EP2472088B1 - 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
EP2472088B1
EP2472088B1 EP11191355.4A EP11191355A EP2472088B1 EP 2472088 B1 EP2472088 B1 EP 2472088B1 EP 11191355 A EP11191355 A EP 11191355A EP 2472088 B1 EP2472088 B1 EP 2472088B1
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Prior art keywords
fuel
oil
concentration
foreseeable
regeneration
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EP11191355.4A
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English (en)
French (fr)
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EP2472088A1 (de
Inventor
Annabelle Cornette
Olivier Hayat
Guillaume Reuilly
Gilles Wagon
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PSA Automobiles SA
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PSA 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 methods for regenerating a particulate filter by injecting diesel fuel into the exhaust gas.
  • the exhaust gases from internal combustion engines fitted to most motor vehicles contain a certain number of pollutants, the release of which into the atmosphere is desirable (in particular nitrogen oxides, carbon monoxide, unburnt hydrocarbons , particles and carbon dioxide).
  • pollutants in particular nitrogen oxides, carbon monoxide, unburnt hydrocarbons , particles and carbon dioxide.
  • the regulations applicable to pollution from motor vehicles regularly lower the limits of acceptable discharges.
  • a first strategy for reducing pollutant releases consists in reducing the quantity of pollutants entering the exhaust line.
  • a second strategy for reducing pollutant releases consists of post-treatment of the gases crossing the exhaust line.
  • a catalytic converter comprising an oxidation catalyst (to oxidize carbon monoxide and unburnt hydrocarbons) and a reduction catalyst (to reduce nitrogen oxides ).
  • the oxidation catalyst consists of a housing mounted in the exhaust line.
  • the housing contains a support or substrate coated with an active material.
  • the substrate generally consists of a monolithic ceramic body in the form of a honeycomb forming channels intended to be traversed by the exhaust gases.
  • the main components of the body are generally alumina or alumino-silicates doped with zirconia (cordierite, mullite, mullite-zirconia).
  • the coating of active materials can be composed of combined precious metals such as platinum, palladium or rhodium.
  • the exhaust systems most often include a particulate filter intended to trap solid or liquid particles consisting essentially of soot or oil droplets. To avoid fouling of the particulate filter, it must be regenerated sporadically by burning trapped particles. Burning is carried out by increasing the temperature of the exhaust gases above 550 ° C.
  • Post-injections induce an increase in the dilution of fuel in the engine lubricating oil.
  • these injections being carried out 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 describes a method of controlling the engine which makes it possible to maintain a satisfactory interval between the lubricating oil changes.
  • This document describes the measurement of fuel dilution in lubricating oil.
  • the control process regulates the fuel dilution using a degraded mode during a regeneration phase of a NOx trap when the dilution level exceeds a high threshold.
  • degraded mode the richness of the mixture air / fuel is lowered.
  • the dilution level is maintained at a relatively reduced level during the regeneration, and the evaporation of the fuel occurring outside the regeneration phases makes it possible to reduce the dilution to a satisfactory level.
  • the level of dilution of the fuel in the oil can be kept at a level which is sufficiently reduced to maintain a long interval between the changes without the properties of the lubricating oil being too greatly impaired.
  • the document DE102006034521 A1 a method of controlling an internal combustion engine fitted with an exhaust gas pollution control device, an event involving an increase in dilution is suspended if the dilution of fuel in the oil present or predicted exceeds at least one value limit.
  • the calculation of the foreseeable concentration of fuel in the oil comprises the calculation of the quantity of foreseeable oil at the next oil change as a function of 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 various components of the engine 1
  • Combustion chambers 4 are provided in the cylinder block 2.
  • Injectors 5 are configured in order to be able to inject fuel into the combustion chambers 4.
  • the engine 1 also includes an exhaust line.
  • the exhaust line comprises an exhaust manifold 6.
  • the exhaust gases pass through the manifold 6.
  • the exhaust line further comprises an oxidation catalyst 7.
  • the catalyst 7 is placed upstream of a particles 8.
  • the control module 9 is advantageously configured to perform late injections into the combustion chambers in order to obtain regenerations of the particle filter 8.
  • the temperature of the exhaust gases entering the particle filter 5 must be maintained at a temperature of the order of 600 ° C. during a regeneration to allow the combustion of the soot formed by the capture of the particles.
  • the computer 9 includes a temperature regulation loop in the particle filter 8, in order to control the temperature induced by the regeneration injections.
