WO2024023403A1 - System and method for detecting clogging of a partial-load check valve in a heat engine, vehicle comprising such a system - Google Patents

System and method for detecting clogging of a partial-load check valve in a heat engine, vehicle comprising such a system Download PDF

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Publication number
WO2024023403A1
WO2024023403A1 PCT/FR2023/050757 FR2023050757W WO2024023403A1 WO 2024023403 A1 WO2024023403 A1 WO 2024023403A1 FR 2023050757 W FR2023050757 W FR 2023050757W WO 2024023403 A1 WO2024023403 A1 WO 2024023403A1
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WO
WIPO (PCT)
Prior art keywords
pressure
upstream
pressure sensor
return valve
absolute pressure
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Application number
PCT/FR2023/050757
Other languages
French (fr)
Inventor
Daniel Coulaud
Alicia GABAUD
Christophe Coffy
Marion Keim
Original Assignee
Stellantis Auto Sas
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Publication date
Application filed by Stellantis Auto Sas filed Critical Stellantis Auto Sas
Publication of WO2024023403A1 publication Critical patent/WO2024023403A1/en

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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
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M13/02—Crankcase ventilating or breathing by means of additional source of positive or negative pressure
    • F01M13/021—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure
    • F01M13/022—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure using engine inlet suction
    • F01M13/023—Control valves in suction conduit
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/06—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding lubricant vapours
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M13/0011—Breather valves
    • F01M2013/0016—Breather valves with a membrane
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M2013/0077—Engine parameters used for crankcase breather systems
    • F01M2013/0083—Crankcase pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M2013/0077—Engine parameters used for crankcase breather systems
    • F01M2013/0088—Rotation speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M2013/0077—Engine parameters used for crankcase breather systems
    • F01M2013/0094—Engine load
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M13/02—Crankcase ventilating or breathing by means of additional source of positive or negative pressure
    • F01M13/021—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure
    • F01M2013/027—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure with a turbo charger or compressor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M2250/00—Measuring
    • F01M2250/60—Operating parameters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/023—Temperature of lubricating oil or working fluid
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0406—Intake manifold pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/70—Input parameters for engine control said parameters being related to the vehicle exterior
    • F02D2200/703—Atmospheric pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/08—Engine blow-by from crankcase chamber

Definitions

  • the present invention relates to a system and a method for detecting clogging of a non-return valve of a crankcase of a heat engine, in particular in addition to leak detection of a pressure regulating valve of the heat engine housing.
  • the invention further relates to a vehicle comprising such a system.
  • Heat engines have combustion gas passages between the pistons and the cylinders to arrive in the engine crankcase connected to the interior volume of the cylinder head and to an oil separator.
  • the invention proposes a complementary solution to the co-pendant application FR2109281 which relates to a method for detecting a leak from a pressure regulating valve of a motor vehicle thermal engine casing.
  • the so-called partial load upstream non-return valve in the cylinder head, or the so-called high load downstream non-return valve downstream of the crankcase can be clogged.
  • the leak detection strategy is ineffective, the partial load valve being clogged.
  • one objective of the invention is to remedy the defects of the prior art, and in particular to propose a system and a method for detecting clogging of the so-called partial load upstream non-return valve.
  • the invention proposes a system for detecting clogging of an upstream non-return valve intended for a motor vehicle thermal engine casing, the thermal engine comprising: - a gas intake box,
  • a cylinder head comprising an oil separator, connected downstream of the gas intake housing, equipped with an intake tube connected to the intake housing and an outlet tube, and mounted on the crankcase,
  • the detection system comprises:
  • a diagnostic means for diagnosing a blockage of the upstream non-return valve if the pressure determined by means of the second absolute pressure sensor is greater than the pressure determined by means of the first absolute pressure sensor to which is added a pressure loss of a partial load return in the cylinder head and a determined threshold.
  • the regulation valve is a membrane valve; the upstream non-return valve is arranged at the inlet of the return of the leak gases (or “blow-by gas” in English) when the engine is operating at partial load, so as to return the deoiled gases to the combustion chamber; and the second absolute pressure sensor is arranged downstream of the pressure regulation, before the downstream non-return valve.
  • the invention involves a strategy which makes it possible to detect dysfunctional life cases at the level of the upstream non-return valve (also called the so-called partial load valve in the state of the art, or first non-return valve in the description detailed below).
  • This strategy is based on the presence of an absolute pressure sensor located inside the oil separator.
  • the detection system further comprises a confirmation means for confirming a diagnosis of blocking of the valve anti-return if the pressure determined by means of the second absolute pressure sensor remains greater than the pressure determined by means of the first absolute pressure sensor to which is added the flow rate and the determined threshold, for a confirmation time.
  • the detection system further comprises a means for evaluating an upstream pressure corresponding to the pressure upstream of the gas admission box; a means of measuring an oil temperature in the crankcase; as well as an activation means to activate a diagnosis if:
  • an oil temperature is lower than an estimated temperature range for evaporation of the ethanol contained in the oil.
  • the oil temperature must be located outside the ethanol evaporation ranges.
  • This variant makes the presence of the diagnosis depend or not on the temperature of the oil, allows, in the case where one wishes to make this diagnosis on engines using fuels with a high level of ethanol, to avoid making false detections during the evaporation phases of the ethanol contained in the oil in the tank, following fuel dilution in the oil tank. Indeed, for these specific fuels, the leak gas flow rates increase suddenly during the evaporation phases which are centered around the evaporation temperatures of the ethanol, which causes the crankcase to increase in pressure. Maintaining the diagnosis in this evaporation phase runs the risk of false detection of a clogged valve. [015] This makes it possible to limit the diagnosis to specific temperature and pressure conditions for which the diagnosis is relevant.
  • the means for evaluating an upstream pressure calculates the upstream pressure on the basis of an atmospheric pressure measurement and a model.
  • the detection system further comprises an alert means for signaling a clogging of the upstream non-return valve based on a diagnosis of the diagnostic means and/or a confirmation of the confirmation means.
  • Another object of the invention relates to a thermal engine system of a motor vehicle comprising a system for detecting clogging of a downstream non-return valve according to the invention.
  • the invention also relates to a motor vehicle comprising a thermal engine which comprises a downstream non-return valve, and a system for detecting clogging of the downstream non-return valve according to the invention.
  • the invention further relates to a method for detecting clogging of an upstream non-return valve by means of a system for detecting clogging of the upstream non-return valve according to the invention, the method comprising the following steps:
  • FIG.2 schematically illustrates a detail of a method for detecting clogging of a first non-return valve according to a preferred embodiment of the invention
  • FIG.3 schematically illustrates a detail of a method for detecting clogging of a second non-return valve according to a preferred embodiment of the invention
  • FIG.4 schematically illustrates a detail of the process for detecting a critical alert linked to clogging of the second non-return valve.
  • Figure 1 shows a heat engine comprising a casing C1 equipped with a cylinder head C2.
  • the C2 cylinder head is fixed on top of the C1 crankcase and covers the cylinders to close the combustion chambers (not shown).
  • An intake tube TA receives air from a cooler R via a gas intake box AG.
