Classifications

• • G—PHYSICS
  • G01—MEASURING; TESTING
  • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
  • G01M15/00—Testing of engines
  • G01M15/04—Testing internal-combustion engines
  • G01M15/042—Testing internal-combustion engines by monitoring a single specific parameter not covered by groups G01M15/06 - G01M15/12
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
  • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
  • F02B37/12—Control of the pumps
  • F02B37/18—Control of the pumps by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
  • F02B37/183—Arrangements of bypass valves or actuators therefor
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
  • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
  • F02B37/12—Control of the pumps
  • F02B37/24—Control of the pumps by using pumps or turbines with adjustable guide vanes
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
  • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
  • F02B39/16—Other safety measures for, or other control of, pumps
• • 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
  • F02D41/0002—Controlling intake air
  • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
• • 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
  • F02D41/221—Safety or indicating devices for abnormal conditions relating to the failure of actuators or electrically driven elements
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
  • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
  • F04D27/00—Control, e.g. regulation, of pumps, pumping installations or pumping systems specially adapted for elastic fluids
  • F04D27/02—Surge control
  • F04D27/0246—Surge control by varying geometry within the pumps, e.g. by adjusting vanes
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
  • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
  • F04D27/00—Control, e.g. regulation, of pumps, pumping installations or pumping systems specially adapted for elastic fluids
  • F04D27/02—Surge control
  • F04D27/0253—Surge control by throttling
• • G—PHYSICS
  • G01—MEASURING; TESTING
  • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
  • G01M15/00—Testing of engines
  • G01M15/14—Testing gas-turbine engines or jet-propulsion engines
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
  • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
  • F02B39/16—Other safety measures for, or other control of, pumps
  • F02B2039/162—Control of pump parameters to improve safety thereof
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
  • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
  • F05D2220/00—Application
  • F05D2220/40—Application in turbochargers
• • 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
  • Y02T10/12—Improving ICE efficiencies
• • 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 present invention relates to a method of operating diagnosis of a turbocharger adapted to the severity of the failure.
• the invention finds a particularly advantageous application in the field of thermal engines of a motor vehicle.
• a turbocharger comprises a compression stage and a turbine.
• the compression stage compresses the intake air to optimize the filling of the combustion chambers.
• the compression stage is placed on the intake duct of the air, that is to say before the engine.
• the flow of the exhaust gas rotates a wheel of the turbine which then rotates a wheel of the compression stage through a coupling shaft connecting the two wheels together.
• Turbochargers comprise a discharge system associated with a discharge circuit (or "bypass" in English) allowing a portion of the exhaust gas not to pass through the wheel of the turbine.
• the discharge system said variable geometry, comprises a rotor and a stator each provided with a series of orifices distributed on their circumference.
• the rotor may be angularly displaced relative to the stator to align or misalign the rotor ports relative to those of the stator to open or close the discharge system. It is thus possible to vary the section of passage of the exhaust gas to the discharge circuit.
• the degraded modes reconfiguring the engine are sometimes too severe but necessary to cover the worst case.
• a blockage in maximum boost position requires severe reconfigurations as explained above (indicator on the dashboard, performance limitation, etc ).
• a blocking in the intermediate position calls for the same reconfigurations of the system. But the mechanical risk is much lower, if not absent. This generates unjustified after-sales service returns and over-protection of the engine.
• the ignition on the dashboard is necessary in the case of a minimum supercharging lock for lack of more than 50% of the performance. In the intermediate position, this lack of power is no longer safe and therefore does not require a severe reconfiguration of the engine or a driver alert.
