EP2472088A1 - Regelverfahren für einen Motor welches eine maximale Ölverdünnung bis zur nächsten Inspektion zulässt - Google Patents

Regelverfahren für einen Motor welches eine maximale Ölverdünnung bis zur nächsten Inspektion zulässt Download PDF

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Publication number
EP2472088A1
EP2472088A1 EP11191355A EP11191355A EP2472088A1 EP 2472088 A1 EP2472088 A1 EP 2472088A1 EP 11191355 A EP11191355 A EP 11191355A EP 11191355 A EP11191355 A EP 11191355A EP 2472088 A1 EP2472088 A1 EP 2472088A1
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EP
European Patent Office
Prior art keywords
fuel
oil
concentration
regeneration
calculated
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Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP11191355A
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English (en)
French (fr)
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EP2472088B1 (de
Inventor
Annabelle Cornette
Olivier Hayat
Guillaume Reuilly
Gilles Wagon
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
PSA Automobiles SA
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Peugeot Citroen Automobiles SA
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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
    • 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
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1433—Introducing closed-loop corrections characterised by the control or regulation method using a model or simulation of the system
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/11—Oil dilution, i.e. prevention thereof or special controls according thereto
    • 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
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/047—Taking into account fuel evaporation or wall wetting

Definitions

  • the invention relates to particulate filters, and in particular to processes for regenerating a particle filter by injecting diesel fuel into the exhaust gas.
  • the exhaust gases from internal combustion engines in most motor vehicles contain a number of pollutants that are expected to reduce releases to the atmosphere (including nitrogen oxides, carbon monoxide, unburned hydrocarbons , particles and carbon dioxide).
  • pollutants including nitrogen oxides, carbon monoxide, unburned hydrocarbons , particles and carbon dioxide.
  • the regulations applicable to pollution by motor vehicles regularly lower the limits of acceptable discharges.
  • a large part of the pollutants generated by an internal combustion engine is due to incomplete combustion of the fuel.
  • a first strategy to reduce pollutant emissions is to reduce the amount of pollutants entering the exhaust system.
  • a second strategy for reducing pollutant emissions is to carry out a post-treatment of gases passing through the exhaust line.
  • the oxidation catalyst consists of a casing mounted in the exhaust line.
  • the housing encloses a support or substrate coated with an active material.
  • the substrate generally consists of a monolithic ceramic honeycomb body forming channels to be traversed by the exhaust gas.
  • the main components of the body are usually alumina or alumino-silicates doped with zirconia (cordierite, mullite, mullite-zirconia).
  • the coating of active materials may be composed of combined precious metals such as platinum, palladium or rhodium.
  • exhaust systems most often include a particulate filter for trapping solid or liquid particles consisting essentially of soot or oil droplets. To prevent clogging of the particulate filter, it must be regenerated episodically by burning the trapped particles. Burning is achieved by increasing the temperature of the exhaust gas above 550 ° C.
  • Post-injections induce an increase in the fuel dilution in the engine lubricating oil. Indeed, these injections being performed after the explosion, a large part of the injected fuel is deposited on the wall of the combustion chamber. The passage of fuel to the crankcase via the piston rings is then facilitated.
  • the patent application FR2866927 discloses a motor control method for maintaining a satisfactory interval between the draining of the lubricating oil.
  • This document describes the measurement of fuel dilution in the lubricating oil.
