FR2899932A1 - METHOD AND DEVICE FOR CONTROLLING THE REGENERATION OF A DEPOLLUTION SYSTEM - Google Patents

METHOD AND DEVICE FOR CONTROLLING THE REGENERATION OF A DEPOLLUTION SYSTEM Download PDF

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Publication number
FR2899932A1
FR2899932A1 FR0651361A FR0651361A FR2899932A1 FR 2899932 A1 FR2899932 A1 FR 2899932A1 FR 0651361 A FR0651361 A FR 0651361A FR 0651361 A FR0651361 A FR 0651361A FR 2899932 A1 FR2899932 A1 FR 2899932A1
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France
Prior art keywords
fuel
exhaust line
temperature
engine
exhaust
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Pending
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FR0651361A
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French (fr)
Inventor
Jean Marc Duclos
Frederic Lippens
Chahdi Mohammed Ouazzani
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Renault SAS
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Renault SAS
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Publication date
Application filed by Renault SAS filed Critical Renault SAS
Priority to FR0651361A priority Critical patent/FR2899932A1/en
Priority to EP07731851A priority patent/EP2007976A1/en
Priority to PCT/FR2007/051047 priority patent/WO2007119015A1/en
Priority to US12/297,005 priority patent/US20100132334A1/en
Priority to JP2009504788A priority patent/JP2009533597A/en
Priority to RU2008144967/06A priority patent/RU2435043C2/en
Priority to CN2007800176007A priority patent/CN101443534B/en
Publication of FR2899932A1 publication Critical patent/FR2899932A1/en
Pending legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
    • F02D41/029—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a particulate filter
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/009—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/009—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series
    • F01N13/0093—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series the purifying devices are of the same type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
    • F01N3/025—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using fuel burner or by adding fuel to exhaust
    • F01N3/0253—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using fuel burner or by adding fuel to exhaust adding fuel to exhaust gases
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
    • F01N3/0828—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents characterised by the absorbed or adsorbed substances
    • F01N3/0842—Nitrogen oxides
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/24—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by constructional aspects of converting apparatus
    • F01N3/36—Arrangements for supply of additional fuel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N9/00—Electrical control of exhaust gas treating apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N9/00—Electrical control of exhaust gas treating apparatus
    • F01N9/002—Electrical control of exhaust gas treating apparatus of filter regeneration, e.g. detection of clogging
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N9/00—Electrical control of exhaust gas treating apparatus
    • F01N9/005—Electrical control of exhaust gas treating apparatus using models instead of sensors to determine operating characteristics of exhaust systems, e.g. calculating catalyst temperature instead of measuring it directly
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • F02D41/405—Multiple injections with post injections
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2250/00—Combinations of different methods of purification
    • F01N2250/02—Combinations of different methods of purification filtering and catalytic conversion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2250/00—Combinations of different methods of purification
    • F01N2250/12—Combinations of different methods of purification absorption or adsorption, and catalytic conversion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2430/00—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics
    • F01N2430/08—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics by modifying ignition or injection timing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
    • F01N2560/06—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being a temperature sensor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2610/00—Adding substances to exhaust gases
    • F01N2610/03—Adding substances to exhaust gases the substance being hydrocarbons, e.g. engine fuel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/16—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust apparatus, e.g. particulate filter or catalyst
    • F01N2900/1602—Temperature of exhaust gas apparatus
    • 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
    • F02D2200/021—Engine temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus
    • F02D41/025—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus by changing the composition of the exhaust gas, e.g. for exothermic reaction on exhaust gas treating apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
    • F02D41/0275—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a NOx trap or adsorbent
    • F02D41/028—Desulfurisation of NOx traps or adsorbent
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1445—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being related to the exhaust flow
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1446—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being exhaust temperatures
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
    • F02D41/182—Circuit arrangements for generating control signals by measuring intake air flow for the control of a fuel injection device
    • 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

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Analytical Chemistry (AREA)
  • Health & Medical Sciences (AREA)
  • Toxicology (AREA)
  • Processes For Solid Components From Exhaust (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

Procédé de contrôle de la régénération d'un système de dépollution (8), reposant sur l'introduction de carburant dans les gaz d'échappement par des injections retardées de carburant dans certaines chambres de combustion du moteur et/ou par injections directes dans la ligne d'échappement en amont du filtre, en fonction de la température en entrée du système, caractérisé en ce que le débit de carburant (Qred) introduit est affectée aux injections directes dans la ligne d'échappement et/ ou aux inj ect ions ret ardées dans les chambres de combustion selon la valeur la température de la paroi (Tparoi) de la ligne d'échappement.A method of controlling the regeneration of a pollution control system (8), based on the introduction of fuel into the exhaust gas by delayed fuel injection into certain combustion chambers of the engine and / or by direct injection into the engine exhaust line upstream of the filter, as a function of the inlet temperature of the system, characterized in that the fuel flow (Qred) introduced is assigned to direct injection into the exhaust line and / or to the injections in the combustion chambers according to the value of the wall temperature (Tparoi) of the exhaust line.

