. Fig. Figure 5 shows that these parameters can be used to perform engine system diagnostics based on the output comparator data. This allows for the identification of a source of deterioration originating from the intake manifold, exhaust system, or engine of a vehicle.

[0093] Procedure 600 is performed with reference to the procedures described here and in Fig. The systems shown in Figures 1-4 are described, although it is understood that similar methods can be applied to other systems without deviating from the scope of this disclosure. Method 600 can be implemented from a controller such as controller 212. Fig. 2, and can be carried out and may be stored on the controller as executable instructions in non-volatile memory. Instructions for carrying out procedure 600 and the other procedures contained herein may be executed by the controller based on instructions stored in a memory of the controller and in conjunction with signals received from sensors of the combustion system, such as those referred to above. Fig. 1-4 described sensors. The controller can use motor system actuators, such as a motor (e.g. 120), a throttle (e.g. 262), a canister rinsing valve (e.g. 261), etc., according to the following procedure.

[0094] Method 600 begins at 605 and may involve controlling a throttle (e.g., 262) to a predetermined throttle position. As discussed above, such a throttle may include an electronic throttle that can be actuated to the open or closed position via the vehicle control system, using energy supplied by an in-vehicle energy storage device (e.g., 150), which may include, for example, a battery. The predetermined throttle position may include a position more open than a closed position, for example, to allow intake air to be drawn into the engine via the intake manifold.

[0095] In response to controlling the throttle to the predetermined throttle position, procedure 600 can transition to 610. At 610, procedure 600 can involve rotating the engine without fuel supply for a predetermined duration at a predetermined speed (e.g., predetermined RPM). Rotating the engine without fuel supply can include rotating the engine in the same direction as when the engine is running to burn air and fuel. Rotating the engine without fuel supply can further include rotating the engine via the electric motor (e.g., 120), the electric motor being powered by the vehicle's onboard energy storage device (e.g., 150), such as a battery. The engine speed can further be controlled via the electric motor to the predetermined speed. The predetermined engine speed can include a speed at which robust measurements of airflow via a MAF sensor (e.g., a 120 MAF sensor) are obtained.210) and via a differential pressure sensor (e.g., 263) corresponding to a GPF (e.g., 217). Although not explicitly illustrated, it is also understood that a canister purge valve (e.g., 261) can be held closed while the engine is rotating to ensure that air is not drawn from the evaporative emission system and / or fuel system. Although not explicitly illustrated, one or more exhaust gas recirculation (EGR) control valves can furthermore be commanded to or held in the closed position for vehicles equipped with EGR (e.g., high-pressure EGR and / or low-pressure EGR). Furthermore, the valve actuation can be controlled to default values ​​for rotating the engine without fuel supply.

[0096] While the engine is rotated at the predetermined engine speed without fuel supply, procedure 600 can proceed to 615. At 615, procedure 600 can involve obtaining intake airflow and exhaust flow measurements. Specifically, the MAF sensor (e.g., 210) can be used at step 620 to obtain intake airflow measurements, while the differential pressure sensor (e.g., 263) can be obtained at step 625 to obtain exhaust flow measurements. Such measurements can be obtained by taking one or more individual measurements over the predetermined duration that the engine is rotated without fuel supply. In an example where more than one measurement is obtained while the engine is rotated without fuel supply, such measurements can be averaged or otherwise processed to obtain a high confidence level for the desired measurements.

[0097] Such measurements can be stored in the vehicle control unit for use when performing engine system diagnostics, which are carried out in Fig. 5 will be discussed in more detail.

[0098] In response to the intake and exhaust flow measurements being obtained at step 620 and 625, respectively, procedure 600 can proceed to 630. At step 630, procedure 600 may involve stopping the engine from rotating without fuel supply and may further involve returning the throttle to a standard configuration. For example, the electric motor (e.g., 120) may be commanded to stop the engine, while the vehicle control unit may send a signal to the electronic throttle, which will then actuate the throttle to a standard position.

[0099] As mentioned above, it goes without saying that the at Fig. The methodology discussed in section 6 applies both to obtaining the initial comparator data and to performing the engine system diagnostics after obtaining the initial comparator data. Therefore, for the sake of brevity, the methodology will not be discussed again here. It is thus understood that procedure 600 in conjunction with Fig. 5 can be used to obtain output comparator data at step 510 and to perform engine system diagnostics at step 525.

