EP1559895B1 - Verfahren zur Diagnose und Korrektur des Betriebszustandes eines Kraftfahrzeug-Dieselmotors - Google Patents

Verfahren zur Diagnose und Korrektur des Betriebszustandes eines Kraftfahrzeug-Dieselmotors Download PDF

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Publication number
EP1559895B1
EP1559895B1 EP05290185.7A EP05290185A EP1559895B1 EP 1559895 B1 EP1559895 B1 EP 1559895B1 EP 05290185 A EP05290185 A EP 05290185A EP 1559895 B1 EP1559895 B1 EP 1559895B1
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EP
European Patent Office
Prior art keywords
cylinder
pressure
predetermined
angle
acquisition
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EP05290185.7A
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English (en)
French (fr)
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EP1559895A1 (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 International Operations Luxembourg SARL
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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 and correcting the operating state of a diesel engine for a motor vehicle.
  • the object of the present invention is to solve the aforementioned problems by proposing a method for diagnosing and correcting the operating state of a diesel engine for a motor vehicle, by testing the proper operation of the pressure acquisition chains in the cylinders and the chain of acquisition of the angle of the motor shaft and to identify malfunctions and drifts of the engine according to the evolution of the pressure in the cylinders thereof.
  • Another object of the invention is to provide a method of diagnosis and correction consisting in triggering an automatic correction thereof by on-board correction means in the motor vehicle.
  • the subject of the invention is a method for diagnosing and correcting the operating state of a diesel engine for a motor vehicle as defined in claim 1.
  • the method is characterized in that it further comprises a step (114) of determining the operating state of each cylinder with respect to a predetermined state of cylinder nominal operation of identifying an operating state of the cylinder from the predetermined nominal cylinder operating state and a predetermined drift state in accordance with the change in cylinder pressure, and what is suitable for triggering the analysis step (102) when the determining step (114) determines at least one drift state of a cylinder.
  • the method is characterized in that the step of determining the difference 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 in the cylinder for the first predetermined range of crankshaft angles and determining the difference in variation as the difference between the average of this population and a predetermined reference value of cylinder pressure variation for the predetermined range of crank angle.
  • the method is characterized in that the step of determining the angle difference consists in acquiring a population of a predetermined number of maximum pressure angle values of the compression phase of the cylinder cycle and determining the angle deviation as the difference between the average of this population and a predetermined reference value of the angle of maximum pressure of the compression phase of the cylinder.
  • the method is characterized in that the step of identifying the operating state consists of identifying the nominal operating state of the cylinder and the pressure acquisition chains in the cylinder and of the angle of the motor shaft if the determined variation deviation is within a first predetermined range of deviation and the determined angle deviation is within a first predetermined range of angle deviations.
  • the method is characterized in that the step of identifying the operating state consists of identifying the nominal operating state of the cylinder and the pressure acquisition chains in the cylinder and of the angle of the motor shaft if the determined variation deviation is within a first predetermined range of variation and the angle deviation determined is within a first predetermined range of angle deviations and the variance of the population of variation values is less than a predetermined variance variance threshold and the variance of the population of angle values is less than a predetermined threshold of angle variance.
  • the method is characterized in that the step of identifying the operating state of the cylinder and the pressure acquisition chains in the cylinder and the angle of the driving shaft further comprises identifying a malfunction or drift in the cylinder and / or the pressure acquisition chain in the cylinder and / or the motor angle acquisition chain when the nominal operating state is not identified, and to determine whether the malfunction or drift identified belongs to the predetermined set of malfunctions and drifts corrigeable by the on-board correction means in the motor vehicle.
  • the method is characterized in that it consists in transmitting a necessary intervention signal if at least one malfunction is identified as non-correctable by the on-board correction means, and in that the correction step is triggered if at least one malfunction is identified as correctable by the onboard correction means.
  • the method is characterized in that the step of analyzing the operation of each cylinder, and the pressure acquisition chains in the cylinder and the angle of the motor shaft is triggered as a result. the first start of the engine or starting it after predetermined interventions, the engine being idle.
  • the method is characterized in that the step of identifying the state of drift of the cylinder operation consists in determining 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 reference value of the pressure ratio in the cylinder and the first range of ratio deviations are respectively the mean and a predetermined risk confidence interval of a Gaussian distribution of the average of the pressure ratio 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. 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 it comprises a step of evaluating the results of the correction implemented by the on-board correction means, and in that it consists in transmitting a necessary intervention signal. if the evaluation of the results of the correction determines a failure of the correction.