Description

PROCEDE ET Dl SPOSI Tl F DE CONTROLE DE LA REGENERATI ON D'UN SYSTEME DEMETHOD AND CONTROL DEVICE FOR REGENERATING A SYSTEM OF

DEPOLLUTI ON La présente invention se situe dans le domaine des moteurs à combustion interne et plus particulièrement les moteurs type Diesel, puisqu'ils rejettent des particules. En effet, cette invention concerne notamment la gestion des filtres à particules ou FAP. Elle s'applique not amment sur t out véhicule équipé d'un f ilt re à particules, mais aussi dans le cas de l'utilisation d'un injecteur additionnel pour des stratégies de purge d'un piège à oxyde d'azote (NOxTrap), ou sa désulf at at ion. Contrairement à un catalyseur d'oxydation traditionnel, ces systèmes fonctionnent de manière discontinue ou alternative, c'est à dire qu'en fonctionnement normal ils piègent les polluants, pour les traiter uniquement lors de phases de régénération. Pour être régénérés, ces filtres, ou pièges, nécessitent des modes de combustion spécifiques, afin de garantir les niveaux de thermique et/ ou de richesse nécessaires. Pour régénérer les filtres à particules, on peut procéder à une ou plusieurs injections retardées dans les chambres de combustion du moteur, après le point mort haut (FMH), lors de la phase de détente, ces injections ayant pour effet d'augmenter la température des gaz à l'échappement. Le gasoil injecté longtemps après le FMH, ne brûle pas dans la chambre de combustion, mais dans la partie catalytique de la ligne d'échappement. Touj ours afin de diminuer les émissions polluantes, on peut en effet disposer en plus du FAP, soit un catalyseur d'oxydation (DOC) dans la ligne d'échappement, en amont du FAP, soit directement un matériau catalytique (tel que le platine) au sein du FAP. C est sur ces sites catalytiques, que les HC et CO des injections tardives s' oxydent, augmentant la température des gaz.  The present invention is in the field of internal combustion engines and more particularly diesel type engines, since they reject particles. Indeed, this invention relates in particular to the management of particulate filters or FAP. It applies not only to any vehicle equipped with a particulate filter, but also in the case of the use of an additional injector for purging strategies of a nitrogen oxide trap (NOxTrap). ), or its desulfation. In contrast to a traditional oxidation catalyst, these systems operate discontinuously or alternatively, that is, in normal operation they trap the pollutants, to treat them only during regeneration phases. To be regenerated, these filters, or traps, require specific combustion modes, in order to guarantee the necessary thermal and / or richness levels. To regenerate the particulate filters, it is possible to carry out one or more delayed injections in the combustion chambers of the engine, after the top dead center (WFH), during the expansion phase, these injections having the effect of increasing the temperature exhaust gases. Gasoil injected long after the FMH, does not burn in the combustion chamber, but in the catalytic part of the exhaust line. In order to reduce the polluting emissions, it is possible to have in addition to the FAP, either an oxidation catalyst (DOC) in the exhaust line, upstream of the FAP, or directly a catalytic material (such as platinum ) within the FAP. It is on these catalytic sites that HC and CO late injections oxidize, increasing the temperature of the gases.

Enfin, en augmentant le débit d'une post injection éloignée, celle-ci provoque de fortes émissions de HC et de CO en sortie du moteur. Ces agents réducteurs réagissent dans le catalyseur d'oxydation avec l'oxygène présent dans les gaz d'échappement, en produisant de la chaleur, qui contribue à augmenter la température des gaz d'échappement en entrée du filtre à particules. Ainsi, la régénération d'un filtre à particules peut utiliser la chaleur produite par un catalyseur d'oxydation généralement placé en amont du filtre à particules, et celle de la phase catalytique dont est revêtu le filtre à particules catalytique. Cette dernière réalise la fonction d'oxydation des hydrocarbures et du monoxyde de carbone non traités par le catalyseur d'oxydation. Elle peut aussi utiliser la chaleur produite par la phase d'oxydation du filtre à particules catalytique, lorsqu'il n' y a pas de catalyseur d'oxydation en amont de celui-ci. La mise en action des différents moyens d'aide à la régénération, est généralement pilotée par le calculateur de contrôle moteur, qui détermine, en fonction de plusieurs paramètres, dont le chargement en suies du filtre à particules, l'instant de la régénération, ainsi que sa durée et les paramètres d'injection pendant cette phase. Or, pour améliorer l'efficacité de la régénération, il est nécessaire de produire une température interne au filtre, favorable à l'oxydation des suies (570-650 C), supérieure à la température normale de l'échappement, et ce quel que soit le point de fonctionnement du moteur. De même, pour optimiser le traitement de l'ensemble des polluants, il est nécessaire de gérer au mieux les phases de stockage et de régénération de ces pièges. Ces opérations nécessitent donc de contrôler la température en entrée du filtre à particules, au moment des phases de régénération, et la dilution due à la post injection. Actuellement, la chaleur nécessaire à la régénération des éléments de stockage de particules, est générée au moyen d'injections supplémentaires, soit pendant la phase de détente du cylindre, soit directement dans la ligne d'échappement. Le réglage de l'injection s'effectue en général par un bouclage sur la température en sortie du catalyseur d'oxydation Tsooc au moyen d'un PI D (Proportionnel, Intégrateur, Dérivateur), qui applique une correction calculée pour réguler cette température. Les deux actionneurs dont on dispose pour réaliser l'exotherme attendu dans la phase catalytique de la ligne d'échappement, ne sont pas égaux devant le critère dilution de carburant dans l'huile de lubrif icat ion. L'utilisation d'une post-injection dans le cylindre crée un surcoût important en matière de dilution, alors que le recours à l'injection directe à l'échappement, peut permettre d'assouplir la