Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/02—Circuit arrangements for generating control signals
  • F02D41/14—Introducing closed-loop corrections
  • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
  • F02D41/1493—Details
  • F02D41/1495—Detection of abnormalities in the air/fuel ratio feedback system
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/02—Circuit arrangements for generating control signals
  • F02D41/14—Introducing closed-loop corrections
  • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
  • F02D2041/1413—Controller structures or design
  • F02D2041/1422—Variable gain or coefficients
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/22—Safety or indicating devices for abnormal conditions
  • F02D2041/224—Diagnosis of the fuel system
  • F02D2041/225—Leakage detection
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
  • F02D41/003—Adding fuel vapours, e.g. drawn from engine fuel reservoir
  • F02D41/0042—Controlling the combustible mixture as a function of the canister purging, e.g. control of injected fuel to compensate for deviation of air fuel ratio when purging
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/02—Circuit arrangements for generating control signals
  • F02D41/04—Introducing corrections for particular operating conditions
  • F02D41/047—Taking into account fuel evaporation or wall wetting
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/02—Circuit arrangements for generating control signals
  • F02D41/14—Introducing closed-loop corrections
  • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
  • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
  • F02D41/1454—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/02—Circuit arrangements for generating control signals
  • F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
  • F02D41/187—Circuit arrangements for generating control signals by measuring intake air flow using a hot wire flow sensor

