Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
  • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
  • F02D41/2425—Particular ways of programming the data
  • F02D41/2429—Methods of calibrating or learning
  • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
  • F02D41/2454—Learning of the air-fuel ratio control
• • 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
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
  • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
  • F02D41/2425—Particular ways of programming the data
  • F02D41/2429—Methods of calibrating or learning
  • F02D41/2477—Methods of calibrating or learning characterised by the method used for learning
  • F02D41/248—Methods of calibrating or learning characterised by the method used for learning using a plurality of learned values
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
  • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
  • F02D13/0203—Variable control of intake and exhaust valves
  • F02D13/0215—Variable control of intake and exhaust valves changing the valve timing only
  • F02D13/0219—Variable control of intake and exhaust valves changing the valve timing only by shifting the phase, i.e. the opening periods of the valves are constant
• • 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
  • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
  • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
  • F02D41/2425—Particular ways of programming the data
  • F02D41/2429—Methods of calibrating or learning
  • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
  • F02D41/2464—Characteristics of actuators
  • F02D41/2467—Characteristics of actuators for injectors

Definitions

• the invention relates to a method, implemented in a heat engine engine control, for monitoring several adaptive devices.
• This heat engine is advantageously but not limited to a controlled ignition engine, in particular a gasoline fuel engine or a mixture containing gasoline and the monitoring is done advantageously but not limited to monitoring the impact of the adaptive on the richness of injected fuel in the heat engine.
• the physical behavior of these actuators may differ from the behavior models integrated into the motor control.
• This shift in the models of the actuators in particular those relating to the air intake branch and the fuel injection branch, can lead to richness drifts, therefore to overconsumption or an increase in polluting emissions and can also have an impact on the driving pleasure felt by the driver.
• the richness of a fuel mixture indicates the proportion value between the air and the fuel of the mixture admitted into the combustion chamber of the engine.
• the quality of the combustion depends mainly on this dosage.
• Engine control will therefore have to correct these richness drifts throughout the life of the vehicle.
• This correction is carried out by a known richness regulation function which permanently corrects the injector control based on the richness measurement supplied by the richness sensor present in the exhaust.
• the regulations relating to on-board OBD diagnostics require that these richness learning systems be monitored in order in particular to alert the driver in the event of the occurrence of a failure that could cause the limits to be exceeded. tolerable thresholds of polluting emissions. This monitoring is generally carried out via the diagnosis of the values taken by the adaptive richness in comparison with limit values.
• This limit value is generally set in such a way as to monitor an overshoot of what the adaptive is supposed to correct: manufacturing dispersions, wear, fouling, or even the quality of representation of the models of the motor actuators. If this limit is exceeded, the system considers that there is an abnormality and that a failure may have occurred, causing an exceptional richness deviation which was learned in part by the adaptive in question. In this case, there is then a potential risk of exceeding the tolerable thresholds of polluting emissions.
• the diagnosis is carried out, for each adaptive, on the value reached by the adaptive from limits based essentially on experience and the classic values that the adaptive should take (typically correction of the manufacturing dispersion, of the wear, or dirt).
• the adaptive should take typically correction of the manufacturing dispersion, of the wear, or dirt.
• the diagnosis is carried out, for each adaptive, on a value reached by the adaptive but without considering its real impact in richness (and therefore in polluting emissions).
• this adaptive is a constant (therefore independent of the engine operating point)
• its impact on richness can vary as a function of the engine operating point. It is possible that an unusual value of the adaptive, beyond the limits, has an impact on the richness only in very specific areas of the engine's operating range that the driver of the diagnosed vehicle does not cover;
• an adaptive can thus reach limits considered to have an impact on the richness but, because of the values of the other adaptives applied to other models of behavior of the engine control actuators, the effects on the overall richness (and therefore on the polluting emissions) of these adaptive devices can be significantly reduced.
• the object of the invention is to overcome the drawbacks of the prior art by proposing a method, implemented in motor control, for monitoring several adaptives of at least one parameter, which is more exhaustive and more precise, and which makes it possible to take into account the possible interactions between adaptive devices while reducing the number of false detections.
• the invention thus relates, in its broadest sense, to a method, implemented in engine control of a vehicle, of monitoring of several adaptives of at least one parameter, the method comprising the following steps:
• the method according to the invention is therefore an engine control function, which assists a known learning function by monitoring it and alerting the driver in the event of the occurrence of a failure that risks causing the tolerable thresholds of polluting emissions.
• the present invention can of course be adapted to motor control learning functions other than a richness correction learning function.
• the method according to the invention makes it possible to monitor the overall impact of all the adaptives on the parameter concerned, in order to refocus the parameter in question.
• the monitoring permitted by the method according to the invention is more exhaustive and more precise, since it takes into account the possible interactions between the adaptives and the estimate made of the impact of all the adaptives on the parameter varies according to the current operating point of the motor.
• the method according to the invention in fact combines the impact of all the adaptives (which may be of a different nature), thus taking into account the influence that the adaptives have on each other; and detects an excessive correction of the parameter by the adaptives (such an excessive correction being directly correlated with excess polluting emissions when the parameter is the fuel richness) and not an excessive value of a given adaptive which is not easily convertible into effects on polluting emissions. This reduces the number of false detections.
• the monitoring permitted by the method according to the invention also contributes to better compliance with the regulations in force, in particular the regulations relating to OBD on-board diagnostics in terms of monitoring pollutant emission levels when the parameter is fuel richness.
• the method in fact detects an excessive correction of the parameter by the combination of the adaptives, which is easily transposed into a probable impact on polluting emissions.
