• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The present invention relates to a method of accelerating the heating of a power unit of a vehicle comprising an internal combustion engine, the group to undergo a test and / or a maintenance operation during which the vehicle remains at rest with its engine running, the group having to have reached a minimum operating temperature prior to testing and / or operation, the group comprising a fuel injection system with a high pressure pump (3) supplying fuel pressurized a or injectors (1), the pressurization of the fuel by the pump (3) being controlled according to a combustion configuration requiring a nominal pressure value as a function of operating parameters including an engine speed and a driving torque, the method comprising a step of heating the group by maintaining a strongly accelerated idle taking place at a modified pressure value greater than the value of d e nominal pressure.
    公开号:FR3044045A1
    申请号:FR1561278
    申请日:2015-11-24
    公开日:2017-05-26
    发明作者:Cyril Rousseau；Jonas Percheron
    申请人:Continental Automotive GmbH；Continental Automotive France SAS；
    IPC主号:
    专利说明:

    The present invention relates to a method of accelerating the heating of a power train with an internal combustion engine of a motor vehicle to place it in the operating conditions of a test and / or a maintenance operation taking place vehicle at the stop and engine running.
    Some tests and / or maintenance operations require for their implementation a minimum temperature in the powertrain. For example, for tests on a fuel injection system in the internal combustion engine, it is required that the engine, injection system and fuel reach a respective minimum temperature.
    For other tests and / or maintenance operations, these conditions may be extended to other auxiliary elements that comprise the powertrain, for example a cooling circuit and / or a lubrication circuit of the internal combustion engine, a line exhaust gas exhaust from the engine and in particular one or more pollution abatement elements located in this line, etc.
    Prior to these tests and / or maintenance operations, it is therefore carried out heating the powertrain so that at least elements of this group reach the temperature of the beginning of tests and / or operations.
    According to the state of the art with reference to FIG. 1, taking the nonlimiting example of a test on the injectors of the fuel injection system in the internal combustion engine, the process of accelerating the heating according to the state of the art, referenced 20a in Figure 1, provides a step of heating the group 21 by maintaining a greatly accelerated slow motion 22 of the engine. As soon as this process 20a is started, the air conditioning 36a is deactivated. This nevertheless has the disadvantage of not helping to accelerate the heating of the powertrain, the engine having to undergo no additional torque due to the operation of the air conditioning. At periodic intervals in the progress of accelerated heating according to the state of the art, it is proceeded to the questioning whether the heating has reached the level required for carrying out the test and / or a maintenance operation, which is symbolized by CH in figure 1. If the answer is yes symbolized by O, the test and / or the maintenance operation is carried out and if the answer is not symbolized by N, the accelerated heating method is continued by repeating the step 21.
    The reference 23 symbolizes the final conditions representative of a completed accelerated heating. In the case of an injection system test, the accelerated heating may be considered complete when the coolant temperature in the engine cooling circuit and the fuel temperature are greater than a respective value that can be calibrated.
    It is then proceeded to start the test and / or the maintenance operation referenced 25. The specific conditions of implementation of the test and / or the maintenance operation 25, for example but not necessarily a specific fuel pressure , are referenced in 26.
    The combustion settings implemented during this accelerated heating according to the state of the art are the standard or nominal settings which are selected to reduce emissions of pollutants in the exhaust and fuel consumption and therefore unfavorable to a temperature rise of the power train.
    Such accelerated heating according to the state of the art, prior to the launch of the test and / or the maintenance operation therefore often lasts too long, especially when the outside temperature is low.
    This requires immobilization of the vehicle for a long time at the vehicle stopping point and therefore immobilization of the test means and / or maintenance operation until the powertrain of the vehicle has reached the end of the vehicle. required temperatures specific to the test and / or the maintenance operation. It follows that the test and / or the maintenance operation can not always take place or can sometimes be interrupted for lack of time.
    In addition, since the accelerated pre-heating takes a long time according to the state of the art, the maintenance of a strongly accelerated idling, for example of the order of 2,500 revolutions per minute, for a long duration, is painful to undergo for the personnel in the outside environment of the vehicle, given the noise caused by this fast idle.
    For the sake of argument, starting from an outside temperature of -10 ° C., such accelerated heating according to the state of the art makes it possible to arrive at a desired cooling fluid temperature for the test and / or the operation in 30 minutes or at a desired fuel temperature in 50 minutes, this or these temperatures being required for the launch of most tests and / or maintenance operations. These times are too long and should be shortened.