  • the present invention also relates to a system for diagnosing and correcting the operating state of a diesel engine of the aforementioned type implementing the method according to the invention.
  • FIG. 1 is illustrated under the general reference 10 a diesel engine 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 cylinder head 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.
  • the injector of the cylinder included in the cylinder head, is connected to a common supply rail 24 of the engine and is adapted to feed the combustion chamber 22a, 22b, 22c, 22d of the fuel cylinder in at least one injection pilot and a main fuel injection, 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 sensor 26a, 26b, 26c, 26d deformation piezoelectric element inserted into the cylinder head or integrated to the glow plug, and clean to measure deformations thereof due to pressure variations in the cylinder combustion chamber.
  • the 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, an effect sensor Hall associated with a gear wheel attached to the motor shaft.
  • This chain is furthermore capable of delivering the crankshaft angle of each cylinder in a manner known per se.
  • the cylinder pressure acquisition chains 24a, 24b, 24c, 24d and the motor shaft angle acquisition chain 30 are connected to a motor operation control unit 32 adapted to control the operation of the engine. of the engine as a function of the cylinder pressure and the angle of the motor shaft.
  • the operation control unit 32 is connected to the engine cylinder injectors and to the common supply rail 24 and is adapted to control various operating parameters of the engine, for example the characteristics of the injections, etc., as a function of measurements. pressure and angle of the motor shaft delivered by the different acquisition chains.
  • the control unit 32 comprises means 34 for correcting onboard malfunctions / drifts adapted to correct a predetermined set of malfunctions and drifts of the engine and pressure acquisition chains in the cylinders and the angle of the shaft.
  • motor such as a bad calibration of a sensor, a bad angular setting, a reversal of some connections etc ...
  • control unit 32 comprises a unit 36 for diagnosing the operating state of the engine implementing the method that is the subject of the invention.
  • the figure 2 is a flowchart of the method for diagnosing the operating state of a diesel engine according to the invention implemented by the unit 36 of the diagnosis of the unit of the control of the operation of the engine and applied to the diagnosis of the state of motor operation of the figure 1 .
  • a first step 100 following a start of the engine 10, the method consists in testing whether the starting is the first start of the engine or is consecutive to an intervention included in a set. predetermined number of interventions. If the result of this test is positive, a step 102 of analysis, for each cylinder of the engine, the operation of the cylinder and the pressure acquisition chains in the cylinder and the angle of the motor shaft, is triggered .
  • the analysis step 102 implemented when the engine is idling, consists in determining for each set composed of a cylinder, the pressure acquisition chain in this cylinder and the acquisition chain of the cylinder. angle of the motor shaft, if this assembly operates in a predetermined nominal operating state or is subject to a predetermined malfunction or drift, and to identify malfunction or drift if the assembly does not operate in a nominal manner as will be explained in more detail later.
  • step 104 the method tests in a step 104 whether each identified malfunction and drift belongs to the predetermined set of malfunctions and drifts that can be corrected by means 34 of FIG. correction of embedded malfunctions / drifts. If each malfunction and each drift identified is effectively correctable by the correction means 34, the method according to the invention then consists, in a non-nominal state correction step 106, to be corrected by the on-board correction means 34. the dysfunctions identified.
  • the method then consists, in a step 108, in evaluating the results of the correction. If the evaluation is negative, that is to say if the correction has failed, the method is clean, in a step 110, to emit a signal to the vehicle user to signify that intervention is necessary. The method then switches, in a step 112, subsequent to the 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 to say if an identified malfunction or drift does not belong to the predetermined set of malfunctions and drifts that can be corrected by on-board correction means 34, the necessary intervention signal transmission step 110 is then triggered.
  • the analysis process 102 determines the nominal operation for each cylinder and the acquisition chains of the pressure therein and the angle of the drive shaft, and therefore the absence of malfunction, the process then consists of in a step 113, determining and storing values used in a step 114 of determining the operating state of each cylinder, as will be explained in more detail later.
  • the process 114 determines in particular whether each cylinder operates in its nominal state and determines a drift state of the operation thereof if this is not the case.
  • the state of drift of a cylinder is thus determined once diagnosed that the pressure acquisition chains and the angle of the motor shaft operate satisfactorily, so that this determination is not distorted by a element of acquisition chains that are defective or operate unsatisfactorily.
