EP1559895A1 - Verfahren zur Diagnose des Betriebszustandes eines Kraftfahrzeug-Dieselmotors - Google Patents

Verfahren zur Diagnose des Betriebszustandes eines Kraftfahrzeug-Dieselmotors Download PDF

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Publication number
EP1559895A1
EP1559895A1 EP05290185A EP05290185A EP1559895A1 EP 1559895 A1 EP1559895 A1 EP 1559895A1 EP 05290185 A EP05290185 A EP 05290185A EP 05290185 A EP05290185 A EP 05290185A EP 1559895 A1 EP1559895 A1 EP 1559895A1
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EP
European Patent Office
Prior art keywords
cylinder
angle
predetermined
pressure
variation
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EP05290185A
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English (en)
French (fr)
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EP1559895B1 (de
Inventor
Ludovic Peron
Guillaume Meissonnier
Claire Vermonet
Cédric Lorret
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PSA Automobiles SA
Delphi International Operations Luxembourg SARL
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Peugeot Citroen Automobiles SA
Delphi Technologies Inc
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Publication of EP1559895A1 publication Critical patent/EP1559895A1/de
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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
    • F02D41/222—Safety or indicating devices for abnormal conditions relating to the failure of sensors or parameter detection devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure
    • F02D35/024—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure using an estimation
    • 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
    • F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals

Definitions

  • the present invention relates to a method for diagnosing the state of operation of a diesel engine for a motor vehicle.
  • the present invention aims to solve the aforementioned problems by providing a method of diagnosing the state of operation of a diesel engine for a motor vehicle consisting in testing the good operation of the pressure acquisition chains in the cylinders and of the chain of acquisition of the angle of the motor shaft and to identify malfunction and drift of engine operation according to the evolution of the pressure in the cylinders of it.
  • Another object of the invention is to propose a diagnostic method initiating an automatic correction thereof by means on-board correction in the motor vehicle.
  • the method is characterized in that further comprises a step of determining (114) the state of operation of each cylinder with respect to a predetermined state of nominal cylinder operation of identifying a state of operation of the cylinder among the predetermined operating state nominal value of the cylinder and a predetermined drift state according to the evolution of the pressure in the cylinders, and what is suitable for triggering the stage (102) when the determining step (114) determines at least one drift state of a cylinder.
  • the method is characterized in that that the step of determining the variation of variation consists in acquiring a population of a predetermined number of values of the variation of the signal delivered by the pressure acquisition chain into the cylinder for the first time predetermined range of crank angle and to determine the deviation as the difference between the average of this population and a value predetermined reference of pressure variation in the cylinder for the predetermined range of crankshaft angles.
  • the method is characterized in that the step of determining the angle difference is to acquire a population of a predetermined number of values of maximum pressure angle of the compression phase of the cylinder cycle and to determine the angle difference as the difference between the average of this population and a value predetermined reference angle of maximum pressure angle of the phase of compression of the cylinder.
  • the method is characterized in that the stage of identification of the state of operation consists in identifying the state nominal operating cylinder and pressure acquisition lines in the cylinder and the angle of the motor shaft if the variation deviation determined is included in a first predetermined range of variations of variation and if the determined angle deviation is within a first predetermined range differences in angle.
  • the method is characterized in that the stage of identification of the state of operation consists in identifying the state nominal operating cylinder and pressure acquisition lines in the cylinder and the angle of the motor shaft if the variation deviation determined is included in a first predetermined range of variations of variation and if the angle deviation determined is within a first predetermined range differences in angle and if the variance of the population of variation values is below a predetermined threshold of variance of variation and if the variance of the population of angle values is less than a predetermined threshold of angle variance.
  • the method is characterized in that the stage of identification of the operating state of the cylinder and chains of pressure acquisition in the cylinder and the angle of the motor shaft further consists in identifying a malfunction or drift in the cylinder and / or the pressure acquisition chain in the cylinder and / or the chain for acquiring the motor angle when the nominal operating state is not identified, and to determine if the malfunction or drift identified belongs to the predetermined set of malfunctions and drifts corrigeable by the correction means on board the vehicle automobile.
