WO2008035018A2 - Method for diagnosing the degradation of a turbocharger - Google Patents

Method for diagnosing the degradation of a turbocharger Download PDF

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Publication number
WO2008035018A2
WO2008035018A2 PCT/FR2007/051986 FR2007051986W WO2008035018A2 WO 2008035018 A2 WO2008035018 A2 WO 2008035018A2 FR 2007051986 W FR2007051986 W FR 2007051986W WO 2008035018 A2 WO2008035018 A2 WO 2008035018A2
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WO
WIPO (PCT)
Prior art keywords
turbocharger
deterioration
pressure
detection
flow rate
Prior art date
Application number
PCT/FR2007/051986
Other languages
French (fr)
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WO2008035018A3 (en
Inventor
Clément Petit
Original Assignee
Renault S.A.S
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Publication date
Application filed by Renault S.A.S filed Critical Renault S.A.S
Publication of WO2008035018A2 publication Critical patent/WO2008035018A2/en
Publication of WO2008035018A3 publication Critical patent/WO2008035018A3/en

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Classifications

    • 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
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/009—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
    • F01N3/0828—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents characterised by the absorbed or adsorbed substances
    • F01N3/0842—Nitrogen oxides
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/105—General auxiliary catalysts, e.g. upstream or downstream of the main catalyst
    • F01N3/106—Auxiliary oxidation catalysts
    • 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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
    • 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
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/033—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters in combination with other devices
    • F01N3/035—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters in combination with other devices with catalytic reactors, e.g. catalysed diesel particulate filters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
    • F01N3/0821—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents combined with particulate filters
    • 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
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F02B29/0406—Layout of the intake air cooling or coolant circuit
    • 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
    • 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
    • F02D2041/227—Limping Home, i.e. taking specific engine control measures at abnormal conditions
    • 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
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0402—Engine intake system parameters the parameter being determined by using a model of the engine intake or its components
    • 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
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0406—Intake manifold pressure
    • 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
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0414—Air temperature
    • 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
    • F02D2200/70—Input parameters for engine control said parameters being related to the vehicle exterior
    • F02D2200/703—Atmospheric pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • F02M26/05—High pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust system upstream of the turbine and reintroduced into the intake system downstream of the compressor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • F02M26/23—Layout, e.g. schematics
    • 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
    • Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
    • Y02A50/00—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE in human health protection, e.g. against extreme weather
    • Y02A50/20—Air quality improvement or preservation, e.g. vehicle emission control or emission reduction by using catalytic converters
    • 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 for diagnosing the deterioration of a turbocharger, in particular present in motor vehicles.
  • the turbocharger is a central element guaranteeing the depollution and the performance of current engines.
  • a failure of the turbocharger causes a decrease in the performance of the vehicle but also a thermal risk to the exhaust and a risk of runaway engine oil leakage at the intake or exhaust. Detecting turbocharger failure is therefore important.
  • Three solutions are known from the state of the art. The first solution is to study the difference in the charge air pressure loop. This solution requires a very long detection time and is not suitable for all types of customer conduits. Thus, this method does not guarantee reliable detection.
  • the second solution is disclosed in EP 1624175. It consists of a continuous diagnosis. This method incorporates the boost air pressure loop gap over time. Thus, the detection obtained is faster and therefore more reliable.
  • the third solution is disclosed in patent JP 4143420. This method consists in studying the supercharging air pressure. During a turbocharger failure, and because of the pressure drops in the air supply circuit, the boost air pressure is lower than the atmospheric pressure. Thus, the comparison of the boost air pressure and the atmospheric pressure makes it possible to determine a failure of the turbocharger. However, the calibration of the difference between these two pressures is very delicate. Indeed, the difference is small since it is typically less than 100 mbar for a speed of 1500 rpm. Therefore, the risk of false detection is not negligible. Moreover, with these three methods, it is impossible to differentiate the breakage of a turbocharger from the simple disengagement of a hose.
  • the aim of this invention is to overcome these problems by proposing a rapid and reliable method of diagnosing the deterioration of a turbocharger, furthermore making it possible to distinguish the breakage of the turbocharger from the disengagement of a hose.
  • the subject of the invention is a method for diagnosing the deterioration of a turbocharger, in particular for a motor vehicle, comprising a step of measuring the supercharging air pressure, characterized in that it comprises a step measuring a second physical quantity, in case of deterioration, of distinguishing the breakage of said turbocharger from the disengagement of a hose, said second physical quantity being a fresh air flow when the system operates outside the EGR zone, the method comprising in addition the following steps:
  • this device may also have one or more of the following features: the method detects the turbocharger breaking, if during the step
  • step (b) said difference between the atmospheric pressure and said boost air pressure is greater than the detection threshold during a detection time interval and, if in step (d), said ratio between the flow rate of fresh air and the flow rate calculated from the pressure and temperature of the charge air and the engine speed, is in the range defined by the lower and upper detection thresholds during said time interval detection.
  • the method detects the disengagement of a turbocharger hose, if during step (b), the difference between the atmospheric pressure and the supercharging air pressure is less than the detection threshold during a detection time interval; and, if in step (d), said ratio between the air flow rate of said turbocharger and the flow rate calculated from the pressure and the temperature of the charge air and the engine speed is outside of the interval defined by the lower and upper detection thresholds during the detection time interval.
  • the method generates a signal to indicate the nature and severity level of deterioration through display means disposed on the dashboard of a vehicle.
  • the method controls the actuation of an inlet valve after turbocharger to limit the amount of air admitted in case of deterioration of the turbocharger only.
  • the method records the deteriorations detected in a manufacturer memory.
