Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
  • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
  • F02D19/0623—Failure diagnosis or prevention; Safety measures; Testing
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
  • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
  • F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
  • F02D19/082—Premixed fuels, i.e. emulsions or blends
  • F02D19/084—Blends of gasoline and alcohols, e.g. E85
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
  • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
  • F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
  • F02D19/082—Premixed fuels, i.e. emulsions or blends
  • F02D19/085—Control based on the fuel type or composition
  • F02D19/087—Control based on the fuel type or composition with determination of densities, viscosities, composition, concentration or mixture ratios of fuels
  • F02D19/088—Control based on the fuel type or composition with determination of densities, viscosities, composition, concentration or mixture ratios of fuels by estimation, i.e. without using direct measurements of a corresponding sensor
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/02—Circuit arrangements for generating control signals
  • F02D41/04—Introducing corrections for particular operating conditions
  • F02D41/047—Taking into account fuel evaporation or wall wetting
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/02—Circuit arrangements for generating control signals
  • F02D41/04—Introducing corrections for particular operating conditions
  • F02D41/08—Introducing corrections for particular operating conditions for idling
  • F02D41/086—Introducing corrections for particular operating conditions for idling taking into account the temperature of the engine
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/02—Circuit arrangements for generating control signals
  • F02D41/14—Introducing closed-loop corrections
  • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
  • F02D41/1439—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the position of the sensor
  • F02D41/1441—Plural sensors
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/02—Circuit arrangements for generating control signals
  • F02D41/14—Introducing closed-loop corrections
  • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
  • F02D41/1493—Details
  • F02D41/1495—Detection of abnormalities in the air/fuel ratio feedback system
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/22—Safety or indicating devices for abnormal conditions
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
  • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
  • F02D19/0626—Measuring or estimating parameters related to the fuel supply system
  • F02D19/0628—Determining the fuel pressure, temperature or flow, the fuel tank fill level or a valve position
• • 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
  • F02D2200/06—Fuel or fuel supply system parameters
  • F02D2200/0611—Fuel type, fuel composition or fuel quality
  • F02D2200/0612—Fuel type, fuel composition or fuel quality determined by estimation
• • 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
  • F02D2250/11—Oil dilution, i.e. prevention thereof or special controls according thereto
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/10—Internal combustion engine [ICE] based vehicles
  • Y02T10/30—Use of alternative fuels, e.g. biofuels
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/10—Internal combustion engine [ICE] based vehicles
  • Y02T10/40—Engine management systems

Definitions

• the invention relates to the diagnosis of the operating state of a fuel supply system of an internal combustion engine.
• the invention relates to a combustion engine of a motor vehicle.
• the invention is advantageously applied to internal combustion engines which operate either with gasoline or with alcohol, for example ethanol, or with a variable proportion of the two fuels.
• blow-by in which the fuel vapors mix with the oil vapors of the engine oil sump, has a significant influence on the monitoring of the engine oil condition. operation of the fuel system. Moreover, the higher the alcohol content in the fuel, the greater the blow-by phenomenon.
• the fuel supply circuit diagnosis is based on the monitoring of various parameters used to regulate the richness of the exhaust gases at the inlet of a catalyst from the information obtained from a richness probe, also known as a probe.
• lambda "Gas wealth” means 'exhaust' means the amount of oxygen present in the exhaust gas.
• monitoring the variation of these parameters provides information on the level of failure of the fuel system.
• the parameters for controlling the richness of the exhaust gases vary, not because of a system failure, but because of the variation. alcohol level.
• the variation in the alcohol content causes a variation in the amount of fuel to be injected to maintain a constant engine output at a given operating point of the engine.
• the monitored parameters vary without there being a degradation of the fuel supply circuit, the risk of detecting a failed state due to a fuel change is then very high.
• the regulation of the richness of the exhaust gas can be very different depending on the type of fuel, because the corrector that regulates the wealth is adjusted according to the alcohol content in the fuel.
• An object of the invention is to provide a method and a device for monitoring the operating state of the fuel system incorporating a variable alcohol content.
• a method for diagnosing the operating state of a fuel supply system of a motor vehicle internal combustion engine said fuel being stored in a tank of the vehicle and including a variable alcohol content.
• the method includes a step of diagnosing the operating state of the fuel supply system, a step of detecting fuel addition to the reservoir, a step of determining the alcohol content in the fuel, and a step of control in which the diagnostic step is initiated if the step of determining the alcohol content in the fuel is completed.
• the results of the fuel change diagnosis are not taken into account until the fuel alcohol level has been correctly detected in order not to diagnose a malfunction of the fuel system. can be a normal change of fuel.
• the method comprises a step of detecting an evaporation of the fuel diluted in the engine oil and, during the control step, the diagnostic step is triggered if an evaporation of the fuel diluted in the oil of the engine. motor is not detected.