• the invention aims to effectively overcome these disadvantages by providing a method of operating diagnosis of a heat engine turbocharger, the turbocharger comprising a discharge system that can take different positions to vary an opening level of an exhaust gas passage section, characterized in that the method comprises:
• the invention thus enables the diagnosis on critical positions for the engine or for its performance in order to apply degraded modes in line with the risk and therefore limit the return to after-sales service just needed .
• the operating parameters of the engine are the following: engine speed, engine torque, exhaust gas temperature, and atmospheric pressure.
• the method comprises a fault recovery step critical and severe reconfigurations of the engine.
• the method comprises a non-fault recovery step. critical and non-severe reconfigurations of the engine.
• the method comprises a step of recovery critical fault and severe reconfigurations of the engine.
• the method includes a step of recovery of non-default critical and non-severe reconfigurations of the engine.
• a severe reconfiguration of the heat engine consists in particular in limiting a torque of the engine to at least 50% of its maximum value and prevent the driver by an ignition on the dashboard.
• a non-severe reconfiguration of the heat engine consists in particular in limiting a torque of the engine at most to 50%.
• the invention also relates to an engine computer having a memory storing software instructions for the implementation of the diagnostic method of operation of a turbocharger as defined above.
• the invention also relates to a motor vehicle comprising a motor computer as previously defined.
• the invention will be better understood from reading the following description and examining the figures that accompany it. These figures are given for illustrative but not limiting of the invention.
• FIG. 1 is a schematic representation of an example of a thermal engine architecture implementing the method according to the invention for diagnosing the operation of the turbocharger;
• Figure 2 is a schematic representation of different states of a discharge system implemented in the method according to the invention for diagnosing the operation of the turbocharger;
• Figure 3 is a functional block diagram implementing the method according to the invention for diagnosing the operation of the turbocharger.
• Figure 1 shows an example of a motor vehicle architecture 1 comprising a heat engine 5 supercharged by a turbocharger 2 comprising a compressor 3 and a turbine 4.
• the compressor 3 compresses the intake air so as to optimize the filling of the cylinders of the engine 5.
• the compressor 3 is disposed on an intake pipe 8 upstream of the engine 5.
• the flow of exhaust gas rotates the turbine 4 disposed on a pipe d exhaust 9, which then rotates the compressor 3 through a coupling shaft.
• a discharge system 15 of the turbocharger 2 is disposed upstream of the turbine 4.
• the discharge system 15 makes it possible to manage the quantity of exhaust gas flowing through the turbine 4 and the quantity of gas passing through a discharge pipe. .
• a heat exchanger 10 called RAS (for "air cooler of supercharging") is used adapted to cool the air flowing in the pipe 8.
• the exchanger 10 is mounted downstream of the compressor 3 and upstream of an air metering device 18.
• a system 23 for recirculating exhaust gas (called “EGR” for “Exhaust Gas Recirculation” in English) comprises a redirection pipe 27 of the exhaust gas adapted to redirect a portion of the exhaust gases. exhaust from an exhaust manifold 20 to the intake manifold 28 of the engine 5 after passing through a heat exchanger 14. Thus, a portion of the exhaust gas from the engine 5 is rejected to the outside of the motor vehicle through the exhaust pipe 9 and another part of the gas is recycled.
• the quantity of gas to be recirculated is controlled by the EGR valve 25 mounted upstream of the inlet distributor 28.
• a motor ECU 26 is adapted to control the various vehicle components, in particular the injection of the heat engine 5, the discharge system 15 of the turbocharger 2, the air metering device 18, and the EGR valve 25.
• computer 26 comprises a memory storing software instructions for the implementation of the method according to the invention for diagnosing the operation of the turbocharger 2 written in greater detail hereinafter.
• the discharge system 15 visible in Figure 2, said variable geometry, comprises a rotor 30 and a stator 31 each provided with a series of holes respectively 33 and 34 distributed on their circumference.
• the rotor 30 may be angularly displaced relative to the stator 31 so as to align or misalign the orifices of the rotor 33 relative to those 34 of the stator 31 to open or close the discharge system 15.