  • the control method regulates fuel dilution using a degraded mode during a NOx trap regeneration phase when the dilution level exceeds a high threshold. In degraded mode, the richness of the mixture air / fuel is lowered. In this way, the dilution level is maintained at a relatively low level during regeneration, and the evaporation of the fuel occurring outside the regeneration phases reduces the dilution to a satisfactory level. In this way, the level of dilution of the fuel in the oil can be maintained at a sufficiently low level to maintain a long interval between oil changes without the properties of the lubricating oil being too heavily altered.
  • the calculation of the predicted concentration of fuel in the oil includes the calculation of the amount of oil expected at the next oil change according to an oil consumption model.
  • the figure 1 illustrates a diesel engine 1 having a cylinder block 2 fixed on a low engine oil sump 3.
  • the low engine oil sump 3 contains a reserve of oil used to lubricate in a manner known per se different engine components 1
  • Combustion chambers 4 are formed in the cylinder block 2.
  • Injectors 5 are configured to be able to carry out fuel injections in the combustion chambers 4.
  • the engine 1 also comprises an exhaust line.
  • the exhaust line comprises an exhaust manifold 6.
  • the exhaust gas passes through the manifold 6.
  • the exhaust line further comprises an oxidation catalyst 7.
  • the catalyst 7 is placed upstream of a filter to particles 8.
  • the control module 9 is advantageously configured to carry out late injections in the combustion chambers in order to obtain regenerations of the particulate filter 8.
  • the temperature of the exhaust gases entering the particulate filter 5 must be maintained at a temperature of the order of 600 ° C during regeneration to allow the combustion of soot formed by the capture of particles.
  • the computer 9 comprises a temperature control loop in the particulate filter 8, in order to control the temperature induced by the regeneration injections.
  • the computer 9 determines a temperature set point for this regulation loop and consequently determines the optimum moments and quantities of fuel for performing the regeneration injections.
  • the figure 2 illustrates the principle of the dilution of fuel in the lubricating oil of the engine 1.
  • the amount of fuel diluted in the lubricating oil is at a certain level Q0.
  • Q0 the amount of fuel diluted in the lubricating oil
  • fuel evaporates from the oil.
  • the amount of fuel in the oil then decreases.
  • a regeneration then occurs and a late injection is performed for a duration RG.
  • the amount of fuel in the oil then increases to a level Q1.
  • the amount of fuel in the oil reaches a level QN when the vehicle has traveled a mileage requiring the draining of the lubricating oil.
  • the logigram of the figure 3 details an example of implementation of the motor control method 1.
  • the computer 9 checks the fuel concentration in the lubricating oil to determine whether the vehicle can continue to operate unhindered until the next oil change. Such verification can be carried out at regular intervals, for example at regular mileage intervals, at regular time intervals of operation, or after each regeneration.
  • the computer 9 determines that a check must be made. The computer 9 determines the remaining distance to be traveled until the next oil change of the engine lubricating oil.
  • the computer 9 also has a history of the regeneration of the particulate filter 8 since the last emptying. The computer 9 can thus determine the duration and the spacing between the regenerations of the particle filter 8 already intervened. The computer 9 can then determine the fuel concentration currently present in the lubricating oil on the basis of this history. The computer 9 can also store a quantity of fuel diluted in the lubricating oil and calculated previously.
  • the computer 9 calculates in step 102 the fuel concentration in the oil expected at the next oil change, on the basis of the current frequency of the filter regeneration injections. with particles. The computer 9 determines that a number N of regenerations of the particle filter 8 will be made on the basis of the current frequency.