• the results of the diagnosis are also not taken into account in the case of a presence of the "blow-by" phenomenon in order not to declare the faulty fuel supply system whereas it may be normal behavior.
• the method may also include a calibration step in which diagnostic parameters for the diagnostic step are calculated from the determined alcohol level.
• diagnostic parameters when calculating the diagnostic parameters, lower and upper bounds of a diagnostic interval are calculated from the determined alcohol level and, in the diagnostic step, a calculation is made. diagnostic criterion, the criterion is compared with the diagnostic interval, and a faulty state is diagnosed if the diagnostic criterion is outside the diagnostic interval.
• a diagnosis time is calculated from the determined alcohol level, and during the diagnostic step, the diagnostic criterion is calculated during the calculated diagnostic time.
• a device for diagnosing the operating state of a fuel supply system of a motor vehicle internal combustion engine said fuel being stored in a tank of the vehicle. and including a variable alcohol level.
• This device comprises diagnostic means for diagnosing the operating state of the fuel supply system, means for detecting the addition of fuel in the tank, a determination means for determining the alcohol content present in the fuel system. fuel and control means for activating the diagnostic means if the determining means has determined the alcohol content in the fuel.
• the device comprises a second detection means for detecting evaporation of the fuel diluted in the engine oil, the control means being able to activate the diagnostic means if the second detection means does not detect evaporation of the fuel diluted in the engine oil.
• the device may further comprise a calibration means for calculating diagnostic parameters for the diagnostic means from the determined alcohol level.
• the calibration means is able to calculate lower and upper limits of a diagnostic interval from the determined alcohol level
• the diagnostic means comprises a means for calculating a diagnostic criterion, a means for comparing the diagnostic criterion with the diagnostic interval, and means for developing a fault state signal if the diagnostic criterion is outside the diagnostic interval.
• the calibration means is able to calculate a diagnosis time from the determined alcohol level
• the diagnostic means comprises means for calculating the diagnostic criterion during the calculated diagnostic time.
• FIG. 1 schematically illustrates a device for diagnosing the operating state of a fuel supply system of an internal combustion engine of a motor vehicle
• FIG. 2 schematically illustrates the main phases of a method for diagnosing the operating state of a fuel supply system of an internal combustion engine of a motor vehicle
• FIG. 3 schematically illustrates a mode of implementation of the diagnostic step of the operating state of the fuel supply system.
• FIG. 1 there is shown schematically a device 1 for diagnosing the operating state of a fuel supply system 2 of an internal combustion engine 3 of a motor vehicle.
• the internal combustion engine 3 is provided with at least one cylinder 4.
• This internal combustion engine 3 comprises a fresh air supply duct 5 which supplies air to an intake manifold 6 of the engine 3.
• the exhaust gas from the engine 3 is collected by an exhaust manifold 7 and then discharged through an exhaust pipe 8 on which is mounted an exhaust gas treatment member 9.
• the exhaust gas treatment member 9 may be a particulate filter, a nitrogen oxide trap, a catalyst, or a combination of all three.
• the engine 3 is fueled which is stored in a main tank 10.
• the stored fuel is fed to a fuel injector 13 associated with each cylinder 4 of the engine 3, via a pump 1 1, a filter 12 and a pressure regulator 50.
• the fuel supply system 2 comprises said fuel injector, said pump 1 1, said filter 12, said pressure regulator 50 and the conduits which bring the fuel from the main tank 10 to the fuel injector 13.
• An electronic control unit UCE 14 controls the opening time of each fuel injector 13, via a connection 15. This control of the opening time of each fuel injector 13 makes it possible, in particular, to adjust the air / fuel mixture admitted into the engine with respect to a given value of richness of the exhaust gas.
• the device 1 also comprises a richness probe 18 which emits the measurement of the richness of the exhaust gases, transmitted via a connection 19, towards the ECU 14.
• the wealth probe 18 is located upstream of the exhaust gas treatment member 9.
• the device 1 may further comprise another oxygen sensor 53 located downstream of the exhaust gas treatment unit 9. This wealth probe 53 emits the measurement of the richness of the exhaust gases, transmitted via a connection 54, towards the ECU 14.
• the device 1 also comprises a fuel level gauge 51 which transmits the information of the level of fuel present in the tank 10, transmitted by a connection 52, to the ECU 14.
• the device 1 further comprises means 20 for transmitting information relating to the operation of the engine 3, such as, for example, the load of the engine 3 and the speed of the engine 3, towards the ECU 14 via a connection 21.
• the ECU 14 comprises means for implementing a method for diagnosing the operating state of the fuel supply system 2 of the internal combustion engine 3, such a method will be described later in FIGS. 2 and 3.