• the predefined global impact threshold value(s) is (are) preferably configurable by a user or by a manufacturer of the vehicle. This makes it possible to calibrate this or these threshold value(s) as close as possible to what the regulatory texts require, in particular in terms of polluting emissions when the parameter is fuel richness.
• said at least one parameter is a fuel richness.
• the step of calculating, for each adaptive, an individual impact value of said adaptive on said at least one parameter consists of multiplying a current value of said adaptive by a predetermined transfer function between said at least one parameter and said adaptive, thereby providing the individual impact value.
• a transfer function represents the sensitivity of the adaptive to the parameter.
• the step of calculating an overall impact value of the set of adaptives on said at least one parameter consists in adding the individual impact values calculated for the set adaptive, thus providing the overall impact value.
• This step of calculating an overall impact value makes it possible to take into account the influence that the adaptives have on each other. For example, two adaptives of a different nature can, depending on the operating point of the engine, compensate each other in terms of richness correction if they have opposite signs.
• the step of comparing the calculated global impact value with at least one predefined global impact threshold value comprises a first phase consisting in comparing the calculated global impact value with a minimum overall impact threshold value, and a second phase of comparing the impact value global impact calculated at a maximum global impact threshold value, and the alert signal is transmitted to a device of the vehicle if the global impact value calculated is lower than the minimum global impact threshold value or higher than the maximum overall impact threshold value.
• the steps of calculating individual impact values, of calculating an overall impact value, of comparing and of emitting a warning signal are repeated for each current operating point of the engine.
• the accuracy in detecting the motor operating point at which a failure occurs is therefore greatly improved, since the diagnosis depends on the current operating point and is no longer limited to monitoring a fixed value varying only during updates of the parameter learning function within the motor control, as is the case in certain methods of the prior art.
• FIG.1 is a flowchart representing a method of monitoring several adaptive at least one parameter according to the present invention.
• the present invention relates to a method, implemented in an engine control of a heat engine, for monitoring several adaptives of at least one parameter.
• Such monitoring of the adaptives makes it possible to carry out a diagnosis of these same adaptives, in particular a diagnosis relating to compliance with the regulations in force for the parameter.
• the parameter can be a richness of injected fuel but this is not limiting in the context of the present invention.
• each adaptive is a fuel richness adaptive.
• the different adaptives are preferably applied directly to the sources of fuel richness errors, i.e. to the modeling of the different elements of the heat engine. These adaptives are applied for example:
• a first adaptive can be an adaptive on the position of an intake camshaft phaser
• a second adaptive can be an adaptive on the position of a camshaft phaser with exhaust cams
• a third adaptive can be an adaptive on the modeling of the static gain of a fuel injector in the heat engine
• a fourth adaptive can be an adaptive on the modeling of the injector control dead time .
• one of the adaptives can also be an adaptive relating to an opening duration of at least one fuel injector in the heat engine.
• the method comprises a first step 10 during which the engine control calculates, for each of the adaptives, an individual impact value of the adaptive on the parameter for a current operating point of the engine.
• this calculation step 10 consists in multiplying, for each adaptive, a current value of the adaptive by a predetermined transfer function between the parameter and the adaptive. This multiplication then provides the individual impact value of the adaptive concerned, on the current operating point of the motor.
• This predetermined transfer function (and stored for example in memory means of the motor control) represents the sensitivity of the adaptive to the parameter.
• the transfer function can be determined beforehand by any known method, for example by mathematical calculations of derivatives of equations of the parameter of the system with respect to the adaptive considered, or by calculation of the local gradient of variation of the parameter for a variation adaptive.
• I ⁇ L KA,R * A (1 ) with KA,R the transfer function between the fuel richness and the first adaptive, which is expressed in %/°CK; the notation °CK designating crankshaft degrees.
• the motor control calculates an overall impact value of all the adaptives on the parameter for the current operating point of the motor.
• this calculation step 12 consists of adding the individual impact values calculated for all of the adaptives during the previous step 10. This addition then provides the overall impact value of the adaptives, on the point of normal engine operation.
• the engine control compares the overall impact value calculated during the previous step 12 with at least one predefined overall impact threshold value.
• the comparison step 14 includes for example a first phase consisting in comparing the calculated global impact value with a minimum global impact threshold value, and a second phase consisting in comparing the calculated global impact value with a threshold value maximum overall impact.
• the first phase can be performed before the second phase, or vice versa. Alternatively, the first and second phases are carried out simultaneously.
• the minimum and maximum overall impact threshold values are regulatory minimum and maximum thresholds on the richness deviation, which correspond to the pollutant emission limits authorized by the regulations.
• the engine control emits, according to the result of the comparison carried out during the previous step 14, an alert signal intended for a device of the vehicle.
• the device may in particular be a display device such as a screen for example, making it possible to visually inform the user of the vehicle upon receipt of the alert signal.
• the device can alternatively be a sound restitution device, making it possible to emit an auditory signal intended for the user, during the receipt of this alert signal.
• the device can more generally be any device making it possible to alert a user of the vehicle.
• the alert signal is transmitted to the device if the global impact value calculated during step 12 is lower than the global impact threshold value minimum or greater than the maximum overall impact threshold value.
• Steps 10, 12, 14 and 16 described above are repeated for each current operating point of the engine.
• the method according to the invention allows a more exhaustive and more precise monitoring of the adaptives, and makes it possible to take into account the possible interactions between adaptives while reducing the number of false detections.

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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)

Applications Claiming Priority (2)

Publications (1)

Family

ID=76523176

Family Applications (1)

Country Status (3)

Family Cites Families (5)

• 2021
  • 2021-05-27 FR FR2105495A patent/FR3123387B1/fr active Active
• 2022
  • 2022-03-30 WO PCT/FR2022/050594 patent/WO2022248781A1/fr active Application Filing
  • 2022-03-30 EP EP22717871.2A patent/EP4348025A1/de active Pending

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