  • the method is characterized in that consists of issuing a necessary intervention signal if at least one malfunction is identified as uncorrectable by the means of on-board correction, and in that the correction step is triggered if at least a malfunction is identified as correctable by the means of embedded correction.
  • the method is characterized in that the step of analyzing the operation of each cylinder, and chains of pressure acquisition in the cylinder and the angle of the motor shaft is triggered following the first start of the engine or the start of the latter following predetermined interventions, the engine being idle.
  • the method is characterized in that the step of identifying the drift state of the cylinder operation consists of to determine the nominal operating state of the cylinder if the ratio deviation is included in the first predetermined range of ratios.
  • the method is characterized in that the pressure ratio reference value in the cylinder and the first range of ratio deviations are respectively the mean and a confidence interval predetermined risk of a Gaussian distribution of the mean of the ratio of pressure in the cylinder, determined after the first start of the engine.
  • the method is characterized in that the step of determining the drifts of the operation of each cylinder is triggered if the nominal operating state has been identified for each cylinder and the chains of acquisition of the pressure in the cylinder and the angle of the motor shaft.
  • the method is characterized in that the step of determining the operating state of each cylinder is triggered regularly.
  • the method is characterized in that includes a step of evaluating the results of the correction implemented by the onboard correction means, and in that it consists in transmitting a intervention signal required if the evaluation of the correction results determines a failure of the correction.
  • the present invention also relates to a system of diagnosis of the operating state of a Diesel engine of the type mentioned above implementing the method according to the invention.
  • FIG. 1 is illustrated under the general reference 10 an engine Diesel for a motor vehicle equipped for example with four cylinders 12a, 12b, 12c, 12d.
  • Each cylinder of the engine comprises an injector 14a, 14b, 14c, 14d, a yoke 18a, 18b, 18c, 18d, a piston 20a, 20b, 20c, 20d and a combustion chamber 22a, 22b, 22c, 22d delimited by the piston and the cylinder head of the cylinder.
  • the cylinder injector included in the cylinder head, is connected to a common supply rail 24 of the engine and is suitable for supplying the combustion chamber 22a, 22b, 22c, 22d of the cylinder fuel according to at least one pilot injection and one main injection of fuel, as is known in the state of the art.
  • Each cylinder is also associated with a chain 24a, 24b, 24c, 24d of pressure acquisition in the cylinder, comprising for example a 26a, 26b, 26c, 26d deformation sensor with inserted piezoelectric element in the cylinder head or integrated with the glow plug, and fit for measure deformations of the latter under the effect of pressure variations in the combustion chamber of the cylinder.
  • Pistons 20a, 20b, 20c, 20d are connected to a motor shaft 28 of the motor 10.
  • the motor shaft 28 is associated with a chain 30 for acquiring the motor shaft angle, comprising for example a Hall effect sensor associated with a gear wheel fixed to the motor shaft.
  • This chain is furthermore suitable for delivering the crankshaft angle of each cylinder in a manner known per se.
  • the chains 24a, 24b, 24c, 24d of pressure acquisition in the cylinders and the chain 30 of acquisition of the angle of the motor shaft are connected to a unit 32 for controlling the operation of the engine adapted to control the operation of the motor according to the measurements of pressure in the cylinders and angle of the motor shaft.
  • the control unit 32 of operation is connected to the engine cylinder injectors and to the common feed ramp 24 and is suitable for controlling different engine operating parameters like for example the characteristics of the injections, etc., according to pressure measurements and angle of the motor shaft delivered by the different chains of acquisition.
  • the control unit 32 comprises means 34 for correcting the embedded malfunctions / drifts adapted to correct a set predetermined malfunctions and drifts of the engine and chains pressure acquisition in the cylinder and the angle of the motor shaft as for example a bad calibration of a sensor, a bad calibration angular, an inversion of some branches etc ...
