• 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 for diagnosing the operation of at least one injector of a diesel engine of a motor vehicle controlled by at least one control law from at least one operating parameter of the injector . The method comprises a step (E1) of measuring a value of said operating parameter during use of said injector, and a step (E3) of determining an efficiency value of the injector from the value measured parameter and a predetermined reference curve representing the efficiency of the parameter in its range of operating values.
    公开号:FR3050768A1
    申请号:FR1653713
    申请日:2016-04-27
    公开日:2017-11-03
    发明作者:Michael Leblon
    申请人:Continental Automotive GmbH；Continental Automotive France SAS；
    IPC主号:
    专利说明:

    The present invention relates to the field of the automobile and relates more particularly to a method for diagnosing the operation of the injectors of a motor vehicle diesel engine.
    The engine of a motor vehicle conventionally comprises cylinders each defining a combustion chamber in which fuel and oxidant are introduced via injectors in order to achieve the combustion of the mixture. During combustion, an electronic control unit of the vehicle determines a quantity of fuel to be injected in order to guarantee optimal operation of the engine, and then the injector is actuated so as to inject said determined quantity of fuel.
    In practice, during the use of the vehicle, the amount of fuel actually injected may differ from the quantity of fuel to be injected under the effect of physical phenomena such as the wear of the injector, the wave propagation in fuel before injection, etc.
    Also, it is known methods of self-adaptation of the control of the injector for detecting, during an injection, a difference between the quantity to be injected with fuel and the quantity actually injected by measuring various parameters of the injector. injector, such as the supply voltage of a piezoelectric injector, the injection time, etc. Then such a difference is compensated during subsequent injection commands.
    Such self-adaptation methods thus make it possible to ensure optimal operation of the motor. However, they do not allow to diagnose the state of an injector during a service operation of the vehicle, such as a garage.
    In fact, a mechanic does not always have access to the measurements of the injection parameters or not to all these measurements. Also, the mechanic will not be able to use these measures to diagnose the state of an injector and thus determine if it is necessary to change it or if it is still usable. In addition, these parameters can be measured at different operating points of the injector, ie at different fuel pressures in the fuel rail and different fuel injection rates. Also, a value of a parameter alone can not determine whether it corresponds to a good or a malfunction of the injector but also depends on the operating point at which the measurement was made, which makes complex interpretation from a value of a parameter.
    In addition, when a specialist garage accesses these measures, it is difficult for him to interpret the values because the measured injection parameters and the operating points at which the measurements are made may vary according to the car manufacturer.
    These difficulties in diagnosing the injector result from changes in the injector while the latter is still usable, which entails additional costs for the owner of the vehicle and a degradation of the perception of the brand of the motor vehicle by the owner.
    There is therefore a need to diagnose in an easy and efficient manner the operation of an engine injector. To this end, the subject of the invention is a method for diagnosing the operation of at least one injector of a diesel engine of a motor vehicle, said injector being controlled by at least one control law from at least one an operating parameter of the injector, the method being remarkable in that it comprises a step of measuring a value of said operating parameter when using said injector and a step of determining a value of efficiency of the injector from the measured value of the parameter and a predetermined reference curve representing the efficiency of the parameter in its range of operating values.
    The control law is adapted to control the injector so as to compensate for a physical phenomenon, for example the electrical energy controlling the injector, the fuel flow supplied by the injector, the mechanical and / or hydraulic drift of the injector. the injector, a clearance between the opening member of the injector and its actuator, the balance of the cylinders, etc.
    Thanks to the method according to the invention, an injector can easily be diagnosed thanks to the reference curve of the parameter. Thus, it is possible to diagnose the injector through the efficiency value of the parameter and not with the value of the parameter that does not always alone to determine the operating state of the injector. Thanks to the reference curve, it is possible to determine the value of the parameter efficiency from the value of the parameter and thus to diagnose the injector easily. The diagnosis of the injector then makes it possible to optimize the maintenance of the engine, in particular by avoiding the replacement of an injector whose operation is normal.
    Advantageously, the method comprises a preliminary step of determining the reference curve. Thus, different parameters can be used in determining the reference curve of these parameters.
    Preferably, the reference curve is determined empirically. Thus, such a reference curve is easy to determine, especially in the laboratory.
