Methodology for diagnosing engine cooling system warm-up behavior

• US 6,128,948 A
• Filed: 02/16/1999
• Issued: 10/10/2000
• Est. Priority Date: 02/16/1999
• Status: Expired due to Term

• Current Assignee: GM Global Technology Operations LLC (General Motors Company)
• Original Assignee: General Motors Corporation (Motors Liquidation Co. GUC Trust)
• Inventors: Gallagher, Randall L., Yurgil, James R., Shi, Guojun
• Primary Examiner(s): MCCALL, ERIC SCOTT
• Application Number:
  US09/249,994
• Time in Patent Office: 602 Days
• Field of Search: 73/112, 73/116, 73/117.2, 73/117.3, 73/118.1
• US Class Current: 73/114.68
• CPC Class Codes: G01M 15/048 by monitoring temperature

Abstract

A method for monitoring engine coolant warm-up behavior utilizing a model-based algorithm which provides a moving threshold for accumulated air or accumulated fuel entering into the engine. The algorithm allows for coolant temperature monitoring under a wide range of transient and steady state driving conditions while maintaining safeguards that prevent a false detection. The accumulated air (or fuel) delivered to the engine during the warm-up interval is used to represent the total heat generated by the engine during the warm-up interval. A time-varying moving calculated accumulated air threshold is therefore defined which can deliver accurate pass-fail decisions in conjunction with a predetermined target temperature.

Claims

1. A method for diagnosing warm-up behavior of a cooling system of an internal combustion engine of a vehicle upon start of the engine, comprising the steps of:

a) setting a target temperature for a coolant of a cooling system of an engine;

b) measuring a start-up temperature of the coolant;

c) measuring engine run time since engine start;

d) determining a present ambient air temperature;

e) calculating a present threshold amount of energy needed to be produced by the engine to raise the coolant temperature from the start-up temperature to the target temperature;

f) determining a present actual amount of energy produced by the engine since engine start;

g) comparing present coolant temperature to the target temperature;

h) comparing the present threshold amount of energy to the present actual amount of energy; and

i) continuously repeating steps c) through h);

wherein a pass report is generated when the present coolant temperature is at least equal to the target temperature, and the present threshold amount of energy is at least equal to the present actual amount of energy, and the engine run time is less than a predetermined maximum engine run time.

2. The method of claim 1, wherein said step d) comprises the steps of:

da) measuring an initial intake air temperature;

db) setting the present ambient air temperature equal to the initial intake air temperature;

dc) setting an old intake air temperature equal to the initial intake air temperature;

dd) measuring a present intake air temperature;

de) comparing the old intake air temperature to the present intake air temperature;

df) setting the ambient air temperature equal to the present air intake air temperature if the present air intake temperature is less than the old intake air temperature;

dg) setting the old intake air temperature equal to the present air intake temperature;

dh) repeating steps dd) through dg) to provide the present ambient air temperature.

3. The method of claim 1, further comprising between said steps c) and g) the steps of:

measuring a present flow of air into the engine; and

determining a present speed of the vehicle;

wherein a fail is counted when the present airflow is above a predetermined minimum airflow, and the speed is above a predetermined minimum speed, and the distance is greater than a predetermined minimum distance, and the present coolant temperature is less than the target temperature, and the present actual amount of energy is greater than the present threshold amount of energy, and the engine run time is between a predetermined minimum run time and the maximum run time.

4. The method of claim 3, wherein when the fail count exceeds a predetermined fail count limit, a fail report is generated.

5. The method of claim 4, wherein said steps g) and h) are disabled when the present ambient air temperature is below a predetermined minimum ambient air temperature;

wherein said steps g) and h) are disabled when the start-up temperature is below a minimum predetermined coolant temperature; and

wherein said steps g) and h) are disabled when the start-up coolant temperature is within a predetermined minimal range with respect to the target temperature.

6. The method of claim 5, further comprising between steps c) and g) the step of sensing fuel cut-off, wherein airflow into the engine during fuel cut-off is subtracted from said present accumulated air.