  • the cooler R is connected to a turbocharger TC, itself connected to an outlet tube TS in the cylinder head C2.
  • the illustrated motor further comprises a VP vacuum pump.
  • An air filter FA is connected to an inlet of the turbocharger TC.
  • the casing C1 comprises a first bypass connecting the intake tube TA to the cylinder head C2 with, at the inlet of cylinder head C2, a first non-return valve V1, which can be called a partial load valve.
  • the casing C1 further comprises a pressure regulating valve RV opening into the cylinder head C2.
  • the outlet of the cylinder head C2 is equipped with a secondary gas ventilation line LG, terminated by a second non-return valve V2, which can be called a high load valve, connected to a heating device H, and opening between the TC turbocharger and FA air filter.
  • a second non-return valve V2 which can be called a high load valve
  • the heat engine is also equipped with a fresh air line LA opening on the one hand between the air filter FA and the second valve anti-return V2; and on the other hand in an accessory chamber of the oil separator D communicating with the rest of the cylinder head C2, at the level of a corresponding valve V3.
  • the invention uses the first check valve V1, a plenum sensor or first absolute pressure sensor AP1, and a second absolute pressure sensor AP2.
  • the first absolute pressure sensor AP1 is arranged so as to measure a pressure downstream of the gas intake housing AG; the first check valve V1 is arranged at the inlet of the cylinder head C2, downstream of the bypass of the intake tube TA; and the a second absolute pressure sensor AP2 is arranged so as to measure a pressure in the oil separator D mounted on the cylinder head C2, downstream of the crankcase gas pressure regulation membrane, and upstream of the partial load V1 and full load valves V2.
  • the first column concerns different situations depending on the states of the secondary line LG, of the first and second check valves V1, V2, “Det. >>: the implementation or not of a leak detection strategy for example according to the co-pending application FR2109281; “Statl”: the status of the system with respect to the regulatory requirements for sensorless systems; “V1_R >>, “V2_R >>: the effective detection of the first and second blocked check valves; and “Stat2”: the status of the system with respect to the regulatory requirements for a sensorless system.
  • “F” means functional, for example a functional LG line, and “O”, an open LG line.
  • BO means “a valve stuck open”
  • “BF” means “blocked closed”.
  • O_D means “no detection”, and “DF”, “leak detection”
  • OK means status compliant with regulatory requirements, and “NOK” means “non-compliant”.
  • N1 means “OK with regard to the sealing of the LG line but increased pressure from the second non-return valve V2, and risk of leakage”.
  • CB_F means “stuck closed valve detection”
  • “F_D” means “false leak detection but regulatory”.
  • the detection strategy can be limited to a detection range according to a minimum N speed noted Nmin and a maximum N speed noted Nmax coupled with a minimum load C noted Cmin and a maximum load C noted Cmax.
  • the detection strategy can be limited to a detection range based on a minimum and a maximum PAPI plenum pressure.
  • the strategy can use an oil temperature signal relative to the oil measured at the crankcase ramp C1.
  • a temperature sensor can be provided for this purpose in the crankcase oil rail.
  • the detection strategy can be limited to a Thune oil temperature range located outside the estimated evaporation range of the ethanol contained in the oil. We can talk about evaporation temperature, but this depends on the physicochemical conditions, the temperature and the pressure, as well as the purity of the ethanol. Variations in evaporation temperatures define such an evaporation zone.
  • the signals from the pressure sensors are preferably filtered (F1 filters).
  • an application condition is implemented on the basis of an upstream pressure P1 and the plenum pressure PAPI. If the upstream pressure P1 is greater than the plenum pressure PAPI, also with the aforementioned limitations, then the diagnosis of the first check valve V1 is carried out.
  • the upstream pressure P1 can be calculated on the basis of a measurement of atmospheric pressure PO and a model.
  • the diagnosis also depends on a calculation of the pressure loss DP of the partial load return in the cylinder head from a matrix of speeds N and loads C.
  • the speeds are for example (in rpm) : 750, 1000, 2000, 3000, 4000, and 5000.
  • the loads are for example (in N. m): 0, 10, 20, 30, 40, 80, 100.
  • the diagnosis is activated, and if the pressure PAP2 is greater than the pressure PAPI to which is added the pressure loss DP and a determined threshold S1, then this can mean that the valve V1 is stuck closed. Preferably, if this is maintained for a time greater than a confirmation time T con f, for example 2s, then the diagnosis is confirmed. In this case, the valve V1 is judged to be blocked and it is preferably in this case that an alert is communicated to the user.
  • the strategy is therefore active in the atmospheric operating range of the engine, as well as in more restricted areas relating to the speed, torque, as well as the measured PAPI plenum pressure. It is also possible not to carry out the diagnosis during the evaporation phases of the ethanol contained in the oil, which can lead to significant increases in gas ventilation flow ("blow-by" in English). , then leading to significant pressure losses in the system, and therefore a possible risk of false detection. Incoming signals (sensor measurements) are filtered in order to limit transient phenomena which could lead to false detection. The activation and removal of the fault is then conditioned by a confirmation time. The values are given for information purposes only.
  • the detection strategy can be limited to a detection range based on a minimum and a maximum PAPI plenum pressure.
  • the detection strategy can be limited to a Thune oil temperature range located outside the evaporation temperature range of the ethanol contained in the oil tank (dilution of fuel in the oil ).
  • An activation condition can be determined on the basis of the upstream pressure P1 having a value lower than that of the plenum pressure PAPI with in addition the aforementioned limitations. In this case, the diagnosis of valve V2 is then carried out.
  • the diagnosis is carried out on the basis of the value of the pressure PAP2 from which the value of the measured atmospheric pressure PO is subtracted, to evaluate an overpressure.
  • This overpressure must be greater than an overpressure threshold S2, for example 50mbar, for a time greater than Tmax, for example 10s; or for a time less than Tmax, but greater than Tmin, for example 2s.
  • the diagnosis is that the V2 valve is judged to be critically stuck (preferably with a corresponding alert).
  • the diagnosis is that the V2 valve is judged to be stuck in a non-critical manner (preferably without warning).
  • this strategy preferably excludes evaporation phases.
  • the value of the overpressure threshold S2 is given for information only. Preferably, no functional area should be in overpressure beyond this value.
  • the alerts may include a display of one or more indicator lights, preferably specific to each of the above-mentioned alerts.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)

Abstract

The invention relates to a system for detecting clogging of a check valve (V1) upstream of a heat engine of a motor vehicle. The heat engine comprises: - a pressure control valve (RV) in an oil separator (D) of a cylinder head (C2); - an upstream check valve (V1) arranged in the oil separator (D), at an internal return (R) to an intake tube (TA), - a downstream check valve (V2) connected to a secondary gas ventilation line (LG) coming from the cylinder head (C2). According to the invention, the detection system comprises: - a first and a second absolute pressure sensor (AP1, AP2) respectively for upstream of the casing (C1) and the cylinder head (C2). The blockage diagnosis is made on the basis of the pressures of the sensors (AP1, AP2) and a drop in load. The invention also relates to a method and a vehicle that are based on such a system.