  • step 114 if at least one drift of the operation of a cylinder has been diagnosed, the method loops back to step 102 for analyzing the operation of the cylinder and the pressure acquisition chains in the cylinder. cylinder and the angle of the motor shaft to identify this at least one drift.
  • the method consists, in a step 118, in testing a trigger 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 comprises, for example, faults of the control unit 32 which result in non-coherent values of the control of the engine control as a function of the cylinder pressure signals delivered by the pressure acquisition chains in the cylinders.
  • step 118 of testing the triggering condition of step 114 of determining the drifts is then triggered.
  • step 102 of analysis for each cylinder of the engine, the operation of this cylinder and the pressure acquisition chains in this cylinder and the angle of the motor shaft.
  • the analysis step 102 is carried out cylinder by cylinder sequentially, the engine being idle, by eliminating the pilot injection on the cylinder being diagnosed as well as by sub-stalling the main injection for that the combustion starts more than 5 ° crankshaft after the top dead center, and / or by suppressing the recirculation of the exhaust gases, hereinafter "EGR", if the precision of the determination and the identification of the malfunctions and drifts is improved on the type of vehicle to which the method according to the invention applies as determined in a preliminary statistical study.
  • EGR recirculation of the exhaust gases
  • Step 102 consists, for a cylinder, of first simultaneously analyzing the amplitude of the signal delivered by the pressure acquisition chain in the cylinder and the maximum pressure angle of the compression curve of the cylinder cycle. , hereinafter "APMC”. More particularly, method consists in acquiring, during the compression phase of the cylinder cycle, 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 acquisition chain the angle of the motor shaft in order to obtain the evolution of the signal delivered by the acquisition chain as a function of the crankshaft angle of the cylinder.
  • the direct search for the maximum value of the signal delivered by the pressure acquisition chain in the cylinder generally does not have a good accuracy because of a small pressure variation in the immediate vicinity of the top dead center of the cycle. of the cylinder can be embedded 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 neutral 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 least squares a polynomial of the second degree to the sampled data of the curve and then determines the position of the maximum of this polynomial and therefore the APMC.
  • the analysis of the maximum pressure angle of the compression curve is to compare the observed APMC of the cylinder with a predetermined value corresponding to a maximum pressure angle of the compressive phase representative of the set of engines of the diesel engine family, 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 mean m APMC and variance ⁇ 2 APMC .
  • the 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 differences 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.
  • 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 an embodiment of the variable ⁇ respectively, deviates from the torque (m ⁇ P, m APMC ) of a quantity such that it is included in the S ⁇ P range, 3 ⁇ S APMC, 3 , then it is diagnosed that the cylinder and the associated acquisition chains are operating in the nominal operating state and therefore do not exhibit any 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%.
  • the figure 4 is a flowchart of the analysis step 102, for each cylinder of the engine, the operation of this cylinder and the pressure acquisition chains 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 dysfunctions / drifts.
  • 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.
  • 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 to 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 chains 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, ie if a malfunction or a drift is determined for the assembly consisting of the k th cylinder and the 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 malfunction and each drift listed in the list L dys belongs to all malfunctions and drifts corrigeable by the onboard correction means.
  • 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 ⁇ ⁇ APMC_obs_nom 2 ⁇ APMC 2 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.
  • a step 300 the method initializes a counter v to zero, and then increments in a step 302 the value of the counter v by an increment step of one.
  • Each tuple is for example acquired during a cycle of the motor shaft.
  • 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.
  • the range P 1 is centered on the tuple (m 1 , m 2 , ..., m n ), and is equal to: ⁇ LIC R , 1 ⁇ LSC R , 1 ⁇ ⁇ ⁇ LIC R , 2 ⁇ LSC R , 2 ⁇ ⁇ ...
  • ⁇ ⁇ LIC R is a representative predetermined range of the nominal operation of the j-th cylinder
  • LIC R, j and LSC R, j are the lower and upper bound, respectively of a predetermined interval of predetermined risk trust r j associated with a Gaussian random variable representing the nominal operating condition of the j th cylinder, as will be explained in more detail later.
  • a cylinder j is then diagnosed as not working nominally if the j th component of the tuple Z is not within the range ⁇ LIC R , j LSC R , j ⁇ .
  • 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.
  • the determination step 114 comprises fewer calculation and acquisition operations than the analysis step 102.