mise au point du système sur cet aspect. La présente invention a pour objectif de maximiser les performances de régénération du filtre à particules, en privilégiant l'injection de réducteurs dans la ligne d'échappement à la post-injection, afin de limiter le coût dilution lié à l'ut ilisat ion de la post -inj ect ion. Dans ce but, elle propose que le débit de carburant introduit, soit affecté aux injections directes dans la ligne d'échappement et/ou aux injections retardées dans les chambres de combustion, selon la valeur de la température de la paroi. De préférence, l'injection de carburant dans la ligne d'échappement est limitée à une zone des plus faibles charges, et à une zone des plus fortes charges du moteur, et le débit de carburant injecté dans la ligne d'échappement est limité à un débit maximum, au delà duquel le carburant inj ecté ne serait pas complètement oxydé dans celle-ci. L'invention propose aussi un dispositif comprenant un premier capteur de température en amont de la turbine, un catalyseur d'oxydation, un deuxième capteur de température mesurant la température en entrée d'un système de dépollution, le système de dépollution, et un moyen de détermination de température de paroi de la ligne d'échappement. D'autres caractéristiques et avantages de l'invention apparaîtront clairement à la lecture de la description suivante, d'un mode de réalisation non limitatif de celle-ci, en se reportant aux dessins, sur lesquels : - la f figure 1 montre un exemple d'application de l'invention, - la figure 2 montre la répartition des injections en fonction des conditions à l'échappement, - la figure 3 présente la méthode de détermination de la température de paroi, - la f igure 4 est un schéma bloc de la commande, et la figure 5, présente des tracés de saturation de la quantité de carburant injecté dans la ligne d'échappement (cinquième injecteur), pour trois températures de paroi.  Finally, by increasing the flow rate of a remote post injection, it causes high emissions of HC and CO at the output of the engine. These reducing agents react in the oxidation catalyst with the oxygen present in the exhaust gas, producing heat, which contributes to increasing the temperature of the exhaust gas at the inlet of the particulate filter. Thus, the regeneration of a particulate filter can use the heat produced by an oxidation catalyst generally placed upstream of the particulate filter, and that of the catalytic phase which is coated with the catalytic particle filter. The latter performs the oxidation function of hydrocarbons and carbon monoxide untreated by the oxidation catalyst. It can also use the heat produced by the oxidation phase of the catalytic particle filter, when there is no oxidation catalyst upstream thereof. The activation of the various regeneration aid means is generally controlled by the engine control computer, which determines, as a function of several parameters, including the soot loading of the particulate filter, the instant of the regeneration, as well as its duration and the injection parameters during this phase. However, to improve the efficiency of the regeneration, it is necessary to produce a temperature internal to the filter, favorable to the oxidation of soot (570-650 C), higher than the normal temperature of the exhaust, and that whatever the point of operation of the engine. Similarly, to optimize the treatment of all pollutants, it is necessary to best manage the storage and regeneration phases of these traps. These operations therefore require controlling the inlet temperature of the particulate filter, at the time of the regeneration phases, and the dilution due to the post injection. Currently, the heat required for the regeneration of the particle storage elements, is generated by means of additional injections, either during the relaxation phase of the cylinder, or directly in the exhaust line. The adjustment of the injection is generally carried out by a loop on the temperature at the outlet of the oxidation catalyst Tsooc by means of a PI D (Proportional, Integrator, Dérivateur), which applies a correction calculated to regulate this temperature. The two actuators available to achieve the expected exotherm in the catalytic phase of the exhaust line, are not equal before the fuel dilution criterion in the lubricating oil. The use of a post-injection into the cylinder creates a significant extra cost in terms of dilution, while the use of direct injection in the exhaust, can allow to ease the development of the system on this aspect. The object of the present invention is to maximize the regeneration performance of the particulate filter, by favoring the injection of reducers into the exhaust line at post-injection, in order to limit the dilution cost associated with the use of the filter. post-injection. For this purpose, it proposes that the fuel flow introduced, be assigned to direct injections into the exhaust line and / or delayed injections in the combustion chambers, depending on the value of the wall temperature. Preferably, the injection of fuel into the exhaust line is limited to a zone of the lowest loads, and to a zone of the highest loads of the engine, and the fuel flow injected into the exhaust line is limited to a maximum flow, beyond which the injected fuel would not be completely oxidized in it. The invention also proposes a device comprising a first temperature sensor upstream of the turbine, an oxidation catalyst, a second temperature sensor measuring the inlet temperature of a pollution control system, the pollution control system, and a means of determining the wall temperature of the exhaust line. Other features and advantages of the invention will become clear from reading the following description of a non-limiting embodiment thereof, with reference to the drawings, in which: FIG. 1 shows an example FIG. 2 shows the distribution of the injections as a function of the exhaust conditions, FIG. 3 shows the method of determining the wall temperature, FIG. 4 is a block diagram. FIG. of the control, and Figure 5, shows saturation patterns of the amount of fuel injected into the exhaust line (fifth injector), for three wall temperatures.