[0100] Again at step 515 of procedure 500, procedure 500 can accordingly proceed to 525 in response to a statement that output comparator data have been obtained and that conditions for performing an engine system diagnosis are met, where the intake and exhaust flow measurements are carried out in accordance with Fig. 6. In response to obtaining such measurements, procedure 500 can proceed to 530. At step 530, procedure 500 can interpret the results of the engine system diagnostics performed at step 525, according to Fig. 7 include.

[0101] Continue at Fig. Section 7 illustrates an example lookup table that can be used to interpret the results of engine system diagnostics. Such a lookup table can, for example, be stored in the vehicle's control unit.

[0102] As in Fig. As illustrated in Figure 7, four different results (AD) can be obtained from the engine system diagnostics.

[0103] Result A may involve a situation in which the intake airflow measurement, as measured by the MAF sensor, is substantially equivalent to the output intake airflow measurement, as measured by the MAF sensor, but in which the exhaust gas flow, as monitored by the differential pressure sensor, is greater than the output exhaust gas flow measurement, as measured by the differential pressure sensor. In such an example, it may be stated that there is a source of deterioration originating from the intake manifold, such as the one described above. Fig. Figure 3A illustrates this. As discussed, a source of deterioration originating from the intake manifold can cause unmetered air to be introduced into the engine, and thus an exhaust flow may be greater than expected under conditions where no sources of deterioration are present (e.g., under initial conditions).

[0104] Result B may involve a situation in which the intake airflow measurement, as measured by the MAF sensor, is substantially equivalent to the output intake airflow measurement, as measured by the MAF sensor, but in which the exhaust gas flow, as monitored by the differential pressure sensor, is lower than the output exhaust gas flow measurement, as measured by the differential pressure sensor. In such an example, it may be stated that there is a source of deterioration originating from the exhaust system, such as the one described above. Fig. Figure 3B illustrates this. As discussed, a source of deterioration originating from the exhaust system can cause the exhaust flow to be forced past the source of deterioration to the atmosphere before it reaches the differential pressure sensor. Consequently, such a process can cause a differential pressure sensor to measure below the expected value under conditions where no sources of deterioration are present (e.g., under initial conditions).

[0105] Result C may involve a situation where both the intake airflow, as measured by the MAF sensor, and the exhaust airflow, as measured by the differential pressure sensor, are lower than the output measurements obtained by the MAF and differential pressure sensors, respectively. In such an example, it is understood that a source of deterioration may exist originating from the engine compartment related to engine operation. As discussed, such a source of deterioration could include intake and / or exhaust valves that are not sealing properly, compression problems related to engine cylinders, damaged piston rings, a damaged head gasket, unwanted camshaft timing, and so on.In such a case, where the engine is identified as the source of the deterioration, the engine cannot pump as expected, resulting in less air being drawn into the engine via the intake manifold and a correspondingly lower amount of exhaust flow being routed through the exhaust system.

[0106] Result D may involve a situation in which both the intake airflow, as measured by the MAF sensor, and the exhaust airflow, as measured by the differential pressure sensor, are substantially equivalent to the output measurements obtained by the MAF sensor and the differential pressure sensor, respectively. In such an example, the absence of a source of deterioration originating from the intake manifold, the exhaust system, and / or the engine may be indicated.

[0107] It is understood that sensor readings that are essentially equivalent to their corresponding output measurements may, in each of the possible results discussed above, include AD measurements that are within a certain range of each other, for example, less than or equal to a difference of 5% of the measurements over the duration of the engine system diagnostics.

[0108] After interpreting the results of the engine system diagnostics at step 530 of procedure 500, procedure 500 can proceed to 535. At step 535, procedure 500 may involve adjusting the vehicle operating parameters according to the results of the engine system diagnostics. For example, assuming a source of deterioration is identified in the intake manifold, exhaust system, and / or engine, a malfunction indicator lamp (MIL) may illuminate on the vehicle's instrument panel, warning the driver of the need to service the vehicle.

[0109] If a source of deterioration is specified as originating from the intake manifold, the vehicle control system may, in some examples, adjust the throttle position during engine operation with fuel supply to account for unmetered air entering the engine via the source of deterioration.

[0110] In other examples where the source of deterioration is specified as originating from either the intake manifold, the exhaust system, or the engine compartment, adjusting the vehicle operating parameters may involve the vehicle control unit commanding an electric operating mode as often as possible to reduce a possible release of unwanted emissions into the atmosphere and / or to reduce possible mechanical problems with the engine in circumstances where the engine is taking in a larger amount of air than desired, or to reduce problems that are already present in the engine compartment.