Description

DESCRIPTION DESCRIPTION
TITRE DE L’INVENTION : SYSTEME ET PROCEDE DE DETECTION DE COLMATAGE D’UN CLAPET ANTIRETOUR DE CHARGE PARTIELLE D’UN MOTEUR THERMIQUE, VEHICULE COMPRENANT UN TEL SYSTEME TITLE OF THE INVENTION: SYSTEM AND METHOD FOR DETECTING CLOGGING OF A PARTIAL LOAD CHECK VALVE OF A THERMAL ENGINE, VEHICLE COMPRISING SUCH A SYSTEM
[001] La présente invention revendique la priorité de la demande française N°2207859 déposée le 29.07.2022 dont le contenu (texte, dessins et revendications) est ici incorporé par référence. [001] The present invention claims the priority of French application No. 2207859 filed on 07.29.2022, the content of which (text, drawings and claims) is here incorporated by reference.
[002] La présente invention concerne un système et un procédé de détection de colmatage d’un clapet antiretour d’un carter d’un moteur thermique, en particulier en complément d’une détection de fuite d’une valve de régulation de la pression du carter du moteur thermique. L’invention concerne en outre un véhicule comprenant un tel système. [002] The present invention relates to a system and a method for detecting clogging of a non-return valve of a crankcase of a heat engine, in particular in addition to leak detection of a pressure regulating valve of the heat engine housing. The invention further relates to a vehicle comprising such a system.
[003] Les moteurs thermiques présentent des passages de gaz de combustion entre les pistons et les cylindres pour arriver dans le carter moteur relié au volume intérieur de la culasse et à un déshuileur. [003] Heat engines have combustion gas passages between the pistons and the cylinders to arrive in the engine crankcase connected to the interior volume of the cylinder head and to an oil separator.
[004] L’invention propose une solution complémentaire à la demande copendante FR2109281 qui concerne un procédé de détection de fuite d’une valve de régulation de pression d’un carter de moteur thermique de véhicule automobile. [004] The invention proposes a complementary solution to the co-pendant application FR2109281 which relates to a method for detecting a leak from a pressure regulating valve of a motor vehicle thermal engine casing.
[005] Dans certains cas de vie dysfonctionnels, le clapet antiretour amont dit de charge partielle dans la culasse, ou le clapet antiretour aval dit de forte charge en aval du carter, peuvent être colmatés. Dans le premier cas, la stratégie de détection de fuite est inopérante, le clapet de charge partielle étant colmaté. [005] In certain dysfunctional life cases, the so-called partial load upstream non-return valve in the cylinder head, or the so-called high load downstream non-return valve downstream of the crankcase, can be clogged. In the first case, the leak detection strategy is ineffective, the partial load valve being clogged.
[006] Ainsi, un objectif de l’invention est de remédier aux défauts de l’art antérieur, et notamment de proposer un système et un procédé de détection de colmatage du clapet antiretour amont dit de charge partielle. [006] Thus, one objective of the invention is to remedy the defects of the prior art, and in particular to propose a system and a method for detecting clogging of the so-called partial load upstream non-return valve.
[007] Pour atteindre cet objectif, l’invention propose un système de détection de colmatage d’un clapet antiretour amont destiné à un carter de moteur thermique de véhicule automobile, le moteur thermique comprenant : - un boîtier d’admission des gaz, [007] To achieve this objective, the invention proposes a system for detecting clogging of an upstream non-return valve intended for a motor vehicle thermal engine casing, the thermal engine comprising: - a gas intake box,
- une culasse comportant un déshuileur, connectée en aval du boîtier d’admission des gaz, équipée d’un tube d’admission connecté au boîtier d’admission et un tube de sortie, et montée sur le carter, - a cylinder head comprising an oil separator, connected downstream of the gas intake housing, equipped with an intake tube connected to the intake housing and an outlet tube, and mounted on the crankcase,
- une valve de régulation de pression disposée dans le déshuileur ; - a pressure regulating valve placed in the oil separator;
- le clapet antiretour amont disposé dans le déshuileur au niveau d’un retour interne vers le tube d’admission, - the upstream non-return valve located in the oil separator at the level of an internal return to the intake tube,
- un clapet antiretour aval connecté à une ligne secondaire de ventilation des gaz issue du déshuileur, caractérisé en ce que le système de détection comprend : - a downstream non-return valve connected to a secondary gas ventilation line from the oil separator, characterized in that the detection system comprises:
- un premier capteur de pression absolue pour mesurer une pression en aval du boîtier d’admission des gaz ; - a first absolute pressure sensor for measuring pressure downstream of the gas intake housing;
- un deuxième capteur de pression absolue pour mesurer une pression dans le déshuileur ; et - a second absolute pressure sensor to measure pressure in the oil separator; And
- un moyen de diagnostic pour diagnostiquer un blocage du clapet antiretour amont si la pression déterminée au moyen du deuxième capteur de pression absolue est supérieure à la pression déterminée au moyen du premier capteur de pression absolue à laquelle s’ajoute une perte de charge d’un retour charge partielle dans la culasse et un seuil déterminé. - a diagnostic means for diagnosing a blockage of the upstream non-return valve if the pressure determined by means of the second absolute pressure sensor is greater than the pressure determined by means of the first absolute pressure sensor to which is added a pressure loss of a partial load return in the cylinder head and a determined threshold.
[008] En particulier, la valve de régulation est une valve à membrane ; le clapet antiretour amont est disposé en entrée du retour des gaz de fuite (ou « blow-by gas >> en langue anglaise) lorsque le moteur fonctionne en charge partielle, de sorte à faire retourner les gaz déshuilés vers la chambre de combustion ; et le deuxième capteur de pression absolue est disposé en aval de la régulation de pression, avant le clapet antiretour aval. [008] In particular, the regulation valve is a membrane valve; the upstream non-return valve is arranged at the inlet of the return of the leak gases (or "blow-by gas" in English) when the engine is operating at partial load, so as to return the deoiled gases to the combustion chamber; and the second absolute pressure sensor is arranged downstream of the pressure regulation, before the downstream non-return valve.
[009] Avantageusement, l’invention implique une stratégie qui permet de détecter les cas de vie dysfonctionnels au niveau du clapet antiretour amont (encore appelé clapet dit de charge partielle dans l’état de l’art, ou premier clapet antiretour dans la description détaillée qui suit). Cette stratégie s’appuie sur la présence d’un capteur de pression absolu situé en interne du déshuileur. [009] Advantageously, the invention involves a strategy which makes it possible to detect dysfunctional life cases at the level of the upstream non-return valve (also called the so-called partial load valve in the state of the art, or first non-return valve in the description detailed below). This strategy is based on the presence of an absolute pressure sensor located inside the oil separator.
[010] Selon une variante, le système de détection comprend en outre un moyen de confirmation pour confirmer un diagnostic de blocage du clapet antiretour si la pression déterminée au moyen du deuxième capteur de pression absolue reste supérieure à la pression déterminée au moyen du premier capteur de pression absolue à laquelle s'ajoute le débit et le seuil déterminé, pendant un temps de confirmation. [010] According to a variant, the detection system further comprises a confirmation means for confirming a diagnosis of blocking of the valve anti-return if the pressure determined by means of the second absolute pressure sensor remains greater than the pressure determined by means of the first absolute pressure sensor to which is added the flow rate and the determined threshold, for a confirmation time.