  • FIG. 2 represents two curves illustrating the temporal evolution of the boost air pressure, when the turbocharger is broken and when a hose is disengaged.
  • FIG. 3 represents two curves illustrating the temporal evolution of the ratio of the fresh air flow rate and the air flow rate calculated from the pressure and temperature of the charge air and the engine speed, for a vehicle operating outside the EGR zone, when the turbocharger is broken and when a hose is disengaged.
  • - Figure 4 is a diagram showing the different steps of a method of diagnosing a deterioration of a turbocharger according to the present invention.
  • a combustion engine 201 which is here a diesel engine, comprises, a plurality of cylinders 202, an intake manifold 204 and an exhaust manifold 206.
  • a turbocharger is here a diesel engine, comprises, a plurality of cylinders 202, an intake manifold 204 and an exhaust manifold 206.
  • 208 comprises a turbine and a compressor mounted on a common shaft.
  • a charge air cooler 210 is mounted between the compressor and the intake manifold 204.
  • the engine also includes an electronic control unit (U.C. E). not shown in the figure.
  • a first supercharging hose 224 is interposed between the compressor and the cooler 210 and a second intake hose 226 is interposed between the cooler 210 and the intake manifold 204.
  • the exhaust gases from the exhaust manifold 206 pass through the turbine before entering the exhaust line.
  • a part of the high pressure exhaust gas can be recycled through the recirculation valve 228 having an exhaust gas recirculation valve 230.
  • the recirculated exhaust gas can pass through a cooler 240 or bypass this cooler by passing a bypass duct.
  • the non-recirculated exhaust gas is conveyed to an oxidation catalyst 218 and then to a post-treatment system 220 of the exhaust gas.
  • the post-treatment system may for example comprise a particle filter 220 and / or a nitrogen oxide trap 222.
  • Disconnection of the supercharging hose 224 may occur at one of its connection points A, B with the compressor and / or with the charge exchanger 210.
  • Disconnection of the intake hose may occur at its connection point C with the charge exchanger.
  • L 1 UC E can receive different information from the motor sensors.
  • the ECU can receive via these connections:
  • Area 10 of Figure 2 shows the operation of the turbocharger without deterioration.
  • the charge air pressure is well above the atmospheric pressure. This supercharging air pressure is generally of the order of 2 bars.
  • Curve 16 of FIG. 2 represents the time evolution of the boost air pressure, given for example by the pressure sensor P22, when a hose is disengaged.
  • the detection threshold 52 is determined during vehicle tests. It is for example of the order of 100mb.
  • Curve 18 of FIG. 2 represents the time evolution of the boost air pressure, given for example by the pressure sensor P22, when the turbocharger is broken.
  • Area 20 of Figure 3 shows the operation of the turbocharger without deterioration.
  • the measured air flow rate is substantially equal to the calculated flow rate, so the ratio is substantially equal to 1.
  • the curve 26 of FIG. 3 represents the time evolution of the ratio of the fresh air flow rate measured with the flow meter 214 and the air flow rate calculated from the pressure measured with the pressure sensor P22 and the temperature measured with the temperature sensor T22 of the charge air and the engine speed, for a vehicle operating outside the EGR zone and when the turbocharger is broken.
  • Curve 28 in FIG. 3 represents the time evolution of the ratio of the fresh air flow rate and the air flow rate calculated from the pressure and the temperature of the charge air and the engine speed, for a vehicle operating outside the EGR zone and when a hose is disengaged. At the time 30 appears the deterioration, that is to say here the disengagement of a hose. Then, the ratio increases to reach a value substantially greater than 1. The ratio then passes above the upper detection threshold 55.
  • the lower and upper thresholds are determined during tests vehicle or engine bench.
  • the upper threshold may for example be equal to 2.
  • FIG. 4 is a diagram 100 showing different steps for detecting a deterioration and distinguish between a breakage of the turbocharger and the disengagement of a hose.
  • the first step 101 corresponds to a waiting step.
  • the next step 10 is, after calculating the difference between the atmospheric pressure and the supercharging air pressure, to check whether it is greater than the detection threshold 52.
  • Step 120 is, after the calculation of the air flow from the pressure and the temperature of the charge air and the engine speed, to verify that the ratio of the flow rate The amount of turbocharger air and the calculated air flow rate is in the range defined by the lower detection thresholds 54 and greater 55. If this step is true, the process proceeds to the next step 130. Step 130 is to verify that steps 1 and 10 are true during the detection time corresponding to time slots 12 and 22.
  • step 130 If this step 130 is true, then the turbocharger is considered broken. If step 120 or 130 is false, then the process resets on step 101.
  • next step 210 consists, after the calculation of the air flow from the pressure and the temperature of the charge air and the engine speed, to verify that the The ratio of the turbocharger air flow rate and the calculated air flow rate is in the range defined by the lower and higher detection thresholds 54 and 55. If this step is false, the process proceeds to the next step 220.
  • Step 220 consists in verifying that steps 10 and 210 are false during the detection time corresponding to time intervals 12 and 22.
  • step 220 the turbocharger is considered to have an open hose.
  • step 210 If step 210 is true or step 220 is false, then the process resets on step 101.
  • the driver can be notified by various means. LEDs corresponding to different levels of gravity can light up on the dashboard depending on the type of deterioration detected.
  • the vehicle can also be equipped with a Human Machine Interface to indicate the nature of the deterioration.
  • the system may include the control of a flap to limit the amount of air admitted into the turbocharger. engine.
  • the detected deteriorations can be stored in a manufacturer's memory in order to have a history of the problems encountered on the vehicle.
  • the present invention allows a fast and reliable detection, and has, in addition, the advantage of warning the driver and / or the repairer precisely on the nature of the deterioration of the turbocharger.