• the discharge system 15 can assume different positions for varying an opening level of a section S of exhaust gas passage.
• Figure 2 thus shows the discharge system 15 respectively in the open position (the orifices 33 and 34 are completely superimposed relative to each other), in a partially open position (the orifices 33 and 34 are partially superimposed). relative to each other) and in a closed position (the orifices 33 and 34 are completely offset relative to each other).
• An activation threshold S_act_max, S_act_min is defined as a function of parameters related to the operation of the engine 5.
• the risk being a function of the Reg_mot speed, the C_mot torque, the intake temperature T_ad and the atmospheric pressure P_atmo, the activation threshold S_act_min, S_act_max is defined according to these parameters.
• the output of a critical maximum copy-feedback threshold mapping Cart_S_rec_maxC receiving as input the engine speed Reg_mot and the engine torque C_mot as well as the output of a maximum correction mapping Cart_corr_max receiving as input an admission temperature.
• T_ad and an atmospheric pressure P_atmo are combined with each other via the module M1 to obtain a maximum activation threshold S_act_max.
• a critical minimal feedback map threshold Cart_S_rec_minC receiving the input engine speed Reg_mot and the engine torque C_mot and the output of a minimum correction map Cart_corr_min receiving input a temperature d ' T_ad admission and a P_atmo atmospheric pressure are combined together via the M2 module to obtain a minimum activation threshold S_act_min.
• a first comparison is made, via the M3-M6 modules, between a measured position Pos_mes of the discharge system 15 and an activation threshold S_act_max, S_act_min corresponding.
• a loop difference Eb equal to the difference between a position setpoint of the discharge system 15 and the measured position Pos_mes of the discharge system 15 is determined.
• a negative Eb gap offset means that the turbocharger 2 is too closed and therefore generates more turbocharging than expected and conversely, a gap Eb positive loop means that the turbocharger 2 is too open and therefore generates less turbocharging than expected.
• a second comparison is made, via the modules M7 and M8, between the Eb loop difference previously determined and a detection threshold S_det_pos and S_det_neg corresponding.
• detection thresholds S_det_pos, S_det_neg are defined as a function of the engine speed Reg_mot, the engine torque C_mot, the intake temperature T_ad, and the atmospheric pressure P_atmo.
• a recovery of defects for example by generating a visual alert on the dashboard or on a control screen, and / or a reconfiguration of the engine 5 is performed according to the first comparison and the second. comparison previously made. More precisely, when the measured position Pos_mes of the discharge system 15 is greater than the threshold S_act_max, the diagnosis of "critical" negative loop deviation is activated (see module Act_diag_neg_C). If the Eb loop difference is below the negative detection threshold S_det_neg (this corresponds to too much boost) then the fault goes back up and gives rise to a severe reconfiguration in adequacy with the risk via the modules M9 and Def_bou_neg_C.
• a severe reconfiguration of the engine 5 may include limiting a torque C_mot of the engine 5 to at least 50% of its maximum value.
• the associated critical fault feedback may consist of generating a visual alert on the dashboard or a control screen.
• a non-severe reconfiguration of the heat engine 5 may include limiting a torque of the engine at most to 50%. It is also possible to limit the torque C_mot of the motor 5 to a lesser extent than in the case of a severe reconfiguration. The torque limitation is not always necessary, however, since the risk of damage to the motor 5 is low. It will also be possible to alert or not the driver by displaying an alert signal via the recovery of a "non-critical" fault but this is not necessarily necessary because the feeling of a "non-critical" malfunction of the turbocharger 2 is low for the driver.
• the local loop diagnostics activations can be performed according to general conditions of activation loops local loop monitoring Cond_act, via the corresponding modules M13-M16.

Landscapes

• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Physics & Mathematics (AREA)
• General Physics & Mathematics (AREA)
• Geometry (AREA)
• Supercharger (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=63145042

Family Applications (1)

Country Status (3)

Family Cites Families (4)

• 2018
  • 2018-05-28 FR FR1854480A patent/FR3081550B1/fr active Active
• 2019
  • 2019-05-06 WO PCT/FR2019/051035 patent/WO2019229312A1/fr unknown
  • 2019-05-06 EP EP19728505.9A patent/EP3803316A1/de not_active Withdrawn

Also Published As

Similar Documents

Legal Events