WO2018127598A1 - Procédé de détection de défaillances dans un système de suralimentation d'un moteur turbocompressé - Google Patents

Procédé de détection de défaillances dans un système de suralimentation d'un moteur turbocompressé Download PDF

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Publication number
WO2018127598A1
WO2018127598A1 PCT/EP2018/050435 EP2018050435W WO2018127598A1 WO 2018127598 A1 WO2018127598 A1 WO 2018127598A1 EP 2018050435 W EP2018050435 W EP 2018050435W WO 2018127598 A1 WO2018127598 A1 WO 2018127598A1
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WO
WIPO (PCT)
Prior art keywords
boost
transient
determining
parameter
actual
Prior art date
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PCT/EP2018/050435
Other languages
English (en)
Inventor
Nicolas CARRILLO
Original Assignee
Delphi Technologies Ip Limited
Delphi France Sas
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Filing date
Publication date
Application filed by Delphi Technologies Ip Limited, Delphi France Sas filed Critical Delphi Technologies Ip Limited
Publication of WO2018127598A1 publication Critical patent/WO2018127598A1/fr

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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
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D23/00—Controlling engines characterised by their being supercharged
    • 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
    • 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
    • F02D2200/0406—Intake manifold pressure
    • F02D2200/0408—Estimation of intake manifold pressure
    • 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