[0111] With reference to Fig. Figure 8 is an exemplary timeline 800 for obtaining output comparator measurements and performing an engine system diagnosis in accordance with the above and with reference to the Fig. The procedures shown in sections 5-6 are explained, and how they relate to the methods described here and with reference to the Fig. The systems shown in Figures 1-4 are applied. The time axis 800 includes the curve 805, which indicates whether an engine is on or off; curve 810, which indicates a fuel injection state (on or off) to an engine; and curve 815, which indicates a position of a throttle (e.g., 262) over time. The throttle can be open, closed, or in an intermediate position.

[0112] Time axis 800 also includes a curve 820, which shows the engine speed (RPM) over time. The engine speed can be 0 (e.g., stopped) or greater than stopped (+). Time axis 800 also includes curve 825, which shows the airflow as measured by a MAF sensor (e.g., 210), and curve 830, which shows the exhaust flow as measured by a GFP differential pressure (dP) sensor (e.g., 263), over time. In both curves 825 and 830, the sensors can register no current (0) or a current greater than 0 (+). Time axis 800 also includes curve 835, which shows the air-fuel ratio as measured by an exhaust gas sensor (e.g., 237) over time. The air-fuel ratio can either be stoichiometric (ideal ratio of air to fuel that burns all the fuel without excess air) or can be either rich or lean stoichiometry.

[0113] Time axis 800 further includes trace 840, which indicates whether conditions for obtaining output comparator data are reported to be met; trace 845, which indicates whether conditions for performing engine system diagnostics are reported to be met; trace 850, which indicates whether the vehicle is occupied; and trace 855, which indicates whether a source of deterioration exists in the engine system over time. The source can be either the engine, the intake manifold (intake), or the exhaust system (exhaust).

[0114] At time t0, the engine is off, and consequently, no fuel is injected into the engine cylinders, and the engine speed is 0 RPM. Although not explicitly shown, it is understood that the vehicle is also not being driven by an electric motor at time t0. A throttle position is essentially closed, reflecting a throttle position in an engine / vehicle shutdown state. With the engine off, no air-fuel ratio can be measured, and thus no air-fuel ratio is reported at time t0. Similarly, a MAF sensor located in an intake manifold downstream of the throttle will not register airflow, and a GPF differential pressure sensor will not register exhaust flow.At time t0, it is indicated that the conditions for obtaining output comparator data are not met, and it is further indicated that the conditions for performing an engine system diagnostic test are not met. It is indicated that the vehicle is unoccupied, and no deterioration in the engine system is reported.

[0115] At time t1, it is stated that conditions for obtaining output comparator data are met, as discussed above in relation to step 505 of procedure 500. In this exemplary timeline 800, it is understood that conditions that are met may include a situation in which a predetermined time interval has elapsed since an ignition key off event, with the controller being activated to obtain the output comparator data. In other examples, conditions may be met in response to a remote start event in which the vehicle is unoccupied, or a situation in which the vehicle includes an autonomous vehicle that is unoccupied.

[0116] Accordingly, in response to the indication that conditions for obtaining output comparator data are met, the engine is controlled at t1 to rotate without fuel injection. Rotating the engine without fuel injection may involve rotating the engine by means of an electric motor (e.g., 120) powered by an energy storage device (e.g., 150), such as a battery, as discussed above in relation to step 610 of procedure 600. The electric motor can control the engine speed to a predetermined engine speed, as illustrated by trace 820. Additionally, at time t1, the throttle position is controlled to a predetermined throttle position, as discussed above in relation to step 605 of procedure 600.

[0117] Between times t1 and t2, when the engine is running without fuel, the air-fuel ratio, as indicated by an exhaust gas sensor, is lean due to the absence of fuel injection. The intake airflow is monitored by the MAF sensor between times t1 and t2, and the exhaust gas flow is monitored by the GPF differential pressure sensor. As discussed, such measurements can be stored in the vehicle's control unit, allowing subsequent measurements of intake airflow and exhaust gas flow to be compared with the initial measurements to identify potential sources of deterioration originating from the vehicle's intake manifold, exhaust system, or engine.