[011] Cela permet d’avoir une confirmation de diagnostic en évitant des faux positifs. [011] This allows for diagnostic confirmation while avoiding false positives.
[012] Selon une variante, le système de détection comprend en outre un moyen d’évaluation d’une pression amont correspondant à la pression en amont du boîtier d’admission des gaz ; un moyen de mesure d’une température d’huile dans le carter ; ainsi qu’un moyen d’activation pour activer un diagnostic si : [012] According to a variant, the detection system further comprises a means for evaluating an upstream pressure corresponding to the pressure upstream of the gas admission box; a means of measuring an oil temperature in the crankcase; as well as an activation means to activate a diagnosis if:
- la pression amont est supérieure à la pression déterminée au moyen du premier capteur de pression absolue ; - the upstream pressure is greater than the pressure determined by means of the first absolute pressure sensor;
- une température d’huile est inférieure à une plage de température estimée d’évaporation de l’éthanol contenu dans l’huile. - an oil temperature is lower than an estimated temperature range for evaporation of the ethanol contained in the oil.
[013] En particulier, La température d’huile doit être située hors des plages d’évaporation de l’éthanol. La plage d’évaporation de l’éthanol est définie par des températures Tmin et Tmax (par exemple entre Tmin = 70°C et Tmax = 90°C) qui entrent en compte dans la zone d’exclusion des deux premiers diagnostics de colmatage des clapets (hors stratégie sécuritaire, qui n’a pas de conditions d’activation). [013] In particular, the oil temperature must be located outside the ethanol evaporation ranges. The ethanol evaporation range is defined by temperatures Tmin and Tmax (for example between Tmin = 70°C and Tmax = 90°C) which fall into the exclusion zone of the first two diagnostics of clogging of the ethanol. flaps (excluding security strategy, which has no activation conditions).
[014] Cette variante fait dépendre ou non la présence du diagnostic à la température de l’huile, permet, dans le cas où l’on souhaite faire ce diagnostic sur des moteurs utilisant des carburants avec un fort taux d’éthanol, d’éviter de faire des fausses détections lors des phases d’évaporation de l’éthanol contenu dans l’huile du bac, suite à de la dilution carburant dans le bac à huile. En effet, pour ces carburants spécifiques, les débits de gaz de fuite augmentent brutalement lors des phases d’évaporation qui sont centrées autour des températures d’évaporation de l’éthanol, ce qui fait monter en pression le carter. Le maintien du diagnostic dans ce phases d’évaporation fait courir le risque de fausses détections d’un clapet bouché. [015] Cela permet de limiter le diagnostic à des conditions spécifiques de température et de pression pour lesquelles le diagnostic est pertinent. [014] This variant makes the presence of the diagnosis depend or not on the temperature of the oil, allows, in the case where one wishes to make this diagnosis on engines using fuels with a high level of ethanol, to avoid making false detections during the evaporation phases of the ethanol contained in the oil in the tank, following fuel dilution in the oil tank. Indeed, for these specific fuels, the leak gas flow rates increase suddenly during the evaporation phases which are centered around the evaporation temperatures of the ethanol, which causes the crankcase to increase in pressure. Maintaining the diagnosis in this evaporation phase runs the risk of false detection of a clogged valve. [015] This makes it possible to limit the diagnosis to specific temperature and pressure conditions for which the diagnosis is relevant.
[016] Selon une variante, le moyen d’évaluation d’une pression amont calcule la pression amont sur la base d’une mesure de pression atmosphérique et d’un modèle. [016] According to a variant, the means for evaluating an upstream pressure calculates the upstream pressure on the basis of an atmospheric pressure measurement and a model.
[017] Selon une variante, le système de détection comprend en outre un moyen d’alerte pour signaler un colmatage du clapet antiretour amont en fonction d’un diagnostic du moyen de diagnostic et/ou d’une confirmation du moyen de confirmation. [017] According to a variant, the detection system further comprises an alert means for signaling a clogging of the upstream non-return valve based on a diagnosis of the diagnostic means and/or a confirmation of the confirmation means.
[018] Cela permet d’alerter l’utilisateur et le service de maintenance du véhicule automobile correspondant, des problèmes de colmatage en cause. [018] This makes it possible to alert the user and the maintenance service of the corresponding motor vehicle of the clogging problems involved.
[019] Un autre objet de l’invention concerne un système de moteur thermique d’un véhicule automobile comprenant un système de détection de colmatage d’un clapet antiretour aval selon l’invention. [019] Another object of the invention relates to a thermal engine system of a motor vehicle comprising a system for detecting clogging of a downstream non-return valve according to the invention.
[020] L’invention a également trait à un véhicule automobile comprenant un moteur thermique qui comprend un clapet antiretour aval, et un système de détection de colmatage du clapet antiretour aval selon l’invention. [020] The invention also relates to a motor vehicle comprising a thermal engine which comprises a downstream non-return valve, and a system for detecting clogging of the downstream non-return valve according to the invention.
[021] L’invention porte en outre sur un procédé de détection de colmatage d’un clapet antiretour amont au moyen d’un système de détection de colmatage du clapet antiretour amont selon l’invention, le procédé comprenant les étapes suivantes : [021] The invention further relates to a method for detecting clogging of an upstream non-return valve by means of a system for detecting clogging of the upstream non-return valve according to the invention, the method comprising the following steps:
- mesurer une pression en aval du boîtier d’admission des gaz au moyen du premier capteur de pression absolue ; - measure a pressure downstream of the gas intake box using the first absolute pressure sensor;
- mesurer une pression dans le déshuileur au moyen d’un deuxième capteur de pression absolue ; et - measure pressure in the oil separator using a second absolute pressure sensor; And
- diagnostiquer un blocage du clapet antiretour amont si la pression déterminée au moyen du deuxième capteur de pression absolue est supérieure à la pression déterminée au moyen du premier capteur de pression absolue à laquelle s’ajoute une perte de charge d’un retour charge partielle dans la culasse et un seuil déterminé. - diagnose a blockage of the upstream non-return valve if the pressure determined by means of the second absolute pressure sensor is greater than the pressure determined by means of the first absolute pressure sensor to which is added a pressure loss of a partial load return in the cylinder head and a determined threshold.