  • This invention relates to turbocharged and /or supercharged engine system and in particular to a method of detecting faults in the boost system of such engines.
  • Modern engines such as Diesel engines typically may include turbochargers systems.
  • exhaust gas is used to drive a turbine, connected in turn with a compressor to increase or boost the pressure of air entering the engine.
  • Turbochargers boost
  • boost actuators which actuate a wastegate in the turbocharger system to control the proportion of exhaust gas which runs the turbine.
  • the turbo may have Variable Gate Geometry (VGT). Failure of VGT or boost control (e.g.
  • a prior art method of diagnosing such faults in boost control consists of intrusive diagnostic during idle operating conditions of the internal combustion engine by closing or opening the turbocharger/supercharger VGT or wastegate to achieve a noticeable change in the readings of the MAP sensor.
  • the OBD II system shall detect a malfunction prior to any failure or deterioration in the boost pressure control system response (e.g., capability to achieve the commanded or expected boost pressure within a manufacturer-specified time) that would cause vehicle's NMHC, CO, NOx, or PM emissions to exceed the applicable emission levels specified.
  • the OBD II system shall detect a malfunction of the boost system when no detectable response to a commanded or expected change in boost pressure occurs.
  • the prior art is capable of diagnosing a slow responding boost pressure control system only during idle operating conditions of the combustion engine. It is an object of the invention to provide an improved method of diagnosing incorrect boost control such as slow responding boost pressure control systems.
  • the diagnostic of a slow responding boost pressure control system is mandatory for obtaining certification.
  • a method of determining a fault in the boost system of a turbocharged engine comprising the steps of: a) ascertaining a transient boost period; b) determining an actual boost parameter during the transient; c) determining an expected or ideal boost parameter during the transient; and, d) comparing the parameters of steps) b) and c) to ascertain if a fault is present.
  • Step d) may comprise determining the time taken for the actual boost parameter to reach the value of the ideal boost parameter at steady state.
  • Step d) may compare the value of the actual boost parameter with the ideal boost parameter value at a time within the transient period.
  • Step d) may comprise determining integral values of the actual and expected boost parameters during a time period within the transient, and comparing these.
  • the actual boost parameter may be determined from a pressure sensor or from a system model.
  • Said boost parameter may be is boost pressure.
  • the method may include the initial step of determining if the accumulated value of velocity multiplied by positive acceleration (VxA) or Positive Kinetic Energy (PKE) increases at a rate above a threshold value and implementing the step of claim 12 is this condition if fulfilled.
  • VxA positive acceleration
  • PKE Positive Kinetic Energy
  • Figure 1 shows a schematic diagram of a turbocharger system
  • Figure 3 shows plots of a measured actual boost pressure with time along with the expected boost pressure
  • Figure 4 shows a portion of figure 3 in more detail
  • the methodology of determining a faulty (e.g. slow responding) boost pressure system is generally a two-step process.
  • the method determines whether there is a valid transient condition; e.g. if there is an increase (e.g. sharp) in boost demand. Under such conditions e.g. when there is a driver request for acceleration (torque demand) a quick response of the boost pressure control system is expected.
  • the response of the system is analysed; this may be performed in several ways.
  • engine systems include engine models which can provide outputs such as a predicted boost pressure; that is the pressure on the high side of the compressor or the pressure entering the engine, or any point between them.
  • a predicted boost pressure that is the pressure on the high side of the compressor or the pressure entering the engine, or any point between them.
  • such models have an input of torque demand which provides a boost pressure demand from which the model can convert or provide a modelled expected boost pressure.
  • the output from an actual (boost) pressure sensor located between the compressor outlet and engine is compared with that from the modelled expected boost pressure. In this way, the second part of the method looks at the boost pressure control system response.
  • the method diagnoses a slow responding boost pressure control system by recognizing two possible statuses (transient and steady state) of the turbo system, and determining boost system characteristics during the transient states.
  • the method in one example gathers information to diagnose the boost pressure control system by comparing the actual boost pressure (characteristics) with an expected boost pressure (characteristics). In refined embodiments, those transient conditions for the best results are determined. If such methodology indicates a potential fault, in further refined embodiments, the fault is further validated or not validated according to other criteria; which includes depending on the aggressiveness of the driving profile and subsequent analysis of the boost ratio.
  • FIG. 2 shows the typical system response.
  • the top plot 8 shows a step change in a (demand) variable which is input into the system and the bottom plot shows the response with time; in other words it shows the response behavior of a control system to a change, in this case, a step change.
  • transient There are two stages/ statuses of this control system: transient and steady state.
  • a system is said to be in a transient state when a process variable has been changed and the system has not yet reached steady-state (from tl - 13).
  • steady-state the dynamic changes on the system are mostly damped so that no perceptible change on the dynamics of the system will be visible and this same behavior will continue into the future.
  • the boost pressure control system (measured boost in the system) should have been mostly damped, i.e., not showing strong oscillating behaviour. However, if the dynamics of the boost response have not yet been damped even after the steady-state has been determined, the boost pressure control system is said to be slow responding and may indicate a fault.
  • Figure 3 shows plots of a measured actual boost pressure 10 with time along with the expected boost pressure 11 , the latter being determined from an engine model based on the input parameter of e.g. torque/boost demand.
  • the driver of the vehicles puts his foot down on the accelerator pedal which is registered as an increase in torque demand.
  • plot 11 indicates the ideal response of the boost pressure in a normally operating engine /boost control systems.
  • the plot 10 shows the example of slow responding boost pressure control system caused by e.g. a leak in the exhaust system just in front of the turbine.
  • the valid transient regions 13 are shown by in timeslots 12. According to aspects, the actual and ideal transient response are compared to determine if the boost control system is operating normally.
  • a percentage values of the modelled pressure preferably a steady state level
  • FIG 4 shows a portion of figure 3 in more detail. Again shows the value of the actual boost pressure (Pa) 10 (e.g. measured by a pressure sensor at the intercooler outlet) and modelled ideal boost pressure (Pi) 11 in the transient region.
  • the values of the ideal boost pressure (Pi) and actual boost pressures (Pa) may be compared such as at points Z or Y, the latter point being where the ideal boost pressure should have reached steady state. So the pressure Pi at Z (PiZ) and Pa at Y (piY) may be compared tot he pressure Pa at Z (PaZ)and Pi at Y (PiY) respectively . Alternatively the gradients 13 and 14 may be compared.
  • the inventors have determined that a particular and accurate method of determing a slows responding or faulty system is by looking at the areas under the curves in a respective (e,g. transient) periods; in other words integrating the values of the ideal and actual pressure over a time period/slot, and comparing them.
  • the area 15 bounded with respect to the expected/ideal boost pressure and time may be compared to the area 16 with respect to the area of the actual pressure with respect to time (shown by cross-hatching in the figure).
  • the time slot for the integration may be any time slot during the transient response.
  • the initial step of the method determines that an adequate transient state of the boost pressure control system is present only during positive boost demand.
  • the diagnostic method is determined under transient state.
  • a method step entails determining suitable transient states, and further ideal transient states likely to give the most accurate results are determined by further considerations - thus in preferred aspects, the transient state is validated by additionally considering extra parameters for this purpose, such as minimum IMEP, minimum enthalpy and minimum rate of change of the boost during transient conditions, as well as the aggressiveness of the drive.
