EP4198288A1 - Verfahren und system zur überprüfung der zur durchführung einer diagnose einer brennkraftmaschine eines kraftfahrzeugs mit hybridantrieb benötigten bedingungen - Google Patents

Verfahren und system zur überprüfung der zur durchführung einer diagnose einer brennkraftmaschine eines kraftfahrzeugs mit hybridantrieb benötigten bedingungen Download PDF

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Publication number
EP4198288A1
EP4198288A1 EP22210474.7A EP22210474A EP4198288A1 EP 4198288 A1 EP4198288 A1 EP 4198288A1 EP 22210474 A EP22210474 A EP 22210474A EP 4198288 A1 EP4198288 A1 EP 4198288A1
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EP
European Patent Office
Prior art keywords
feasibility
value
diagnosis
threshold value
engine
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP22210474.7A
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English (en)
French (fr)
Inventor
Hugo DAMANCE
Julie JACQUET
Aurelien Nerriere
Luc Pereira
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New H Powertrain Holding SLU
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Renault SAS
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Application filed by Renault SAS filed Critical Renault SAS
Publication of EP4198288A1 publication Critical patent/EP4198288A1/de
Pending legal-status Critical Current

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    • 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
    • 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
    • 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
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • F02D41/0065—Specific aspects of external EGR control
    • F02D41/0072—Estimating, calculating or determining the EGR rate, amount or flow