  • the determination of the reference values of ratio m j and the associated confidence intervals is carried out during step 113 of the method of the figure 2 .
  • step 102 of the method determines that the cylinders and the pressure acquisition chains in the cylinders and the angle of the motor shaft operate in the nominal operating state, that is to say without exhibiting a malfunction or drift
  • the process 113 determines the ratio average tuple R ⁇ 1 obs , R ⁇ 2 obs , ... , R ⁇ not obs 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. .
  • 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 cylinders acquired during step 206 of process 102 described in connection with the figure 4 , to calculate 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 for example the jth cylinder implemented in steps 206, 208 and 214 described in connection with the figure 1 , can be replaced by the ratio test R ⁇ j 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 and APMC chain are inputs of the signals delivered by the pressure acquisition chains in the cylinders and the signal delivered by the acquisition chain 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 in the value of the signal delivered by the pressure acquisition chain in the cylinder by implementing the process steps 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 connection with the figure 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) according to the values of the averages received as inputs and the reference means values by implementing the step 214 of the method described above in relation to the figure 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 nonvolatile memory 506.
  • first comparison means 508 receives 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 nonvolatile memory 506.
  • the variances ⁇ 2 and ⁇ 2 ⁇ S_obs APMC_obs are provided with second means 512 for comparison which also receive the LCS var_ ⁇ P values 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 step 216 previously described in connection with the figure 4
  • 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 function of the comparison results by implementing step 218 of the method described in connection with the figure 4 .
  • the system according to the invention comprises means 518 for acquiring ratio averages having, as inputs, the signals delivered by the pressure acquisition chains in the cylinders and the signal delivered by the acquisition chain of the angle. of the motor shaft.
  • the acquisition means 518 are adapted to acquire a tuple of ratio means R ⁇ 1 obs , R ⁇ 2 obs , ... , R ⁇ not obs by carrying out the steps 304, 306 and 308 of the method according to the invention as described above in connection with the figure 5 .
  • 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.
  • the means 516 for identifying malfunctions and drifts and the third comparison means 524 are connected to central management means 530. These central management means 530 are furthermore connected to means 532 for identifying the start type.
  • the starting type identification means 532 are suitable for determining, by implementing step 100 of the method, whether a starting of the motor is the first start or if the start is successive to an intervention belonging to a predetermined list of operations 534 stored in the non-volatile memory 506, and return the result of their determination to the central management means 530.
  • the central management means 530 additionally 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 of malfunctions and drifts corrigeable by the on-board correction means in the motor vehicle.
  • the central management means 530 also receive as input the result of tests implemented by test means 531 adapted to determine whether the unit 32 for controlling the operation of the engine has committed a fault of the predetermined set of faults.
  • the central management means 530 are furthermore connected to means 538 for transmitting the necessary intervention signal, to the on-board correction means 34 and to correction analysis means 540, moreover, connected to the on-board correction means 34. .
  • the central management means 530 are adapted to trigger the various 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 inputs 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 to the figure 2 and activate 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 then implement the step 118 for tripping the process according to the invention as a function of the number of KM traveled by the vehicle and the 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)

Claims (19)

  1. Verfahren zur Diagnose und Korrektur des Betriebszustands eines Dieselmotors (10) für Kraftfahrzeug, wobei dieser Motor (10) eine Kette (18a, 18b, 18c, 18d) zum Druckerfassen verbunden mit jedem Zylinder (12a, 12b, 12c, 12d) des Motors zum Erfassen des Drucks in jedem Zylinder, eine Kette (30) zum Erfassen des Winkels der Antriebswelle, die angepasst ist, um den Kurbelwinkel jedes Zylinders zu liefern, und Onboard-Korrekturmittel (34), die geeignet sind, um eine vorbestimmte Einheit von Funktionsstörungen und Abweichungen der Zylinder und der Erfassungsketten zu korrigieren, aufweist, dadurch gekennzeichnet, dass es mindestens die folgenden Schritte aufweist:
    - Analyse (102) des Funktionierens jedes Zylinders und der Erfassungsketten des Drucks in dem Zylinder und des Winkels der Antriebswelle, die darin besteht, einen Betriebszustand der Einheit, die aus diesen besteht, aus einem Betriebsnennzustand und einer Einheit von Funktionsstörungen und Abweichungen, die in Abhängigkeit von vorbestimmten Merkmalen des von der Erfassungskette des Drucks in dem Zylinder gelieferten Signals vorbestimmt sind, zu identifizieren, wobei der Analyseschritt (102) einen Erfassungsschritt des Werts des Signals aufweist, der von der Erfassungskette des Drucks in dem Zylinder geliefert wird, und des Werts des Winkels der Antriebswelle, der von der Erfassungskette des Winkels der Antriebswelle geliefert wird, um die Entwicklung des von der Erfassungskette in Abhängigkeit von dem Kurbelwinkel des Zylinders gelieferten Signals zu erzielen, und
    - Korrektur (106), die darin besteht, identifizierte Funktionsstörungen und Abweichungen, die zu der vorbestimmten Einheit von Funktionsstörungen und Abweichungen, die durch die Onboard-Korrekturmittel korrigierbar sind, gehören.