[022] L’invention sera davantage détaillée par la description de modes de réalisation non limitatifs, et sur la base des figures annexées illustrant des variantes de l’invention, dans lesquelles : - [Fig.1 ] illustre schématiquement un carter de moteur thermique pour la mise en oeuvre du système selon un mode de réalisation préféré de l’invention ; [022] The invention will be further detailed by the description of non-limiting embodiments, and on the basis of the appended figures illustrating variants of the invention, in which: - [Fig.1] schematically illustrates a heat engine casing for implementing the system according to a preferred embodiment of the invention;
- [Fig.2] illustre schématiquement un détail d’un procédé de détection de colmatage d’un premier clapet antiretour selon un mode de réalisation préféré de l’invention ; - [Fig.2] schematically illustrates a detail of a method for detecting clogging of a first non-return valve according to a preferred embodiment of the invention;
- [Fig.3] illustre schématiquement un détail d’un procédé de détection de colmatage d’un deuxième clapet antiretour selon un mode de réalisation préféré de l’invention ; et - [Fig.3] schematically illustrates a detail of a method for detecting clogging of a second non-return valve according to a preferred embodiment of the invention; And
- [Fig.4] illustre schématiquement un détail du procédé de détection d’une alerte critique liée au colmatage du deuxième clapet antiretour. - [Fig.4] schematically illustrates a detail of the process for detecting a critical alert linked to clogging of the second non-return valve.
[023] La figure 1 présente un moteur thermique comportant un carter C1 équipé d’une culasse C2. La culasse C2 est fixée sur le dessus du carter C1 et couvre des cylindres pour fermer les chambres de combustion (non représentées). [023] Figure 1 shows a heat engine comprising a casing C1 equipped with a cylinder head C2. The C2 cylinder head is fixed on top of the C1 crankcase and covers the cylinders to close the combustion chambers (not shown).
[024] Un tube d’admission TA reçoit de l’air issu d’un refroidisseur R par l’intermédiaire d’un boîtier d’admission des gaz AG. Le refroidisseur R est connecté à un turbocompresseur TC, lui-même connecté à un tube de sortie TS dans la culasse C2. [024] An intake tube TA receives air from a cooler R via a gas intake box AG. The cooler R is connected to a turbocharger TC, itself connected to an outlet tube TS in the cylinder head C2.
[025] Le moteur illustré comprend en outre une pompe à vide VP. [025] The illustrated motor further comprises a VP vacuum pump.
[026] Un filtre à air FA est connecté à une entrée du turbocompresseur TC. [026] An air filter FA is connected to an inlet of the turbocharger TC.
[027] Le carter C1 comprend une première dérivation connectant le tube d’admission TA à la culasse C2 avec en entrée de culasse C2, un premier clapet antiretour V1 , pouvant être appelé clapet de charge partielle. [027] The casing C1 comprises a first bypass connecting the intake tube TA to the cylinder head C2 with, at the inlet of cylinder head C2, a first non-return valve V1, which can be called a partial load valve.
[028] Le carter C1 comprend en outre une valve de régulation de pression RV débouchant dans la culasse C2. [028] The casing C1 further comprises a pressure regulating valve RV opening into the cylinder head C2.
[029] La sortie de la culasse C2 est équipée d’une ligne secondaire de ventilation des gaz LG, terminée par un deuxième clapet antiretour V2, pouvant être appelé clapet de forte charge, connecté à un dispositif de chauffage H, et débouchant entre le turbocompresseur TC et le filtre à air FA. [029] The outlet of the cylinder head C2 is equipped with a secondary gas ventilation line LG, terminated by a second non-return valve V2, which can be called a high load valve, connected to a heating device H, and opening between the TC turbocharger and FA air filter.
[030] Le moteur thermique est en outre équipé d’une ligne d’air frais LA débouchant d’une part entre le filtre à air FA et le deuxième clapet antiretour V2 ; et d’autre part dans une chambre accessoire du déshuileur D communiquant avec le reste de la culasse C2, au niveau d’un clapet correspondant V3. [030] The heat engine is also equipped with a fresh air line LA opening on the one hand between the air filter FA and the second valve anti-return V2; and on the other hand in an accessory chamber of the oil separator D communicating with the rest of the cylinder head C2, at the level of a corresponding valve V3.
[031] L’invention utilise le premier clapet antiretour V1 , un capteur plénum ou premier capteur de pression absolu AP1 , et un deuxième capteur de pression absolu AP2. [031] The invention uses the first check valve V1, a plenum sensor or first absolute pressure sensor AP1, and a second absolute pressure sensor AP2.
[032] Le premier capteur de pression absolue AP1 est disposé de sorte à mesurer une pression en aval du boîtier d’admission des gaz AG ; le premier clapet antiretour V1 est disposé en entrée de la culasse C2, en aval de la dérivation du tube d’admission TA ; et le un deuxième capteur de pression absolue AP2 est disposé de sorte à mesurer une pression dans le déshuileur D monté sur la culasse C2, en aval de la membrane de régulation de pression gaz carter, et en amont des clapets charge partielle V1 et pleine charge V2. [032] The first absolute pressure sensor AP1 is arranged so as to measure a pressure downstream of the gas intake housing AG; the first check valve V1 is arranged at the inlet of the cylinder head C2, downstream of the bypass of the intake tube TA; and the a second absolute pressure sensor AP2 is arranged so as to measure a pressure in the oil separator D mounted on the cylinder head C2, downstream of the crankcase gas pressure regulation membrane, and upstream of the partial load V1 and full load valves V2.
[033] Dans le paragraphe qui suit, on ne considère pas l’influence de la ligne air frais LA (dilution d’air). En effet, cette branche a un impact mineur sur la stratégie proposée. Les différents cas de vie identifiés sont alors les suivants : [033] In the following paragraph, we do not consider the influence of the fresh air line LA (air dilution). Indeed, this branch has a minor impact on the proposed strategy. The different life cases identified are then as follows:
[034] [Tableau 1]
Figure imgf000009_0001
[034] [Table 1]
Figure imgf000009_0001
[035] Dans le tableau 1 , la première colonne concerne différentes situations suivant les états de la ligne secondaire LG, des premier et deuxième clapets antiretour V1 , V2, « Dét. >> : la mise en oeuvre ou non d’une stratégie de détection de fuite par exemple selon la demande co-pendante FR2109281 ; « Statl >> : le statut du système vis-à-vis des exigences règlementaires de système sans capteur ; « V1_R >>, « V2_R >> : la détection effective des premier et deuxième clapets antiretour bloqués ; et « Stat2 >> : le statut du système vis-à-vis des exigences règlementaires de système avec sans capteur. [035] In table 1, the first column concerns different situations depending on the states of the secondary line LG, of the first and second check valves V1, V2, “Det. >>: the implementation or not of a leak detection strategy for example according to the co-pending application FR2109281; “Statl”: the status of the system with respect to the regulatory requirements for sensorless systems; “V1_R >>, “V2_R >>: the effective detection of the first and second blocked check valves; and “Stat2”: the status of the system with respect to the regulatory requirements for a sensorless system.
[036] « F >> signifie fonctionnel, par exemple une ligne LG fonctionnelle, et « O », une ligne LG ouverte. « BO signifie « un clapet bloqué ouvert », « BF », « bloqué fermé ». « O_D » signifie « pas de détection », et « DF », « détection de fuite >>. « OK >> signifie statut conforme aux exigences règlementaires, et « NOK >>, « non conforme >>. « N1 >> signifie « OK vis-à-vis de l’étanchéité de la ligne LG mais montée en pression du deuxième clapet antiretour V2, et risque de fuite >>. « CB_F >> signifie « détection de clapet boqué fermé >>, et « F_D >> signifie « fausse détection de fuite mais réglementaire >>. [036] “F” means functional, for example a functional LG line, and “O”, an open LG line. “BO means “a valve stuck open”, “BF” means “blocked closed”. “O_D” means “no detection”, and “DF”, “leak detection” “OK” means status compliant with regulatory requirements, and “NOK” means “non-compliant”. “N1” means “OK with regard to the sealing of the LG line but increased pressure from the second non-return valve V2, and risk of leakage”. “CB_F” means “stuck closed valve detection”, and “F_D” means “false leak detection but regulatory”.