• These means for implementing the method can be implemented in the ECU 14 in a software form and / or in the form of logic circuits.
• Figure 2 there is shown schematically the main phases of a method for diagnosing the operating state of a fuel supply system of an internal combustion engine of a motor vehicle.
• This method comprises an initialization step S l of the diagnostic parameters, then a step of detecting the addition of fuel S 2 in the fuel, a step S 2 bis of determining the level of alcohol present in the fuel, and a detection step. evaporation of the S3 fuel diluted in the engine oil.
• the method also includes a control step S4, a calibration step S5 and a diagnostic step S6 of the operating state of the fuel supply system.
• Boolean type detection parameter which is equal to 1 if a fuel evaporation has been detected during the step of detecting an evaporation of the fuel S3, and which is worth O otherwise.
• the information of the fuel level present in the tank emitted by the gauge 51 is recovered.
• an alcohol content in the fuel is determined from the exhaust gas richness information received by the richness probes 18 and 53. of determination, the regulation of the richness of the exhaust gases is adjusted to obtain a richness close to 1, that is to say close to the stoichiometric ratio between the mass of fuel burnt and the mass of oxygen present in the exhaust gas.
• the determination of the alcohol content is made from the analysis of the measurement of the richness of the exhaust gases. If the composition of the exhaust gas is low in oxygen, the injection time of the fuel is increased with respect to the previous injection time. If the composition of the exhaust gas is rich in oxygen, the fuel injection time is reduced with respect to the previous injection time.
• the method described in the French patent application FR2892769 may be used to determine the level of alcohol present in the fuel.
• the determination step S2bis makes it possible to determine the level of alcohol TAUX which represents the level of alcohol present in the fuel.
• the RATE variable varies between 0 and 1 and RATE is 1 when the fuel is pure alcohol and is equal to O when the fuel is gasoline that does not contain alcohol.
• the detection parameter RECOCARB is updated which is equal to 0.
• the step of detecting an evaporation of the fuel S3 it is detected whether the blow-by phenomenon occurs in a sufficiently large manner to disturb the regulation of the richness of the exhaust gases, and the engine is updated. BLOWDET detection parameter accordingly.
• the detection of the blow-by phenomenon is done from a calculation of the wealth drift of the exhaust gases.
• control step S4 it is checked whether the appropriate conditions are valid before performing the diagnostic step S6.
• the control step S4 comprises test steps S41 to S43.
• the test step S41 makes it possible to check whether the step of determining the alcohol level S2bis is complete. During this test step S41, the value of the RECOCARB parameter is tested and the next test step S42 is carried out if the detection parameter RECOCARB is equal to 0, and the test S41 is repeated in the opposite case.
• the test step S42 makes it possible to check whether evaporation of the fuel has been detected. During this test step S42, the value of the parameter BLOWDET is tested and the next test step S43 is carried out if the detection parameter BLOWDET is equal to 0, and the test S42 is repeated in the opposite case.
• test step S43 makes it possible to control additional conditions before performing the diagnostic step S6.
• the richness probes 18 and 53 are not faulty. If these conditions are valid, it is considered that the diagnosis is authorized and a calibration step S5 is performed, and the test step S41 is repeated in the opposite case.
• This calibration step S5 begins with a test of the temperature of the engine S44.
• test step S44 it is checked whether the engine is hot. If the engine is hot, a first selection step S45 is performed in which specific hot calibrations are selected, otherwise a second selection step S46 is performed in which cold specific calibrations are selected. These calibrations include thresholds and detection times.
• the calibration step also comprises a step S52 for calculating the diagnostic parameters.
• a lower limit S MIN and an upper limit S MAX of a diagnostic interval are calculated, in addition, a number of diagnostic WINDOW and a diagnostic time TIME are calculated by diagnosis. made.
• the diagnostic parameter WINDOW corresponds to a number of diagnostics to be performed before diagnosing a fault in the fuel system 2.
• diagnostic parameters S_MIN, S_MAX, WINDOW and TIME are calculated from the alcohol content RATE determined at the determination step S2bis. During the calculation step of the S52 diagnostic parameters, the following calculations are performed:
• S _MAX S MAX ALCO - RATE + (I - RATE) - S _MAX ESS
• S _MIN S _MIN ALCO - RATE + (1 - RATE) - S _MIN ESS
• TIME TIME _ ALCO - RATE + (I - TA UX) - TIME _ ESS
• WINDOW WINDOW _ ALCO • RATE + (I - TA UX) - WINDOW _ ESS
• - MAX ALCO maximum calibrated failure threshold for an alcohol type fuel
• - S MAX ESS maximum calibrated failure threshold for a gasoline type fuel
• the diagnostic step S6 is carried out using the parameters thus calculated.