  • this method allows a fast and effective maintenance and repair of the cause of failure: turbocharger or hose.

Abstract

The invention relates to a method for diagnosing the degradation of a turbocharger, mainly in an automotive vehicle, that comprises a step for measuring the supercharging air pressure, characterised in that it comprises a step for measuring a second physical value that, in case of degradation, can be used for distinguishing between the turbocharger failure and the disconnection of a duct.

Description

PROCEDE DE DIAGNOSTIC DE LA DETERIORATION D'UN TURBOCOMPRESSEUR METHOD FOR DIAGNOSING THE DETERIORATION OF A TURBOCHARGER
La présente invention concerne un procédé de diagnostic de la détérioration d'un turbocompresseur, notamment présent dans les véhicules automobiles. Le turbocompresseur est un élément central garantissant la dépollution et la performance des moteurs actuels. Ainsi, une défaillance du turbocompresseur entraîne une diminution des performances du véhicule mais également un risque thermique à l'échappement et un risque d'emballement du moteur par fuite d'huile à l'admission ou à l'échappement. La détection d'une panne du turbocompresseur est donc importante. Trois solutions sont connues de l'état de la technique. La première solution consiste à étudier l'écart de boucle de pression d'air de suralimentation. Cette solution nécessite un temps de détection très long et n'est pas adaptée à tous les types de conduites client. Ainsi, ce procédé ne garantit pas une détection fiable.The present invention relates to a method for diagnosing the deterioration of a turbocharger, in particular present in motor vehicles. The turbocharger is a central element guaranteeing the depollution and the performance of current engines. Thus, a failure of the turbocharger causes a decrease in the performance of the vehicle but also a thermal risk to the exhaust and a risk of runaway engine oil leakage at the intake or exhaust. Detecting turbocharger failure is therefore important. Three solutions are known from the state of the art. The first solution is to study the difference in the charge air pressure loop. This solution requires a very long detection time and is not suitable for all types of customer conduits. Thus, this method does not guarantee reliable detection.
La deuxième solution est exposée dans le document EP 1624175. Elle consiste en un diagnostic continu. Ce procédé intègre l'écart de boucle de pression d'air de suralimentation au cours du temps. Ainsi, la détection obtenue est plus rapide et donc plus fiable. La troisième solution est exposée dans le brevet JP 4143420. Ce procédé consiste à étudier la pression d'air de suralimentation. Lors d'une défaillance du turbocompresseur, et à cause des pertes de charges dans le circuit d'alimentation en air, la pression d'air de suralimentation est inférieure à la pression atmosphérique. Ainsi, la comparaison de la pression d'air de suralimentation et de la pression atmosphérique permet de déterminer une panne du turbocompresseur. Cependant, la calibration de l'écart entre ces deux pressions est très délicate. En effet, l'écart est faible puisqu'il est typiquement inférieur à 100 mbar pour un régime de 1500 tr/min. Par conséquent, le risque de fausse détection n'est pas négligeable. De plus, avec ces trois méthodes, il est impossible de différencier la casse d'un turbocompresseur du simple démanchement d'une durite.The second solution is disclosed in EP 1624175. It consists of a continuous diagnosis. This method incorporates the boost air pressure loop gap over time. Thus, the detection obtained is faster and therefore more reliable. The third solution is disclosed in patent JP 4143420. This method consists in studying the supercharging air pressure. During a turbocharger failure, and because of the pressure drops in the air supply circuit, the boost air pressure is lower than the atmospheric pressure. Thus, the comparison of the boost air pressure and the atmospheric pressure makes it possible to determine a failure of the turbocharger. However, the calibration of the difference between these two pressures is very delicate. Indeed, the difference is small since it is typically less than 100 mbar for a speed of 1500 rpm. Therefore, the risk of false detection is not negligible. Moreover, with these three methods, it is impossible to differentiate the breakage of a turbocharger from the simple disengagement of a hose.
Le but de cette invention est de pallier ces problèmes en proposant un procédé de diagnostic rapide et fiable de la détérioration d'un turbocompresseur, permettant en outre de distinguer la casse du turbocompresseur du démanchement d'une durite.The aim of this invention is to overcome these problems by proposing a rapid and reliable method of diagnosing the deterioration of a turbocharger, furthermore making it possible to distinguish the breakage of the turbocharger from the disengagement of a hose.
A cet effet, l'invention a pour objet un procédé de diagnostic de la détérioration d'un turbocompresseur, notamment pour véhicule automobile, comportant une étape de mesure de la pression d'air de suralimentation, caractérisé en ce qu'il comporte une étape de mesure d'une deuxième grandeur physique permettant, en cas de détérioration, de distinguer la casse dudit turbocompresseur du démanchement d'une durite, ladite deuxième grandeur physique étant un débit d'air frais lorsque le système fonctionne hors zone EGR, le procédé comportant en outre les étapes suivantes :For this purpose, the subject of the invention is a method for diagnosing the deterioration of a turbocharger, in particular for a motor vehicle, comprising a step of measuring the supercharging air pressure, characterized in that it comprises a step measuring a second physical quantity, in case of deterioration, of distinguishing the breakage of said turbocharger from the disengagement of a hose, said second physical quantity being a fresh air flow when the system operates outside the EGR zone, the method comprising in addition the following steps:
(a) Calcul de la différence entre la pression atmosphérique et ladite pression d'air de suralimentation.(a) Calculation of the difference between the atmospheric pressure and said supercharging air pressure.
(b) Comparaison de ladite différence à un seuil de détection.(b) Comparing said difference with a detection threshold.