    Document DE-A-10058057 describes a method for rapid heating of a combustion engine in a starting phase of a rolling vehicle. This document therefore does not describe an accelerated heating of a power unit of a stopped vehicle prior to a test and / or a maintenance operation but its teaching can be adapted for such heating.
    The purpose of the heating sought in this document is to activate the start-up phase of an internal combustion engine. To accelerate the heating, it is planned to increase the flow of fuel that is compressed by the injection system. On the other hand, it is expected that this increased fuel flow rate is not injected into the internal combustion engine and is used as a heat source for heating the engine cooling circuit, this via a heat exchanger of heat between the fuel and the coolant placed in a fuel return circuit to a fuel tank.
    Such a method has the disadvantage of increased fuel consumption, a nonuniform heating of the engine, the injectors are for example not heated or little by the additional amount of fuel that is not injected into the engine.
    The problem underlying the present invention is, for a method of accelerated heating of a power unit of a motor vehicle, the vehicle to undergo a test and / or a maintenance operation requiring a stationary vehicle with a with the engine running, one or more powertrain elements having to reach the minimum temperatures required for carrying out the test and / or the operation, the heating being done partially by recovering heat from a fuel supplying a system engine injection to optimize this heat recovery for the powertrain. For this purpose, the invention provides a method for accelerating the heating of a power unit of a motor vehicle comprising an internal combustion engine, the power unit to be tested and / or a maintenance operation during which the vehicle remains stationary with its engine running, the power unit having to reach a minimum operating temperature prior to the test and / or the maintenance operation, the powertrain comprising a fuel injection system in the engine with a high pressure pump supplying fuel pressurized one or more fuel injectors in the engine, the pressurization of the fuel by the pump being controlled in a combustion configuration requiring a nominal pressure value according to operating parameters of the motor including a motor speed and a torque, the method comprising a heating step of unit by maintaining a strongly accelerated engine idling, characterized in that the holding of the strongly accelerated idle is performed at a modified pressure value higher than the required nominal pressure value. The technical effect obtained as a result of the increase in the volume of compressed fuel in the pump then supplying the injectors with an increased fuel pressure beyond the required nominal pressure required for operation under normal engine conditions is to confer fuel additional heat via compression which is easier to manage because directly available to accelerate the temperature rise of the engine. The increase in pressure in the pump creates an increase in the fuel temperature as well as an increase in the resistant torque. The fuel thus compressed warms the injectors whereas in the closest state of the art the fuel was not sent into the engine by the injectors but was in exchange for temperature in the return circuit to the tank with the cooling fluid. of the engine, therefore in indirect heat exchange with the engine by the cooling fluid. The increase in the resistive torque increases the amount of fuel to burn to maintain the engine speed, which creates more heat of combustion and thus accelerates the heating of the cooling circuit.
    According to the invention, there is no increase in the fuel consumption of the vehicle for effecting this pre-heating other than that due to the increase in the resistive torque. The amount of fuel consumed remains approximately the same, but to compensate for the increase in pressure, the control of injectors, in injection time, will be reduced automatically.
    Optionally, the invention further comprises at least any of the following: • the modified pressure value is between 1.25 and twice the required nominal pressure, the strongly accelerated idle being around engine speed of 2,000 to 3,000 rpm. This idle is a compromise between a most accelerated slowest possible speed and an idle causing a bearable volume; • at the same time that the idle speed is maintained at a higher speed than the required nominal pressure value, combustion adjustments for thermal increase of the engine are carried out individually or in combination. an engine heater, an increase in the resistive torque by activation of an air-conditioning of a passenger compartment of the vehicle and / or electric de-icing means and a regeneration of at least one pollution control element arranged in a line of engine exhaust; • Combustion settings for engine thermal increase are made from a nominal combustion control that limits the production of carbon dioxide to combustion settings increasing the operating temperature in the power train, combustion settings for thermal increase concerning the following settings taken individually or in combination: a setting, depending on the conditions, increasing a fresh air intake or reducing to increase the losses by pumping into the engine, a setting increasing an angle of fuel injection, an adjustment in increase of an injected quantity of fuel, an injection timing adjustment being effected when each piston of the motor mounted sliding in a cylinder returns from its innermost position said High Dead Point in the cylinder after combustion in the engine. It is possible, for example, to increase the number of injections per combustion cycle, to degrade the combustion efficiency by decreasing the main injection and by multiplying injections after the Top Dead Center, which leads to a decrease in the torque but an increase. the injected flow rate to compensate for the engine load torque; • When the power train includes an exhaust gas recirculation system with a regulated flow rate to an engine air intake, a combustion control relates to a modulation of the flow of recirculated gases to the engine air intake. It is possible to elaborate a compromise to take advantage of the hot air due to the recirculation without going into the excess which penalizes the combustion because of a lack of oxygen; A regeneration of said at least one depollution element is started when a future estimate of the pollutant load in said at least one depollution element indicates an exceeding of the maximum load threshold of said at least one depollution element during the test and / or the operation to come or, on the other hand, under conditions that said at least one depollution element comprises inside a minimal pollutant load requiring regeneration, a predetermined minimum temperature in the exhaust line in the vicinity of said at least one depollution element is reached and the duration of the programmed regeneration does not exceed the remaining duration of the heating powertrain before testing and / or operation.