La figure 1 illustre de façon non limitative l'application de l'invention sur un moteur de véhicule. Elle f ait apparaître un moteur à quatre cylindres 1, la turbine 2 et le compresseur 3 d'un turbocompresseur, ainsi qu'une boucle EGR et son ref roidisseur 4. Dans la ligne d'échappement, on trouve un catalyseur d'oxydation 7 (DOC), suivi d'un filtre à particules 8 (FAP). Un injecteur de carburant à l'échappement 9, dit cinquième injecteur, est placé en amont du catalyseur 7. Les différents capteurs associés, sont un capteur de température avant turbine (Tayt) 11, un capteur de température d'entrée de filtre à particules (Tefap) 13, un capteur de température en sortie de filtre à particules (Tesfap) 14, une sonde à oxygène 16, et un capteur de pression différentielle 17, ou capteur de pression relative, entre l'amont du f ilt re et l'atmosphère. Enf in, le schéma mentionne le papillon d'admission du moteur 8, la valve EGR 19, et les moyens d'isolation de la ligne d'échappement 21. Le calculateur moteur associé 22, reçoit et traite les signaux émis par les capteurs mentionnés, ainsi que d'autres informations en provenance de consommateurs électriques 23, du groupe moto ventilateur 25, d'un thermostat piloté 26, et de capteurs de température et de pression atmosphérique 27, 28. Dans le cadre de l'invention, l'injecteur supplémentaire positionné dans la ligne d'échappement, ou cinquième injecteur 9, peut cependant être placé, soit en amont soit en aval de la turbine, sans que cet emplacement ait d'incidence sur la stratégie proposée. Le dispositif concerné par l'invention comprend donc les éléments suivants : un injecteur à l'échappement 9, un premier capteur de température 11 en amont de la turbine, un catalyseur d'oxydation 8, un deuxième capteur de température 12 mesurant la température Tefap en entrée d'un système de dépollut ion, le système de dépollut ion 8, et un moyen de détermination de température de paroi Tparoi, de la ligne d'échappement. Conformément à l'invention, le moyen de température de paroi peut être un modèle de calcul intégré dans le calculateur, ou un capteur de température de paroi (non représenté). Enfin, le système de dépollution 8 peut être, soit un filtre à particules, soit un autre système tel qu'un piège à oxydes d'azotes, et l'injecteur à l'échappement 9 peut être positionné en amont, ou en aval, de laturbine. Comme indiqué plus haut, l'invention prévoit de répartir la quantité du carburant Qred, permettant d'atteindre la température désirée en entrée du filtre à particule, entre un injecteur supplémentaire implanté dans le passage des gaz d'échappement, et la post-inj ect ion. Rus précisément, la quantité de réducteurs Qred commandée par la stratégie de contrôle de température en entrée du filtre à particules sera affectée à l'injecteur supplémentaire, Q5inj, en premier lieu et/ ou à la post injection Qpoi, selon la valeur instantanée de la température de la paroi Tparoi, de la ligne d'échappement .  Figure 1 illustrates in a non-limiting manner the application of the invention to a vehicle engine. It has appeared a four-cylinder engine 1, the turbine 2 and the compressor 3 of a turbocharger, and an EGR loop and its cooler 4. In the exhaust line, there is an oxidation catalyst 7 (DOC), followed by a particulate filter 8 (FAP). An exhaust fuel injector 9, called the fifth injector, is placed upstream of the catalyst 7. The various associated sensors are a front turbine temperature sensor (Tayt) 11, a particulate filter inlet temperature sensor. (Tefap) 13, a particle filter output temperature sensor (Tesfap) 14, an oxygen sensor 16, and a differential pressure sensor 17, or relative pressure sensor, between the upstream of the filter and the 'atmosphere. Finally, the diagram mentions the throttle valve of the engine 8, the EGR valve 19, and the means for isolating the exhaust line 21. The associated engine control unit 22 receives and processes the signals emitted by the sensors mentioned. , as well as other information from electrical consumers 23, motorcycle fan assembly 25, a controlled thermostat 26, and temperature and atmospheric pressure sensors 27, 28. Within the scope of the invention, the additional injector positioned in the exhaust line, or fifth injector 9, may however be placed, either upstream or downstream of the turbine, without this location has an impact on the proposed strategy. The device concerned by the invention therefore comprises the following elements: an injector with the exhaust 9, a first temperature sensor 11 upstream of the turbine, an oxidation catalyst 8, a second temperature sensor 12 measuring the temperature Tefap at the inlet of a decontamination system, the depollution system 8, and a wall temperature determination means Tparoi, the exhaust line. According to the invention, the wall temperature means may be a calculation model integrated in the computer, or a wall temperature sensor (not shown). Finally, the pollution control system 8 can be either a particulate filter or another system such as an oxide trap of nitrogen, and the exhaust nozzle 9 can be positioned upstream or downstream, of laturbine. As indicated above, the invention provides for distributing the quantity of Qred fuel, making it possible to reach the desired temperature at the inlet of the particle filter, between an additional injector implanted in the exhaust gas passage, and the post-inj ect ion. Specifically, the quantity of Qred reducers controlled by the particulate filter inlet temperature control strategy will be allocated to the additional injector, Q5inj, in the first place and / or Qpoi post injection, depending on the instantaneous value of the wall temperature Tparoi, of the exhaust line.