  2. Verfahren nach Anspruch 1, dadurch gekennzeichnet, dass es ferner einen Schritt des Bestimmens (114) des Betriebszustands jedes Zylinders in Bezug auf einen vorbestimmten Betriebsnennzustand des Zylinders aufweist, der darin besteht, einen Betriebszustand des Zylinders unter dem vorbestimmten Betriebsnennzustand des Zylinders und einem in Abhängigkeit von der Entwicklung des Drucks in den Zylindern vorbestimmten Abweichungszustand zu identifizieren, und dass es angepasst ist, um den Analyseschritt (102) auszulösen, wenn der Bestimmungsschritt (114) mindestens einen Abweichungszustand eines Zylinders bestimmt.
  3. Verfahren nach Anspruch 1 oder 2, dadurch gekennzeichnet, dass der Analyseschritt (102) des Funktionierens jedes Zylinders und der Erfassungsketten des Drucks in dem Zylinder und des Winkels der Antriebswelle die folgenden Schritte aufweist:
    - Bestimmen (206, 208) eines Variationsunterschieds zwischen der Variation des Signals, das von der Druckerfassungskette für einen ersten vorbestimmten Bereich von Kurbelwinkeln des Zylinders geliefert wird, und einem vorbestimmten Druckvariationsmodell in dem Zylinder,
    - Bestimmen (210, 212) eines Winkelunterschieds zwischen dem maximalen Druckwinkel der Kompressionsphase des Zyklus des Zylinders und einem vorbestimmten Modell des maximalen Druckwinkels der Kompressionsphase des Zylinders, und
    - Identifikation (216, 218) des Betriebszustands des Zylinders und der Erfassungsketten des Drucks in dem Zylinder und des Winkels der Antriebswelle in Abhängigkeit von den bestimmten Variations- und Winkelunterschieden und vorbestimmten Variationsunterschieden und dem maximalen Druckwinkelunterschied der Kompressionsphase.
  4. Verfahren nach Anspruch 3, dadurch gekennzeichnet, dass der Schritt (206, 208) des Bestimmens des Variationsunterschieds darin besteht, eine Population einer vorbestimmten Anzahl von Werten der Variation des Signals, das von der Erfassungskette des Drucks in dem Zylinder für den ersten vorbestimmten Bereich von Kurbelwinkeln geliefert wird, zu erfassen, und den Variationsunterschied als den Unterschied zwischen dem Mittel dieser Population und einem vorbestimmten Variationsbezugswert des Drucks in dem Zylinder für den vorbestimmten Kurbelwinkelbereich zu bestimmen.
  5. Verfahren nach Anspruch 3 oder 4, dadurch gekennzeichnet, dass der Bestimmungsschritt (210, 212) des Winkelunterschieds darin besteht, eine Population einer vorbestimmten Anzahl maximaler Druckwinkelwerte der Kompressionsphase des Zyklus des Zylinders zu erfassen und den Winkelunterschied als den Unterschied zwischen dem Mittel dieser Population und einem vorbestimmten Bezugswert des maximalen Druckwinkels der Kompressionsphase des Zylinders zu bestimmen.
  6. Verfahren nach Anspruch 3, 4 oder 5, dadurch gekennzeichnet, dass der Identifikationsschritt (216, 218) des Betriebszustands darin besteht, den Betriebsnennzustand des Zylinders und der Erfassungsketten des Drucks in dem Zylinder und des Winkels der Antriebswelle zu identifizieren, falls der bestimmte Variationsunterschied in einem ersten vorbestimmten Bereich von Variationsunterschieden liegt, und falls der bestimmte Winkelunterschied in einem ersten vorbestimmten Bereich von Winkelunterschieden liegt.