[0118] After a predetermined time interval at time t2 has elapsed, the engine is controlled to 0 RPM via the electric motor. In other words, the engine is allowed to coast to a standstill. Although not explicitly illustrated, it is understood that in the case of a remote start event, after receiving output comparator data (or after performing engine system diagnostics), instead of allowing the engine to coast to a standstill, the engine can be fueled in anticipation of the driver operating the vehicle. Furthermore, the throttle position is controlled to a default configuration, which in this example includes a configuration in which the throttle was previously set to obtain the output comparator data.When the engine coasts to idle, the airflow decreases to zero, as measured by the MAF sensor, and the exhaust flow decreases to zero, as measured by the GPF differential pressure sensor. If output comparator data has been acquired and stored in the controller, and if the predetermined time period has elapsed at time t2, the system no longer indicates that the conditions for acquiring output comparator data have been met.

[0119] At time t3, the vehicle is occupied. This information can be provided via door sensors, seat load cells, in-vehicle camera(s), etc. At time t4, the engine is switched on, with fuel injection being provided to one or more engine cylinders. In other words, at time t4, a driver has entered the vehicle and started the engine with the intention of driving the vehicle.

[0120] Between times t4 and t5, the vehicle is driven, and accordingly, the throttle position varies depending on driver demand, and the engine speed is controlled accordingly. When the engine is running, both the MAF sensor and the GPF differential pressure sensor measure the intake airflow and exhaust airflow, respectively, which varies depending on driver demand.

[0121] Between times t4 and t5, the air-fuel ratio is maintained essentially equivalent to the stoichiometric air-fuel ratio. However, at time t5, the air-fuel ratio suddenly becomes lean. As discussed above, a sudden change in the air-fuel ratio can indicate a possible deterioration of the engine system. Therefore, it is understood that such a result, in response to the change in the air-fuel ratio initiated at time t5, can be stored in the vehicle control unit so that an engine system diagnostic can be initiated at the next available opportunity, indicating that the conditions for performing the engine system diagnostic are met.

[0122] Between times t5 and t6, the vehicle continues to operate with the engine burning air and fuel. In some examples, adaptive fuel learning can correct the lean air-fuel ratio in response to a disturbance in the air-fuel ratio, as indicated by the dashed line 836. However, in other examples, the vehicle may not include adaptive fuel learning and therefore cannot correct the lean air-fuel ratio.

[0123] At time t6, the engine is switched off and the fuel supply to the engine is stopped. At time t7, the vehicle is once again unoccupied.

[0124] Some time later, at time t8, it is indicated that conditions for performing the engine system diagnostics are met, as discussed above in relation to step 515 of procedure 500. When it is indicated that conditions for the engine system diagnostics are met, the engine is again turned or rotated by the electric motor without fuel injection. The throttle is controlled to the same predetermined throttle position as the throttle position during the acquisition of the output comparator data. Additionally, the engine speed (RPM) is controlled to the same engine speed as the engine speed during the acquisition of the output comparator data.

[0125] Accordingly, MAF sensor readings are obtained between times t8 and t9 in addition to the GPF differential pressure sensor readings. If the engine is turned over without fuel supply, it is indicated that the air-fuel ratio is lean during engine turning. Line 826 indicates an output MAF sensor reading obtained between times t1 and t2. Similarly, line 831 indicates a GPS differential pressure sensor reading obtained between times t1 and t2.

[0126] At time t9, the engine system diagnostics are complete when a predetermined time period has elapsed (the predetermined time period is essentially equivalent to the predetermined engine rotation time for obtaining output comparator data). Once the engine system diagnostics are complete, the vehicle control unit can compare values ​​obtained from the MAF sensor and the DPF differential pressure sensor during the engine system diagnostics with the corresponding values ​​obtained during the output comparator data acquisition. As discussed above, a lookup table, such as the one described above, can be used to compare these values. Fig. Figure 7, shown in Lookup Table 700, can be used to interpret the results of the engine system diagnostics. In this example timeline, it is stated that MAF sensor readings during the engine system diagnostics are substantially equivalent to the corresponding MAF sensor readings obtained during the acquisition of output comparator data. It is also stated that GPF differential pressure sensor readings during the engine system diagnostics are greater than the corresponding GPF differential pressure sensor readings obtained during the acquisition of output comparator data. Such an example thus represents result A, as described above with reference to Fig. Section 7 discusses where it is stated that the deterioration originates from the intake manifold.

[0127] In this way, deterioration originating from an intake manifold, an exhaust system (upstream of the GPF differential pressure sensor and downstream of the engine), or an engine system can be identified by comparing intake airflow and exhaust flow measurements with output measurements obtained under conditions where the engine system is free of deterioration. Identifying the source of deterioration can improve customer satisfaction by reducing the time a technician spends working on the vehicle.