  • control unit 32 includes a diagnosis unit 36 of the operating state of the engine implementing the method that is the object of the invention.
  • Fig. 2 is a flowchart of the state diagnostic method operation of a diesel engine according to the invention implemented by the unit 36 of the engine operation control unit and applied to the diagnosis of the operating state of the motor of FIG.
  • a first step 100 following an engine start 10, the method consists in testing whether the start is the first start of the motor or is consequential to an intervention included in a set predetermined number of interventions. If the result of this test is positive, a step 102 analysis, for each cylinder of the engine, the operation of the cylinder and chains of pressure acquisition in the cylinder and the angle of the shaft engine, is triggered.
  • the analysis step 102 implemented when the engine is at the idle, consists in determining for each set composed of a cylinder, the chain of acquisition of pressure in this cylinder and the chain of acquisition the angle of the motor shaft, if this assembly operates in a nominal condition predetermined operating condition or is subject to malfunction or a predetermined drift, and to identify the malfunction or drift if this together does not work in a nominal way, as will be explained in more detail later.
  • step 104 the method tests in a step 104 whether each malfunction and drift identified (e) belongs to the predetermined set of dysfunctions and drifts that can be corrected by means 34 of correction of embedded malfunctions / drifts. If each malfunction and each drift identified is indeed correctable by the correction means 34, the method according to the invention then consists of in a non-nominal state correction step 106, to be corrected by the means 34 on-board correction identified malfunctions.
  • the method then consists, in a step 108, of evaluating the results of the correction. If the assessment is negative, ie if the correction failed, the method is clean, in a step 110, to issue a signal to the vehicle user to indicate that a intervention is necessary. The process then switches, in a step 112, following step 110 of transmitting the intervention signal, the engine in a degraded mode of predetermined operation.
  • step 104 If the result of the test implemented during step 104 is negative, that is, if an identified malfunction or drift does not belong to the predetermined set of corrective malfunctions and drifts by the on-board correction means 34, the signal transmission step 110 necessary intervention is then triggered.
  • the analysis process 102 determines the nominal operation for each cylinder and the chains for acquiring the pressure in it and the angle of the motor shaft, and thus the absence of malfunction, the The method then consists, in a step 113, of determining and memorizing values used in a step 114 of determining the state of operation of each cylinder, as will also be explained more in detail thereafter.
  • the process 114 determines in particular if each cylinder operates in its nominal state and determines a drift state of operation of it if this is not the case.
  • the drift state of a cylinder is thus determined once diagnosed that pressure acquisition chains and the angle of the tree engine operate satisfactorily, so that this determination is not distorted by an element of defective acquisition lines or operating unsatisfactorily.
  • step 114 determines whether at least one derives from the operation of a cylinder has been diagnosed. If at least one derives from the operation of a cylinder has been diagnosed, the process loops on step 102 for analyzing the operation of the cylinder and chains of pressure acquisition in the cylinder and the angle of the shaft engine to identify this at least one drift.
  • the process consists, in a step 118, of testing a triggering condition of step 114 of determining the drift state of each cylinder.
  • the process 118 tests whether the number of kilometers traveled by the vehicle since the last determination of the drifts is greater than or equal to a predetermined value of kilometers.
  • the process 118 also tests whether the engine operation control unit 32 has committed a fault included in a predetermined list of faults. This predetermined list includes for example faults of the control unit 32 which have for consequence of non-consistent values of motor control regulation in function of the cylinder pressure signals delivered by the acquisition lines pressure in the cylinders.
  • step 118 of test the trigger condition of step 114 of determining the drifts is then triggered.
  • the analysis step 102 is implemented cylinder by cylinder of sequentially, with the engine idling, removing the pilot injection on the cylinder being diagnosed as well as by underlining the injection main so that the combustion starts more than 5 ° crankshaft after the top dead center, and / or by eliminating exhaust gas recirculation, hereinafter "EGR", if the precision of the determination and the identification of malfunctions and drifts is improved on the type of vehicle to which the process according to the invention is applied as has been determined in a preliminary statistical study.