7. The method of claim 3, wherein said step e) comprises the steps of:

setting a predetermined offset;

setting a predetermined coefficient 1; and

setting a predetermined convection coefficient;

wherein the present threshold amount of energy is defined as a present accumulated air threshold calculated by adding the offset to the product of coefficient 1 times the difference between the target temperature and the start-up temperature and adding thereto the product of the convection coefficient times the difference between the target temperature and the present ambient air temperature by the convection coefficient;

wherein the present actual amount of energy is defined as a present accumulated air that has flowed into the engine; and

wherein said step h) comprises comparing the present accumulated air threshold to the present accumulated air.

8. The method of claim 7, further comprising between steps c) and g) the step of sensing fuel cut-off, wherein airflow into the engine during fuel cut-off is subtracted from said present accumulated air.

9. The method of claim 8, wherein said steps g) and h) are disabled when the present ambient air temperature is below a predetermined minimum ambient air temperature;

wherein said steps g) and h) are disabled when the start-up temperature is below a minimum predetermined coolant temperature; and

wherein said steps g) and h) are disabled when the start-up coolant temperature is within a predetermined minimal range with respect to the target temperature.

10. The method of claim 9, wherein when the fail count exceeds a predetermined fail count limit, a fail report is generated.

11. The method of claim 10, wherein said step d) comprises the steps of:

da) measuring an initial intake air temperature;

db) setting the present ambient air temperature equal to the initial intake air temperature;

dc) setting an old intake air temperature equal to the initial intake air temperature;

dd) measuring a present intake air temperature;

de) comparing the old intake air temperature to the present intake air temperature;

df) setting the ambient air temperature equal to the present air intake air temperature if the present air intake temperature is less than the old intake air temperature;

dg) setting the old intake air temperature equal to the present air intake temperature;

dh) repeating steps dd) through dg) to provide the present ambient air temperature.

12. A method for diagnosing warm-up behavior of a cooling system of an internal combustion engine of a vehicle upon start of the engine, comprising the steps of:

a) setting a target temperature for a coolant of a cooling system of an engine;

b) measuring a start-up temperature of the coolant;

c) measuring engine run time since engine start;

d) determining a present ambient air temperature;

e) measuring a present flow of air into the engine;

f) determining a present speed of the vehicle;

g) calculating a present threshold amount of energy needed to be produced by the engine to raise the coolant temperature from the start-up temperature to the target temperature;

h) determining a present actual amount of energy produced by the engine since engine start;

i) comparing present coolant temperature to the target temperature;

j) comparing the present threshold amount of energy to the present actual amount of energy; and

k) continuously repeating steps c) through j);

wherein a pass report is generated when the present coolant temperature is at least equal to the target temperature, and the present threshold amount of energy is at least equal to the present actual amount of energy, and the engine run time is less than a predetermined maximum engine run time;

wherein a fail is counted when the present airflow is above a predetermined minimum airflow, and the speed is above a predetermined minimum speed, and the distance is greater than a predetermined minimum distance, and the present coolant temperature is less than the target temperature, and the present actual amount of energy is greater than the present threshold amount of energy, and the engine run time is between a predetermined minimum run time and the maximum run time; and

wherein when the fail count exceeds a predetermined fail count limit, a fail report is generated.

13. The method of claim 12, wherein said steps i) and j) are disabled when the present ambient air temperature is below a predetermined minimum ambient air temperature;

wherein said steps i) and j) are disabled when the start-up temperature is below a minimum predetermined coolant temperature; and

wherein said steps i) and j) are disabled when the start-up coolant temperature is within a predetermined minimal range with respect to the target temperature.

14. The method of claim 13, further comprising between steps c) and g) the step of sensing fuel cut-off, wherein airflow into the engine during fuel cut-off is subtracted from said present accumulated air.