L'invention part du principe que l'injecteur à l'échappement ne peut pas être utilisé sur l'ensemble de la plage de fonctionnement du moteur. En effet , la zone caractérisée par un faible débit des gaz à l'échappement et une faible température de la paroi, ne permet pas une vaporisation satisfaisante du carburant injecté. Par sécurité, il peut aussi être préférable de ne pas utiliser l'injecteur à l'échappement dans les zones caractérisées par un fort débit des gaz à l'échappement et une température de paroi élevée, ceci en raison de temps de séjour des réducteurs dans le catalyseur d'oxydation trop faibles, pour permettre d'oxyder la totalité des réducteurs. Conf ormément à la figure 2, l'injection de carburant dans la ligne d'échappement est donc utilisée uniquement dans certaines plages de fonctionnement du moteur, et limitée par exemple à une zone des plus faibles charges, et à une zone des plus fortes charges du moteur. La température de la paroi peut être déterminée, soit par un capteur, soit par un modèle intégré dans le calculateur du moteur, en fonction de différents paramètres. Afin de déterminer la température de la paroi Tparoi, il est en effet possible d'utiliser un capteur ou un modèle de calcul, intégré par exemple dans le calculateur de contrôle moteur, qui permet de donner une valeur instantanée de Tparoi. Cette température est une fonction de différent s paramètres mentionnés sur la figure 3, incluant la température des gaz d'échappement avant la turbine d'un turbocompresseur Tay,, la température d'eau Teau du moteur, le débit des gaz d'échappement Qech, et le débit d'air Qair (mesuré par exemple à l'admission). Le modèle peut utiliser tous ces paramètres, ou seulement une partie d'entre eux, en fonction du point de fonctionnement moteur. La quantité de carburant à injecter Qred dépend de la température de la paroi, de la température en sortie du catalyseur d'oxydation DOC ou de la température en entrée du FAP Tefap, et du point de fonctionnement moteur (débit des gaz d'échappement). La quantité de carburant Qred est calculée au moyen d'un module intégré dans le calculateur contrôle moteur. Ce module, illustré par la figure 4, est composé d'un réglage de base du débit de réducteur à injecter (supposé indépendant de l'actionneur), cartographié par point de fonctionnement régime/couple moteur, et d'une correction généré par un correcteur de type PI D (Proportionnel Intégrateur Dér ivat eur) dépendant de l'écart de la mesure de température d'entrée du filtre à particules à la température de consigne Tons. La capacité de conversion du DOC, qui dépend de la température de la paroi et du débit des gaz le traversant, définit un débit maximum pour le cinquième injecteur, au-delà duquel une partie des réducteurs injecté à l'échappement ne sera pas oxydée. Pour tenir compte de cette contrainte, l'invention prévoit que le débit de carburant QSinj injecté dans la ligne d'échappement soit limité à un débit maximum Qinjmax, au delà duquel le carburant injecté ne serait pas complètement oxydé dans celle-ci. Rus précisément, le carburant est injecté en priorité dans la ligne d'échappement, tant que le débit injecté Qin; est inférieur au débit maximum oxydable complètement dans celle-ci Qinjmax• La figure 5 illustre le principe de saturation haute de débit du cinquième injecteur, pour différentes températures de paroi Tparoil, Tparoi2, Tparoil. Dans les deux zones où cet injecteur ne peut pas être utilisé, la post-injection sera autorisée, si la stratégie de contrôle de température à l'entrée du FAP requiert la production d'un exot herme dans le DOC. Lorsque l'utilisation du cinquième injecteur est autorisée, il est saturé en premier, de manière à privilégier son utilisation jusqu'à saturation, en reportant le surplus commandé sur la post-injection : - si Qred <QSinj maxi, alors QSinj = Qred et Qpoil= 0 si Qred = Q5inj maxi, alors QSinj = QSinj maxi et Qpoi1= Qred - Q5inj maxi Ainsi, le surplus de carburant Qpoi par rapport au débit oxydable dans la ligne d'échappement Qinimax, est introduit par des injections retardées dans les chambres de combustion du moteur. De préférence, le calculateur 22 du moteur commande le débit de carburant Qred dans l'injecteur dédié de la ligne d'échappement 9, jusqu'à un niveau de saturation du catalyseur 7 d'oxydation, avant de reporter le surplus commandé par la régénération du filtre 8 sur des injections retardées de carburant dans les chambres de combustion du moteur.  The invention assumes that the exhaust nozzle can not be used over the entire operating range of the engine. Indeed, the area characterized by a low exhaust gas flow rate and a low wall temperature, does not allow a satisfactory vaporization of the fuel injected. For safety reasons, it may also be preferable not to use the exhaust injector in areas characterized by a high exhaust gas flow rate and a high wall temperature, due to the residence time of the reducers in the oxidation catalyst too low, to allow oxidation of all reductants. In accordance with FIG. 2, the injection of fuel into the exhaust line is therefore used only in certain operating ranges of the engine, and limited for example to a zone of the lowest loads, and to a zone of the highest loads. of the motor. The temperature of the wall can be determined either by a sensor or by a model integrated in the engine computer, according to various parameters. In order to determine the temperature of the wall wall, it is indeed possible to use a sensor or a calculation model, integrated for example in the engine control computer, which makes it possible to give an instantaneous value of the partition. This temperature is a function of the different parameters mentioned in Figure 3, including the exhaust gas temperature before the turbine of a Tay turbocharger, the water temperature of the engine water, the flow of the Qech exhaust , and Qair airflow (measured for example at admission). The model can use all or only some of these parameters depending on the engine