  • EGR exhaust gas recirculation
  • Step 102 consists, for a cylinder, first of all to analyze simultaneously the amplitude of the signal delivered by the chain of acquisition of pressure in the cylinder and the maximum pressure angle of the curve of compression of the cylinder cycle, hereinafter "APMC". More particularly, process consists in acquiring during the compression phase of the cycle of cylinder, the value of the signal delivered by the pressure acquisition chain in the cylinder and the value of the angle of the motor shaft delivered by the chain acquisition of the angle of the motor shaft to obtain the evolution of the signal delivered by the acquisition chain according to the crankshaft angle of the cylinder.
  • APMC maximum pressure angle of the curve of compression of the cylinder cycle
  • Direct search of the maximum value of the signal delivered by the chain of acquisition of pressure in the cylinder does not present a generally a good precision because a small variation in pressure in the immediate vicinity of the top dead center of the cylinder cycle can be drowned in the measurement noise.
  • the process 102 first samples the signal delivered by the acquisition chain in a predetermined window of ⁇ 5 ° crankshaft around an estimate of the dead point and thus obtains a sampled curve.
  • the process 102 determines the center of symmetry of this curve, that is to say the APMC, by adjusting for example by the least squares a polynomial of the second degree to the sampled data of the curve then determines the position of the maximum of this polynomial and therefore the APMC.
  • the least squares APMC determination requires very few calculations. Indeed, this position value of the maximum is expressible in polynomial form. Noting xi the angle values at the sampling points, and yi the pressure values at these points, and if the samples are taken symmetrically around zero in order to have the APMC is determined by the process 102 according to the relation:
  • the analysis of the maximum pressure angle of the compression curve is to compare the observed APMC from the cylinder to a predetermined value corresponding to a maximum pressure angle of the compression phase representative of the set of engines of the family of the diesel engine, to which the method according to the invention applies.
  • a statistical study of the population of pressure variations thus acquired establishes that the pressure increase, for a nominal cylinder assembly between the predetermined crank angles ⁇ 1 and ⁇ 2 of the compression phase, is a Gaussian random variable of average m ⁇ P and of variance ⁇ 2 ⁇ P .
  • a statistical study of the APMC population thus acquired establishes that the APMC for a nominal cylinder assembly is a Gaussian random variable of average m APMC and variance ⁇ 2 APMC .
  • Figure 3 is a partition of a diagnostic plan also obtained in the previous study. This plane makes it possible to characterize the operation of the cylinder and the pressure acquisition chains therein and the angle of the motor shaft as a function of the operating deviations of this assembly with respect to the pair of values (m ⁇ P , m APMC ) representative of the nominal operating state.
  • This diagnostic plan is provided with an orthogonal reference frame of origin (m ⁇ P , m APMC ) whose abscissa locates the average of an observed population of N variations ⁇ S obs of the value of the signal delivered by the acquisition chain of pressure in the cylinder between the crank angle ⁇ 1 and ⁇ 2 to which is subtracted the value m ⁇ P , and whose ordinate locates the average of an observed population of M maximum pressure angles of the compression curve APMC obs cylinder subtracted from the value m APMC , where M and N are predetermined numbers.
  • a confidence interval [LIC; LSC] of ⁇ risk associated with a Gaussian random variable where w and i , i 1, ..., N, is a Gaussian random variable of mean m w and of variance ⁇ 2 w , is the interval where t ⁇ is a number such that the probability P (G ⁇ t ⁇ ) that a realization G of the reduced central G and Gaussian random variable is equal to 1 - ⁇ / 2 .