  • transient periods can be determined from the accelerator/pedal input or torque demand (e.g. torque demand variable output form the ECU). If there is a sharp increase e.g. rate of change of this variable, then transient conditions are determined to be present. So such parameters or derivatives of parameters can be compared with thresholds, said threshold may be variable. These thresholds and other parameters in this stage can be formulated from test or calibration data and it would be obvious for the skilled person to provide such a determinations in various ways.
  • transient conditions are determined and compared with minimum values. If above the minimum then transient conditions may be determined as being present.
  • boost control e.g. boost ratio
  • the operating condition of boost control may be determined and analysed as a factor in determining if transient conditions are present to further validate any initial indication of a fault. It should be noted that any one or more or combinations of such factors may be performed or validated before the further step of comparison is implemented. So preferably therefore also the diagnostics ensure an improved robustness when the transient is validated by under aggressive driving conditions. Under gentle driving conditions, as NEDC or FTP75 for example, the results of the methodology are not as accurate as they can be.
  • the driving profile or torque demand profile can be considered to determine the best transient time to perform the diagnostics. These can depend on the "aggressiveness" of such profiles and can take parameters of Positive Kinetic Energy (PKE) or the cumulated VxA (velocity multiplied by acceleration) as the aggressiveness evaluation factor to select times for diagnostics.
  • PKE Positive Kinetic Energy
  • VxA velocity multiplied by acceleration
  • the diagnostic may adapt itself to gather the necessary information to diagnose the boost pressure control system. If the aggressiveness of the driving profile is high, less information about the behavior of the boost pressure control system is necessary to perform the diagnostic. If the aggressiveness of the driving profile is low, more information about the behavior of the boost pressure control system is necessary to perform the diagnostic. This adaptive way of doing diagnostics allows to launch the diagnostic during all driving conditions and
  • Figure 5a shows a block diagram showing simple and refined embodiments of the methodology of the inventions e.g. diagnosing a slow responding boost pressure control system.
  • the input is boost demand 21 (equivalent to expected boost pressure 11 of figure3) , and actual boost pressure 22 (so equivalent to measured actual boost pressure 10 of figure 3).
  • the boost response 22 parameters may be actual boost pressure (measured by a sensor or modelled).
  • the boost demand may be the boost pressure demand or an ideal boost pressure if the response was ideal; this parameter may be obtained from a system model.
  • these parameters are compared to determine if there is a problem with the boost control e.g. slow responding, according to the various methods referred to above.
  • the output of block 20 that is 40 is a possible indication of a slow or faulty boost response. This may be validated further in more refined embodiments to improve accuracy as will be explained later.
  • a further consideration may be one or more operating conditions of the boost control or engine 28 which is input to block 29 where these conditions are processed e.g. compared with threshold data in order to validate whether a transient condition is valid This may entail e.g. determining transient conditions with positive boost demand or any other situation where certain conditions have to be in place for the calculation in block 20 to take place before and output is made.
  • the output of block 27 and 29 is to block 30 where one or both of the set of conditions in blocks 29 and 27 have to be valid before the output of block 30 indicates a positive boost transient which is valid.
  • blocks 29 or 27 may be dispensed with in simpler systems and methods and any one or more of the parameters 24, 25, 26 and 28 may be utilised.
  • the calculation stage of block 20 may be performed.
  • Figure 5b shows a yet further refinement of the methodology which may be performed in addition to any of the methodology described above and which includes extra steps or stages. These stages may include further ensuring the best transient times are used in the diagnostics.
  • To box 31 is input an index of aggressiveness of the current drive 32 and/or the accumulated time of transient conditions with positive boost demand 33. These terms will be explained hereinafter.
  • Input to box 31 is also the output from Figure 5a, so a potential fault indicated.
  • Box 31 represents a method which determines the additional requirements to be valid in order for the boost system failure to be triggered.
  • the box 31 compares one or more parameters of the index of aggressiveness/and or the transient time where there is a positive boost demand with thresholds and if these inputs satisfies certain requirements i.e, the parameters are above a threshold) .
  • the aggressiveness is a measure of how hard the vehicle is driven and can be determined form parameters such as Positive Kinetic Energy (PKE) or (changes thereof) or the cumulated VxA (velocity multiplied by acceleration) over the transient period as the aggressiveness evaluation parameter to select times for diagnostics.
  • PKE Positive Kinetic Energy
  • VxA velocity multiplied by acceleration
  • the box 31 compares one or more parameters of the index of aggressiveness/and or the transient time where there is a positive boost demand and if these inputs satisfies certain requirements (i.e, the parameters are above a threshold) box 31 also determines the average boost ratio, during the transient period in question e.g. where the boost demand is above a certain level or positive or where at least one of the parameters of aggressiveness is above a threshold).
  • the output of box 31 is the determination of average boost ratio during t this time.
  • the diagnostic method will (e.g. by learning in an adaptiv e way) determine the number of v alid transient states necessary for the diagnostic. So for example there may only be needed one v alid transient ev ent i.e. one calculation of the methodology Use o the VxApos method (Velocity x Positive Acceleration) to determine, in real time, the aggressiveness of the driving profile
  • Figure 6 shows plots of various parameters during a vehicle journey against time. In the top chart 6 a), plot 51 shows a plot of vehicle speed.
  • the plot in figure 5b shows the number of valid events calculated by box 31 (and plot of figure 6c shows the cumulated VxA (velocity multiplied by acceleration). Area indicated by the arrow A shows the point where the speed rapidly increases as a result of high acceleration. This can be considered as a time of aggressive driving.
  • the value of the cumulated VxA grows quickly and in an example reaches the minimum required value for the transient to be valid.
  • Boost ratio boost pressure/inlet pressure
  • boost ratio is then computed at one or more intervals when the VxA is at or above the minimum, (i.e. during the transient). In one aspect the (average during the transient) boost ratio is compared to a minimum and if at or above minimum, the diagnostic from box 20 is validated i.e.
  • Figure 7 shows plots similar to figure 6 with a different example; it shows the situation where the diagnostic properly identified a failed part indicated by arrow C in figure 7f at the time when the diagnostic was activated during the driving cycle in plot 7d.
  • the average boost ratio is above the threshold.
  • the spike in plot f) indicates that the boost ratio is above prescribed limits and the preliminary indication of a fault is validated.
  • Methods according to the invention provide reliable identification of transient and steady- state operating conditions of the boost pressure control system in order to properly differentiate between overboost/underboost and slow responding boost failure modes. No need of idle for launching the diagnostic. Robustness when diagnosing a slow responding boost pressure control system even during low aggressiveness driving conditions.
  • the methods can be implemented with non- intrusive execution. There is no need for of DFCO or engine idle conditions to launch the diagnostic. Proper detection of the two possible states f a boost pressure control system (transient and steady state) in order to differentiate between under-boost and boost slow response failures.
  • the methodology determines e.g. boost ratio between desired and actual (measured) boost computed during validated transient state conditions as diagnostic parameter.
  • the diagnostic will adapt itself to determine the number of v alid transient states necessary for the diagnostic.
  • the use of the VxA method Velocity x Positive Acceleration
  • aspects of the invention arc applicable to single or dual stage boost pressure control systems.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supercharger (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