    In the context of the invention, there is provided a test method and / or maintenance operation of a powertrain during which the vehicle remains at a standstill with its engine running, the powertrain must have reached a minimum temperature of operation prior to testing and / or operation, characterized in that accelerated heating prior to the implementation of the test and / or operation is in accordance with a method of accelerating the heating of a group powertrain previously described.
    Advantageously, the test is of the type of an individual injector correction or a minimum fuel mass adaptation to be injected. The invention also relates to a power unit of a motor vehicle comprising an internal combustion engine and its auxiliary elements, the engine and the auxiliary elements of the powertrain being controlled by a control engine control, the powertrain comprising a control system. fuel injection with a high-pressure pump and a common rail supplying fuel to one or more injectors, characterized in that the engine control control comprises means for controlling a strongly accelerated idling of the engine and means for controlling the pressure of the pump in a modified pressure value higher than the nominal pressure value for the implementation of the previously described heating acceleration method.
    Another aspect of the invention relates to an assembly of a test apparatus and / or maintenance operation and of such a powertrain, the test and / or operation apparatus being temporarily connected with the control driving the powertrain for the duration of the test and / or the operation, in which the apparatus comprises means for transmitting a test request and / or operation to the control command of the engine of the powertrain, the control control comprising means for receiving the request and means for activating the control means of the idling of the engine and the pressure of the pump upon receipt of the request issued by the apparatus. Other features, objects and advantages of the present invention will appear on reading the detailed description which follows and with reference to the appended drawings given by way of non-limiting examples and in which: FIG. 1 represents a logic diagram showing the steps of a method of accelerating the heating of a powertrain according to the state of the art, - Figure 2 is a schematic representation of a schematic view of a fuel injection system for a powertrain comprising an internal combustion engine of a motor vehicle, this injection system being able to implement the method of accelerating the heating of the motor according to the present invention; - Figure 3 represents a logic diagram showing the steps of a method of accelerating the heating of a powertrain according to a non-limiting embodiment of the present invention.
    In what follows, by powertrain, it is understood the internal combustion engine but also all the auxiliary elements related to the engine such as for example an air intake line to the engine, an exhaust line for the evacuation gases leaving the engine, an engine coolant circuit, an engine lubricating oil circuit, a fuel injection system in the engine, an exhaust gas recirculation system at the engine intake, air, etc.
    The powertrain also includes a control command controlling all these elements for optimal operation of the group.
    Referring to Figure 2, the present invention relates to a non-limiting embodiment of a fuel injection system in an internal combustion engine known in itself but can implement the heating acceleration process according to the present invention a power train comprising said engine. In this figure, the injection system comprises a series of injectors 1 for fuel injection into a combustion chamber or combustion chambers of the not shown internal combustion engine. The injectors 1, of which there are four in FIG. 2, which is not limiting, are each connected to a common rail 2.
    The common rail 2 is supplied with fuel by a high-pressure line 4 from a high-pressure pump 3. This high-pressure pump 3 is supplied with fuel by a low-pressure supply line 6 while being connected to a fuel tank 5. In the tank 5, the fuel is at a pressure close to atmospheric pressure. The high pressure pump 3 at its fuel inlet comprises a volume control valve 14.
    The high pressure created by the pump 3, according to a control by a control command of the internal combustion engine may for example vary from 200 to 1,900 bar according to operating parameters of the internal combustion engine which will be detailed later. The low pressure supply duct 6 may contain a fuel filter, not shown in FIG. 2.