(c) Calcul d'un débit d'air à partir de la pression et de la température de l'air de suralimentation ainsi que du régime moteur.(c) Calculation of an air flow from the pressure and temperature of the charge air and the engine speed.
(d) Comparaison du rapport entre le débit d'air frais et le débit calculé à partir de la pression et de la température de l'air de suralimentation ainsi que du régime moteur, à un intervalle défini par des seuils de détection inférieur et supérieur.(d) Comparison of the ratio of the fresh air flow rate and the flow rate calculated from the charge air pressure and temperature and the engine speed, at an interval defined by lower and upper detection thresholds. .
Par ailleurs, ce dispositif pourra présenter en outre une ou plusieurs des caractéristiques suivantes : le procédé détecte la casse du turbocompresseur, si lors de l'étapeFurthermore, this device may also have one or more of the following features: the method detects the turbocharger breaking, if during the step
(b), ladite différence entre la pression atmosphérique et ladite pression d'air de suralimentation est supérieur au seuil de détection pendant un intervalle de temps de détection et, si lors de l'étape (d), ledit rapport entre le débit d'air frais et le débit calculé à partir de la pression et de la température de l'air de suralimentation ainsi que du régime moteur, est compris dans l'intervalle défini par les seuils de détection inférieur et supérieur, pendant ledit intervalle de temps de détection. - le procédé détecte le démanchement d'une durite du turbocompresseur, si lors de l'étape (b), ladite différence entre la pression atmosphérique et ladite pression d'air de suralimentation est inférieure au seuil de détection pendant un intervalle de temps de détection et, si lors de l'étape (d), ledit rapport entre le débit d'air dudit turbocompresseur et le débit calculé à partir de la pression et de la température de l'air de suralimentation ainsi que du régime moteur est en dehors de l'intervalle défini par les seuils de détection inférieur et supérieur pendant l'intervalle de temps de détection. le procédé génère un signal permettant d'indiquer la nature et le niveau de gravité d'une détérioration par l'intermédiaire de moyens d'affichage disposés sur le tableau de bord d'un véhicule. le procédé commande l'actionnement d'un volet d'admission après turbocompresseur permettant de limiter la quantité d'air admis en cas de détérioration du turbocompresseur uniquement. - le procédé enregistre les détériorations détectées dans une mémoire constructeur.(b), said difference between the atmospheric pressure and said boost air pressure is greater than the detection threshold during a detection time interval and, if in step (d), said ratio between the flow rate of fresh air and the flow rate calculated from the pressure and temperature of the charge air and the engine speed, is in the range defined by the lower and upper detection thresholds during said time interval detection. the method detects the disengagement of a turbocharger hose, if during step (b), the difference between the atmospheric pressure and the supercharging air pressure is less than the detection threshold during a detection time interval; and, if in step (d), said ratio between the air flow rate of said turbocharger and the flow rate calculated from the pressure and the temperature of the charge air and the engine speed is outside of the interval defined by the lower and upper detection thresholds during the detection time interval. the method generates a signal to indicate the nature and severity level of deterioration through display means disposed on the dashboard of a vehicle. the method controls the actuation of an inlet valve after turbocharger to limit the amount of air admitted in case of deterioration of the turbocharger only. the method records the deteriorations detected in a manufacturer memory.
D'autres caractéristiques et avantages de l'invention apparaîtront de la description qui va maintenant en être faite, en référence aux dessins annexés, sur lesquels : - la figure 1 illustre les principaux organes d'un moteur à combustion interne du type Diesel suralimenté;Other features and advantages of the invention will emerge from the description which will now be made with reference to the accompanying drawings, in which: - Figure 1 illustrates the main components of an internal combustion engine supercharged diesel type;
- la figure 2 représente deux courbes illustrant l'évolution temporelle de la pression d'air de suralimentation, lorsque le turbocompresseur est cassé et lorsqu'une durite est démanchée. - la figure 3 représente deux courbes illustrant l'évolution temporelle du rapport du débit d'air frais et du débit d'air calculé à partir de la pression et de la température de l'air de suralimentation ainsi que du régime moteur, pour un véhicule fonctionnant hors zone EGR, lorsque le turbocompresseur est cassé et lorsqu'une durite est démanchée. - la figure 4 est un diagramme représentant les différentes étapes d'un procédé de diagnostic d'une détérioration d'un turbocompresseur selon la présente invention.FIG. 2 represents two curves illustrating the temporal evolution of the boost air pressure, when the turbocharger is broken and when a hose is disengaged. FIG. 3 represents two curves illustrating the temporal evolution of the ratio of the fresh air flow rate and the air flow rate calculated from the pressure and temperature of the charge air and the engine speed, for a vehicle operating outside the EGR zone, when the turbocharger is broken and when a hose is disengaged. - Figure 4 is a diagram showing the different steps of a method of diagnosing a deterioration of a turbocharger according to the present invention.
Comme illustré sur la figure 1 , un moteur à combustion 201 qui est ici un moteur Diesel, comporte, une pluralité de cylindres,202, un collecteur d'admission 204 et un collecteur d'échappement 206. Un turbocompresseurAs illustrated in Figure 1, a combustion engine 201 which is here a diesel engine, comprises, a plurality of cylinders 202, an intake manifold 204 and an exhaust manifold 206. A turbocharger
208 comporte une turbine et un compresseur montés sur un arbre commun.208 comprises a turbine and a compressor mounted on a common shaft.
Un refroidisseur 210 d'air de suralimentation est monté entre le compresseur et le collecteur d'admission 204. Le moteur comporte également une unité de commande électronique (U. C. E). non représentée sur la figure.A charge air cooler 210 is mounted between the compressor and the intake manifold 204. The engine also includes an electronic control unit (U.C. E). not shown in the figure.