  7. Verfahren nach Anspruch 3, 4 oder 5, dadurch gekennzeichnet, dass der Identifikationsschritt (216, 218, 222) des Betriebszustand darin besteht, den Betriebsnennzustand des Zylinders und der Erfassungsketten des Drucks in dem Zylinder und des Winkels der Antriebswelle zu identifizieren, falls der bestimmte Variationsunterschied in einem ersten vorbestimmten Bereich von Variationsunterschieden liegt, und falls der bestimmte Winkelunterschied in einem ersten vorbestimmten Bereich von Winkelunterschieden liegt, und falls die Varianz der Population von Variationswerten niedriger ist als ein vorbestimmter Varianzschwellenwert, und falls die Varianz der Population von Winkelwerten niedriger ist als ein vorbestimmter Winkelvarianzschwellenwert.
  8. Verfahren nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass der Identifikationsschritt (216, 218, 222) des Betriebszustands des Zylinders und der Erfassungsketten des Drucks in dem Zylinder und des Winkels der Antriebswelle außerdem darin besteht, eine Funktionsstörung oder eine Abweichung in dem Zylinder und/oder der Druckerfassungskette in dem Zylinder und/oder der Erfassungskette des Antriebswinkels zu identifizieren, wenn der Betriebsnennzustand nicht identifiziert ist, und zu bestimmen, ob die identifizierte Funktionsstörung oder Abweichung zu der vorbestimmten Einheit von Funktionsstörungen und Abweichungen gehört, die durch Onboard-Korrekturmittel in dem Kraftfahrzeug korrigierbar sind.
  9. Verfahren nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass es darin besteht, ein Signal des erforderlichen Eingriffs auszugeben, falls mindestens eine Funktionsstörung als nicht durch die Onboard-Korrekturmittel korrigierbar identifiziert wird, und dass der Korrekturschritt ausgelöst wird, falls mindestens eine Funktionsstörung als durch die Onboard-Korrekturmittel korrigierbar identifiziert wird.
  10. Verfahren nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass der Analyseschritt (102) des Funktionierens jedes Zylinders und der Erfassungsketten des Drucks in dem Zylinder und des Winkels der Antriebswelle im Anschluss an das erste Starten des Motors oder Starten dieses im Anschluss an vorbestimmte Eingriffe ausgelöst wird, wobei der Motor im Leerlauf ist.
  11. Verfahren nach Anspruch 2 und einem der Ansprüche 3 bis 10, dadurch gekennzeichnet, dass der Bestimmungsschritt (114) des Betriebszustands jedes Zylinders in Bezug auf den vorbestimmten Betriebsnennzustand die folgenden Schritte aufweist:
    - Bestimmen (304, 306, 308, 310) eines Verhältnisunterschieds zwischen dem Verhältnis einer Druckvariation in dem Zylinder auf der Summe von Variationen des Drucks in den anderen Zylindern und einem vorbestimmten Verhältnismodell, wobei jede der Variationen des Drucks in einem Zylinder der Druckvariation für einen zweiten vorbestimmten Bereich von Kurbelwinkeln entspricht, und
    - Identifikation (312, 314) eines Abweichungszustands des Funktionierens des Zylinders unter dem Betriebsnennzustand und dem Betriebsabweichungszustand des Zylinders in Abhängigkeit von einem vorbestimmten Bereich von Verhältnisunterschieden.
  12. Verfahren nach Anspruch 11, dadurch gekennzeichnet, dass der Bestimmungsschritt (304, 306, 308, 310) eines Verhältnisunterschieds Folgendes aufweist:
    - einen Schritt (304) der Erfassung einer Population einer vorbestimmten Anzahl von n-Tupeln der Druckvariationswerte für den zweiten Bereich von Kurbelwinkeln in jedem Zylinder des Motors, wobei n die Anzahl der Zylinder des Motors ist,
    - einen Schritt (306) des Erzeugens für jedes n-Tupel des Verhältnisses des Werts der Druckvariation in dem Zylinder auf der Summe der Werte der Druckvariation in den anderen Zylindern, um eine Population von Verhältnissen für den Zylinder zu erhalten, und
    - einen Schritt (308, 310) des Bestimmens des Verhältnisunterschieds als der Unterschied zwischen dem Mittel der Population von Verhältnissen für den Zylinder und einem vorbestimmten Verhältnisbezugswert für den Zylinder.