    Preferably, the parameter is chosen from: the drift of the electric supply voltage of the injector, the fuel flow rate supplied by the injector to a predetermined operating point of the injector and the time drift of the injector. fuel injection by the injector. Thus, the method according to the invention can be used for different parameters.
    Advantageously, the injector being controlled by the control law from a plurality of operating parameters of the injector, the measurement is performed for each of said operating parameters during use of the injector, and the determination the efficiency value of the injector is made for each parameter from the measured value of said parameter and a predetermined reference curve representing the efficiency of said parameter in its range of operating values.
    Advantageously, the injector being controlled by a plurality of control laws from at least one operating parameter of the injector for each of the control laws, the method comprises a step of determining a value of efficiency of each control law from the measured value of said at least one parameter and a predetermined reference curve representing the efficiency of said parameter in its range of operating values, determining the efficiency value of the injector being made from the efficiency value of each of the control laws.
    Preferably, the method comprises a step of limiting the determined efficiency value of the injector if at least one of the parameters has not been measured. The invention also relates to a method for diagnosing the operation of a diesel engine of a motor vehicle, the engine comprising a plurality of injectors, the method comprises, for each injector, a step of implementing the method as described previously diagnostic of the operation of an injector, and a step of diagnosing the operation of the engine from the efficiency of the operation of each of the injectors of the engine to determine the operating state of the engine.
    Preferably, the method comprises a step of displaying the efficiency value of the operation of the engine, preferably said operating efficiency value of the engine is determined from the operating efficiency value of each of the injectors. Thus, the driver of the vehicle or a garage operator can easily be informed of the operating state of the engine, which makes it easy to maintain the vehicle while avoiding unnecessary replacement of an injector. The invention also aims at a motor vehicle comprising a diesel engine comprising at least one injector and an electronic control unit of said engine, said electronic control unit being adapted to implement the diagnostic method of the injector as described above. or the method of diagnosing the operation of an engine of a motor vehicle as described above. Other features and advantages of the invention will become apparent from the following description given with reference to the appended figures given by way of non-limiting examples and in which identical references are given to similar objects. - Figure 1 shows schematically an embodiment of the motor vehicle according to the invention. - Figure 2 schematically shows an efficiency curve of an operating parameter of the engine of a vehicle. FIG. 3 illustrates an embodiment of the method according to the invention for diagnosing the operation of the thermal engine of a vehicle.
    In what follows, it is presented the diagnosis of the operation of an engine of a motor vehicle. It should be noted that such an application is not limiting of the scope of the present invention which can be applied to any type of vehicle.
    With reference to FIG. 1, a motor vehicle 1 comprises a diesel thermal engine, an electronic engine control unit 10, a fuel supply system C and an engine air supply system 40. 10.
    The engine 10 comprises a plurality of cylinders 110 each defining a combustion chamber 110A in which a volume of fuel C and a volume of air A are introduced at each cycle of the engine 10 to achieve the combustion of their mixture. In FIG. 1, there is shown the case in which the engine 10 comprises four cylinders 110, however such a case is not limiting to the scope of the invention which applies to an engine 10 which may comprise more or less of four cylinders.
    Each cylinder 110 comprises a piston 120 mounted in the combustion chamber 11 OA. The piston 120 is adapted to be driven in translation by the combustion of the mixture in the combustion chamber 11 OA. The pistons 120 cause the rotation of a main shaft of the engine 10, also called "flywheel", thus allowing the engine 10 to transform the energy released by the combustion into mechanical energy.
    The fuel supply system 30 comprises a feed pump 31, a fuel delivery ramp 32 fed by the feed pump 31 and a plurality of injectors 33 supplied with fuel C by the delivery manifold 32.
    An injector 33 is mounted on each cylinder 110 to inject each cycle of the engine 10 a fuel quantity C, determined by the electronic control unit 20, in the combustion chamber 11 OA corresponding. Such an injector can be of the solenoid, piezoelectric or any other suitable type. The injector 33 comprises an opening member (not shown), controlling the passage of fuel, and an actuator (not shown) of said opening member. The opening member, which may for example be in the form of a needle or a mushroom mounted at an orifice of the injector 33, allows the passage of fuel C in the open position to inject fuel C in the combustion chamber 110A and blocks the passage of fuel C in the closed position. In order to ensure the fuel lock C in the closed position of the opening member, the opening member and the actuator are connected so as to present a functional clearance ensuring the leak-free closing of the opening.