Une première durite de suralimentation 224 est interposée entre le compresseur et le refroidisseur 210 et une seconde durite d'admission 226 est interposée entre le refroidisseur 210 et le collecteur d'admission 204.A first supercharging hose 224 is interposed between the compressor and the cooler 210 and a second intake hose 226 is interposed between the cooler 210 and the intake manifold 204.
Avant d'arriver dans le collecteur d'admission 204, l'air frais en provenance de l'atmosphère traverse un filtre à air 212 et un débitmètre massique 214. L'air frais est ensuite comprimé par le compresseur puis est refroidi par le refroidisseur 210. L1U. C. E pilote la quantité d'air frais arrivant dans les cylindres du moteur grâce à un volet d'admission d'air 216.Before entering the intake manifold 204, fresh air from the atmosphere passes through an air filter 212 and a mass flow meter 214. The fresh air is then compressed by the compressor and then cooled by the cooler. 210. L 1 UC E controls the amount of fresh air entering the engine cylinders through an air intake flap 216.
Du côté de l'échappement, les gaz d'échappement issus du collecteur d'échappement 206 traversent la turbine avant de pénétrer dans la ligne d'échappement. Une partie des gaz d'échappement à haute pression peut être recyclée par la bouche de recirculation 228 comportant une vanne de recirculation des gaz d'échappement 230. Avant d'arriver dans le collecteur d'admission 204, les gaz d'échappement recirculés peuvent traverser un refroidisseur 240 ou contourner ce refroidissuer en passant pas un conduit de contournement.On the exhaust side, the exhaust gases from the exhaust manifold 206 pass through the turbine before entering the exhaust line. A part of the high pressure exhaust gas can be recycled through the recirculation valve 228 having an exhaust gas recirculation valve 230. Before entering the intake manifold 204, the recirculated exhaust gas can pass through a cooler 240 or bypass this cooler by passing a bypass duct.
Les gaz d'échappement non recirculés sont acheminés vers un catalyseur d'oxydation 218 puis vers un système de post-traitement 220 des gaz d'échappement. Le système de post-traitement peut par exemple comporter un filtre à particule 220 et /ou un piège à oxyde d'azote 222.The non-recirculated exhaust gas is conveyed to an oxidation catalyst 218 and then to a post-treatment system 220 of the exhaust gas. The post-treatment system may for example comprise a particle filter 220 and / or a nitrogen oxide trap 222.
Un démanchement de la durite de suralimentation 224 peut survenir à un de ses points de raccord A, B avec le compresseur et/ou avec l'échangeur de suralimentation 210 .Disconnection of the supercharging hose 224 may occur at one of its connection points A, B with the compressor and / or with the charge exchanger 210.
Un démanchement de la durite d'admission peut survenir à son point de raccord C avec l'échangeur de suralimentation.Disconnection of the intake hose may occur at its connection point C with the charge exchanger.
L1U. C. E peut recevoir différentes informations en provenance des capteurs du moteur. Ainsi, si le moteur est équipé des capteurs correspondants, l'U.C.E peut recevoir via ces connexions :L 1 UC E can receive different information from the motor sensors. Thus, if the motor is equipped with the corresponding sensors, the ECU can receive via these connections:
- la pression et la température de l'air avant le compresseur données par les capteurs de pression P1 et de température T1 , - la pression d'air et la température de suralimentation après le volet d'admission 216 données par les capteurs P22 et T22.the pressure and the temperature of the air before the compressor given by the pressure sensors P1 and temperature T1; the air pressure and the supercharging temperature after the admission flap 216 given by the sensors P22 and T22; .
- la pression et la température des gaz d'échappement avant la turbine données par les capteurs P31 et T31 ;the pressure and the temperature of the exhaust gases before the turbine given by the sensors P31 and T31;
- la pression des gaz échappement après la turbine donnée par le capteur P41 ; - la pression des gaz échappement avant le systèmes de posttraitement des gaz d'échappement donnée par le capteur P42.the exhaust gas pressure after the turbine given by the sensor P41; the pressure of the exhaust gases before the exhaust aftertreatment system given by the sensor P42.
- le débit massique d'air frais admis donné par le capteur 214. - le régime moteur donné par un capteur de vitesse.- The mass flow of fresh air admitted given by the sensor 214. - The engine speed given by a speed sensor.
La zone 10 de la figure 2 représente le fonctionnement du turbocompresseur sans détérioration. La pression de l'air de suralimentation est largement supérieure à la pression atmosphérique. Cette pression de l'air de suralimentation est généralement de l'ordre de 2 bars.Area 10 of Figure 2 shows the operation of the turbocharger without deterioration. The charge air pressure is well above the atmospheric pressure. This supercharging air pressure is generally of the order of 2 bars.
La courbe 16 de la figure 2 représente l'évolution temporelle de la pression d'air de suralimentation, donnée par exemple par le capteur de pression P22, lorsqu'une durite est démanchée.Curve 16 of FIG. 2 represents the time evolution of the boost air pressure, given for example by the pressure sensor P22, when a hose is disengaged.
Au temps 30 apparaît la détérioration, c'est-à-dire ici le démanchement d'une durite. La pression d'air de suralimentation chute pour atteindre sensiblement le niveau de la pression atmosphérique 15.At the time 30 appears the deterioration, that is to say here the disengagement of a hose. The boost air pressure drops to substantially reach the level of atmospheric pressure 15.
Cependant, la différence entre la pression atmosphérique et la pression d'air suralimentation ne dépasse pas le seuil de détection 52. Le seuil de détection 52 est déterminé lors d'essais véhicule. Il est par exemple de l'ordre de 100mb.However, the difference between the atmospheric pressure and the supercharging air pressure does not exceed the detection threshold 52. The detection threshold 52 is determined during vehicle tests. It is for example of the order of 100mb.