  13. Verfahren nach Anspruch 11 oder 12, dadurch gekennzeichnet, dass der Identifikationsschritt (312, 314) des Abweichungszustands des Funktionierens des Zylinders darin besteht, den Betriebsnennzustand des Zylinders zu bestimmen, falls der Verhältnisunterschied in dem ersten vorbestimmten Bereich von Verhältnissen liegt.
  14. Verfahren nach einem der Ansprüche 11 bis 13, dadurch gekennzeichnet, dass der Druckverhältnisbezugswert in dem Zylinder und der erste Bereich von Verhältnisunterschieden jeweils das Mittel und ein vorbestimmtes Risikovertrauensintervall einer gaußschen Verteilung des Mittels des Druckverhältnis das in dem Zylinder, die im Anschluss an das erste Starten des Motors bestimmt werden, sind.
  15. Verfahren nach Anspruch 2 und einem der Ansprüche 3 bis 14, dadurch gekennzeichnet, dass der Bestimmungsschritt der Abweichungen des Funktionierens jedes Zylinders ausgelöst wird, falls der Betriebsnennzustand für jeden Zylinder und die Erfassungsketten des Drucks in dem Zylinder und des Winkels der Antriebswelle identifiziert wurde.
  16. Verfahren nach Anspruch 2 und einem der Ansprüche 3 bis 15, dadurch gekennzeichnet, dass der Bestimmungsschritt (114) des Betriebszustands jedes Zylinders regelmäßig ausgelöst wird.
  17. Verfahren nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass es einen Schritt (108) des Beurteilens der Resultate der Korrekturen, die von den Onboard-Korrekturmitteln ausgeführt wurden, aufweist, und dass es darin besteht, ein Signal des erforderlichen Eingriffs auszugeben, falls die Beurteilung der Korrektur ein Scheitern der Korrektur bestimmt.
  18. Diagnose- und Korrektursystem (32) des Betriebszustands eines Dieselmotors (10) für Kraftfahrzeug, wobei dieser Motor (10) eine Kette (18a, 18b, 18c, 18d) zum Druckerfassen verbunden mit jedem Zylinder (12a, 12b, 12c, 12d) des Motors zum Erfassen des Drucks in jedem Zylinder und eine Kette (30) zum Erfassen des Winkels der Antriebswelle, die angepasst ist, um den Kurbelwinkel jedes Zylinders zu liefern, und Onboard-Korrekturmittel (34), die geeignet sind, um eine vorbestimmte Einheit von Funktionsstörungen und Abweichungen der Zylinder und der Erfassungsketten und Betriebsabweichungen der Zylinder zu korrigieren, aufweist, dadurch gekennzeichnet, dass es mindestens Folgendes aufweist:
    - Mittel (500, 502, 516) zur Analyse des Funktionierens jedes Zylinders und der Erfassungsketten des Drucks in dem Zylinder und des Winkels der Antriebswelle, die angepasst sind, um einen Betriebszustand der Einheit, die aus diesen besteht, unter einem Betriebsnennzustand und einer Einheit vorbestimmter Funktionsstörungen und Abweichungen von vorbestimmten Merkmalen des Signals, das von der Erfassungskette des Drucks in dem Zylinder geliefert wird, zu identifizieren, wobei die Analysemittel (500, 502, 516) Erfassungsmittel des Werts des Signals aufweisen, der von der Erfassungskette des Drucks in dem Zylinder geliefert wird, und des Werts des Winkels der Antriebswelle, der von der Erfassungskette des Winkels der Antriebswelle geliefert wird, aufweist, um die Entwicklung des Signals, das von der Erfassungskette, in Abhängigkeit von dem Kurbelwinkel des Zylinders geliefert wird, zu erzielen, und
    - Mittel (34, 530) zur Korrektur, die angepasst sind, um identifizierte Funktionsstörungen und Abweichungen, die zu der vorbestimmten Einheit von Funktionsstörungen und Abweichungen gehören, die von den Onboard-Korrekturmitteln (34) korrigierbar sind, zu korrigieren.
  19. System nach Anspruch 18, dadurch gekennzeichnet, dass es angepasst ist, um das Verfahren nach einem der Ansprüche 2 bis 17 auszuführen.
EP05290185.7A 2004-02-02 2005-01-27 Verfahren zur Diagnose und Korrektur des Betriebszustandes eines Kraftfahrzeug-Dieselmotors Active EP1559895B1 (de)

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