    Each injector 1 is connected to the common rail 2 by a respective supply duct 7 in which the fuel is substantially at the pressure of the common rail 2, therefore without significant decrease in pressure.
    Each injector 1 also comprises a recovery duct 8 connected to a return circuit 9 of the fuel to the tank 5. Due to the very high pressure of the fuel in the supply duct 7, there is still a residual fuel loss at level of each injector 1, this loss being recovered by the recovery duct 8. This loss increases during operation of the injector 1 and this residual loss is added a fuel loss due to the operation of the injector 1, mainly to its opening and closing.
    The return circuit 9 comprises a valve 10 for regulating the return pressure to the tank. This return circuit 9 is a low pressure circuit, with a pressure preferably between 1.6 and 2 bars. The return circuit 9 is extended downstream of the regulation valve 10 of the return pressure to the tank by a low pressure circuit portion 9a with a still lower pressure in this circuit portion 9a than in the return circuit 9. being close to the atmospheric pressure.
    This low-pressure circuit portion 9a opens into the tank 5. The low-pressure circuit portion 9a may contain a heat exchanger 11 for a heat exchange between relatively cold fuel leaving the tank 5 by the low-pressure supply line 6 and relatively hot fuel brought back to the tank 5 by the low pressure circuit portion 9a.
    Fuel losses can occur in the high pressure pump 3 when the fuel is pressurized, there is provided a loss conduit 12 connecting the high pressure pump 3 to the return circuit 9 of the fuel, this upstream of the valve pressure regulator 10 for the recovery of these losses with return to the tank 5.
    A control command of the powertrain, not shown in Figure 2, controls various actuators present in the engine or various operating instructions for engine parameters such as fuel injection, the air flow at an engine intake, the engine. flow of pumps respectively equipping an engine cooling circuit or an engine lubrication circuit, etc. This control is performed in response to measurements from sensors present in the engine or to estimates of parameters by mapping.
    Thus, the powertrain control controls the value of the output pressure of the high-pressure pump 3 as a function of at least the speed of the internal combustion engine and the torque developed by the engine, the engine speed being measured and the torque developed being followed by a torque instruction. The pressure in the injectors 1 is therefore a function of the engine speed and increases with this regime especially when the torque is also increased. The pressure in the common rail 2 can be controlled by a pressure sensor 13.
    The control command can also control actuators connected to the injectors by modifying for example their opening time, the quantity of fuel supplied to each injector and the direction of the fuel jets or injection timing to a movable piston in a cylinder of a combustion chamber. For example, this opening time can be reduced automatically when the pressure increases.
    There may exist a nominal combustion engine control map of the heat engine favoring, on the one hand, a limitation of the emission of the pollutants contained in the exhaust gases leaving the engine, in particular the production of carbon dioxide and carbon dioxide. nitrogen oxides and, secondly, a protection of the internal combustion engine, in particular by reducing as much as possible the dilution of the fuel in the engine lubricating oil and saving fuel. This combustion setting is called nominal combustion setting or default combustion.
    Referring to the flow diagram of FIG. 3 and FIG. 2 for the elements of the fuel injection system in an internal combustion engine, the present invention relates to a method of accelerating the heating of a power train of a motor vehicle comprising an internal combustion engine, this method being referenced 20 in this figure.
    The powertrain will undergo a test and / or maintenance operation during which the vehicle remains stationary with its engine running. To begin this test and / or this operation, the powertrain has to reach a minimum operating temperature prior to testing and / or operation, this as quickly as possible. This is the purpose of the heating acceleration method proposed by the invention.
    Conventionally, the powertrain comprises a fuel injection system in the engine with a high pressure pump 3 supplying fuel pressurized one or fuel injectors 1 in the engine. The pressurization of the fuel by the pump 3 is controlled according to a combustion configuration requiring a nominal pressure value as a function of operating parameters of the engine including an engine speed and a torque, this configuration being called nominal.
    As in the method of the state of the art, the heating acceleration method according to the present invention comprises a step of heating the group 21 by maintaining a strongly accelerated idle 22 of the engine.
    On the other hand, the method according to the invention differs in that the maintaining of the strongly accelerated idle 22 takes place at a modified pressure value higher than the required nominal pressure value, this step being referenced 31 in FIG.