Definitions

  • the present invention relates to the field of hybrid transmissions for motor vehicles, comprising on the one hand a thermal drive motor, and on the other hand at least one electric machine.
  • the invention relates to carrying out diagnostics of the internal combustion engine of the motor vehicle with hybrid transmission.
  • EGR gas Exhaust Gas Recirculation
  • the estimate of the EGR gas flow can be determined by calculating the difference between on the one hand the total flow aspirated by the engine, which is determined using a so-called "filling" model as a function of the pressure and the temperature in the intake manifold, and of the engine speed, and, on the other hand, the air flow plus the fuel vapors determined using a Barré Saint-Venant equation at the terminals of the intake valve 28 using the differential pressure at the terminals of said valve and the temperature downstream of said valve.
  • the diagnosis of the fuel vapor purge flow rate is also known, carried out by comparing the difference between the flow rate estimated by the flow meter 26 and the so-called “filling” model. The difference is then compared to the fuel vapor purge rate determined by a map.
  • the heat engine must operate over a relatively long period, without stopping, by scanning several operating points and thus guarantee a certain robustness in the detection of a failure of the heat engine.
  • the heat engine is less stressed insofar as the electric machine makes it possible to drive the vehicle. Furthermore, the heat engine is generally stressed on precise operating points and its use is generally jerky.
  • the heat engine is forced to operating points on which diagnostics can be carried out.
  • the electric machine is used to compensate for the difference between the drive torque setpoint of the vehicle which comes from a request from the driver via the depression of the accelerator pedal and the torque already supplied by the heat engine and the engine speed is forced, either by adjusting the drive ratio between the engine and the wheels, or by disconnecting the engine from the traction chain.
  • the subject of the present invention is a method for verifying the conditions necessary for carrying out at least one diagnosis of the gas flow rates of an air circuit of an internal combustion engine of a hybrid transmission vehicle, in which the engine comprises at least three cylinders in line, a fresh air intake manifold supplied with fresh air through a pipe provided with a flow meter and an exhaust manifold.
  • At least two conditions necessary for carrying out a diagnosis of the gas flow rates of the air circuit of the heat engine are observed by comparing each of said conditions with a first threshold value and with a second threshold value.
  • a feasibility value equal to one is then determined when the condition is greater than the first corresponding threshold value and a feasibility value equal to zero is determined when the condition is less than or equal to the second corresponding threshold value .
  • a feasibility value of 1 corresponds to the case where the condition to be met is close to the target value of said condition to perform the diagnosis and a feasibility value of 0 corresponds to the case where the condition to be met is far from the target value of said condition for making the diagnosis.
  • said determined feasibility values are concatenated to extract a minimum feasibility value therefrom and an average feasibility value is determined by calculating the sliding average of the minimum feasibility value.
  • the invention it is possible to verify that all the conditions required are present to carry out diagnostics of the gas flow rates of the heat engine by limiting the number of intrusions on the heat engine.
  • the two conditions observed include at least the stability of the airflow and the level of airflow to ensure that the airflow is above a minimum value for a sufficient duration to guarantee that the assembly flow rates measured allow the establishment of the diagnosis.
  • the third threshold value for triggering the transmission of an intrusion setpoint is a function of the speed of the vehicle in order to promote intrusions of the heat engine when the vehicle is traveling at high speed and thus mask the ignition of the heat engine. by the nuisances linked to the air flow.
  • the feasibility value is reset equal to 1 when the diagnosis is made by a system for making diagnoses.
  • the internal combustion engine comprises at least one partial exhaust gas recirculation circuit at the intake, called “EGR” circuit (“exhaust gas recirculation” in Anglo-Saxon terms).
  • EGR exhaust gas recirculation circuit
  • the stability of the EGR flow rate and/or the EGR flow rate is also observed to ensure that the EGR flow rate is greater than a minimum value for a sufficient duration.
  • the invention relates to a system for verifying the conditions necessary for carrying out at least one diagnosis of the gas flow rates of an air circuit of an internal combustion engine of a hybrid transmission vehicle, wherein the engine comprises at least three cylinders in line, a fresh air intake manifold supplied with fresh air through a pipe provided with a flow meter and an exhaust manifold.
  • the verification system further comprises a module configured to concatenate said determined feasibility values to extract therefrom a minimum feasibility value, a module configured to determine an average feasibility value able to calculate the sliding average of the minimum feasibility value and a verification module if an engine intrusion is necessary to carry out the diagnostic configured to compare the average feasibility value with a third threshold value, and to transmit an intrusion instruction to a thermal engine management system to perform the diagnostic when the average feasibility value is lower than the third threshold value .
  • the invention relates to an electronic control unit for an internal combustion engine comprising at least three cylinders in line, a fresh air intake manifold supplied with fresh air by a pipe provided with a flowmeter and an exhaust manifold, the electronic control unit comprising a system for carrying out at least one diagnosis of the gas flow rates of the air circuit of the heat engine and a system for verifying the conditions necessary for carrying out at least a diagnosis of the gas flow rates of the air circuit of the heat engine as described above.
  • the invention relates to a motor vehicle comprising an electronic control unit as described above.
  • FIG. 1 there is shown, schematically, the general structure of an internal combustion engine 10, in particular of the spark-ignition type operating on gasoline, of a motor vehicle.
  • the internal combustion engine 10 comprises, without limitation, three cylinders 12 in line, a fresh air intake manifold 14, an exhaust manifold 16 and a turbo-compression system 18 .
  • the cylinders 12 are supplied with air via the intake manifold 14, or intake distributor, itself supplied by a pipe 20 provided with an air filter 22 and the compressor 18b of the turbocharger 18 of the engine 10 .
  • Each cylinder 12 is powered by fuel, of gasoline type.
  • the turbocharger 18 essentially comprises a turbine 18a driven by the exhaust gases and a compressor 18b mounted on the same axis or shaft as the turbine 18a and providing compression of the air distributed by the air filter 22, in order to increase the quantity (mass flow) of air admitted into the cylinders 12 of the engine 10.
  • the turbine 18a can be of the "variable geometry" type, that is to say that the wheel of the turbine is fitted with variable-angle fins in order to modulate the amount of energy taken from the exhaust gases, and thus the boost pressure.
  • a heat exchanger 24 is placed after the outlet of the compressor 18b equipping the supply line 14a of the intake manifold 14 with fresh air.
  • the internal combustion engine 10 thus comprises an intake circuit Ca and an exhaust circuit Ce.
  • the latter collects the exhaust gases resulting from combustion and evacuates them to the outside, via a gas exhaust duct 30 leading to the turbine 18a of the turbocharger 18 and by an exhaust line 32 mounted downstream of said turbine 18a.
  • the engine 10 comprises a partial recirculation circuit 38 of the exhaust gases at the intake, called “EGR” circuit (“exhaust gas recirculation” in Anglo-Saxon terms).
  • EGR exhaust gas recirculation circuit
  • This circuit 38 here a low pressure exhaust gas recirculation circuit, called "EGR BP"
  • EGR BP a low pressure exhaust gas recirculation circuit
  • This circuit 38 originates at a point on the exhaust line 36, downstream of said turbine 18a, and in particular downstream of the system 40 for gas pollution control and returns the exhaust gases to a point in the fresh air supply pipe 20, upstream of the compressor 18b of the turbocharger 18, in particular downstream of the flowmeter 26.
  • the flowmeter 26 only measures the flow of fresh air alone.