  • This model thus takes into account the total number of regenerations envisaged until the next oil change, as well as the evaporation of the fuel occurring during the operation of the vehicle between two regenerations.
  • the evaporation of the fuel is obtained during the operation of the engine 1 during the inter-regeneration intervals, because of the temperature of the oil during this operation.
  • the calculation of the amount of diluted fuel that can be envisaged is made from such a formula for different compounds having different evaporation properties.
  • the distinct amounts of the various compounds introduced will also be taken into account.
  • the amount of fuel diluted in the lubricating oil will be the sum of the calculated amounts for the different compounds.
  • the concentration of fuel in the oil is then calculated by dividing the envisaged fuel quantity calculated by the amount of lubricating oil present in the crankcase 3.
  • the amount of oil present in the crankcase 3 can take in account the quantity introduced during the previous emptying (filled for example by the technician performing the emptying), as well as the estimated oil consumption for the engine 1.
  • a model of calculation of oil consumption can be taken into account for adjust the amount of oil present, and can for example take into account the oil consumption measured during the previous emptying.
  • a calculation of fuel concentration in the particularly precise oil can thus be obtained.
  • step 104 the fuel concentration in the oil contemplated for the next oil change is compared to a maximum threshold. If the calculated concentration is below this maximum threshold, the computer 9 determines that the operation of the engine 1 can continue normally in step 110, without risking a mechanical breakage by deterioration of the lubricating properties due to the presence of diluted fuel .
  • the computer 9 determines a risk for the operation of the engine 1 before reaching the next emptying.
  • the computer 9 then decrements during a step 106 the number of regenerations to consider until the next emptying.
  • the fuel concentration calculation of step 102 is performed again with the decremented value of the number of regenerations.
  • the number of regenerations to be considered is decremented until the foreseeable fuel concentration at the next emptying is below the maximum threshold.
  • the decrementation of the number of regenerations to be performed may be proportional to the difference between the predicted concentration and the maximum threshold, in order to allow a faster convergence of the calculation of the number of regenerations to be performed.
  • the decrementation may be performed based on a spacing of the Telec interval between regenerations, or based on a spacing of the time interval between regenerations.
  • the time spacing between the future regenerations can for example be calculated based on the average distance between the regenerations and on the average speed of the vehicle between the regenerations, this information being able to be stored in a history of the computer 9.
  • step 108 the operation of the engine 1 continues, the computer 9 imposing a maximum regeneration spacing corresponding to the number of regenerations determined during the decrementation of the last step 106.
  • Such operation of the engine 1 ensures that the fuel concentration in the lubricating oil will be lower than said maximum threshold during the next emptying.
  • the invention advantageously makes it possible to protect the engine from deterioration related to a too high dilution ratio, to protect the vehicle from a risk of fire by overheating, or to identify a failure leading to an excessive concentration of fuel and compensated by a failure to comply with the standards of depollution.
  • the invention makes it possible to guarantee such operating conditions, without requiring the operation of the motor in a degraded mode.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
EP11191355.4A 2011-01-04 2011-11-30 Regelverfahren für einen Motor welches eine maximale Ölverdünnung bis zur nächsten Inspektion zulässt Active EP2472088B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR1150050A FR2970045B1 (fr) 2011-01-04 2011-01-04 Procede de commande d'un moteur garantissant une dilution de gazole maximum a la revision