    In parallel with this pressurizing step 31 to a value greater than the nominal pressure value, there may be several other steps taking place simultaneously. These steps referenced 32 to 34 will be detailed later.
    During this period of operation at high fuel pressure, the fuel temperature in the injectors 1 and advantageously in the common rail 2 was gradually heated by the hydraulic friction imposed by the high pressure pump 3 but especially by the increase of pressure. When compression of the fuel higher than necessary, there is release of heat induced by this compression.
    For the sake of argument, the modified pressure value can be between 1.25 and twice the required nominal pressure. Highly accelerated idling may be around a 2,000 to 3,000 rpm engine speed. At an engine speed of about 2,500 revolutions per minute can correspond for a low engine torque a nominal pressure created by the pump from 600 to 700 bar. Without this being limiting, the modified pressure value according to the present invention can reach 1,200 to 1,400 bar.
    Reference 38 indicates that a modified pressure being raised increases the temperature of the fuel. It also increases the temperature of the injectors 1 and all the conduits 4, 7, 8 and 9 of the injection system.
    In a preferred embodiment of the present invention, it is possible, in addition to maintaining the greatly accelerated idle speed and increasing the modified pressure value above the required nominal pressure value, to three other adjustment groups which can be implemented individually or in combination, while being associated with the greatly accelerated idle and the higher modified pressure value. These three groups referenced 32 to 34 are shown in FIG.
    The first group of adjustments relates to combustion settings for thermal increase of the engine, this group being referenced 33 in FIG. 3. These adjustments are grouped under the name of combustion parameters for thermal increase, hereinafter referred to as CAT for a combustion for thermal increase, also known under the name of CTI for "Combustion for Thermal Increase" translated by combustion for thermal increase. These CAT settings include several settings including injection settings.
    The combustion settings for engine thermal increase are made from a nominal combustion control that limits the production of carbon dioxide to combustion settings that increase the operating temperature in the power train. The reference 37 symbolizes the increase in heat obtained by these combustion settings in the engine or the exhaust line.
    The combustion settings for thermal increase relate to the following settings taken individually or in combination: an increasing adjustment of an intake of fresh air into the engine, a setting increase of a fuel injection angle in the engine, an adjustment in increase of the quantity of fuel injected, an adjustment of injection timing taking place when each piston of the engine mounted sliding in a cylinder returns from its innermost position said High Dead Center in the cylinder after combustion in the engine .
    For example, an enlarged injection angle at the outlet of an injector can cause the end jets to hit the wall of the cylinder in which a piston slides and not a bowl arranged on the piston head as is usual.
    For a nominal combustion control, it is expected to reduce the control time of the injectors when the injection pressure increases. This can be retained in the present process for which the fuel pressure is increased and thus to reduce or at least not to increase the amount of fuel injected.
    Conversely, it is possible to inject more fuel especially when it is expected to operate a regeneration of at least one depollution element gradually filling with a selective pollutant.
    In an advantageous embodiment of the present invention, when the powertrain comprises an exhaust gas recirculation system with a regulated flow rate at an engine air intake, a combustion control may relate to the interruption or the modulation. downward flow of recirculated gases to the engine air intake.
    Similarly, a regeneration of at least one pollution control element disposed in an exhaust line of the engine by increasing the temperature of the exhaust gas above a minimum temperature threshold can also be considered as a setting of combustion although it has another main purpose that the thermal increase, that is to say the regeneration of a pollution control element by combustion of the selective pollutants it contains.
    The second group of adjustments involves the activation of an engine heater and is referenced 34 in FIG. 3. This engine heater has an action on the temperature increase of the cooling fluid of the engine cooling circuit. which is symbolized by the reference 35 by increasing the resistive torque due to the energy consumption of the heater.
    Finally, the third group of auxiliary adjustments relates to an increase in the resisting torque opposite the motor and is referenced 32 in FIG. 3. This can be done by starting an air conditioning in a passenger compartment of the vehicle and electrical means. Defrosting or generally speaking any appliance consuming electricity, the heaters being nevertheless the largest consumers and therefore the most favorable to the increase of the couple.
    These settings act on the increase of the engine torque, which is symbolized by 35 and 36 as well as on the heating of the engine coolant, which has been symbolized by 35.