  • this recirculation circuit 38 comprises, in the direction of circulation of the recycled gases, a cooler 38a, a filter 38b, and a "V EGR BP" valve 38c configured to regulate the flow of exhaust gases at low pressure.
  • the "V EGR BP" valve 38c is arranged downstream of the cooler 38a and upstream of the compressor 18b.
  • the engine combustion gas pollution control system 40 comprises a first device 42 comprising two electrically heated three-way catalysts 42a, 42b in series.
  • the gas pollution control system 40 further comprises a second device 44 which is here a fine particle filter, and a third device 46 which is here a three-way catalyst. It may also include a third oxygen sensor (not shown), for example of the binary type, mounted downstream of the second device 44, for diagnostic purposes for example.
  • the engine is associated with a fuel circuit comprising, for example, fuel injectors (not referenced) injecting gasoline directly into each cylinder from a fuel tank 50 .
  • the engine also comprises a fuel vapor purge circuit 60 comprising a canister 62 or fuel vapor tank 62 receiving fuel vapors from the fuel tank 50 via a first pipe 60a, an active pump 64 connected by a second pipe 60b downstream of the canister 62 and a purge solenoid valve 66 connected by a third pipe 60c downstream of the pump 64.
  • the purge solenoid valve 66 is connected to the engine inlet, downstream of the flowmeter 26 by a fourth pipe 60d.
  • the engine comprises an electronic control unit 70 configured to control the various elements of the internal combustion engine and in particular the engine speed.
  • the electronic control unit 70 could receive other data, such as the temperatures at different places of the engine, or other pressures.
  • the electronic control unit 70 comprises a system 80 for verifying the conditions necessary for carrying out one or more diagnoses of the gas flow rates of the air circuit of the heat engine 10.
  • the electronic control unit 70 further comprises a system 90 for carrying out diagnostics of the gas flow rates of the air circuit of the heat engine 10 when the system 80 for checking the necessary conditions transmits a setpoint of conditions complied with.
  • the system 90 for carrying out diagnostics of the gas flow rates of the air circuit of the heat engine 10 is known per se and will not be described any further.
  • the system 80 for verifying the conditions necessary for carrying out one or more diagnoses of the gas flow rates of the air circuit of the heat engine 10 comprises a module 82 for observations of at least two conditions C1, C2 necessary to carry out a diagnosis of the gas flow rates of the air circuit of the combustion engine 10.
  • the observation module 82 of at least two conditions C1, C2 compares each of the necessary conditions C1, C2 respectively with a first threshold value S1_C1, S1_C2 and with a second threshold value S2_C1, S2_C2.
  • the observation module 82 assigns a feasibility value V_feasibility of 1. Conversely, when the conditions C1, C2 is less than or equal to the corresponding second threshold value S2_C1, S2_C2, the observation module 82 assigns a feasibility value V feasibility of 0.
  • a feasibility value of 1 corresponds to the case where the condition to be observed is close to the target value of said condition to carry out the diagnosis.
  • a feasibility value of 0 corresponds to the case where the condition to be observed is far from the target value of said condition to carry out the diagnosis.
  • the two conditions C1, C2 observed by the observation module 82 include at least the stability of the airflow and the level of airflow to ensure that the airflow is above a minimum value for a sufficient time to ensure that all the flow rates measured allow the establishment of the diagnosis.
  • the observation module 82 could also observe other conditions, such as the stability of the EGR flow rate and/or the EGR flow rate to ensure that the EGR flow rate is above a minimum value for a sufficient duration.
  • the system 80 for checking the necessary conditions comprises a module 84 configured to concatenate all the feasibility values and to extract therefrom a minimum feasibility value Vmin.
  • N the number of calculation steps over which the moving average is carried out, or alternatively the number of kilometers traveled by the vehicle. In other words, it may be a time average over a given duration or, as a variant, a Telec average over a given distance.
  • the system 80 for checking the necessary conditions further comprises an intrusion management module 88 configured to compare the average feasibility value V_feasibility_avg with a third threshold value S3 and to transmit an intrusion setpoint C_intr to the heat engine management system to carry out the diagnosis if the average feasibility value V_feasibility_avg is lower than the third threshold value S3.
  • an intrusion management module 88 configured to compare the average feasibility value V_feasibility_avg with a third threshold value S3 and to transmit an intrusion setpoint C_intr to the heat engine management system to carry out the diagnosis if the average feasibility value V_feasibility_avg is lower than the third threshold value S3.
  • the third threshold value S3 for triggering the transmission of an intrusion setpoint C_intr is a function of the speed of the vehicle, in order to promote intrusions of the heat engine when the vehicle is traveling at high speed and thus mask the ignition of the thermal engine by the nuisances linked to the flow of air.
  • the module 86 for determining an average feasibility value V_feasibility_moy could receive a feasibility value equal to 1 when the diagnosis is carried out by the system 90 for carrying out diagnoses, in order to limit intrusions on the heat engine.
  • a method 100 for verifying the conditions necessary for carrying out one or more diagnostics of the gas flow rates of the air circuit of the thermal engine 10 comprises a first step 101 of observations of at least two conditions C1, C2 necessary for carrying out a diagnosis of the gas flow rates of the air circuit of the combustion engine 10.
  • the first observation step 101 compares, in step 102, a first condition C1 with a first threshold value S1_C1 and with a second threshold value S2 C1.
  • the method 100 compares, at step 104, a second condition C2 with a first threshold value S1_C2 and with a second threshold value S2_C2.
  • condition C1 When condition C1, C2 is greater than the corresponding first threshold value S1_C1, S1_C2, a feasibility value V_feasibility of 1 is assigned. Conversely, when condition C1, C2 is less than or equal to the second threshold value S2_C1, S2_C2 corresponding, a feasibility value V_feasibility of 0 is assigned.
  • a feasibility value of 1 corresponds to the case where the condition to be observed is close to the target value of said condition to carry out the diagnosis.
  • a feasibility value of 0 corresponds to the case where the condition to be observed is far from the target value of said condition to carry out the diagnosis.
  • V_ feasibility e VS ⁇ S 2 VS ⁇ S 1
  • the two conditions C1, C2 observed by during the observation step 101 include at least the stability of the airflow and the level of airflow to ensure that the airflow is greater than a value minimum for a period sufficient to guarantee that all the flow rates measured allow the establishment of the diagnosis.
  • N the number of calculation steps over which the moving average is carried out (time or kilometer).
  • step 108 it is then checked, in step 108, whether an intrusion of the engine is necessary to carry out the diagnosis.
  • the average feasibility value V_feasibility_moy is compared with a third threshold value S3 and an intrusion instruction C_intr is transmitted to the heat engine management system to carry out the diagnosis if the average feasibility value V_feasibility_moy is lower than the third threshold value S3.
  • the third threshold value S3 for triggering the transmission of an intrusion setpoint C_intr is a function of the speed of the vehicle, in order to promote intrusions of the heat engine when the vehicle is traveling at high speed and thus mask the ignition of the thermal engine by the nuisances linked to the flow of air.
  • the feasibility value could be reset equal to 1 when the diagnosis is carried out by the system 90 for carrying out diagnoses.
  • the invention it is possible to verify that all the conditions required are present to carry out diagnostics of the gas flow rates of the heat engine by limiting the number of intrusions on the heat engine.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Testing Of Engines (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
EP22210474.7A 2021-12-17 2022-11-30 Verfahren und system zur überprüfung der zur durchführung einer diagnose einer brennkraftmaschine eines kraftfahrzeugs mit hybridantrieb benötigten bedingungen Pending EP4198288A1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR2113927A FR3130901A1 (fr) 2021-12-17 2021-12-17 Procédé et système de vérification des conditions nécessaires pour la réalisation d’un diagnostic d’un moteur à combustion interne d’un véhicule automobile à transmission hybride