15. The method of claim 14, wherein said step g) comprises the steps of:

setting a predetermined offset;

setting a predetermined coefficient 1; and

setting a predetermined convection coefficient;

wherein the present threshold amount of energy is defined as a present accumulated air threshold calculated by adding the offset to the product of coefficient 1 times the difference between the target temperature and the start-up temperature and adding thereto the product of the convection coefficient times the difference between the target temperature and the present ambient air temperature by the convection coefficient;

wherein the present actual amount of energy is defined as a present accumulated air that has flowed into the engine; and

wherein said step j) comprises comparing the present accumulated air threshold to the present accumulated air.

16. The method of claim 15, wherein said step d) comprises the steps of:

da) measuring an initial intake air temperature;

db) setting the present ambient air temperature equal to the initial intake air temperature;

dc) setting an old intake air temperature equal to the initial intake air temperature;

dd) measuring a present intake air temperature;

de) comparing the old intake air temperature to the present intake air temperature;

df) setting the ambient air temperature equal to the present air intake air temperature if the present air intake temperature is less than the old intake air temperature;

dg) setting the old intake air temperature equal to the present air intake temperature;

dh) repeating steps dd) through dg) to provide the present ambient air temperature.

17. A method for diagnosing warm-up behavior of a cooling system of an internal combustion engine of a vehicle upon start of the engine, comprising the steps of:

a) setting a target temperature for a coolant of a cooling system of an engine;

b) measuring a start-up temperature of the coolant;

c) measuring engine run time since engine start;

d) determining a present ambient air temperature;

e) measuring a present flow of air into the engine;

f) determining a present speed of the vehicle;

g) calculating a present threshold amount of energy needed to be produced by the engine to raise the coolant temperature from the start-up temperature to the target temperature;

h) determining a present actual amount of energy produced by the engine since engine start;

i) comparing present coolant temperature to the target temperature;

j) comparing the present threshold amount of energy to the present actual amount of energy; and

k) continuously repeating steps c) through j);

wherein said step g) comprises the steps of;

setting a predetermined offset;

setting a predetermined coefficient 1; and

setting a predetermined convection coefficient;

wherein the present threshold amount of energy is defined as a present accumulated air threshold calculated by adding the offset to the product of coefficient 1 times the difference between the target temperature and the start-up temperature and adding thereto the product of the convection coefficient times the difference between the target temperature and the ambient air temperature by the convection coefficient;

wherein the present actual amount of energy is defined as a present accumulated air that has flowed into the engine;

wherein said step j) comprises comparing the present accumulated air threshold to the present accumulated air;

wherein a pass report is generated when the present coolant temperature is at least equal to the target temperature, and the present threshold amount of energy is at least equal to the present actual amount of energy, and the engine run time is less than a predetermined maximum engine run time;

wherein a fail is counted when the present airflow is above a predetermined minimum airflow, and the speed is above a predetermined minimum speed, and the distance is greater than a predetermined minimum distance, and the present coolant temperature is less than the target temperature, and the present actual amount of energy is greater than the present threshold amount of energy, and the engine run time is between a predetermined minimum run time and the maximum run time; and

wherein when the fail count exceeds a predetermined fail count limit, a fail report is generated.

18. The method of claim 17, wherein said step d) comprises the steps of:

da) measuring an initial intake air temperature;

db) setting the present ambient air temperature equal to the initial intake air temperature;

dc) setting an old intake air temperature equal to the initial intake air temperature;

dd) measuring a present intake air temperature;

de) comparing the old intake air temperature to the present intake air temperature;

df) setting the ambient air temperature equal to the present air intake air temperature if the present air intake temperature is less than the old intake air temperature;

dg) setting the old intake air temperature equal to the present air intake temperature;

dh) repeating steps dd) through dg) to provide the present ambient air temperature.

19. The method of claim 17, wherein said steps i) and j) are disabled when the present ambient air temperature is below a predetermined minimum ambient air temperature;

wherein said steps i) and j) are disabled when the start-up temperature is below a minimum predetermined coolant temperature; and

wherein said steps i) and j) are disabled when the start-up coolant temperature is within a predetermined minimal range with respect to the target temperature.

20. The method of claim 17, further comprising between steps c) and g) the step of sensing fuel cut-off, wherein airflow into the engine during fuel cut-off is subtracted from said present accumulated air.