    As regards the regeneration of a depollution element, the problem of starting a regeneration is twofold. On the one hand, a regeneration of at least one depollution element can be started as a preventive measure to avoid a need to perform a regeneration of the depollution element during the test and / or the operation of the depollution element. maintenance that will follow. This may be the case when there is a strong presumption that the depollution element becomes filled during this test and / or this operation, which may falsify or stop the test and / or the operation.
    This can be verified by a future estimate of the pollutant load in said at least one depollution element that provides for exceeding the maximum load threshold of said at least one depollution element during the test and / or the operation to come. In this case, it is therefore carried out a preventive regeneration of the depollution element to avoid a disturbance of the test and / or the operation.
    The pollutant load at the terminals of the pollution control element can for example be estimated according to the pressure difference between the terminals. In general, such a depollution element is a particulate filter but this is not limiting. On the other hand, a regeneration of at least one depollution element can also be launched to obtain an additional heat increase in the engine and the exhaust line. The purpose of such unnecessary regeneration is then only a complementary heat supply to the main heating provided by the present invention by increasing the fuel pressure created by the pump. Even if the particulate filter is not fully charged, the regenerative combustion mode generates more heat.
    A possible condition is that a predetermined minimum temperature in the exhaust line near said at least one depollution element is reached, since a regeneration can not be started at too low a temperature.
    Another possible condition is that the duration of the programmed regeneration does not exceed the remaining duration of accelerated heating of the powertrain before test and / or maintenance operation. However, there is no obligation to carry out a complete regeneration before the test and / or maintenance operation. At periodic intervals in the course of the accelerated heating, it is proceeded to the questioning whether the heating has reached the level required for the test and / or the operation, which is symbolized by "CH In Figure 3.
    If the answer is yes symbolized by O in FIG. 3, the test and / or the operation is carried out, and if the response is not symbolized by N, the accelerated heating method is continued by repeating step 21 and sub-steps 31 to 34, more particularly the pressurizing step 31 to a value greater than the nominal pressure value.
    The reference 25 symbolizes the test and / or the maintenance operation after the accelerated heating is completed, the prerequisites for the test and / or the operation having been satisfied. In the case of an injection system test, the accelerated heating may be considered complete when the coolant temperature in the engine cooling circuit and the fuel temperature are greater than a respective value that can be calibrated.
    The temperature of the coolant is correlated to the temperature of the engine: that is why it can be chosen. The conditions for qualifying a completed accelerated heating are specific to the test and / or the operation to be carried out and may be different, concerning other elements of the powertrain than those mentioned above, for example the estimated temperature of the injectors, the temperature in a depollution element present in the exhaust line of the engine, etc.
    The present invention also relates to a test method and / or maintenance operation of a powertrain during which the vehicle remains stationary with its engine running, the powertrain must have reached a minimum operating temperature before the test. and / or to the operation, referenced 25 in FIG. 3. This minimum operating temperature is reached thanks to a heating acceleration before the implementation of the test and / or the operation according to a method of accelerating the operation. heating as previously described.
    The specific conditions for carrying out the test and / or the maintenance operation 25, for example a specific fuel pressure, are referenced at 26. As an example of a maintenance operation, an intervention on an element may be cited. depollution present in the exhaust line of the engine.
    To save energy by involving only one common heating, it is possible to combine a test and a maintenance operation, even if the test and the maintenance operation have a priori no common point other than require pre-heating. For example, it is possible to associate a regeneration of a pollution control element succeeding a test on the injectors of the injection system. The main requirement is that maintenance performed before, simultaneously with or after a test does not distort or interfere with the test.
    There will be two examples of tests that can be done on a motor vehicle at a standstill with a rotating engine, these tests concerning the injectors. For example, a first test may refer to a minimum fuel mass adjustment. In this test, the actual and target values of fuel quantities injected are monitored, these quantities being relatively small. These quantities are determined according to changes in engine speeds and updated over time.
    During such a test, small quantities of fuel are injected under conditions for which there should be no injection and compared with the quantities of fuel estimated by a model according to the variation of the engine speed measured. A correction is then made for each injector. This test, mainly implemented for a diesel combustion engine, is known as the Anglo-Saxon MFMA or the French abbreviation of AMFM for mass adaptation of minimum fuel oil. During this test, it is estimated from a variation in speed a quantity of fuel injected. By this measurement, we deduce an injection time for each injector.
    Referring in particular to Figure 2, the present invention also relates to a powertrain of a motor vehicle comprising an internal combustion engine and its auxiliary elements, the engine and the powertrain elements being controlled by a control engine control. The power train includes a fuel injection system with a high pressure pump 3 and a common rail 2 supplying fuel to one or more injectors 1.