  • the central range S ⁇ P, 3 ⁇ S APMC, 3 is representative of the nominal operating state. If the operation of the cylinder and associated acquisition chains is such that the torque (X, Y), constituted by an embodiment of the variable X and and an embodiment of the variable Y and respectively, deviates from the torque (m ⁇ P , m APMC ) of an amount such that it is in the range S ⁇ P, 3 ⁇ S APMC, 3 , then it is diagnosed that the cylinder and the associated acquisition chains operate in the nominal operating state and do not therefore, there is no malfunction or drift.
  • the risks r ⁇ P, 1 and r APMC, 1 are equal to 1%.
  • the probability that the cylinder and the associated acquisition chains do not function as a nominal cylinder assembly characterized by a gaussian pressure variation, of mean m ⁇ P and of variance ⁇ 2 ⁇ P is less than 1%.
  • the probability that the cylinder and the associated acquisition chains do not function as a nominal cylinder assembly characterized by a Gaussian APMC, of mean m APMC and variance ⁇ 2 APMC is less than 1%.
  • Figure 4 is a flowchart of the analysis step 102, for each cylinder of the engine, the operation of this cylinder and chains pressure acquisition in this cylinder and the angle of the motor shaft.
  • an initialization step 200 is triggered and consists in particular of initializing at zero a counter k of cylinders and a list L dys dysfunction / drift.
  • the cylinder counter k is incremented by an increment step of one, and a test is then performed in a step 204 to know if the value of this counter k is greater than the total number n of cylinders of the motor.
  • the method according to the invention consists, in a step 206, in eliminating the pilot injection on the cylinder being diagnosed and in sub-stalling if necessary the main injection for that the fuel combustion of the main injection starts more than 5 ° crankshaft after top dead center, and possibly to remove the EGR if it improves the diagnostic accuracy as previously described.
  • Step 206 acquires a population N variations of the signal issued by the channel pressure acquisition in the k th engine cylinder between the crankshaft angles ⁇ 1 and ⁇ 2 of the compression phase of the cylinder cycle.
  • the method then consists, in a step 214, triggered when the steps 208 and 212 of the method are completed, to generate the value pair (X, Y) for the k th cylinder, then to test in a step 216 if this pair belongs at the predetermined range S ⁇ P, 3 ⁇ S APMC, 3 representative of the nominal operating state of the assembly formed by the k th cylinder and the pressure acquisition lines therein and the angle of the engine shaft.
  • step 202 If the result of this test on the torque value (X, Y) is positive, the process then loops on step 202 to test the next cylinder. If the result of this test is negative, that is to say if a malfunction or drift is determined (e) for the assembly consisting of the k th cylinder and pressure acquisition chains in this k th cylinder and of the angle of the motor shaft, the method identifies, in a step 218, a malfunction or drift according to the predetermined range at which the pair of values (X, Y) belongs and then updates the list L dys malfunctions / deviation by adding the malfunction or drift identified (e). The process then loops on step 202.
  • step 220 the state of the list L dys malfunctions / drifts. If the list L dys is empty, that is to say if no malfunction or drift has been identified, the nominal operating condition of the cylinders and acquisition chains is then diagnosed. Otherwise a non-nominal state is diagnosed and the list L dys dysfunctions / drifts is used in a step 222 for the identification of malfunctions and drifts corrigeable by the onboard correction means. For this purpose, the method determines whether each dysfunction and each drift listed in the list L dys belongs to all the malfunctions and drifts corrigeable by the onboard correction means.
  • Another embodiment of the method according to the invention consists in the test step 216 to know if the pair of values (X, Y) belongs to the predetermined range S ⁇ P, 3 ⁇ S APMC, 3 to be tested also if the variance ⁇ 2 ⁇ S_obs of the population and if the variance ⁇ 2 APMC_obs of the population of the k th cylinder are less than predetermined values of variance LSC var_ ⁇ P and LSC var_ APMC respectively.