    The distribution ramp 32, also called "common rail" in English, is adapted to simultaneously supply several cylinders 110 in fuel C. The fuel C is under pressure in the distribution manifold 32 to allow an efficient supply of the chamber of 110A combustion.
    The air supply system 40 makes it possible to inject a quantity of air A, determined by the electronic control unit 10, into the combustion chamber 11 OA of each cylinder 110. For this purpose, in this example of a vehicle diesel engine, the air supply system 40 comprises a throttle (not shown) for adjusting the air flow A supplying the combustion chamber 110A.
    As mentioned previously, the fuel and air supply systems 40 are controlled by the electronic control unit 20.
    Specifically, the electronic control unit 20, commonly called ECU for "Electronic Control Unit" in English, determines the amount of fuel C and air A to be injected into the combustion chamber 11 OA of each cylinder 110 at each engine cycle 10. In the case of a diesel engine, the quantity of air A is determined from the quantity of fuel to be injected. In other words, the diesel engine 10 is controlled from the amount of fuel C to be injected.
    However, during the life of the engine 10, the amount of fuel actually injected can differ from the quantity of fuel to be injected determined by the electronic control unit 20 due to physical phenomena. Such physical phenomena are, for example, the propagation of waves in the fuel C present in the distribution manifold 32, the wear of the injectors 33, etc.
    Also, control laws of the injectors 33 are used to compensate for these physical phenomena and thus allow the amount of fuel C actually injected corresponds to the amount to be injected. Each of these control laws measures at least one operating parameter P of an injector 33 in order to determine a possible drift with respect to an optimum value corresponding to an optimal operation of the injector 33. The control laws then make it possible to compensate for this drift to ensure optimal operation of the injector 33 during the life of the vehicle 1.
    A first control law makes it possible to control the electrical control energy of the piezoelectric injector 33. The operating parameter P measured by the first control law is the drift of the control voltage of the injector 33. The first control law is said to be self-adaptive, in other words, during the life of the motor 10, it automatically compensates the control voltage to ensure optimal operation of the injector 33.
    A second control law makes it possible to test each injector33 at the output of the production line of said injector33. The second control law measures the fuel flow C supplied by the injector 33 for a predetermined number, preferably four, supply pressures of the injector 33 in fuel. Thus, for each supply pressure, the second control law measures an operating parameter P of the injector 33 which is the flow rate. The second control law thus enables the electronic control unit 20 to calibrate each injector 33.
    A third control law makes it possible to compensate for the mechanical and / or hydraulic drift of the injector 33. Such a drift may be due to wear of the injector 33. The third control law compares, during phases of tests during of the life of the engine 10, the amount of fuel actually injected and compares it with the quantity of fuel to be injected in order to determine the mechanical wear of the injector 33 and thus compensate the control of the injector 33. The third law of control measures this difference for a given number, preferably between 2 and 16, preferably of the order of 4, operating point of the injector corresponding to a pressure and a given flow rate. The operating parameter P measured by the third law is the adaptation of the injection time allowing the injector 33 to inject the determined amount of fuel for each operating point.
    A fourth control law makes it possible to guarantee a clearance between the opening member of the injector 33 and its actuator in order to guarantee the sealing of the injector 33 when the injector 33 does not inject fuel C. The fourth law control measures the injection time to ensure both the sealing of the injector 33 by catching the game and the injection of the determined amount of fuel.
    It has been presented four control laws, but it goes without saying that a different number of control laws and different control laws could be used, including the control law of the balance of cylinders, also called "cylinder balancing In the English language. Similarly, the operating parameters measured by the control laws could be different.
    It will now be presented the method of the invention for diagnosing the motor 10 from the measured value of the operating parameters.
    To diagnose the engine 10, it is first implemented, in a step E10, a diagnostic method of each injector 33 using the operating parameters of said injector 33.
    For each operating parameter P of the injector 33 measured by the different control laws, an efficiency curve C, as illustrated in FIG. 2, of said parameter P is determined, in a preliminary step E1, as illustrated in FIG. Figure 3, for example in the laboratory. For this purpose, a parameter P is tested over its entire operating range between a minimum value Pmin and a maximum value Pmax of the operating parameter P (with reference to FIG. 2).