[037] Les situations 12, 16 et 18 conduisent à l’absence de détection de fuite relative à l’exigence réglementaire de détection d’un système de ligne LG (ou tube de « blow-by >>, ou membrane de régulation fuyarde). Ces trois cas correspondent à un clapet V1 (à charge partielle), bloqué fermé. La stratégie proposée est de comparer la pression mesurée au niveau du déshuileur (AP1 ) à la pression dans la culasse (AP2) (en aval du boîtier d’admission des gaz AG - ou boîtier papillon ou « throttle >> en langue anglaise). Le capteur AP2 utilisé est un capteur de pression absolue qui a les mêmes caractéristiques que le capteur pression plenum AP1 . [037] Situations 12, 16 and 18 lead to the absence of leak detection relating to the regulatory requirement for detection of an LG line system (or “blow-by” tube, or leaky regulation membrane ). These three cases correspond to a V1 valve (at partial load), stuck closed. The proposed strategy is to compare the pressure measured at the oil separator (AP1) to the pressure in the cylinder head (AP2) (downstream of the AG gas intake box - or throttle box in English). The AP2 sensor used is an absolute pressure sensor which has the same characteristics as the AP1 plenum pressure sensor.
[038] Concernant le diagnostic au niveau du premier clapet antiretour V1 (illustré en figure 3), la stratégie de détection peut être limitée à une plage de détection en fonction d’un régime N minimal noté Nmin et d’un régime N maximal noté Nmax couplés à une charge C minimale notée Cmin et une charge C maximale notée Cmax. [038] Concerning the diagnosis at the level of the first check valve V1 (illustrated in Figure 3), the detection strategy can be limited to a detection range according to a minimum N speed noted Nmin and a maximum N speed noted Nmax coupled with a minimum load C noted Cmin and a maximum load C noted Cmax.
[039] En outre, la stratégie de détection peut être limitée à une plage de détection en fonction d’une pression plénum PAPI minimale et une maximale. [039] In addition, the detection strategy can be limited to a detection range based on a minimum and a maximum PAPI plenum pressure.
[040] De plus, la stratégie peut utiliser un signal de température d’huile relative à l’huile mesurée à la rampe du carter C1. Un capteur de température peut être prévu à cet effet dans la rampe d’huile carter. Ainsi, la stratégie de détection peut être limitée à une plage de température d’huile Thune située hors de la plage d’évaporation estimée de l’éthanol contenu dans l’huile. On pourra parler de température d’évaporation, mais celle-ci dépend des conditions physico-chimiques, de la température et de la pression, ainsi que de la pureté de l’éthanol. Les variations de températures d’évaporation définissent une telle zone d’évaporation. [041] Les signaux des capteurs de pression sont de préférence filtrés (filtres F1 ). [040] In addition, the strategy can use an oil temperature signal relative to the oil measured at the crankcase ramp C1. A temperature sensor can be provided for this purpose in the crankcase oil rail. Thus, the detection strategy can be limited to a Thune oil temperature range located outside the estimated evaporation range of the ethanol contained in the oil. We can talk about evaporation temperature, but this depends on the physicochemical conditions, the temperature and the pressure, as well as the purity of the ethanol. Variations in evaporation temperatures define such an evaporation zone. [041] The signals from the pressure sensors are preferably filtered (F1 filters).
[042] De préférence, on met en oeuvre une condition d’application sur la base d’une pression amont P1 et de la pression plénum PAPI . Si la pression amont P1 est supérieure à la pression plénum PAPI , avec en outre les limitations susvisées, alors le diagnostic du premier clapet antiretour V1 est effectué. [042] Preferably, an application condition is implemented on the basis of an upstream pressure P1 and the plenum pressure PAPI. If the upstream pressure P1 is greater than the plenum pressure PAPI, also with the aforementioned limitations, then the diagnosis of the first check valve V1 is carried out.
[043] La pression amont P1 peut être calculée sur la base d’une mesure de pression atmosphérique PO et d’un modèle. [043] The upstream pressure P1 can be calculated on the basis of a measurement of atmospheric pressure PO and a model.
[044] Concernant le diagnostic du premier clapet antiretour V1 (illustré en figure 2), il est évalué sur la base des valeurs de pression PAPI , PAP2. Les signaux des capteurs de pression AP1 , AP2 sont de préférence filtrés au moyen d’un filtre F1 . [044] Concerning the diagnosis of the first check valve V1 (illustrated in Figure 2), it is evaluated on the basis of the pressure values PAPI, PAP2. The signals from the pressure sensors AP1, AP2 are preferably filtered by means of a filter F1.
[045] Le diagnostic dépend en outre d’un calcul de la perte de charge DP du retour charge partielle dans la culasse à partir d’une matrice de régimes N et de charges C. Les régimes sont par exemple (en tr/min) : 750, 1000, 2000, 3000, 4000, et 5000. Les charges sont par exemple (en N. m) : 0, 10, 20, 30, 40, 80, 100. [045] The diagnosis also depends on a calculation of the pressure loss DP of the partial load return in the cylinder head from a matrix of speeds N and loads C. The speeds are for example (in rpm) : 750, 1000, 2000, 3000, 4000, and 5000. The loads are for example (in N. m): 0, 10, 20, 30, 40, 80, 100.
[046] Si le diagnostic est activé, et si la pression PAP2 est supérieure à la pression PAPI à laquelle s’ajoute la perte de charge DP et un seuil déterminé S1 , alors cela peut signifier que le clapet V1 est bloqué fermé. De préférence, si cela est maintenu pendant un temps supérieur à un temps de confirmation Tconf, par exemple de 2s, alors le diagnostic est confirmé. Dans ce cas, le clapet V1 est jugé bloqué et c’est de préférence dans ce cas qu’une alerte est communiquée à l’utilisateur. [046] If the diagnosis is activated, and if the pressure PAP2 is greater than the pressure PAPI to which is added the pressure loss DP and a determined threshold S1, then this can mean that the valve V1 is stuck closed. Preferably, if this is maintained for a time greater than a confirmation time T con f, for example 2s, then the diagnosis is confirmed. In this case, the valve V1 is judged to be blocked and it is preferably in this case that an alert is communicated to the user.