[0128] The technical effect is to recognize that an air mass flow sensor positioned in an engine's intake manifold is unable to effectively diagnose a source of deterioration originating from the intake manifold unless such an air mass flow measurement is considered in conjunction with a pressure sensor in the exhaust system. Similarly, the source of deterioration originating from an engine or exhaust system cannot be directly inferred unless intake airflow and exhaust flow measurements are considered together. In all examples (e.g., when the source of deterioration originates from the intake manifold, exhaust system, or engine), a further technical effect is to recognize that intake airflow and exhaust flow measurements can be compared with initial intake airflow and exhaust flow measurements, so that by comparing intake airflow and exhaust flow with initial intake airflow and exhaust flow measurements, respectively, the source of deterioration can be identified.Exhaust gas flow measurements can enable the identification of a source of deterioration. A further technical benefit is the realization that conditions for initial measurements and for intake air and exhaust gas flow measurements during actual test diagnostics can be essentially equivalent by running the engine for a predetermined duration, at a predetermined speed, and with the throttle controlled to a predetermined open position, without fuel supply. In this way, a source of deterioration originating from the intake manifold, exhaust system, or engine can be definitively diagnosed.

[0129] The ones mentioned here and with reference to the Fig. 1-4 systems described together with those here and with reference to the Fig.The procedures described in sections 5-6 can enable one or more systems and one or more methods. In one example, a method comprises performing an engine system diagnosis by rotating a vehicle's engine without fuel supply, drawing an intake air flow through an intake manifold into the engine and directing an exhaust flow through an exhaust system to the atmosphere; and indicating a source of deterioration from one of the engine, the intake manifold, or the exhaust system based on both the intake air flow and the exhaust flow during rotation.In a first example of the procedure, the procedure further comprises, prior to performing the engine system diagnostics, obtaining a set of output comparator data that includes an output intake airflow and an output exhaust flow under an substantially equivalent set of conditions as for performing the engine system diagnostics, including rotating the engine without fuel supply by means of an electric motor driven by a battery. A second example of the procedure optionally includes the first example and further comprises that the substantially equivalent set of conditions also includes rotating the engine at a predetermined speed for a predetermined duration and controlling a throttle located in the intake manifold to a predetermined position to allow air to be drawn into the engine via the intake manifold.A third example of the method optionally includes any one or more, or each of the first two examples, and further includes that the intake airflow and the exhaust airflow are measured by an air mass flow sensor located in the intake manifold, and that the exhaust airflow and the exhaust gas flow are measured by a pressure sensor located in the exhaust system. A fourth example of the method optionally includes any one or more, or each of the first three examples, and further includes that the pressure sensor comprises a differential pressure sensor corresponding to a gas particulate filter located in the exhaust system.A fifth example of the procedure optionally includes any one or more of the first four examples and further includes obtaining the set of output comparator data under conditions where the engine system is free from the source of deterioration. A sixth example of the procedure optionally includes any one or more of the first five examples and further includes identifying the source of deterioration in the intake manifold in response to the fact that the intake airflow during engine system diagnostics is substantially equivalent to the output intake airflow, but the exhaust airflow during engine system diagnostics is greater than the output exhaust airflow.A seventh example of the procedure optionally includes any one or more, or each of the first through sixth examples, and further includes that the source of deterioration in the exhaust system is specified as a reaction to the fact that, during engine system diagnostics, the intake airflow is substantially equivalent to the output intake airflow, but the exhaust airflow during engine system diagnostics is less than the output exhaust airflow. An eighth example of the procedure optionally includes any one or more, or each of the first through seventh examples, and includes that the source of deterioration is specified as originating from the engine, in response to the fact that, during engine system diagnostics, both the intake airflow and the exhaust airflow are less than the output intake airflow and output exhaust airflow, respectively.A ninth example of the procedure optionally includes any one or more or each of the first through eighth examples and further includes that the source of deterioration is not present in any of the intake manifold, exhaust system or engine, in response to the fact that both the intake airflow during engine system diagnostics is substantially equivalent to the output intake airflow and the exhaust airflow during engine system diagnostics is substantially equivalent to the output exhaust airflow.