    According to the invention, the engine control control comprises means for controlling a strongly accelerated idling of the engine and means for controlling the pressure of the pump 3 at a modified pressure value greater than the nominal pressure value for the engine. implementation of the heating acceleration method as previously described.
    During the implementation of the heating acceleration method, the nominal combustion settings are deactivated to allow a high acceleration of the idle and an increase in the pressure value made by the pump 3, this modified pressure being stronger than the nominal pressure required for normal operation of the power train.
    As previously mentioned, the purpose of the accelerated heating of the powertrain of the motor vehicle is to put it in conditions required for the implementation of a test and / or a maintenance operation to come. The invention therefore relates to an assembly of a test apparatus and / or maintenance operation and a powertrain as previously described.
    In the usual way, at the beginning of the test and / or of the maintenance operation, the test and / or operation apparatus, most often outside the vehicle, for example being disposed in an after-sales service dealer, is temporarily connected to the control command of the powertrain during the test and / or operation.
    To make the changes in the control of the powertrain by its control and in particular the change in increasing the pressure of the pump, the apparatus comprises means for transmitting a test request to the control command of the engine of the group powertrain, the command control comprising means for receiving the request. On receipt of this request issued by the switchgear, the command control deactivates the so-called nominal combustion settings and activates its control means in strong acceleration of the idle and increases the pressure of the high pressure pump of the system. injection. The control command therefore has means for activating the idling and pressure control means on receipt of the request. The invention is in no way limited to the described and illustrated embodiments which have been given by way of example only.
    权利要求:
    Claims (10)
    [1" id="c-fr-0001]
    1. A method of accelerating (21) the heating of a power unit of a motor vehicle comprising an internal combustion engine, the powertrain to undergo a test and / or a maintenance operation (25) during which the vehicle remains at a standstill with its engine running, the power unit having to have reached a minimum operating temperature prior to the test and / or operation (25), the power unit comprising a fuel injection system in the engine with a high-pressure pump (3) supplying fuel to pressurized one or more injectors (1) of fuel in the engine, the pressurization of the fuel by the pump (3) being controlled according to a combustion configuration requiring a nominal pressure value according to operating parameters of the engine including an engine speed and a torque, the method comprising a step of heating the group by maintaining a slow i strongly accelerated (22) of the engine, characterized in that the maintaining of the strongly accelerated idle (22) is carried out at a modified pressure value higher than the required nominal pressure value.
    [2" id="c-fr-0002]
    2. Method (21) according to the preceding claim, wherein the modified pressure value is between 1.25 and twice the nominal pressure required, the strongly accelerated idle (22) being around a engine speed of 2,000 to 3000 rpm.
    [3" id="c-fr-0003]
    A method (21) according to any one of claims 1 or 2, wherein, simultaneously with maintaining the strongly accelerated idle (22) at the modified pressure value higher than the required nominal pressure value, it is proceeded, individually or taken in combination, at combustion settings for thermal increase (33) of the engine, activation of a heater (35) of the engine, increase of the resistive torque (32) by activation of an air conditioning ( 36) of a passenger compartment of the vehicle and / or electrical de-icing means and regeneration of at least one pollution control element disposed in an exhaust line of the engine.
    [4" id="c-fr-0004]
    4. Method (21) according to the preceding claim, wherein the combustion settings for thermal increase (33) of the engine are made from a nominal combustion control limiting the production of carbon dioxide to combustion settings increasing the operating temperature in the power train, the combustion settings for thermal increase (33) relating to the following settings taken individually or in combination: a setting increasing or reducing a fresh air intake into the engine, a setting in an increase in a fuel injection angle, an increase in the amount of fuel injected, an injection timing adjustment taking place when each engine piston slidably mounted in a cylinder returns from its innermost position said High Dead Point in the cylinder after combustion in the engine.
    [5" id="c-fr-0005]
    5. Method (21) according to the preceding claim, wherein, when the powertrain comprises an exhaust gas recirculation system with a regulated flow rate to an engine air intake, a combustion control relates to a modulation of the flow rate. recirculated gases to the engine air intake.