• the checking step S4 is carried out continuously during the diagnosis period, and if the diagnosis is not authorized or if the RECOCARB variable is not zero or if the BLOWDET variable is not zero, then the diagnosis is stopped 6 and the control step S4 is repeated.
• FIG. 3 diagrammatically shows a mode of implementation of the diagnostic step S6 of the operating state of the fuel supply system 2.
• the operating state of the fuel supply system 2 is monitored by monitoring the drift of the exhaust gas richness.
• the richness probes 18 and 53 are used to measure the richness of the exhaust gases and the wealth drift of the exhaust gases is analyzed in the ECU 14.
• the ECU 14 comprises means for calculating an effective injection time Teff according to the following equation (1):
• Teff (B + ALPHACL * GAIN * A * Mair) * C (1) - B: offset variable taking into account the drifts of the fuel supply system 2;
• GAIN coefficient taking into account the drift of the hydraulic characteristics of the fuel supply system 2;
• the effective injection time TeJf is a variable whose calculation is well known to those skilled in the art.
• the diagnostic step S6 is based on the monitoring of a criterion, denoted CRITERE, whose calculation is performed at the calculation step S61 of the diagnostic criterion.
• the calculation of the criterion CRITERE is carried out according to equation (2):
• CRITERION is calculated according to a sum of the three terms CRITERE l, CRITERE2, CRITERE3, defined below, during the time TIME that was calculated during the calibration step S5.
• - CRITERIA l corresponds to the difference between the value of ALPHACL for which no correction on the injection time as a function of time is necessary to reach the wealth equal to 1 at the exhaust, and the value of ALPHACL applied to the injection time, to reach the wealth equal to 1 at the exhaust;
• - CRITERE2 corresponds to the difference between the value of the instantaneous shift variable B corresponding to the use of a "theoretical" fuel supply system, that is to say non-dispersed and not aged, and of which the average characteristic coincides with the value for which no change in the injection time is applied, and the value of the instantaneous offset constant B applied to the injection time, for a given vehicle (specific for each vehicle);
• - CRITERIA3 corresponds to the difference between the instantaneous GAIN value corresponding to the use of a "theoretical" fuel system, that is to say not dispersed and not aged, and whose average characteristic coincides with the value for which no change in the injection time is applied, and the instantaneous GAIN value applied to the injection time, for a given vehicle (specific for each vehicle).
• the step of determining the alcohol content S2bis needs some time to determine the alcohol content in the fuel.
• the parameters ALPHACL, GAIN and B vary until the alcohol level is determined in order to determine the coefficient depending on the alcohol level, which then allows the parameters ALPHACL, GAIN and B of take a value close to their nominal value.
• the diagnostic step S6 is able to detect a fault while the system is not faulty.
• the regulator of the richness of the measured exhaust gases upstream of the treatment unit 9 is set according to the alcohol content determined in the fuel.
• the parameters ALPHACL, GAIN and B may vary differently depending on the alcohol content and therefore the values of the CRITERE diagnostic criterion may also fluctuate depending on the fuel composition.
• blow-by phenomenon also influences the ALPHACL, GAIN and B parameters and therefore the CRITERE diagnostic criterion.
• a comparison S62 of the diagnostic criterion CRITERE is carried out with the diagnostic interval comprising the lower limit S MIN and the upper limit S MAX.
• a PRESENT DEFAULT counter is equal to zero S66, warning that no failure is detected on the system. fuel supply 2.
• the WINDOW variable to which a predetermined initial value has been assigned, is decremented by 1 S63, then S64 is tested for the value of said WINDOW variable:
• step S61 the diagnosis is repeated in step S61 of the calculation of the diagnostic criterion

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• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Oil, Petroleum & Natural Gas (AREA)
• Health & Medical Sciences (AREA)
• Biomedical Technology (AREA)
• Combined Controls Of Internal Combustion Engines (AREA)
• Output Control And Ontrol Of Special Type Engine (AREA)
• Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

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• 2009
  • 2009-05-07 FR FR0953072A patent/FR2945322B1/fr not_active Expired - Fee Related
• 2010
  • 2010-05-07 US US13/319,243 patent/US8862316B2/en not_active Expired - Fee Related
  • 2010-05-07 KR KR1020117028897A patent/KR101709131B1/ko active IP Right Grant
  • 2010-05-07 BR BRPI1011296A patent/BRPI1011296A2/pt not_active IP Right Cessation
  • 2010-05-07 JP JP2012509079A patent/JP5559310B2/ja not_active Expired - Fee Related
  • 2010-05-07 CN CN2010800301653A patent/CN102803691A/zh active Pending
  • 2010-05-07 EP EP10727475A patent/EP2427643A1/de not_active Withdrawn
  • 2010-05-07 WO PCT/FR2010/050882 patent/WO2010128262A1/fr active Application Filing

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