[0130] An example of a system for a vehicle includes an engine system comprising an intake manifold, an exhaust system, and an engine; a mass airflow sensor located in the intake manifold; a differential pressure sensor located in the exhaust system and configured to measure a pressure difference at the gasoline particulate filter located in the exhaust system; an electric motor capable of turning the engine; and a controller that stores instructions in non-volatile memory which, when executed, cause the controller to: in a first state, obtain a set of output measurements of the intake airflow and exhaust flow via the mass airflow sensor and the differential pressure sensor, respectively; in a second state, obtain a set of test measurements of the intake airflow and exhaust flow while performing an engine system diagnostic.The system includes indicating the presence or absence of a deterioration source from the intake manifold, exhaust system, or engine; and wherein the presence or absence of the deterioration source is based on comparing 1) the baseline intake airflow measurements and the intake airflow test measurements obtained during both of the first and second conditions, respectively, with each other, and 2) the baseline exhaust airflow measurements and the exhaust airflow test measurements obtained during both of the first and second conditions, respectively. In a first example of the system, the system further includes additional instructions for: indicating the presence of the deterioration source in the intake manifold in response to the intake airflow test measurements being substantially equivalent to the baseline intake airflow measurements.where, however, the test measurements of the exhaust gas flow are greater than the initial measurements of the exhaust gas flow; indicating the presence of the deterioration source in the exhaust system in response to the fact that the test measurements of the intake air flow are substantially equivalent to the initial measurements of the intake air flow, but where the test measurements of the exhaust gas flow are less than the initial measurements of the exhaust gas flow; and indicating the presence of the deterioration source in the engine in response to the test measurements of the intake air flow being less than the initial measurements of the intake air flow and the test measurements of the exhaust gas flow being less than the initial measurements of the exhaust gas flow. A second example of the system optionally includes the first example and further comprises a throttle positioned in the intake manifold; and where the controller further stores instructions,to rotate the engine for a predetermined duration without fuel supply via the electric motor in both the first and second states, the throttle being controlled to a predetermined position to allow air to be drawn into the engine while the engine is rotated without fuel supply. A third example of the system optionally includes any one or more of the first and second examples and further includes an intake air filter positioned upstream of the throttle, and wherein the controller stores additional instructions to take the set of test measurements of intake air flow and exhaust flow in the second state in response to an indication that the set of output measurements of intake air flow and exhaust flow in the first state has been obtained, and further in response to an indicationthat the gasoline particulate filter has not been regenerated and that the intake air filter has not been replaced since the initial set of intake airflow and exhaust flow measurements was obtained in the first state. A fourth example of the system optionally includes any one or more of the first three examples and further includes additional instructions to obtain the set of test intake airflow and exhaust flow measurements and the set of initial intake airflow and exhaust flow measurements in response to a statement that the vehicle is unoccupied in both the first and second states.to obtain. A fifth example of the system optionally includes any one or more, or each of the first four examples and further includes additional instructions for preventing gasoline particulate filter regeneration in response to obtaining the set of initial measurements of intake air flow and exhaust flow in the first state, provided that a pressure differential across the gasoline particulate filter does not exceed a threshold pressure differential. A sixth example of the system optionally includes any one or more, or each of the first five examples and further includes additional instructions for re-obtaining the set of initial measurements of intake air flow and exhaust flow before the second state in response to gasoline particulate filter regeneration after the first state and before the second state.

[0131] Another example of a procedure involves rotating a vehicle's engine without fuel supply to draw air into the engine via an intake manifold and then venting the air to the atmosphere via an exhaust system to obtain a set of initial measurements of intake air flow and exhaust flow; the set of initial measurements of intake air flow and exhaust flow being subsequently compared with a set of test measurements of intake air flow and exhaust flow under a series of conditions substantially equivalent to those used to obtain the set of initial measurements of intake air flow and exhaust flow; and indicating the presence or absence of a source of deterioration originating from any of the intake manifold, exhaust system, or engine based on the comparison of the set of initial measurements of intake air flow and exhaust flow with the set of test measurements of intake air flow and exhaust flow.In a first example of the procedure, the procedure further includes indicating the absence of the source of deterioration in the intake manifold, exhaust system, and engine in response to the fact that the set of test measurements of intake airflow and exhaust flow is substantially equivalent to the set of initial measurements of intake airflow and exhaust flow, respectively.exhaust gas flow; and indicating the presence of the source of deterioration in the intake manifold in response to the fact that the test measurements of the intake air flow are substantially equivalent to the initial measurements of the intake air flow, but the test measurements of the exhaust gas flow are greater than the initial measurements of the exhaust gas flow; indicating the presence of the source of deterioration in the exhaust system in response to the fact that the test measurements of the intake air flow are substantially equivalent to the initial measurements of the intake air flow, but the test measurements of the exhaust gas flow are less than the initial measurements of the exhaust gas flow; and indicating the presence of the source of deterioration originating from the engine in response to the fact that the test measurements of the intake air flow are less than the initial measurements of the intake air flow and the test measurements of the exhaust gas flow are less than the initial measurements of the exhaust gas flow.A second example of the procedure optionally includes the first example and further includes that the rotation of the engine without fuel supply is carried out under conditions in which the vehicle is unoccupied and not in motion; and wherein the set of conditions, which is substantially equivalent for obtaining the set of test measurements of intake air flow and exhaust flow and the set of output measurements of intake air flow and exhaust flow, includes rotating the engine at a predetermined speed for a predetermined duration, controlling a throttle positioned in an engine inlet to a predetermined position, and further comprising, in response to a statement that a filter positioned upstream of the throttle or a particulate filter positioned in the exhaust system has not yet been replaced or replaced after obtaining the set of output measurements of intake air flow and exhaust flow.was regenerated.