    To do this, injectors 33 having different levels of wear are tested, each having a value different from the parameter P. The level of performance of each injector 33 is measured in order to associate a level of performance of the injector 33 with each value of the parameter P. The value of the parameter P making it possible to ensure optimum operation of the injector corresponds to the optimum value of the parameter P. The efficiency of the parameter P whose value is the optimum value is maximum, for example equal to 1. The minimum efficiency, for example equal to 0, of the parameter P is generally obtained for the maximum value Pmax and / or the minimum value Pmin of the parameter P. An efficiency scale of the value of the parameter P is thus determined, graduated between 0 and 1. In other words, the efficiency level of the value of the parameter P represents a percentage of efficiency with respect to the optimum value of said parameter P.
    The efficiency level E of the parameter is thus determined for each value within the operating range in order to form the efficiency curve C of the parameter P empirically. The efficiency curve C of the parameter P makes it possible to know, for each measured value of the parameter P, its efficiency level E. The efficiency curve C is representative of the state of wear of the injector 33 and allows thus to determine if the injector 33 has normal operation or if it needs to be replaced. It is thus possible to define the level of performance of the injector 33 according to the level of efficiency obtained: for example a total performance of the injector 33 for an efficiency between a first threshold, preferably of the order of 0.7, and 1, a reduced performance for efficiency between a second threshold, preferably of the order of 0.5, and the first threshold, a degraded performance for efficiency between a third threshold, preferably of the order of 0.3 , and the second threshold and a performance problem of the injector for an efficiency lower than the third threshold.
    In a step E2 during the life of the vehicle 1, the operating parameter P of the injector 33 is measured by the control law of said parameter P.
    Then, in a step E3, the efficiency E of the operating parameter P is determined by using the efficiency curve C of the parameter P and the measured value of the parameter P. It is also possible to determine the efficiency of each control law. from the efficiency of the parameters P of said control law, in particular from their average, preferably weighted. The efficiency E of the various operating parameters of the injector 33 allows, in a step E4, to determine the efficiency of the injector 33. The efficiency of the injector 33 can be calculated from the average of the injector 33. The efficiency of the various parameters P. The average of the efficiency of the parameters P can be weighted according to the most representative parameters P to diagnose the operation of the injector 33. For example, the parameters measured by the first law can have a weight of 1, the parameters measured by the second law a weight of 2, the parameters measured by the third law a weight of 3 and the parameters measured by the fourth law a weight of 4. This gives the value of the efficiency of the injector 33, for example between 0 and 1.
    Finally, the efficiency of the engine 10 is determined, in a step E20, from the efficiency of each injector 33 of the engine 10, for example from the average of the efficiency of the different injectors 33. The value is then obtained. the efficiency of the engine 10, for example between 0 and 1. The efficiency value of the engine 10 and / or each injector 33 of the engine 10 can then be displayed, in a step E30, to inform the driver and / or a garage operator of the operating state of the engine 10 and thus facilitate its maintenance and avoid unnecessary replacement of an injector 33. The efficiency value can be displayed on a vehicle screen 1 or on a apparatus adapted to allow control of the vehicle 1, in particular by being connected to the electronic control unit 20.
    It has been presented the implementation of the method according to the invention by the electronic control unit 20, however, it goes without saying that the method could be implemented by any other suitable device, including an external diagnostic tool at vehicle can for example be used in a garage.
    The control laws can measure the parameters P only under specific conditions (for example engine temperature, altitude, vehicle speed 1, etc.), it is possible that at least one control law of the injector 33 did not start and so at least one of the operating parameters P have not been measured. It is then not possible to determine the efficiency of this parameter P. Therefore, it is planned to limit, in a step E5, the efficiency of the injector to a predetermined threshold, preferably of the order of 0 , 5, if at least one of the operating parameters P has not been measured by a control law.
    With the method according to the invention, it is possible to determine the level of efficiency of the injectors 33 and the engine 10 and not simply whether they are operational or not. The state of the engine 10 and the injectors 33 can thus be graduated in order to more accurately track their level of wear.
    During a control of the vehicle 1, for example in the garage, an operator can access the value of the efficiency of the engine 10 and / or each injector 33 to determine whether the engine 1 or at least one of the injectors 33 must be replaced or not. Thus, the replacement of an injector 33 whose level of performance is sufficient is avoided, which limits the maintenance costs of the vehicle 1. According to one aspect of the invention, the efficiency level of the engine 10 can be accessible to the driver to prevent the latter from wear of the engine 10 before a malfunction of the engine 10. The driver can thus bring the vehicle 1 in prevention at the garage, which prevents a breakdown of the vehicle 1.