La courbe 18 de la figure 2 représente l'évolution temporelle de la pression d'air de suralimentation, donnée par exemple par le capteur de pression P22, lorsque le turbocompresseur est cassé.Curve 18 of FIG. 2 represents the time evolution of the boost air pressure, given for example by the pressure sensor P22, when the turbocharger is broken.
Au temps 30 apparaît la détérioration, c'est-à-dire ici la casse du turbocompresseur. La pression d'air de suralimentation chute pour passer en dessous du niveau de la pression atmosphérique 15, la différence entre la pression atmosphérique et la pression d'air suralimentation dépassant le seuil de détection 52.At the time 30 appears the deterioration, that is to say here the breakage of the turbocharger. The boost air pressure drops below the atmospheric pressure level 15, the difference between the atmospheric pressure and the boost air pressure exceeding the detection threshold 52.
La zone 20 de la figure 3 représente le fonctionnement du turbocompresseur sans détérioration. Le débit d'air mesuré est sensiblement égal au débit calculé, donc le rapport est sensiblement égal à 1 . La courbe 26 de la figure 3 représente l'évolution temporelle du rapport du débit d'air frais mesuré avec le débitmètre 214 et du débit d'air calculé à partir de la pression mesurée avec le capteur de pression P22 et de la température mesurée avec le capteur de température T22 de l'air de suralimentation ainsi que du régime moteur, pour un véhicule fonctionnant hors zone EGR et lorsque le turbocompresseur est cassé.Area 20 of Figure 3 shows the operation of the turbocharger without deterioration. The measured air flow rate is substantially equal to the calculated flow rate, so the ratio is substantially equal to 1. The curve 26 of FIG. 3 represents the time evolution of the ratio of the fresh air flow rate measured with the flow meter 214 and the air flow rate calculated from the pressure measured with the pressure sensor P22 and the temperature measured with the temperature sensor T22 of the charge air and the engine speed, for a vehicle operating outside the EGR zone and when the turbocharger is broken.
Au temps 30 apparaît la détérioration, c'est-à-dire ici la casse du turbocompresseur. Il n'y a pas de changement sur l'évolution du rapport. Il reste sensiblement égal à 1 . Il reste donc dans l'intervalle défini par les seuils de détection inférieur 54 et supérieur 55.At the time 30 appears the deterioration, that is to say here the breakage of the turbocharger. There is no change in the progress of the report. It remains substantially equal to 1. It therefore remains in the range defined by the lower detection thresholds 54 and 55.
La courbe 28 de la figure 3 représente l'évolution temporelle du rapport du débit d'air frais et du débit d'air calculé à partir de la pression et de la température de l'air de suralimentation ainsi que du régime moteur, pour un véhicule fonctionnant hors zone EGR et lorsqu'une durite est démanchée. Au temps 30 apparaît la détérioration, c'est-à-dire ici le démanchement d'une durite. Alors, le rapport augmente pour atteindre une valeur sensiblement supérieure à 1 . Le rapport passe alors au dessus du seuil de de détection supérieur 55. Les seuils inférieurs et supérieur sont déterminés lors d'essais véhicule ou banc moteur. Le seuil supérieur peut par exemple être égal à 2.Curve 28 in FIG. 3 represents the time evolution of the ratio of the fresh air flow rate and the air flow rate calculated from the pressure and the temperature of the charge air and the engine speed, for a vehicle operating outside the EGR zone and when a hose is disengaged. At the time 30 appears the deterioration, that is to say here the disengagement of a hose. Then, the ratio increases to reach a value substantially greater than 1. The ratio then passes above the upper detection threshold 55. The lower and upper thresholds are determined during tests vehicle or engine bench. The upper threshold may for example be equal to 2.
Afin de permettre une détection fiable, les intervalles de temps 12 et 22 durent un temps de détection déterminé suffisamment long, débutant lorsqu'une anomalie est détectée. Ainsi, les phénomènes de fluctuation temporaires sont éliminés. La figure 4 est un diagramme 100 représentant différentes étapes permettant de détecter une détérioration et de la distinguer entre une casse du turbocompresseur et le démanchement d'une durite.In order to allow reliable detection, the time slots 12 and 22 last a sufficiently long detection time, starting when an anomaly is detected. Thus, temporary fluctuation phenomena are eliminated. Figure 4 is a diagram 100 showing different steps for detecting a deterioration and distinguish between a breakage of the turbocharger and the disengagement of a hose.
Cette détection s'effectue pour un véhicule fonctionnant hors zone EGR. La première étape 101 correspond à une étape d'attente. L'étape suivante 1 10 consiste, après le calcul de la différence entre la pression atmosphérique 15 et la pression d'air de suralimentation, à vérifier si elle est supérieure au seuil de détection 52.This detection is carried out for a vehicle operating outside the EGR zone. The first step 101 corresponds to a waiting step. The next step 10 is, after calculating the difference between the atmospheric pressure and the supercharging air pressure, to check whether it is greater than the detection threshold 52.
Si cette étape est vraie, alors l'étape suivante 120 consiste, après le calcul du débit d'air à partir de la pression et de la température de l'air de suralimentation ainsi que du régime moteur, à vérifier que le rapport du débit d'air du turbocompresseur et du débit d'air calculé est compris dans l'intervalle défini par les seuils de détection inférieur 54 et supérieur 55. Si cette étape est vraie, le procédé passe à l'étape suivante 130. L'étape 130 consiste à vérifier que les étapes 1 10 et 120 sont vraies pendant le temps de détection correspondant aux intervalles de temps 12 et 22.If this step is true, then the next step 120 is, after the calculation of the air flow from the pressure and the temperature of the charge air and the engine speed, to verify that the ratio of the flow rate The amount of turbocharger air and the calculated air flow rate is in the range defined by the lower detection thresholds 54 and greater 55. If this step is true, the process proceeds to the next step 130. Step 130 is to verify that steps 1 and 10 are true during the detection time corresponding to time slots 12 and 22.