[0132] It should be noted that the control and estimation routines contained herein can be used with various engine and / or vehicle system configurations. The control methods and routines disclosed herein can be stored as executable instructions in non-volatile memory and can be executed by the control system, which includes the controller in combination with the various sensors, actuators, and other engine hardware. The specific routines described herein can represent one or more of any number of processing strategies, such as event-driven, interrupt-driven, multitasking, multithreading, and the like.

[0133] Accordingly, various illustrated actions, operations, and / or functions can be performed in the illustrated sequence or in parallel, or in some cases, omitted. Likewise, the processing sequence is not strictly necessary to achieve the features and advantages of the exemplary implementations described here, but is provided for easier illustration and description. One or more of the illustrated actions, operations, and / or functions can be performed repeatedly, depending on the specific strategy employed.Furthermore, the described actions, operations and / or functions can graphically represent code to be programmed in the non-volatile memory of the computer-readable storage medium in the engine control system, wherein the described actions are carried out by executing the instructions in a system that includes the various engine hardware components in combination with the electronic control.

[0134] It is understood that the interpretations and routines disclosed herein are exemplary in nature and that these specific embodiments are not to be interpreted in a restrictive sense, as numerous variations are possible. For example, the foregoing technology can be applied to V-6, I-4, I-6, V-12, 4-cylinder boxer, and other engine types. The subject matter of this disclosure includes all novel and non-obvious combinations and sub-combinations of the different systems and interpretations, as well as other features, functions, and / or properties disclosed herein.

[0135] The following claims describe, in particular, certain combinations and subcombinations that are considered novel and not obvious. These claims may refer to "one" element or "a first" element, or the equivalent thereof. Such claims should be understood as including one or more such elements and neither requiring nor excluding two or more such elements. Other combinations and subcombinations of the disclosed features, functions, elements, and / or properties may be claimed by amending the present claims or by filing new claims in this or a related application.Such patent claims shall also be considered as included in the subject matter of the present disclosure, irrespective of whether they have a broader, narrower, the same or a different scope compared to the original patent claims.