Definitions

• the present invention relates to a method for diagnosing the condition of a fuel supply system of an internal combustion engine with spark ignition and fuel injection, of the type comprising an electronic control device which makes use of an oxygen sensor for regulating in a closed loop the value of the air-fuel ratio admitted into the combustion chambers of said engine.
• the output richness of the engine is no longer included in the catalyst efficiency window on certain operating points of the engine, thus causing a decrease in efficiency of the latter, as well as an increase in the amount of pollutants. emitted at the outlet of the exhaust manifold of the vehicle.
• Tinj MAI FTGAI ISPALPHACL / 14,65 With:
• - MAIR mass of air admitted into the cylinder
• - GAIN coefficient used to learn the drift of the hydraulic characteristics of the fuel supply system
• ALPHACL correction factor of the injection time to regulate the richness of the exhaust gas at the output of the engine as a function of the output voltage of the lambda probe.
• GAIN could come out of its monitoring window to compensate for drifts in the hydraulic characteristics of the system, while ALPHACL would remain close to its nominal value. In this case, the OBD thresholds will not be exceeded, while the system could be considered as failing. It would therefore be a case of false detection.
• the present invention aims to solve these problems, by proposing a method for diagnosing the state of a fuel supply system of a spark ignition internal combustion engine and fuel injection, which can detect failures in taking into account the interactions between the different parameters to determine the evolution of the effective injection time, this quickly, and without having to resort to additional specific means. It also aims to provide a diagnostic method whose criterion can also act as a reliability criterion so that the reliability analysis is as representative as possible of the static behavior of the diagnosis.
• ALPHACL_MOYEN is a correction factor of injection time which makes it possible to regulate the richness of the exhaust gases at the exit of the engine;
• GAIN is a coefficient to account for drift in the hydraulic characteristics of the fuel system;
• A is a factor taking into account various phenomena related in particular to the canister purge, the wetting of the walls; Mair is the air mass measured or estimated admitted in a cylinder of the engine; b) calculate
• CRITERE J (CRITEREl + CRITERE2 + CRITERE3)
• CRITERE1 difference between the value of ALPHACL_MOYEN for which no correction on the injection time as a function of time is necessary to reach the objective of richness 1 in the exhaust, and the value of ALPHACL_MOYEN applied to the injection time, to reach the objective of richness 1 at the exhaust,
• CRITERE2 difference between the instantaneous OFFSET value corresponding to the use of a "theoretical” fuel system that is to say non-dispersed and not aged and whose average characteristic coincides with the value for which no change in the injection time is applied, and the instantaneous OFFSET value applied to the injection time for a given vehicle (specific for each vehicle produced),
• CRITERE3 difference between the GAIN value snapshot corresponding to the use of a "theoretical” fuel system that is to say non-dispersed and unaged and whose average characteristic coincides with the value for which no change in the injection time is applied , and the instantaneous GAIN value applied to the injection time, for a given vehicle (specific for each vehicle produced).
• step d) one counts the number of periods of time during which CRITERE is outside the window comprised between between THRESHOLD_MIN and SEUIL_MAX and one is diagnosed said failed state when the number of periods is equal to a predetermined number;
• variable window is assigned to said predetermined number, the value 1 is subtracted from this variable as soon as a new period of time is counted, and said faulty state is diagnosed when the window variable is less than or equal to zero;
• steps a), b), c) and d) are implemented only if at least one of the following prerequisites is satisfied:
• FIG. 1 is a schematic view of an internal combustion engine equipped with a device for implementing the method according to the invention
• FIGS. 2 and 3 are block diagrams specifying the various steps of the method of the invention.
• FIGS. 4A to 4D consist of a set of curves giving, as a function of time, the evolution of the main parameters ALPHACL_MOYEN, GAIN, OFFSET and CRITERE used in the context of the present method, in the case of a failure of leakage type, obstruction, mechanical failure of the fuel pump;
• FIGS. 5A to 5D show curves similar to the previous ones giving, as a function of time, the evolution of the same parameters, in the case of an aging-type failure of the system.
• FIG. 1 shows schematically a spark ignition multicylinder internal combustion engine 1, which is equipped with a fuel injection rail 2 with multi-point injection and electrically controlled.
• each cylinder of the engine is powered by an electro-injector 20 which is dedicated thereto.
• An electronic control system 6 controls the opening time of each injector so as to adjust the air / fuel mixture admitted into the engine to a given value of richness (preferably close to the stoichiometric ratio).
• the fuel stored in a tank 4, is fed to the injectors 20 via a pump 40 and a filter 5.
• a butterfly valve 3 delivers fresh air.
• a catalyst 8 Downstream of the engine 1, on the exhaust line, a catalyst 8 is provided. Just upstream thereof an oxygen probe 8 is provided.
• the system 6 comprises in particular, in a manner known per se, a central unit, memories and different input and output interfaces. This system receives input signals in particular relating to the operation of the engine, performs operations and generates output signals, especially to the injectors.
• the engine and / or its immediate environment are provided with:
• L 111 STATUS 2 "(block 91) is a state of waiting for the conditions suitable for carrying out the diagnosis, which corresponds to the first two blocks of FIG.
• PETAT 3 "(block 92) corresponds to the actual diagnosis of the fuel supply circuit
• TETAT 2" to TETAT 3 " it is verified that the diagnostic activation conditions are present (block 910 In other words, we check that:
• the injection operates in sequential mode; - the engine load level and speed are located in a predefined area; the sensors making it possible to determine the inputs consumed by the diagnosis are not faulty.
• Effective injection time B + ALPHACL_MOYEN * GAIN * A * Mair with:
• the diagnosis is based on the monitoring of the criterion named CRITERE whose calculation is performed in the state "calculation of the diagnostic criterion" (block 920). This calculation proceeds as follows:
• CRITERE is the integral for a defined time by calibration of the sum of the three terms defined below:
• - CRITERE1 difference between the value of ALPHACL_MOYEN for which no correction on the time of injection in unction of the time is necessary to reach the objective of richness 1 in the exhaust, and the value of ALPHACL_MOYEN applied to the time of injection, to achieve the goal of wealth 1 at the exhaust,
• - CRITERE2 difference between the instantaneous OFFSET value corresponding to the use of a "theoretical" fuel system that is to say non-dispersed and unaged and whose average characteristic coincides with the value for which any change of the injection time is applied, and the instantaneous OFFSET value applied to the injection time, for a given vehicle (specific for each vehicle produced),
• theoretical that is to say not dispersed and not aged and whose average characteristic coincides with the value for which no change in the injection time is applied, and the instantaneous GAIN value applied to the injection time, for a given vehicle (specific for each vehicle produced).
• CRITERE When CRITERE is included in the window delimited by two thresholds minimum and maximum (THRESHOLD_MAX and THRESHOLD_MIN), then a counter DEFAUT_PRESENT becomes equal to zero (bloc925), warning that no fault is detected on the system of supply with fuel.
• WINDOW O then DEFAUT_PRESENT becomes equal to one, warning that a fault is detected on the system of fuel supply, then WINDOW is reinitialized (block 924).
• the behavior of the diagnostic criterion is then as follows: i. there is no failure on the fuel system, ii. and the hydraulic characteristics of the fuel supply system remain close to those of a so-called nominal system.
• the richness of the exhaust gas at the outlet of the engine upstream of the catalyst remains permanently very close to the stoichiometric ratio, and consequently, the correction of the injection time is then low (consequence of the case i).
• the two adaptive parameters GAIN and OFFSET keep values very close to the value they take when the engine is equipped with a fuel supply system whose hydraulic characteristics remain close to those of a so-called nominal system. (consequence of case ii).
• At least one of the two adaptive parameters GAIN and OFFSET takes a value which is far from the value that it would take in the case of the use of a fuel supply system whose hydraulic characteristics remain close to those of a so-called nominal system.
• the OFFSET parameter takes a value that is far from its nominal value (see FIG. 5C).
• the CRITERE parameter will also reach high values. As soon as this value comes out of a window formed by maximum and minimum detection threshold values, then the DF failure will be detected (see Figure 5D).

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• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
• Combined Controls Of Internal Combustion Engines (AREA)
• Glass Compositions (AREA)
• Jet Pumps And Other Pumps (AREA)
• Fuel-Injection Apparatus (AREA)
• Testing Of Engines (AREA)

Applications Claiming Priority (2)

Publications (2)

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• 2007
  • 2007-11-20 FR FR0708131A patent/FR2923864B1/fr not_active Expired - Fee Related
• 2008
  • 2008-11-05 WO PCT/FR2008/051990 patent/WO2009068777A2/fr active Application Filing
  • 2008-11-05 RU RU2010125264/07A patent/RU2484276C2/ru active
  • 2008-11-05 DE DE602008006596T patent/DE602008006596D1/de active Active
  • 2008-11-05 US US12/743,111 patent/US8011232B2/en not_active Expired - Fee Related
  • 2008-11-05 AT AT08853230T patent/ATE507383T1/de not_active IP Right Cessation
  • 2008-11-05 JP JP2010534521A patent/JP5183747B2/ja not_active Expired - Fee Related
  • 2008-11-05 EP EP08853230A patent/EP2215344B1/de active Active
  • 2008-11-05 KR KR1020107013597A patent/KR101520946B1/ko active IP Right Grant

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