operating point. The amount of fuel to be injected depends on the wall temperature, DOC outlet oxidation temperature, or the Tefap FAP inlet temperature, and the engine operating point (exhaust gas flow). . The quantity of Qred fuel is calculated by means of a module integrated in the engine control computer. This module, illustrated in FIG. 4, is composed of a basic setting of the injector gearing rate (assumed to be independent of the actuator), mapped by operating point speed / engine torque, and a correction generated by a PI D type corrector (Proportional Integrator Derived) dependent on the deviation of the input temperature measurement of the particulate filter at the set temperature Tons. The conversion capacity of the DOC, which depends on the temperature of the wall and the flow rate of the gases passing therethrough, defines a maximum flow rate for the fifth injector, beyond which part of the reducers injected into the exhaust will not be oxidized. To take account of this constraint, the invention provides that the flow of fuel QSinj injected into the exhaust line is limited to a maximum flow Qinjmax, beyond which the fuel injected would not be completely oxidized therein. Rus precisely, the fuel is injected as a priority in the exhaust line, as long as the injected flow Qin; is less than the maximum flow rate fully oxidizable therein. FIG. 5 illustrates the principle of high flow saturation of the fifth injector, for different wall temperatures Tparoil, Tparoi2, Tparoil. In both areas where this injector can not be used, post-injection will be allowed, if the temperature control strategy at the input of the FAP requires the production of an exotherme in the DOC. When the use of the fifth injector is allowed, it is saturated first, so as to favor its use until saturation, by postponing the surplus controlled on the post-injection: - if Qred <QSinj maxi, then QSinj = Qred and Qpoil = 0 if Qred = Q5inj max, then QSinj = QSinj max and Qpoi1 = Qred - Q5inj max Thus, the fuel surplus Qpoi with respect to the oxidizable flow in the Qinimax exhaust line, is introduced by delayed injections in the chambers engine combustion. Preferably, the computer 22 of the engine controls the fuel flow Qred in the dedicated injector of the exhaust line 9, to a saturation level of the oxidation catalyst 7, before transferring the surplus controlled by the regeneration filter 8 on delayed fuel injections into the combustion chambers of the engine.

En cas d'activation simultanée de l'injection à l'échappement et de la post injection, il est préférable que la totalité du carburant injectée suive une rampe de progression, pour rej oindre la valeur de consigne, de manière à éviter qu'une partie du carburant injectée traverse le catalyseur sans avoir réagi. Avec un tel prof il d'injection, les réducteurs traversant le catalyseur, en cas de f ort débit des gaz à l'échappement et de température de paroi élevée, ont plus de chance de s'oxyder. Le modèle de stratégie d'injection de réducteurs dans la ligne d'échappement est intégré à l'ECU du véhicule. Les principales étapes de la stratégie sont les suivantes : • le modèle détermine tout d'abord une quantité supplémentaire de carburant à injecter (Qred) pour le point de fonctionnement considéré, à partir d'une cartographie. • la mesure de la température en sortie du DOC (ou en entrée du FAP) permet de corriger cette quantité de réducteur, afin de se rapprocher le plus près possible de la température désirée (température consigne) en ent rée du FAP (Tsooc = TEFAP)• • la commande gère ensuite la répartition du carburant supplémentaire entre le cinquième injecteur (Q5inj) et la post injection (Qpoi1) suivant les caractéristiques des gaz d'échappement (Tparoi et QECH)• I1 est possible que seul le cinquième injecteur, ou que seule l'injection tardive, ne fonctionne. En dernier lieu, il faut préciser que la précision du modèle de calcul de température de paroi, peut limiter l'utilisation de la stratégie proposée. En effet, il est important de pouvoir utiliser l'injecteur additionnel sur la plage de régime charge la plus importante possible, mais il est également important de ne pas l'utiliser, lorsque la température de paroi est trop faible. La marge prise sur la valeur de la Tparoi, va directement impacter le champ régime/charge accessible.  In the case of simultaneous activation of the exhaust injection and the post injection, it is preferable that all the injected fuel follow a progression ramp, to reach the setpoint, so as to avoid part of the injected fuel passes through the catalyst without reacting. With such an injection nozzle, the reducing agents passing through the catalyst, in the event of high exhaust gas flow and high wall temperature, are more likely to oxidize. The strategy model of injection of reducers in the exhaust line is integrated into the vehicle ECU. The main steps of the strategy are: • The model first determines an additional amount of fuel to be injected (Qred) for the operating point under consideration, based on a map. • the temperature measurement at the output of the DOC (or at the inlet of the FAP) makes it possible to correct this quantity of gearbox, in order to get as close as possible to the desired temperature (setpoint temperature) in contact with the FAP (Tsooc = TEFAP) The control then manages the distribution of the additional fuel between the fifth injector (Q5inj) and the post injection (Qpoi1) according to the characteristics of the exhaust gases (Tparoi and QECH). It is possible that only the fifth injector, or only late injection works. Finally, it should be noted that the accuracy of the wall temperature calculation model may limit the use of the proposed strategy. Indeed, it is important to be able to use the additional injector over the highest possible load speed range, but it is also important not to use it, when the wall temperature is too low. The margin taken on the value of the parcel, will directly impact the field regime / load accessible.