  • the computer 9 determines a temperature setpoint for this regulation loop and consequently determines the optimum times 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 quantity of fuel diluted in the lubricating oil is at a certain level Q0.
  • Q0 the quantity of fuel diluted in the lubricating oil
  • fuel evaporates from the oil.
  • the amount of fuel in the oil then decreases.
  • Regeneration then takes place and a late injection is carried out for a period of RG.
  • the amount of fuel in the oil then increases to a level Q1.
  • the quantity of fuel in the oil reaches a level QN when the vehicle has traveled a mileage requiring the oil to be changed.
  • the flowchart of the figure 3 details an example of implementation of the engine 1 control method.
  • the computer 9 performs a check of the concentration of fuel in the lubricating oil to determine whether the vehicle can continue to run smoothly until the next oil change.
  • a check can be carried out at regular intervals, for example at regular mileage intervals, at regular operating time intervals, or after each regeneration.
  • the computer 9 determines that a verification must be carried out. The computer 9 determines the distance remaining to be traveled until the next time the engine lubricating oil is changed.
  • the computer 9 also has a history of regeneration of the particle filter 8 that has occurred since the last drain. The computer 9 can thus determine the duration and the spacing between the regenerations of the particulate filter 8 already occurring. The computer 9 can then determine the concentration of fuel 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 beforehand.
  • the computer 9 calculates in step 102 the concentration of fuel in the oil predictable at the next oil change, based on the current frequency of the regeneration injections of the filter. with particles. The computer 9 determines that a number N of regenerations of the particle filter 8 will be carried out 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, due to the temperature of the oil during this operation.
  • the calculation of the possible quantity of diluted fuel is carried out on the basis of such a formula for different compounds having different evaporation properties.
  • the separate quantities of the different compounds introduced will also be taken into account.
  • the quantity of fuel diluted in the lubricating oil will be the sum of the quantities calculated for the various compounds.
  • the concentration of fuel in the oil is then calculated by dividing the quantity of fuel envisaged calculated by the quantity of lubricating oil present in the crankcase 3.
  • the quantity of oil present in the crankcase 3 can take take into account the quantity introduced during the previous oil change (informed for example by the technician carrying out the oil change), as well as the estimated oil consumption for the engine 1.
  • An oil consumption calculation model can be taken into account for adjust the quantity of oil present, and can for example take into account the oil consumption measured during the previous oil change. A particularly precise calculation of the concentration of fuel in the oil can thus be obtained.
  • step 104 the fuel concentration in the oil envisaged for the next oil change is compared with a maximum threshold. If the calculated concentration is less than this maximum threshold, the computer 9 determines that the operation of the engine 1 can continue normally in step 110, without risking mechanical breakage by deterioration of the lubrication properties due to the presence of diluted fuel .
  • the computer 9 determines a risk for the operation of the engine 1 before having reached the next drain.
  • the computer 9 then decrements during a step 106 the number of regenerations to be considered until the next drain.
  • the fuel concentration calculation of step 102 is performed again with the value decremented by the number of regenerations.
  • the number of regenerations to be considered is decremented until the foreseeable fuel concentration during the next oil change is lower than said maximum threshold.
  • the decrementation of the number of regenerations to be carried out may be proportional to the difference between the foreseeable concentration and the maximum threshold, in order to allow faster convergence of the calculation of the number of regenerations to be carried out.
  • the decrementation can be carried out based on a spacing of the Telec interval between regenerations, or on the basis of a spacing of the time interval between regenerations.
  • the temporal spacing between future regenerations can for example be calculated based on the average distance between regenerations and on the average speed of the vehicle between 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.
  • a maximum regeneration spacing corresponding to the number of regenerations determined during the decrementation of the last step 106.
  • the invention advantageously makes it possible to protect the engine from deterioration linked to an excessive dilution rate, to protect the vehicle from a risk of fire due to overheating, or to identify a failure leading to an excessive concentration of fuel and compensated by non-compliance with pollution control standards.
  • the invention makes it possible to guarantee such operating conditions, without however requiring the engine to operate 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)