  • both the pair (X, Y) belongs to S AP, 3 ⁇ S APMC, 3 and the variance ⁇ 2 ⁇ s_obs is lower than LCS var_ ⁇ P and the variance ⁇ 2 APMC_obs is lower than LSC var_APMC then the nominal state of The operation of the k th cylinder and the pressure acquisition lines in this k th cylinder and the angle of the driving shaft is diagnosed. Simultaneously test population mean and variance thus increasing the ability of the method to diagnose the nominal operating state.
  • the APMC of a nominal cylinder assembly being a Gaussian random variable of average m APMC and variance ⁇ 2 APMC , it is known that the random variable according to the relation (M -1) ⁇ 2 APMC_obs_nom ⁇ 2 APMC follows a chi- square law at M-1 degree of freedom, where ⁇ 2 APMC_obs_nom is the estimated variance of a population of M APMC of a nominal cylinder assembly.
  • LSC var_APMC of predetermined risk confidence r var_APMC for example 1%, based on the law of chi-two according to the relation: where ⁇ 2 M-1 is the inverse function of the cumulative distribution function of the chi-square law at M - 1 degree of freedom.
  • a predetermined risk threshold value LSC var_ ⁇ P of risk for example 1%, is determined for the variance of the population
  • a step 300 the method initializes a counter v to zero, then then increments in step 302 the counter value v by one step increment of one.
  • Each tuple is for example acquired during a cycle of the motor shaft.
  • the method then generates in a step 306, for each n-tuple of the population and for each cylinder, a ratio according to the relation:
  • step 312 of the method according to the invention consists in testing whether the tuple Z belongs to a first predetermined range P 1 representative of the nominal operating state of all the cylinders of the engine.
  • a cylinder j is then diagnosed as not working nominally if the j th component of the tuple Z is not within the range
  • step 314 If the nominal operating state of all the cylinders is not diagnosed in step 312, that is, if the tuple (Z 1 , Z 2 , ..., Z n ) n is not in the range P 1 , a test is carried out in a step 314 to find out if the value of the counter v is greater than or equal to a predetermined value v max . If the result of this test is negative, the method according to the invention then loop on step 302.
  • step 114 of determination includes less calculation and acquisition operations than step 102 of analysis. So, he is particularly advantageous to implement such a step for diagnose drifts rather than implement systematic step 102 of analysis.
  • the process 113 determines the ratio average tuple of this population in a similar manner to step 308 described above and records this tuple as the tuple (m 1 , m 2 , ..., m n ) of ratio reference values. .
  • the process 113 also determines the tuple of ratio variances this population, where ⁇ 2 is the variance of Rj related to ratios j th cylinder and then determines the set of confidence intervals according to these variances, depending on the relationship where t j is a number such that the probability P ( G ⁇ t j ) that a realization G of the reduced central G and Gaussian random variable is equal to 1- r j / 2.
  • crankshaft angles ⁇ 3 and ⁇ 4 are equal to the crankshaft angles ⁇ 1 and ⁇ 2 respectively, so that it is possible to use the populations of variations of the signals delivered by the pressure acquisition chains in the rolls, acquired in step 206 of the process 102 described in connection with FIG. 4, for calculating the ratio reference values and the confidence intervals as previously described.
  • the process does not then include a population acquisition step of variations, which accelerates the process according to the invention.
  • the statistical test on the .DELTA.S variation of the signal delivered by an acquisition chain of the pressure in a cylinder may be replaced by the ratio test R I obs , the principle of the process remaining the same.
  • Means 500 for acquiring means and variances of populations of signal variations delivered by a pressure acquisition system and APMC are inputted by the signals delivered by the pressure acquisition chains in the cylinders and the signal delivered by the chain of acquisition of the angle of the motor shaft.
  • the means 500 for acquiring means and variances are suitable for determining for each cylinder of the engine, the average .DELTA.S obs and the variance ⁇ 2 ⁇ S_obs of a population of N observed variations of the value of the signal delivered by the pressure acquisition chain in the cylinder by implementing the steps of the method 206 and 208 as described in connection with the figure 4, and the average APMC obs and the variance ⁇ 2 APMC_obs of a population of M APMC observed by implementing the steps 210 and 212 of the method as described in relation with FIG. 4.