[047] Dans la variante préférée, la stratégie est donc active dans la plage atmosphérique de fonctionnement du moteur, ainsi que dans des domaines plus restreints relatives au régime, couple, ainsi qu’à la pression plenum PAPI mesurée. Il est aussi possible de ne pas réaliser le diagnostic lors des phases d’évaporation de l’éthanol contenu dans l’huile, qui peuvent conduire à des hausses significatives de débit de ventilation des gaz (« blow-by >> en langue anglaise), entraînant alors des pertes de charges significatives dans le système, et donc un risque éventuel de fausse détection. Les signaux entrants (mesures des capteurs) sont filtrés afin de limiter les phénomènes transitoires qui pourraient conduire à une fausse détection. L’activation et la levée du défaut est ensuite conditionnée par un temps de confirmation. Les valeurs sont données à titre indicatif. [047] In the preferred variant, the strategy is therefore active in the atmospheric operating range of the engine, as well as in more restricted areas relating to the speed, torque, as well as the measured PAPI plenum pressure. It is also possible not to carry out the diagnosis during the evaporation phases of the ethanol contained in the oil, which can lead to significant increases in gas ventilation flow ("blow-by" in English). , then leading to significant pressure losses in the system, and therefore a possible risk of false detection. Incoming signals (sensor measurements) are filtered in order to limit transient phenomena which could lead to false detection. The activation and removal of the fault is then conditioned by a confirmation time. The values are given for information purposes only.
[048] Concernant la détection au niveau du deuxième clapet antiretour V2 (illustré en figure 3), la présence du capteur de pression AP2 permet aussi d’assurer la détection éventuelle du deuxième clapet antiretour V2 bouché. Le principe de la stratégie est similaire. On se place dans le domaine de fonctionnement suralimenté pour faire ce diagnostic et détecter une montée en pression dans le déshuileur. [048] Concerning the detection at the level of the second check valve V2 (illustrated in Figure 3), the presence of the pressure sensor AP2 also makes it possible to ensure the possible detection of the second blocked check valve V2. The principle of the strategy is similar. We place ourselves in the supercharged operating range to make this diagnosis and detect a rise in pressure in the oil separator.
[049] Les signaux des capteurs de pressions sont filtrés. [049] The signals from the pressure sensors are filtered.
[050] La stratégie de détection peut être limitée à une plage de détection en fonction d’une pression plénum PAPI minimale et une maximale. [050] The detection strategy can be limited to a detection range based on a minimum and a maximum PAPI plenum pressure.
[051] De plus, la stratégie de détection peut être limitée à une plage de température d’huile Thune située hors de la plage de température d’évaporation de l’éthanol contenu dans le bac à huile (dilution de carburant dans l’huile). [051] In addition, the detection strategy can be limited to a Thune oil temperature range located outside the evaporation temperature range of the ethanol contained in the oil tank (dilution of fuel in the oil ).
[052] Une condition d’activation peut être déterminée sur la base de la pression amont P1 ayant une valeur inférieure à celle de la pression plénum PAPI avec en outre les limitations susvisées. Dans ce cas le diagnostic du clapet V2 est ensuite effectué. [052] An activation condition can be determined on the basis of the upstream pressure P1 having a value lower than that of the plenum pressure PAPI with in addition the aforementioned limitations. In this case, the diagnosis of valve V2 is then carried out.
[053] Le diagnostic est réalisé sur la base de la valeur de la pression PAP2 à laquelle est retranché la valeur de la pression atmosphérique PO mesurée, pour évaluer une surpression. Cette surpression doit être supérieure à un seuil de surpression S2, par exemple de 50mbar, pendant un temps supérieur à Tmax, par exemple de 10s ; ou pendant un temps inférieur à Tmax, mais supérieur à Tmin, par exemple de 2s. Dans le premier cas, le diagnostic est que le clapet V2 est jugé collé de manière critique (de préférence avec une alerte correspondante). Dans le deuxième cas, le diagnostic est que le clapet V2 est jugé collé de manière non-critique (de préférence sans alerte). [053] The diagnosis is carried out on the basis of the value of the pressure PAP2 from which the value of the measured atmospheric pressure PO is subtracted, to evaluate an overpressure. This overpressure must be greater than an overpressure threshold S2, for example 50mbar, for a time greater than Tmax, for example 10s; or for a time less than Tmax, but greater than Tmin, for example 2s. In the first case, the diagnosis is that the V2 valve is judged to be critically stuck (preferably with a corresponding alert). In the second case, the diagnosis is that the V2 valve is judged to be stuck in a non-critical manner (preferably without warning).
[054] De la même manière, cette stratégie exclue de préférence les phases d’évaporation. La valeur du seuil de surpression S2 est donnée à titre indicatif. De préférence, aucune zone fonctionnelle ne doit être en surpression au-delà de cette valeur. On propose ici deux diagnostics selon le temps de confirmation du phénomène de collage du clapet V2. [054] In the same way, this strategy preferably excludes evaporation phases. The value of the overpressure threshold S2 is given for information only. Preferably, no functional area should be in overpressure beyond this value. We propose here two diagnostics depending on the confirmation time of the sticking phenomenon of the V2 valve.
[055] Afin de répondre au risque sécuritaire, on propose une troisième stratégie qui elle est active en permanence, sans restriction sur la plage de fonctionnement moteur ou liées à la température. Plus précisément, cette stratégie (illustrée en figure 4) est active en permanence lorsque le moteur est en fonctionnement. Le seuil S3 associé ainsi que la durée de confirmation sont en cohérence avec le risque sécuritaire. Ici la valeur est à titre indicatif. [056] Dans cette stratégie, ladite surpression est comparée à un seuil de surpression critique S3, par exemple de 250 mbar, dans un temps supérieur à un temps critique Tcrit, de 1s par exemple. [055] In order to respond to the security risk, we propose a third strategy which is permanently active, without restriction on the engine operating range or linked to temperature. More precisely, this strategy (illustrated in Figure 4) is permanently active when the engine is running. The associated S3 threshold as well as the confirmation duration are consistent with the security risk. Here the value is for information only. [056] In this strategy, said overpressure is compared to a critical overpressure threshold S3, for example 250 mbar, in a time greater than a critical time Tcrit, 1s for example.
[057] Si ladite surpression est supérieure au seuil de surpression critique S3 pendant un temps supérieur au temps critique Tcrit, dans ce cas il y a un diagnostic d’un défaut de surpression critique (Dcrit.), et de préférence une alerte correspondante. [057] If said overpressure is greater than the critical overpressure threshold S3 for a time greater than the critical time Tcrit, in this case there is a diagnosis of a critical overpressure fault (Described), and preferably a corresponding alert.
[058] Les alertes peuvent comprendre un affichage d’un ou plusieurs voyants lumineux, de préférence spécifiques à chacune des alertes susvisées. [058] The alerts may include a display of one or more indicator lights, preferably specific to each of the above-mentioned alerts.