Claims (5)

  1. Steuerverfahren einer Brennkraftmaschine, die mit einer Abgasreinigungsvorrichtung versehen ist, wobei die Reinigungsvorrichtung regelmäßig durch Einspritzen von Kraftstoff in die Brennkammer regeneriert wird, wobei das Verfahren die folgenden Schritte umfasst:
    - Bestimmen (100) der Entfernung, die bis zu dem nächsten Schmierölwechsel der Maschine zurückzulegen bleibt,
    - auf der Basis der aktuellen Frequenz der Regenerierungskraftstoffeinspritzungen Berechnen (102) der vorhersehbaren Kraftstoffkonzentration in dem Öl bei dem nächsten Ölwechsel;
    - falls die berechnete Konzentration einen vorbestimmten Schwellenwert (104) überschreitet, Berechnen einer Regenerierungseinspritzfrequenz (106), für die die vorhersehbare Kraftstoffkonzentration in dem Öl bei dem nächsten Ölwechsel niedriger ist als der vorbestimmte Schwellenwert, Ausführen der Regenerierungseinspritzungen (108) mit der berechneten Frequenz.
  2. Verfahren nach Anspruch 1, wobei die Berechnung der Kraftstoffkonzentration in dem Öl Folgendes umfasst:
    - für mehrere Bestandteile des Kraftstoffs die Berechnung einer vorhersehbaren Menge des Bestandteils in dem Kraftstoff bei dem nächsten Ölwechsel in Abhängigkeit von einem Verdampfungsmodell dieses Bestandteils;
    - die Summierung der berechneten vorhersehbaren Mengen für die unterschiedlichen Bestandteile;
    - die Berechnung der vorhersehbaren Kraftstoffkonzentration in dem Öl in Abhängigkeit von den summierten vorhersehbaren Mengen.
  3. Verfahren nach Anspruch 1 oder Anspruch 2, wobei die Berechnung der vorhersehbaren Kraftstoffkonzentration in dem Öl die Berechnung der vorhersehbaren Ölmenge bei dem nächsten Ölwechsel in Abhängigkeit von einem Ölverbrauchsmodell umfasst.
  4. Verfahren nach einem der vorstehenden Ansprüche, wobei die Berechnung der vorhersehbaren Kraftstoffkonzentration in dem Öl bei dem nächsten Ölwechsel Folgendes umfasst:
    - die Berechnung der Kraftstoffmenge, die in dem Öl bis zu dem nächsten Ölwechsel verdünnt werden kann;
    - die Berechnung der Kraftstoffmenge, die bereits in dem Öl seit dem vorhergehenden Ölwechsel verdünnt wurde.
  5. Maschinensteuerrechner, der konfiguriert ist, um Regenerierungskraftstoffeinspritzungen einer Reinigungsvorrichtung, die an die Maschine angebaut ist, zu steuern, Rechner dadurch gekennzeichnet, dass er fähig ist:
    - die verbleibende zurückzulegende Entfernung bis zu dem nächsten Schmierölwechsel der Maschine zu bestimmen;
    - auf der Basis einer aktuellen Regenerierungskraftstoffeinspritzfrequenz die vorhersehbare Kraftstoffkonzentration in dem Öl bei dem nächsten Ölwechsel zu berechnen;
    - die vorhersehbare Kraftstoffkonzentration mit einem vorbestimmten Schwellenwert zu vergleichen;
    - falls die berechnete Konzentration den Schwellenwert überschreitet, Berechnen einer Regenerierungseinspritzfrequenz, für die die vorhersehbare Kraftstoffkonzentration in dem Öl bei dem nächsten Ölwechsel niedriger ist als der vorbestimmte Schwellenwert;
    - Steuern der Regenerierungseinspritzungen mit der berechneten Frequenz.
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

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

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

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2988438B1 (fr) * 2012-03-20 2014-04-18 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
DE102012221507B3 (de) 2012-10-15 2013-11-21 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

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2866927B1 (fr) 2004-02-27 2008-03-07 Peugeot Citroen Automobiles Sa Systeme d'aide a la regeneration de moyens de depollution
JP4370969B2 (ja) * 2004-04-19 2009-11-25 マツダ株式会社 エンジンの排気浄化装置
DE102006034521B4 (de) * 2006-07-26 2015-10-29 Ford Global Technologies, Llc Verfahren zur Steuerung einer Motorölverdünnung eines Verbrennungsmotors
US7433776B1 (en) * 2007-04-18 2008-10-07 International Engine Intellecutal Property Company, Llc System and method for quantizing fuel dilution of engine motor due to post-injection fueling to regenerate an exhaust aftertreatment device
DE102007034822A1 (de) * 2007-07-26 2009-01-29 Ford Global Technologies, LLC, Dearborn Verbessertes Verfahren zur Steuerung der Regeneration eines Schadstoffkatalysators oder Partikelfilters
FR2926323B1 (fr) * 2008-01-11 2010-01-08 Renault Sas Procede de gestion d'un piege a oxydes d'azote afin d'assurer un intervalle de vidange minimal
FR2933735B1 (fr) * 2008-07-08 2011-04-29 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

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

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Publication number Publication date
FR2970045A1 (fr) 2012-07-06
FR2970045B1 (fr) 2015-04-24
EP2472088A1 (de) 2012-07-04

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