L'invention concerne un procédé de détermination de défaillance dans le système de suralimentation d'un moteur turbocompressé, consistant : a) à établir une période de suralimentation transitoire ; b) à déterminer un paramètre de suralimentation réel pendant la transition ; c) à déterminer un paramètre de suralimentation attendu ou idéal pendant la transition ; et, d) à comparer les paramètres des étapes b) et c) pour établir si une défaillance est présente.
PCT/EP2018/050435 2017-01-09 2018-01-09 Procédé de détection de défaillances dans un système de suralimentation d'un moteur turbocompressé WO2018127598A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB1700347.6A GB2558604B (en) 2017-01-09 2017-01-09 Method to detect faults in boost system of a turbocharged engine
GB1700347.6 2017-01-09

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DE102018219970A1 (de) * 2018-11-21 2020-05-28 Volkswagen Aktiengesellschaft Verfahren zur Diagnose einer aufgeladenen Brennkraftmaschine hinsichtlich einer Leckage in einem Abschnitt des Frischgasstrangs

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WO2010027303A1 (fr) * 2008-09-08 2010-03-11 Volvo Lastvagnar Ab Procédé pour diagnostic embarqué et système pour diagnostic embarqué
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EP2615274A1 (fr) * 2010-09-06 2013-07-17 Toyota Jidosha Kabushiki Kaisha Dispositif de commande pour moteur à combustion interne
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WO2010027303A1 (fr) * 2008-09-08 2010-03-11 Volvo Lastvagnar Ab Procédé pour diagnostic embarqué et système pour diagnostic embarqué
EP2615274A1 (fr) * 2010-09-06 2013-07-17 Toyota Jidosha Kabushiki Kaisha Dispositif de commande pour moteur à combustion interne
DE102011079965A1 (de) * 2011-07-28 2013-01-31 Robert Bosch Gmbh Verfahren und Vorrichtung zum Überwachen einer Ladedruckregelung in einem Motorsystem mit einem Verbrennungsmotor
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US20160010573A1 (en) * 2014-07-11 2016-01-14 Toyota Jidosha Kabushiki Kaisha Supercharging system and diagnostic method for supercharging system

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GB2558604B (en) 2020-02-26
GB201700347D0 (en) 2017-02-22

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