Claims

REVENDICATIONS
1. Système de détection de colmatage d’un clapet antiretour amont (V1 ) destiné à un carter (C1 ) de moteur thermique de véhicule automobile, le moteur thermique comprenant : 1. System for detecting clogging of an upstream non-return valve (V1) intended for a casing (C1) of a motor vehicle thermal engine, the thermal engine comprising:
- un boîtier d’admission des gaz (AG), - a gas intake box (AG),
- une culasse (C2) comportant un déshuileur (D), connectée en aval du boîtier d’admission des gaz (AG), équipée d’un tube d’admission (TA) connecté au boîtier d’admission (AG) et un tube de sortie (AG), et montée sur le carter (C1 ),- a cylinder head (C2) comprising an oil separator (D), connected downstream of the gas intake housing (AG), equipped with an intake tube (TA) connected to the intake housing (AG) and a tube output (AG), and mounted on the housing (C1),
- une valve de régulation de pression (RV) disposé dans le déshuileur (D) ;- a pressure regulating valve (RV) placed in the oil separator (D);
- le clapet antiretour amont (V1 ) disposé dans le déshuileur (D) au niveau d’un retour interne (R) vers le tube d’admission (TA), - the upstream non-return valve (V1) located in the oil separator (D) at the level of an internal return (R) towards the intake tube (TA),
- un clapet antiretour aval (V2) connecté à une ligne secondaire de ventilation des gaz (LG) issue du déshuileur (D), caractérisé en ce que le système de détection comprend : - a downstream non-return valve (V2) connected to a secondary gas ventilation line (LG) from the oil separator (D), characterized in that the detection system comprises:
- un premier capteur de pression absolue (AP1 ) pour mesurer une pression en aval du boîtier d’admission des gaz (AG) ; - a first absolute pressure sensor (AP1) to measure a pressure downstream of the gas intake housing (AG);
- un deuxième capteur de pression absolue (AP2) pour mesurer une pression dans le déshuileur (D) ; et - a second absolute pressure sensor (AP2) to measure pressure in the oil separator (D); And
- un moyen de diagnostic pour diagnostiquer un blocage du clapet antiretour amont (V1 ) si la pression déterminée au moyen du deuxième capteur de pression absolue (AP2) est supérieure à la pression déterminée au moyen du premier capteur de pression absolue (AP1 ) à laquelle s’ajoute une perte de charge (DP) d’un retour charge partielle dans la culasse (C2) et un seuil déterminé (S1 ). - a diagnostic means for diagnosing a blockage of the upstream non-return valve (V1) if the pressure determined by means of the second absolute pressure sensor (AP2) is greater than the pressure determined by means of the first absolute pressure sensor (AP1) at which is added a pressure loss (DP) from a partial load return in the cylinder head (C2) and a determined threshold (S1).
2. Système de détection selon la revendication 1 , comprenant en outre un moyen de confirmation pour confirmer un diagnostic de blocage du clapet antiretour (V1 ) si la pression déterminée au moyen du deuxième capteur de pression absolue (AP2) reste supérieure à la pression déterminée au moyen du premier capteur de pression absolue (AP1 ) à laquelle s’ajoute le débit (DP) et le seuil déterminé (S1 ), pendant un temps de confirmation (Tconf). 2. Detection system according to claim 1, further comprising confirmation means for confirming a diagnosis of blocking of the check valve (V1) if the pressure determined by means of the second absolute pressure sensor (AP2) remains greater than the determined pressure by means of the first absolute pressure sensor (AP1) to which is added the flow rate (DP) and the determined threshold (S1), during a confirmation time (T con f).
3. Système de détection selon l’une quelconque des revendications 1 à 2, comprenant en outre un moyen d’évaluation d’une pression amont (P1 ) correspondant à la pression en amont du boîtier d’admission des gaz (AG) ; un moyen de mesure d’une température d’huile (Thuiie) dans le carter (C1 ) ; ainsi qu’un moyen d’activation pour activer un diagnostic si : 3. Detection system according to any one of claims 1 to 2, further comprising means for evaluating an upstream pressure (P1) corresponding to the pressure upstream of the gas intake box (AG); means for measuring an oil temperature (Thuiie) in the crankcase (C1); as well as an activation means to activate a diagnosis if:
- la pression amont (P1 ) est supérieure à la pression déterminée au moyen du premier capteur de pression absolue (AP1 ) ; - the upstream pressure (P1) is greater than the pressure determined by means of the first absolute pressure sensor (AP1);
- une température d’huile (Thuiie) est inférieure à une température estimée d’évaporation de l’éthanol contenu dans l’huile. - an oil temperature (Thuiie) is lower than an estimated evaporation temperature of the ethanol contained in the oil.
4. Système de détection selon la revendication 3, caractérisé en ce que le moyen d’évaluation d’une pression amont (P1 ) calcule la pression amont (P1 ) sur la base d’une mesure de pression atmosphérique (PO) et d’un modèle.4. Detection system according to claim 3, characterized in that the means for evaluating an upstream pressure (P1) calculates the upstream pressure (P1) on the basis of a measurement of atmospheric pressure (PO) and A model.
5. Système de détection selon l’une quelconque des revendications 1 à 4, comprenant en outre un moyen d’alerte pour signaler un colmatage du clapet antiretour amont (V1 ) en fonction d’un diagnostic du moyen de diagnostic et/ou d’une confirmation du moyen de confirmation. 5. Detection system according to any one of claims 1 to 4, further comprising alert means for signaling a clogging of the upstream non-return valve (V1) as a function of a diagnosis of the diagnostic means and/or a confirmation of the means of confirmation.
6. Procédé de détection de colmatage d’un clapet antiretour amont (V1 ) au moyen d’un système de détection de colmatage du clapet antiretour amont (V1 ) selon l’une quelconque des revendications 1 à 5, le procédé comprenant les étapes suivantes : 6. Method for detecting clogging of an upstream non-return valve (V1) by means of a system for detecting clogging of the upstream non-return valve (V1) according to any one of claims 1 to 5, the method comprising the following steps :
- mesurer une pression en aval du boîtier d’admission des gaz (AG) au moyen du premier capteur de pression absolue (AP1 ) ; - measure a pressure downstream of the gas intake box (AG) using the first absolute pressure sensor (AP1);
- mesurer une pression dans le déshuileur (D) au moyen d’un deuxième capteur de pression absolue (AP2) ; et - measure a pressure in the oil separator (D) using a second absolute pressure sensor (AP2); And
- diagnostiquer un blocage du clapet antiretour amont (V1 ) si la pression déterminée au moyen du deuxième capteur de pression absolue (AP2) est supérieure à la pression déterminée au moyen du premier capteur de pression absolue (AP1 ) à laquelle s’ajoute une perte de charge (DP) d’un retour charge partielle dans la culasse (C2) et un seuil déterminé (S1 ). - diagnose a blockage of the upstream non-return valve (V1) if the pressure determined using the second absolute pressure sensor (AP2) is greater than the pressure determined using the first absolute pressure sensor (AP1) to which is added a loss load (DP) of a partial load return in the cylinder head (C2) and a determined threshold (S1).
PCT/FR2023/050757 2022-07-29 2023-05-31 System and method for detecting clogging of a partial-load check valve in a heat engine, vehicle comprising such a system WO2024023403A1 (en)

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FR2207859A FR3138475B1 (en) 2022-07-29 2022-07-29 SYSTEM AND METHOD FOR DETECTING CLOGGING OF A PARTIAL LOAD CHECK VALVE OF A THERMAL ENGINE, VEHICLE COMPRISING SUCH A SYSTEM
FRFR2207859 2022-07-29

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