Si cette étape 130 est vraie, alors le turbocompresseur est considéré comme cassé. Si l'étape 120 ou 130 est fausse, alors le procédé se réinitialise sur l'étape 101 .If this step 130 is true, then the turbocharger is considered broken. If step 120 or 130 is false, then the process resets on step 101.
Si l'étape 1 10 est fausse, alors l'étape suivante 210 consiste, après le calcul du débit d'air à partir de la pression et de la température de l'air de suralimentation ainsi que du régime moteur, à vérifier que le rapport du débit d'air du turbocompresseur et du débit d'air calculé est compris dans l'intervalle défini par les seuils de détection inférieur 54 et supérieur 55. Si cette étape est fausse, le procédé passe à l'étape suivante 220.If the step 1 10 is false, then the next step 210 consists, after the calculation of the air flow from the pressure and the temperature of the charge air and the engine speed, to verify that the The ratio of the turbocharger air flow rate and the calculated air flow rate is in the range defined by the lower and higher detection thresholds 54 and 55. If this step is false, the process proceeds to the next step 220.
L'étape 220 consiste à vérifier que les étapes 1 10 et 210 sont fausses pendant le temps de détection correspondant aux intervalles de temps 12 et 22.Step 220 consists in verifying that steps 10 and 210 are false during the detection time corresponding to time intervals 12 and 22.
Si cette étape 220 est vraie, alors le turbocompresseur est considéré comme possédant une durite démanchée.If this step 220 is true, then the turbocharger is considered to have an open hose.
Si l'étape 210 est vraie ou si l'étape 220 est fausse, alors le procédé se réinitialise sur l'étape 101 . Lorsqu'une détérioration est détectée, le conducteur peut être averti par différents moyens. Des voyants correspondant à différents niveaux de gravité peuvent s'allumer sur le tableau de bord suivant le type de détérioration détectée. Le véhicule peut également être équipé d'une Interface Homme Machine permettant d'indiquer la nature de la détérioration.If step 210 is true or step 220 is false, then the process resets on step 101. When deterioration is detected, the driver can be notified by various means. LEDs corresponding to different levels of gravity can light up on the dashboard depending on the type of deterioration detected. The vehicle can also be equipped with a Human Machine Interface to indicate the nature of the deterioration.
Afin d'éviter tout problème d'emballement moteur lié à l'aspiration d'huile provenant du turbocompresseur lors d'une détérioration de ce dernier, le système peut comprendre la commande d'un volet permettant de limiter la quantité d'air admis dans le moteur.In order to avoid any engine runaway problem related to the suction of oil from the turbocharger during a deterioration of the latter, the system may include the control of a flap to limit the amount of air admitted into the turbocharger. engine.
Les détériorations détectées peuvent être stockées dans une mémoire constructeur afin d'avoir un historique des problèmes rencontrés sur le véhicule.The detected deteriorations can be stored in a manufacturer's memory in order to have a history of the problems encountered on the vehicle.
La présente invention permet une détection rapide et fiable, et présente, en outre, l'avantage d'avertir le conducteur et/ou le réparateur de façon précise sur la nature de la détérioration du turbocompresseur. Ainsi, ce procédé permet une maintenance et une réparation rapide et efficace de la cause de défaillance : turbocompresseur ou durite. The present invention allows a fast and reliable detection, and has, in addition, the advantage of warning the driver and / or the repairer precisely on the nature of the deterioration of the turbocharger. Thus, this method allows a fast and effective maintenance and repair of the cause of failure: turbocharger or hose.

Claims

REVENDICATIONS
1 . Procédé de diagnostic de la détérioration d'un turbocompresseur, notamment pour véhicule automobile, comportant une étape de mesure de la pression d'air de suralimentation, caractérisé en ce qu'il comporte une étape de mesure d'une deuxième grandeur physique permettant, en cas de détérioration, de distinguer la casse dudit turbocompresseur du démanchement d'une durite, ladite deuxième grandeur physique étant un débit d'air frais lorsque le système fonctionne hors zone EGR le procédé comportant en outre les étapes suivantes :1. A method of diagnosing the deterioration of a turbocharger, in particular for a motor vehicle, comprising a step of measuring the supercharging air pressure, characterized in that it comprises a step of measuring a second physical quantity enabling, in particular case of deterioration, to distinguish the breakage of said turbocharger from the disengagement of a hose, said second physical quantity being a fresh air flow when the system operates outside the EGR zone, the method further comprising the following steps:
(a) Calcul de la différence entre la pression atmosphérique et ladite pression d'air de suralimentation. (b) Comparaison (1 10) de ladite différence à un seuil de détection (52).(a) Calculation of the difference between the atmospheric pressure and said supercharging air pressure. (b) comparing (1 10) said difference with a detection threshold (52).
(c) Calcul d'un débit d'air à partir de la pression et de la température de l'air de suralimentation ainsi que du régime moteur.(c) Calculation of an air flow from the pressure and temperature of the charge air and the engine speed.
(d) Comparaison (120, 210) du rapport entre le débit d'air frais et le débit calculé à partir de la pression et de la température de l'air de suralimentation ainsi que du régime moteur, à un intervalle défini par des seuils de détection inférieur (54) et supérieur (55).(d) Comparing (120, 210) the ratio of the fresh air flow rate and the flow rate calculated from the boost air pressure and temperature and the engine speed, at an interval defined by thresholds lower (54) and upper (55) detection.