  • the value of the averages is then supplied to means 502 for generating torque which are further connected to a list 504 of the reference means m ⁇ P and m APMC of a non-volatile memory 506.
  • the means 502 are suitable for generating a torque values (X, Y) as a function of the values of the averages received as inputs and of the reference means values by implementing step 214 of the method described above in relation to FIG. 4.
  • the pair (X, Y) is then supplied to first comparison means 508 which receive as a second input all the ranges S ⁇ P, i and S APMC, j of a list 510 of the ranges S ⁇ P, i and S APMC , j of the non-volatile memory 506.
  • the variances ⁇ 2 and ⁇ 2 ⁇ S_obs APMC_obs are provided with second means 512 for comparison which also receive the values LCS var_ ⁇ P and LSC var_APMC a list 514 of variance threshold values nonvolatile memory 506.
  • the first comparison means 508 determines which range the pair (x, Y) belongs to, and the second comparison means 512 determines whether each of the variances is less than its associated variance threshold value.
  • the first and second comparison means determine in particular whether the entire cylinder and associated acquisition chains operate in the nominal operating state characterized by the range S ⁇ P, 3 ⁇ S APMC, 3 and the variances less than their value. respective threshold by implementing the step 216 previously described in connection with FIG.
  • means 516 for identifying malfunctions and drifts which comprise storage means (not shown) of the L dys list of the malfunctions / drifts and are able to update it by according to the comparison results by implementing step 218 of the method described with reference to FIG. 4.
  • the system according to the invention comprises means 518 for acquiring ratio averages having, as inputs, the signals delivered by the pressure acquisition lines in the cylinders and the signal delivered by the angle acquisition chain. of the motor shaft.
  • the acquisition means 518 are adapted to acquire a tuple of ratio means implementing steps 304, 306 and 308 of the method according to the invention as described previously with reference to FIG.
  • Means 518 provide the ratio average tuple to tuple generation means 520.
  • the means 520 for generating n-tuple furthermore receive as second input the reference values of ratio m 1 , m 2 ,..., M n of a list 522 of ratio reference values of the non-volatile memory 506.
  • the tuple (Z 1 , Z 2 ,..., Z n ) thus generated is supplied to third comparison means 524 which determine whether this tuple belongs to the range P1 received as the second entry of a list 526. intervals of confidences of the non-volatile memory 506.
  • Means 516 for identifying malfunctions and drifts and the third comparison means 524 are connected to means 530 Central Management. These central management means 530 are furthermore connected to means 532 boot type identification. The means 532 boot type identification are suitable for determining, by implementing step 100 of the method, if a starting of the engine is the first start or if the start is successive to an intervention belonging to a predetermined list 534 of interventions stored in the non-volatile memory 506, and return the result of their determination to the means 530 central management.
  • the central management means 530 furthermore receive as input the number of KM kilometers traveled by the motor vehicle. They are also connected to the non-volatile memory 506 to receive a list 536 malfunctions and drifts corrigeable by the means of correction embedded in the motor vehicle.
  • the central management means 530 also receive as input the result of tests implemented by test means 531 adapted for determine whether the engine operation control unit 32 has committed a fault of the predetermined set of faults.
  • the means 530 of central management are also connected to means 538 for transmitting the necessary intervention signal, to the means 34 on-board correction, and means 540 of correction analysis by elsewhere connected to the on-board correction means 34.
  • the central management means 530 are adapted to trigger the different steps of the method according to the invention by controlling the means 500, 502, 516, 518, and 520 by generating a control signal E according to the entries they receive.
  • the central management means 530 If a start determined by the starting means 532 is the first start of the vehicle, or a successive start to an intervention of a predetermined type, the central management means 530 generates an activation signal of the means 500, 502 and 516 which then determine together whether the cylinders and the acquisition chains are operating in the nominal operating state or not. The means 530 receive in return the list L dys malfunctions / drifts.