Claims

[1] Procedure, encompassing: Performing engine system diagnostics by turning a vehicle's engine without fuel supply, in order to draw an intake air flow into the engine via an intake manifold and to direct an exhaust flow to the atmosphere via an exhaust system; and Identifying a source of deterioration from one of the engine, intake manifold or exhaust system based on both the intake airflow and exhaust flow during rotation. [2] The method of claim 1, further comprising: Prior to performing the engine system diagnostics, obtain a set of output comparator data that includes an output intake airflow and an output exhaust airflow under a substantially equivalent set of conditions as for performing the engine system diagnostics, including turning the engine without fuel supply via an electric motor powered by a battery. [3] Method according to claim 2, wherein the substantially equivalent set of conditions further comprises rotating the engine at a predetermined speed for a predetermined duration and controlling a throttle located in the intake manifold to a predetermined position to allow air to be drawn into the engine via the intake manifold. [4] Method according to claim 2, wherein the intake air flow and the exhaust intake air flow are measured via an air mass flow sensor positioned in the intake manifold, and wherein the exhaust gas flow and the exhaust gas flow are measured via a pressure sensor positioned in the exhaust system. [5] Method according to claim 4, wherein the pressure sensor comprises a differential pressure sensor corresponding to a gas particulate filter positioned in the exhaust system. [6] Method according to claim 2, wherein obtaining the set of output comparator data is carried out under conditions in which the engine system is free from the source of deterioration. [7] Method according to claim 2, wherein the source of deterioration in the intake manifold is specified as a reaction to the fact that the intake air flow during engine system diagnostics is substantially equivalent to the output intake air flow, but wherein the exhaust gas flow during engine system diagnostics is greater than the output exhaust gas flow. [8] Method according to claim 2, wherein the source of deterioration in the exhaust system is specified as a reaction to the fact that the intake air flow during engine system diagnostics is substantially equivalent to the output intake air flow, but wherein the exhaust flow during engine system diagnostics is lower compared to the output exhaust flow. [9] Method according to claim 2, wherein the source of the deterioration is specified as originating from the engine, in response to the fact that both the intake air flow and the exhaust gas flow are lower than the output intake air flow and the output exhaust gas flow, respectively, during the engine system diagnostics. [10] Method according to claim 2, wherein the source of deterioration is not present in any of the intake manifold, exhaust system or engine, in response to the fact that both the intake air flow during engine system diagnostics is substantially equivalent to the output intake air flow and the exhaust flow during engine system diagnostics is substantially equivalent to the output exhaust flow. [11] System for a vehicle, comprising: an engine system comprising an intake manifold, an exhaust system and an engine; an air mass flow sensor that is positioned in the intake manifold; a differential pressure sensor positioned in the exhaust system and configured to measure a pressure difference at the gasoline particulate filter positioned in the exhaust system; an electric motor capable of turning the engine; and a controller that stores instructions in non-volatile memory which, when executed, cause the controller to do the following: In a first state, obtaining a set of output measurements of the intake air flow and exhaust gas flow via the air mass flow sensor or the differential pressure sensor; in a second state, obtaining a set of test measurements of the intake airflow and exhaust flow during the performance of an engine system diagnostic, which includes indicating the presence or absence of a deterioration source from one of the intake manifold, exhaust system, or engine; and wherein the presence or absence of the deterioration source is based on comparing 1) the initial measurements of the intake air flow and the test measurements of the intake air flow obtained during both of the first and second conditions, respectively, with each other, and 2) the initial measurements of the exhaust gas flow and the test measurements of the exhaust gas flow obtained during both of the first and second conditions, respectively. [12] System according to claim 11, further comprising additional instructions for the following: Indicating the presence of the deterioration source in the intake manifold in response to the fact that the test measurements of the intake airflow are substantially equivalent to the initial measurements of the intake airflow, except that the test measurements of the exhaust gas flow are greater than the initial measurements of the exhaust gas flow; Indicating the presence of the deterioration source in the exhaust system in response to the fact that the test measurements of the intake airflow are substantially equivalent to the baseline measurements of the intake airflow, except that the test measurements of the exhaust flow are lower than the baseline measurements of the exhaust flow; and Indicating the presence of the deterioration source in the engine in response to the fact that the test measurements of the intake air flow are lower than the output measurements of the intake air flow and the test measurements of the exhaust gas flow are lower than the output measurements of the exhaust gas flow. [13] System according to claim 11, further comprising: a throttle that is positioned in the intake manifold; and wherein the control further stores instructions to rotate the engine for a predetermined duration without fuel supply via the electric motor in both the first and second states, wherein the throttle is controlled to a predetermined position to allow air to be drawn into the engine while the engine is rotated without fuel supply. [14] System according to claim 13, further comprising an intake air filter positioned upstream of the throttle, and wherein the control unit stores additional instructions for the following: Obtaining the set of test measurements of intake air flow and exhaust gas flow in the second state in response to a statement that the set of initial measurements of intake air flow and exhaust gas flow in the first state was obtained, and further in response to a statement that the gasoline particulate filter was not regenerated and that the intake air filter has not been replaced since the set of initial measurements of intake air flow and exhaust gas flow in the first state was obtained. [15] System according to claim 11, further comprising additional instructions for the following: Obtaining the set of test measurements of intake air flow and exhaust flow and obtaining the set of output measurements of intake air flow and exhaust flow in response to a statement that the vehicle is unoccupied in both the first and second states; Preventing regeneration of the gasoline particulate filter in response to obtaining the set of initial measurements of the intake air flow and exhaust flow in the first state, provided that the pressure difference across the gasoline particulate filter does not exceed a threshold pressure difference; and Reacquiring the set of initial measurements of intake air flow and exhaust flow before the second state in response to the gasoline particulate filter being regenerated after the first state and before the second state.

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