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EP4198288A1 true EP4198288A1 (de) 2023-06-21

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EP22210474.7A Pending EP4198288A1 (de) 2021-12-17 2022-11-30 Verfahren und system zur überprüfung der zur durchführung einer diagnose einer brennkraftmaschine eines kraftfahrzeugs mit hybridantrieb benötigten bedingungen

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EP (1) EP4198288A1 (de)
FR (1) FR3130901A1 (de)

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2003029777A2 (de) * 2001-09-28 2003-04-10 Volkswagen Aktiengesellschaft Verfahren zum erkennen einer leckage im einlasskanal eines verbrennungsmotors und entsprechend eingerichteter verbrennungsmotor
EP1329626A2 (de) * 2002-01-17 2003-07-23 Nissan Motor Co., Ltd. Abgasleck-Diagnose eines Motors
US20120130618A1 (en) * 2010-11-19 2012-05-24 Robert Bosch Gmbh Method and device for controlling an internal combustion engine
WO2016092225A1 (fr) * 2014-12-12 2016-06-16 Renault S.A.S. Procédé de diagnostic d'un système de recirculation partielle des gaz d'échappement de moteur automobile

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2003029777A2 (de) * 2001-09-28 2003-04-10 Volkswagen Aktiengesellschaft Verfahren zum erkennen einer leckage im einlasskanal eines verbrennungsmotors und entsprechend eingerichteter verbrennungsmotor
EP1432902A2 (de) * 2001-09-28 2004-06-30 Volkswagen Aktiengesellschaft Verfahren zum erkennen einer leckage im einlasskanal eines verbrennungsmotors und entsprechend eingerichteter verbrennungsmotor
EP1329626A2 (de) * 2002-01-17 2003-07-23 Nissan Motor Co., Ltd. Abgasleck-Diagnose eines Motors
US20120130618A1 (en) * 2010-11-19 2012-05-24 Robert Bosch Gmbh Method and device for controlling an internal combustion engine
WO2016092225A1 (fr) * 2014-12-12 2016-06-16 Renault S.A.S. Procédé de diagnostic d'un système de recirculation partielle des gaz d'échappement de moteur automobile

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FR3130901A1 (fr) 2023-06-23

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