Claims (19)

REVENDICATIONS 1. Procédé de contrôle de la régénération d'un système de dépollution (8), reposant sur l'introduction de carburant dans les gaz d'échappement par des injections retardées de carburant dans certaines chambres de combustion du moteur et/ou par injections directes dans la ligne d'échappement en amont du filtre, en fonction de la température en entrée du système, caractérisé en ce que le débit de carburant (Qred) introduit est affecté aux injections directes dans la ligne d'échappement et/ou aux injections retardées dans les chambres de combustion selon la valeur la température de la paroi (Tparoi) de la ligne d'échappement.  1. A method of controlling the regeneration of a pollution control system (8), based on the introduction of fuel into the exhaust gas by delayed fuel injection into some combustion chambers of the engine and / or by direct injections in the exhaust line upstream of the filter, depending on the inlet temperature of the system, characterized in that the fuel flow (Qred) introduced is assigned to direct injections into the exhaust line and / or delayed injections in the combustion chambers according to the value of the wall temperature (Tparoi) of the exhaust line. 2. Procédé de contrôle selon la revendication 1, caractérisé en ce que l'injection de carburant dans la ligne d'échappement est utilisée uniquement dans certaines plages de fonctionnement du moteur.  2. Control method according to claim 1, characterized in that the fuel injection in the exhaust line is used only in certain operating ranges of the engine. 3. Procédé de contrôle selon la revendication 1, caractérisé en ce que l'injection de carburant dans la ligne d'échappement est limitée à une zone des plus f aibles charges et à une zone des plus f ort es charges du moteur.  3. Control method according to claim 1, characterized in that the injection of fuel into the exhaust line is limited to a zone of the f easible loads and a zone of the most f ort loads of the engine. 4. Procédé de contrôle selon la revendication 1, 2 ou 3, caractérisé en ce que la t empér at ur e de la paroi est déterminée par un capteur.  4. Control method according to claim 1, 2 or 3, characterized in that the empér ur ur ur of the wall is determined by a sensor. 5. Procédé de contrôle selon la revendication 1, 2 ou 3, caractérisé en ce que la température de paroi (Tparoi) est déterminée par un modèle intégré dans le calculateur du moteur, en fonction de paramètres incluant la température des gaz d'échappement avant la turbine d'un turbocompresseur (Tayt), la température d'eau (Teau), le débit des gaz d'échappement (Qech), et le débit d'air (Qair).  5. Control method according to claim 1, 2 or 3, characterized in that the wall temperature (Tparoi) is determined by a model integrated in the engine computer, according to parameters including the temperature of the exhaust gas before Turbocharger turbine (Tayt), water temperature (water), exhaust gas flow (Qech), and airflow (Qair). 6. Procédé de contrôle selon l'une des revendications précédentes, caractérisé en ce que le débit de carburant (Qin;) injecté dans la ligne -11 - d'échappement est limité à un débit maximum (Qinjmax) au delà duquel, le carburant injecté ne serait pas complètement oxydé dans celle-ci.  6. Control method according to one of the preceding claims, characterized in that the fuel flow (Qin;) injected into the exhaust line -11 - is limited to a maximum flow (Qinjmax) beyond which, the fuel injected would not be completely oxidized in it. 7. Procédé de contrôle selon l'une des revendications précédentes, caractérisé en ce le carburant est injecté en priorité dans la ligne d'échappement tant que le débit injecté (Qinj) est inférieur au débit maximum oxydable complètement dans celle-ci (Qinjmax).  7. A method of control according to one of the preceding claims, characterized in that the fuel is injected in priority in the exhaust line as the injected flow (Qinj) is less than the maximum flow completely oxidized in it (Qinjmax) . 8. Procédé de contrôle selon la revendication 7, caractérisé en ce que le surplus de carburant (Qpoi) par rapport au débit oxydable dans la ligne d'échappement (Qinjmax) est introduit par des injections retardées dans les chambres de combustion du moteur.  8. Control method according to claim 7, characterized in that the surplus fuel (Qpoi) relative to the oxidizable flow in the exhaust line (Qinjmax) is introduced by delayed injections into the combustion chambers of the engine. 9. Procédé de contrôle selon l'une des revendications précédentes, caractérisé en ce que le débit total de carburant (Qred) est corrigé sur chaque point de fonctionnement du moteur par un facteur dépendant de l'écart entre la température d'entrée du filtre à particule (Tefap) et la température de consigne de régénération (Tons).  9. Control method according to one of the preceding claims, characterized in that the total fuel flow (Qred) is corrected on each operating point of the engine by a factor depending on the difference between the inlet temperature of the filter to particle (Tefap) and the regeneration target temperature (Tons). 