2. Procédé de diagnostic de la détérioration d'un turbocompresseur selon la revendication précédente, caractérisé en ce qu'il détecte la casse du turbocompresseur, si lors de l'étape (b), ladite différence entre la pression atmosphérique et ladite pression d'air de suralimentation est supérieur au seuil de détection (52) pendant un intervalle de temps de détection (12, 22) et, si lors de l'étape (d), ledit rapport entre le débit d'air frais et le débit calculé à partir de la pression et de la température de l'air de suralimentation ainsi que du régime moteur est compris dans l'intervalle défini par les seuils dθ détection inférieur (54) et supérieur (55) pendant ledit intervalle de temps de détection (12, 22).2. A method of diagnosing the deterioration of a turbocharger according to the preceding claim, characterized in that it detects the breakage of the turbocharger, if in step (b), said difference between the atmospheric pressure and said pressure of charge air is greater than the detection threshold (52) during a detection time interval (12, 22) and, if in step (d), the ratio of the fresh air flow rate to the flow rate calculated at from the pressure and temperature of the charge air and the engine speed is within the range defined by the thresholds dθ detection lower (54) and higher (55) during said detection time interval (12, 22).
3. Procédé de diagnostic de la détérioration d'un turbocompresseur selon la revendication précédente, caractérisé en ce qu'il détecte le démanchement d'une durite du turbocompresseur, si lors de l'étape (b), ladite différence entre la pression atmosphérique et ladite pression d'air de suralimentation est inférieure au seuil de détection (52) pendant un intervalle de temps de détection (12, 22) et, si lors de l'étape (d), ledit rapport entre le débit d'air frais et le débit calculé à partir de la pression et de la température de l'air de suralimentation ainsi que du régime moteur est en dehors de l'intervalle défini par les seuils de détection inférieur (54) et supérieur (55) pendant ledit intervalle de temps de détection (12, 22).3. A method of diagnosing the deterioration of a turbocharger according to the preceding claim, characterized in that it detects the disengagement of a turbocharger hose, if in step (b), said difference between the atmospheric pressure and said boost air pressure is below the detection threshold (52) during a detection time interval (12, 22) and, if in step (d), said ratio of fresh air flow rate to the flow rate calculated from the boost air pressure and temperature as well as the engine speed is outside the range defined by the lower (54) and upper (55) detection thresholds during said time interval detection (12, 22).
4. Procédé de diagnostic de la détérioration d'un turbocompresseur selon l'une des revendications précédentes, caractérisé en ce qu'il génère un signal permettant d'indiquer la nature et/ou le niveau de gravité d'une détérioration par l'intermédiaire de moyens d'affichage disposés sur le tableau de bord d'un véhicule.4. A method of diagnosing the deterioration of a turbocharger according to one of the preceding claims, characterized in that it generates a signal to indicate the nature and / or level of severity of a deterioration via display means disposed on the dashboard of a vehicle.
5. Procédé de diagnostic de la détérioration d'un turbocompresseur selon l'une des revendications précédentes, caractérisé en ce qu'il commande l'actionnement, en cas de détérioration du turbocompresseur, d'un volet d'admission après turbocompresseur permettant de limiter la quantité d'air admis.5. A method of diagnosing the deterioration of a turbocharger according to one of the preceding claims, characterized in that it controls the actuation, in case of deterioration of the turbocharger, an inlet flap after turbocharger to limit the amount of air admitted.
6. Procédé de diagnostic de la détérioration d'un turbocompresseur selon l'une des revendications précédentes, caractérisé en ce qu'il enregistre les détériorations détectées dans une mémoire constructeur. 6. A method of diagnosing the deterioration of a turbocharger according to one of the preceding claims, characterized in that it records the deteriorations detected in a manufacturer memory.
PCT/FR2007/051986 2006-09-22 2007-09-21 Method for diagnosing the degradation of a turbocharger WO2008035018A2 (en)

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WO2013039727A1 (en) * 2011-09-16 2013-03-21 General Electric Company Methods and systems for diagnosing a turbocharger
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Cited By (11)

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WO2010100033A1 (en) * 2009-03-04 2010-09-10 Robert Bosch Gmbh Method and device for operating an internal combustion engine having a compressor for compressing the air supplied to the internal combustion engine
JP2012519255A (en) * 2009-03-04 2012-08-23 ロベルト・ボッシュ・ゲゼルシャフト・ミト・ベシュレンクテル・ハフツング Method and apparatus for operating an internal combustion engine having a compressor for compressing air supplied to the internal combustion engine
US8826892B2 (en) 2009-03-04 2014-09-09 Robert Bosch Gmbh Method and device for operating an internal combustion engine having a compressor for compressing the air supplied to the internal combustion engine
WO2013039727A1 (en) * 2011-09-16 2013-03-21 General Electric Company Methods and systems for diagnosing a turbocharger
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CN115190940A (en) * 2020-02-28 2022-10-14 五十铃自动车株式会社 Diagnostic device and diagnostic method
CN115190940B (en) * 2020-02-28 2023-08-29 五十铃自动车株式会社 Diagnostic device and diagnostic method
CN112682195A (en) * 2020-12-24 2021-04-20 潍柴动力股份有限公司 Supercharger performance abnormity determination method and device
FR3124231A1 (en) * 2021-06-21 2022-12-23 Psa Automobiles Sa METHOD FOR PREVENTING RACE BY STARTING ON OIL IN A SUPERCHARGED THERMAL ENGINE

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