  • the means 530 determine whether central management malfunctions and drifts in the list are correctable by on-board means 34 and correction by implementing step 222 of the method of 'invention..
  • the central management means 530 deactivate the means 500, 502 and 516 and activate the on-board correction means 34 and the correction analysis means 540.
  • the correction means 34 then receive the list L dys of the corrections to be made and provide the correction analysis means 540 with the results of the correction.
  • the correction analysis means 540 then evaluate the correction and in return provide their evaluation to the central management means 530.
  • the central management means 530 then activate the means 538 for transmitting the necessary intervention signal.
  • the central management means 530 deactivate the correction and correction analysis means and then activate the means 518, and 520.
  • the central management means 530 determine and memorize the ratio reference values and the associated confidence intervals by implementing the step 113 of the method described in relation with FIG. 2 and activate the means 518 and 520 for carrying out step 114 of the method.
  • the central management means 530 deactivate the means 500, 502 and 516 and subsequently implement the trigger test step 118 of the method according to the invention as a function of the number of kilometers traveled KM by the vehicle and test results delivered by the means 531.
  • the means 530 then activate the means 518 and 520 which determine the drift state of the engine cylinders if the result of this test is positive.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
EP05290185.7A 2004-02-02 2005-01-27 Verfahren zur Diagnose und Korrektur des Betriebszustandes eines Kraftfahrzeug-Dieselmotors Active EP1559895B1 (de)

Applications Claiming Priority (2)

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FR0400974 2004-02-02
FR0400974A FR2865771B1 (fr) 2004-02-02 2004-02-02 Procede de diagnostic de l'etat de fonctionnement d'un moteur diesel pour vehicule automobile

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EP1559895B1 EP1559895B1 (de) 2015-04-08

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EP2184472A1 (de) 2008-11-10 2010-05-12 Delphi Technologies Holding S.à.r.l. Motorsteuerungssystem und Verfahren
CN111797517A (zh) * 2020-06-18 2020-10-20 北京控制工程研究所 一种基于线性回归的磁力矩器在轨故障自主诊断方法

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JP4333536B2 (ja) * 2004-09-14 2009-09-16 株式会社デンソー ディーゼルエンジン制御システム
US7299700B2 (en) * 2005-10-04 2007-11-27 General Electric Company Methods and apparatus for sensing pressure
EP2375038B1 (de) * 2010-04-08 2015-03-04 Delphi International Operations Luxembourg S.à r.l. Diagnosevorrichtung und -verfahren mit Hilfe eines Drucksensors in einem Zylinder eines Verbrennungsmotors
DE102011089370A1 (de) * 2011-12-21 2013-06-27 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben einer Kaltstart-Emissions-Steuerung einer Brennkraftmaschine
US20160160779A1 (en) * 2014-12-08 2016-06-09 Caterpillar Inc. Prognostic Engine System and Method
US20160160776A1 (en) * 2014-12-08 2016-06-09 Caterpillar Inc. Engine System and Method
US11319834B2 (en) * 2018-01-25 2022-05-03 Raytheon Technologies Corporation On-board estimator sensor drift detection in engine control

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Publication number Priority date Publication date Assignee Title
EP2184472A1 (de) 2008-11-10 2010-05-12 Delphi Technologies Holding S.à.r.l. Motorsteuerungssystem und Verfahren
CN111797517A (zh) * 2020-06-18 2020-10-20 北京控制工程研究所 一种基于线性回归的磁力矩器在轨故障自主诊断方法
CN111797517B (zh) * 2020-06-18 2023-07-14 北京控制工程研究所 一种基于线性回归的磁力矩器在轨故障自主诊断方法

Also Published As

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FR2865771A1 (fr) 2005-08-05
EP1559895B1 (de) 2015-04-08
FR2865771B1 (fr) 2007-11-09
US20050171680A1 (en) 2005-08-04
US7120536B2 (en) 2006-10-10

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