    [6" id="c-fr-0006]
    6. Method (21) according to any one of claims 3 to 5, wherein a regeneration of said at least one depollution element is launched when a future estimate of the pollutant load in said at least one depollution element indicates an overrun the maximum load threshold of the at least one depollution element during the test and / or the operation to come or, on the other hand, under conditions that the at least one depollution element has inside it a minimal pollutant load requiring a regeneration, that a predetermined minimum temperature in the exhaust line in the vicinity of said at least one depollution element is reached and that the duration of the programmed regeneration does not exceed the remaining duration of the power plant heating before testing and / or operation.
    [7" id="c-fr-0007]
    7. A method of testing and / or maintenance operation of a powertrain during which the vehicle remains stationary with its engine running, the powertrain must have reached a minimum operating temperature prior to testing and / or the operation (25), characterized in that accelerated heating before carrying out the test and / or the operation is carried out in accordance with a method of accelerating (21) the heating of a power unit according to the any preceding claim.
    [8" id="c-fr-0008]
    8. Method (25) according to the preceding claim, wherein the test is of the type of an individual injector correction (1) or a minimum fuel mass adaptation to be injected.
    [9" id="c-fr-0009]
    9. Power train of a motor vehicle comprising an internal combustion engine and its auxiliary elements, the engine and the auxiliary elements of the powertrain being controlled by an engine control unit, the power unit comprising a fuel injection system with a high pressure pump (3) and a common rail (2) supplying fuel to one or several injectors (1), characterized in that the engine control control comprises means for driving a strongly accelerated idling (22) of the engine and means for controlling the pressure of the pump (3) at a modified pressure value higher than the nominal pressure value for carrying out a heating acceleration method (21) according to any one of the Claims 1 to 6.
    [10" id="c-fr-0010]
    10. Set of a test apparatus and / or maintenance operation and a powertrain according to the preceding claim, the test and / or operation apparatus being temporarily connected to the control control of the powertrain. during the duration of the test and / or the operation, in which the apparatus comprises means for transmitting a test request to the control control of the powertrain motor, the control control comprising means for receiving the request and means for activating the control means of the engine idling and the pressure of the pump (3) upon receipt of the request issued by the apparatus.
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    同族专利:
    公开号 | 公开日
    CN108474306B|2021-10-01|
    CN108474306A|2018-08-31|
    WO2017088970A1|2017-06-01|
    US20180347491A1|2018-12-06|
    US10323591B2|2019-06-18|
    FR3044045B1|2020-06-05|
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    法律状态:
    2016-11-18| PLFP| Fee payment|Year of fee payment: 2 |
    2017-05-26| PLSC| Publication of the preliminary search report|Effective date: 20170526 |
    2017-11-21| PLFP| Fee payment|Year of fee payment: 3 |
    2019-11-20| PLFP| Fee payment|Year of fee payment: 5 |
    2020-11-20| PLFP| Fee payment|Year of fee payment: 6 |
    2021-04-16| TP| Transmission of property|Owner name: CONTINENTAL AUTOMOTIVE FRANCE, FR Effective date: 20210309 Owner name: CONTINENTAL AUTOMOTIVE GMBH, DE Effective date: 20210309 |
    2021-11-22| PLFP| Fee payment|Year of fee payment: 7 |
    2022-02-11| CA| Change of address|Effective date: 20220103 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1561278|2015-11-24|
    FR1561278A|FR3044045B1|2015-11-24|2015-11-24|METHOD FOR ACCELERATING THE HEATING OF A DRIVE GROUP OF A MOTOR VEHICLE TO PLACE IT IN OPERATING CONDITIONS OF A TEST AND / OR OF A MAINTENANCE OPERATION|FR1561278A| FR3044045B1|2015-11-24|2015-11-24|METHOD FOR ACCELERATING THE HEATING OF A DRIVE GROUP OF A MOTOR VEHICLE TO PLACE IT IN OPERATING CONDITIONS OF A TEST AND / OR OF A MAINTENANCE OPERATION|
    US15/778,433| US10323591B2|2015-11-24|2016-11-18|Method for accelerating the warming-up of a motor vehicle power unit in order to place it under operating conditions for testing and/or for a maintenance operation|
    PCT/EP2016/001933| WO2017088970A1|2015-11-24|2016-11-18|Method for accelerating the warming-up of a motor vehicle power unit in order to place it under operating conditions for testing and/or for a maintenance operation|
    CN201680079907.9A| CN108474306B|2015-11-24|2016-11-18|Accelerated preheating and test maintenance method for engine unit, engine unit and assembly|
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