    权利要求:
    Claims (10)
    [1" id="c-fr-0001]
    A method for diagnosing the operation of at least one injector (33) of a diesel engine (10) of a motor vehicle (1), said injector (33) being controlled by at least one control law from at least one operating parameter (P) of the injector (33), the method being characterized in that it comprises: a step (E2) of measuring a value of said operating parameter (P) during use of said injector (33), and • a step (E4) of determining an efficiency value (E) of the injector (33) from the measured value of the parameter (P) and a a predetermined reference curve (C) representing the efficiency (E) of the parameter (P) in its range of operating values.
    [2" id="c-fr-0002]
    2. Method according to claim 1, comprising a preliminary step (E1) for determining the reference curve (C).
    [3" id="c-fr-0003]
    3. Method according to the preceding claim, wherein the reference curve (C) is determined empirically.
    [4" id="c-fr-0004]
    4. Method according to any one of the preceding claims, wherein the parameter (P) is chosen from: the drift of the supply voltage of the injector (33), the fuel flow (C) provided by the injector (33) at a predetermined operating point of the injector (33) and the drift of the fuel injection time (C) by the injector (33).
    [5" id="c-fr-0005]
    5. Method according to any one of the preceding claims, wherein the injector (33) being controlled by the control law from a plurality of operating parameters (P) of the injector (33), the measurement (E2) is performed for each of said operating parameters (P) when using the injector (33), and determining (E4) the efficiency value (E) of the injector (33) is performed for each parameter (P) from the measured value of said parameter (P) and a predetermined reference curve (C) representing the efficiency (E) of said parameter (P) in its range of operating values.
    [6" id="c-fr-0006]
    The method according to any of claims 1 to 5, comprising, the injector (33) being controlled by a plurality of control laws from at least one operating parameter (P) of the injector (33). ) for each of the control laws, a step (E3) for determining an efficiency value of each control law from the measured value of said at least one parameter (P) and a reference curve (C ) representing the efficiency of said parameter (P) in its range of operating values, and wherein the determination (E4) of the efficiency value of the injector (33) is made from the efficiency value of each of the control laws.
    [7" id="c-fr-0007]
    7. Method according to one of claims 5 and 6, comprising a step (E5) of limiting the determined efficiency value (E) of the injector (33) if at least one of the parameters (P) has not measured.
    [8" id="c-fr-0008]
    A method of diagnosing the operation of a diesel engine (10) of a motor vehicle (1), the engine (10) comprising a plurality of injectors (33), the method comprising: for each injector (33) , a step (E10) of implementing the method, according to one of the preceding claims, for diagnosing the operation of an injector (33), and • a step (E20) for diagnosing the operation of the motor (10) to from the efficiency of operation of each of the injectors (33) of the engine (10).
    [9" id="c-fr-0009]
    9. Method according to the preceding claim, comprising a step (E30) for displaying the efficiency value of the operation of the engine (10), preferably said operating efficiency value of the engine (10) is determined from the efficiency value of the operation of each of the injectors (33).
    [10" id="c-fr-0010]
    A motor vehicle (1) comprising a diesel engine (10) comprising at least one injector (33) and an electronic control unit (20) of said engine (10), said electronic control unit (20) being adapted to implement the diagnostic method of the injector (33), according to any one of claims 1 to 7, or the method according to one of claims 8 and 9.
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    优先权:
    申请号 | 申请日 | 专利标题
    FR1653713A|FR3050768B1|2016-04-27|2016-04-27|METHOD FOR DIAGNOSING THE OPERATION OF A DIESEL ENGINE INJECTOR OF A MOTOR VEHICLE|
    FR1653713|2016-04-27|FR1653713A| FR3050768B1|2016-04-27|2016-04-27|METHOD FOR DIAGNOSING THE OPERATION OF A DIESEL ENGINE INJECTOR OF A MOTOR VEHICLE|
    PCT/FR2017/050857| WO2017187042A1|2016-04-27|2017-04-10|Method for diagnosing the operation of a motor vehicle diesel engine injector|
    US16/095,089| US10794315B2|2016-04-27|2017-04-10|Method for diagnosing the operation of a motor vehicle diesel engine injector|
    CN201780026199.7A| CN109072803B|2016-04-27|2017-04-10|Method for diagnosing the operation of a diesel engine injector of a motor vehicle|
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