Publications (2)

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EP2472088A1 true EP2472088A1 (de) 2012-07-04
EP2472088B1 EP2472088B1 (de) 2020-01-01

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EP (1) EP2472088B1 (de)
FR (1) FR2970045B1 (de)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2642105A1 (de) * 2012-03-20 2013-09-25 Peugeot Citroën Automobiles Sa Verfahren zum Betrieb eines Dieselmotors, das mit Abgasreinigungssystemen ausgestattet ist
FR2993611A1 (fr) * 2012-07-20 2014-01-24 Peugeot Citroen Automobiles Sa Moteur de vehicule automobile a emissions polluantes reduites
WO2014060291A1 (de) * 2012-10-15 2014-04-24 Continental Automotive Gmbh Modellierung der ölverdünnung mit hilfe eines mehrkomponentenmodells
FR3033440A1 (fr) * 2015-03-02 2016-09-09 Peugeot Citroen Automobiles Sa Procede de prediction du carburant dilue dans une huile de lubrification d’un moteur thermique

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2866927A1 (fr) 2004-02-27 2005-09-02 Peugeot Citroen Automobiles Sa Systeme d'aide a la regeneration de moyens de depollution
JP2005307778A (ja) * 2004-04-19 2005-11-04 Mazda Motor Corp エンジンの排気浄化装置
DE102006034521A1 (de) * 2006-07-26 2008-01-31 Ford Global Technologies, LLC, Dearborn Verfahren zur Steuerung einer Motorölverdünnung eines Verbrennungsmotors
EP1983165A1 (de) * 2007-04-18 2008-10-22 International Engine Intellectual Property Company, LLC System und Verfahren zur Quantifizierung der Motorölverdünnung wegen Nacheinspritzung zum Zwecke der Regeneration einer Abgasnachbehandlungsvorrichtung
DE102007034822A1 (de) * 2007-07-26 2009-01-29 Ford Global Technologies, LLC, Dearborn Verbessertes Verfahren zur Steuerung der Regeneration eines Schadstoffkatalysators oder Partikelfilters
FR2926323A1 (fr) * 2008-01-11 2009-07-17 Renault Sas Procede de gestion d'un piege a oxydes d'azote afin d'assurer un intervalle de vidange minimal
FR2933735A1 (fr) * 2008-07-08 2010-01-15 Peugeot Citroen Automobiles Sa Procede et dispositif de commande des regenerations d'un systeme de post-traitement des gaz d'echappement d'un moteur a combustion

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2866927A1 (fr) 2004-02-27 2005-09-02 Peugeot Citroen Automobiles Sa Systeme d'aide a la regeneration de moyens de depollution
JP2005307778A (ja) * 2004-04-19 2005-11-04 Mazda Motor Corp エンジンの排気浄化装置
DE102006034521A1 (de) * 2006-07-26 2008-01-31 Ford Global Technologies, LLC, Dearborn Verfahren zur Steuerung einer Motorölverdünnung eines Verbrennungsmotors
EP1983165A1 (de) * 2007-04-18 2008-10-22 International Engine Intellectual Property Company, LLC System und Verfahren zur Quantifizierung der Motorölverdünnung wegen Nacheinspritzung zum Zwecke der Regeneration einer Abgasnachbehandlungsvorrichtung
DE102007034822A1 (de) * 2007-07-26 2009-01-29 Ford Global Technologies, LLC, Dearborn Verbessertes Verfahren zur Steuerung der Regeneration eines Schadstoffkatalysators oder Partikelfilters
FR2926323A1 (fr) * 2008-01-11 2009-07-17 Renault Sas Procede de gestion d'un piege a oxydes d'azote afin d'assurer un intervalle de vidange minimal
FR2933735A1 (fr) * 2008-07-08 2010-01-15 Peugeot Citroen Automobiles Sa Procede et dispositif de commande des regenerations d'un systeme de post-traitement des gaz d'echappement d'un moteur a combustion

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2642105A1 (de) * 2012-03-20 2013-09-25 Peugeot Citroën Automobiles Sa Verfahren zum Betrieb eines Dieselmotors, das mit Abgasreinigungssystemen ausgestattet ist
FR2988438A1 (fr) * 2012-03-20 2013-09-27 Peugeot Citroen Automobiles Sa Procede de fonctionnement d'un moteur diesel comprenant des systemes de depollution
FR2993611A1 (fr) * 2012-07-20 2014-01-24 Peugeot Citroen Automobiles Sa Moteur de vehicule automobile a emissions polluantes reduites
WO2014060291A1 (de) * 2012-10-15 2014-04-24 Continental Automotive Gmbh Modellierung der ölverdünnung mit hilfe eines mehrkomponentenmodells
KR20150069000A (ko) * 2012-10-15 2015-06-22 콘티넨탈 오토모티브 게엠베하 다성분 모델을 사용한 오일 희석 모델링
US9938910B2 (en) 2012-10-15 2018-04-10 Continental Automotive Gmbh Modeling oil dilution using a multicomponent model
FR3033440A1 (fr) * 2015-03-02 2016-09-09 Peugeot Citroen Automobiles Sa Procede de prediction du carburant dilue dans une huile de lubrification d’un moteur thermique

Also Published As

Publication number Publication date
FR2970045A1 (fr) 2012-07-06
EP2472088B1 (de) 2020-01-01
FR2970045B1 (fr) 2015-04-24

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