10. Procédé de contrôle selon l'une des revendications précédentes, caractérisé en ce que le calculateur (22) du moteur commande le débit de carburant (Qred) dans injecteur dédié de la ligne d'échappement (9) jusqu'à un niveau de saturation d'un catalyseur d'oxydation (7), avant de reporter le surplus commandé par la régénération du filtre (8) sur des injections retardées de carburant dans les chambres de combustion du moteur.  10. Control method according to one of the preceding claims, characterized in that the computer (22) of the engine controls the fuel flow (Qred) in dedicated injector of the exhaust line (9) to a level of saturation of an oxidation catalyst (7), before transferring the surplus controlled by the regeneration of the filter (8) to delayed fuel injections into the combustion chambers of the engine. 11. Procédé de contrôle selon l'une des revendications précédentes, caractérisé en ce que le système dépollution (8) est un filtre à particules  11. Control method according to one of the preceding claims, characterized in that the pollution control system (8) is a particulate filter 12. Dispositif de contrôle de la régénération d'un système de dépollution (8) disposé dans la ligne d'échappement d'un moteur selon un procédé conforme à l'une des revendications précédentes, caractérisé en ce qu'il comprend un injecteur à l'échappement (9), un premier capteur de température (11) en amont de la turbine, un catalyseur d'oxydation (8), un deuxième capteur- 12 - de température (12) mesurant la température (Tefap) en entrée d'un système de dépollution, le système de dépollution (8), et un moyen de détermination de température de paroi (Tparo;) de la ligne d'échappement.  12. Device for controlling the regeneration of a pollution control system (8) disposed in the exhaust line of an engine according to a method according to one of the preceding claims, characterized in that it comprises a jet injector. the exhaust (9), a first temperature sensor (11) upstream of the turbine, an oxidation catalyst (8), a second temperature sensor (12) measuring the temperature (Tefap) at the inlet of a depollution system, the pollution control system (8), and a wall temperature determination means (Tparo;) of the exhaust line. 13. Dispositif de contrôle selon la revendication 12, caractérisé en ce 5 que le moyen de température de paroi est un modèle de calcul intégré dans un calculateur (22).  13. Control device according to claim 12, characterized in that the wall temperature means is a calculation model integrated in a computer (22). 14. Dispositif de contrôle selon la revendication 12, ou 13, caractérisé en ce que l'injecteur de carburant (9) est disposé en amont d'une turbine de turbo compresseur (2). 10  14. Control device according to claim 12 or 13, characterized in that the fuel injector (9) is arranged upstream of a turbo compressor turbine (2). 10 15. Dispositif de contrôle selon la revendication 12 ou 13, caractérisé en ce que l'injecteur de carburant (9) est disposé en aval d'une turbine de turbo compresseur (2).  15. Control device according to claim 12 or 13, characterized in that the fuel injector (9) is disposed downstream of a turbo compressor turbine (2). 16. Dispositif de contrôle selon l'une des revendications 12 à 15, caractérisé en ce que le premier capteur de température (11) est disposé en 15 amont d'une turbine de turbo compresseur (2).  16. Control device according to one of claims 12 to 15, characterized in that the first temperature sensor (11) is disposed upstream of a turbo compressor turbine (2). 17. Dispositif de contrôle selon l'une des revendications 12 à 16, caractérisé en ce qu'il comporte un quatrième capteur (14) de température en sortie du système de dépollution (Tsfap).  17. Control device according to one of claims 12 to 16, characterized in that it comprises a fourth temperature sensor (14) at the output of the pollution control system (Tsfap). 18. Dispositif de contrôle selon l'une des revendications 12 à 16, 20 caractérisé en ce que le système de dépollution (8) est un filtre à particules.  18. Control device according to one of claims 12 to 16, characterized in that the pollution control system (8) is a particulate filter. 19. Dispositif de contrôle selon l'une des revendications 12 à 16, caractérisé en ce que le système de dépollution (8) est un piège à oxydes d'azote.  19. Control device according to one of claims 12 to 16, characterized in that the pollution control system (8) is a trap nitrogen oxides.
FR0651361A 2006-04-14 2006-04-14 METHOD AND DEVICE FOR CONTROLLING THE REGENERATION OF A DEPOLLUTION SYSTEM Pending FR2899932A1 (en)

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EP07731851A EP2007976A1 (en) 2006-04-14 2007-03-30 Method and device for monitoring the regeneration of a pollution-removal system
PCT/FR2007/051047 WO2007119015A1 (en) 2006-04-14 2007-03-30 Method and device for monitoring the regeneration of a pollution-removal system
US12/297,005 US20100132334A1 (en) 2006-04-14 2007-03-30 Method and device for monitoring the regeneration of a pollution-removal system
JP2009504788A JP2009533597A (en) 2006-04-14 2007-03-30 Method and apparatus for monitoring regeneration of a pollution control system
RU2008144967/06A RU2435043C2 (en) 2006-04-14 2007-03-30 Renovation control method for cleaning system, and device for its implementation
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