EP2520785B1 - Verfahren zur Abschätzung der Verdünnung eines Kraftstoffes im Öl eines Verbrennungsmotors - Google Patents

Verfahren zur Abschätzung der Verdünnung eines Kraftstoffes im Öl eines Verbrennungsmotors Download PDF

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Publication number
EP2520785B1
EP2520785B1 EP12305325.8A EP12305325A EP2520785B1 EP 2520785 B1 EP2520785 B1 EP 2520785B1 EP 12305325 A EP12305325 A EP 12305325A EP 2520785 B1 EP2520785 B1 EP 2520785B1
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Prior art keywords
fuel
dilution
engine
regeneration
time
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French (fr)
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EP2520785A2 (de
EP2520785A3 (de
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Erwan Radenac
Alexis Brochot
Julien Durand
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Renault SAS
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Renault SAS
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M11/00—Component parts, details or accessories, not provided for in, or of interest apart from, groups F01M1/00 - F01M9/00
    • F01M11/10—Indicating devices; Other safety devices
    • 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
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M2250/00—Measuring
    • F01M2250/60—Operating parameters
    • 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

Definitions

  • the invention relates to a method for estimating the dilution of the fuel in the oil of an internal combustion engine, more particularly to an engine equipped with a device for treating polluting emissions, which is regenerated periodically by post-combustion. fuel injection into the engine cylinders. It accurately determines the engine drain interval when a fuel dilution threshold in oil is reached.
  • the regeneration is generally obtained through a supply of fuel in the device, for example by post-injection into the engine cylinders. Amounts of fuel are injected into each cylinder long enough after the combustion top dead center of the cylinder to not participate in combustion. These quantities of fuel are removed from the engine, during the exhaust time of the cylinder considered, to the gas treatment device to regenerate it, that is to purge accumulated pollutants.
  • the dilution decreases under the effect of the evaporation of a portion of the diluted fuel since the end of the last regeneration that has taken place.
  • the dilution therefore undergoes alternating phases of increase and decrease, and overall, in the long term, it eventually increases to a point where the lubricating properties of the oil are degraded and the reliability of the engine is threatened. It is therefore important to be able to estimate the evolution of the dilution of such engine, in order to replace its oil when a maximum dilution threshold is reached.
  • the publication FR2860830 discloses a control method for regenerating a particulate filter when the dilution estimate is below a predetermined threshold.
  • the variation over time of the dilution ratio is evaluated by a first function representative of the evaporation of the fuel when no regeneration is in progress, and by a second function when a regeneration is in progress, thanks to to maps that are functions of the rotational speed and the load of the engine.
  • the publication FR2860830 discloses a control method for improving the estimation of the decrease in the dilution between two regeneration phases, by which the lower dilution rate is limited to a threshold which is a fraction of the estimated dilution rate at the end of a regeneration phase, for example a fraction of the average of the maximum values of the dilution ratio reached over a predefined number of previous regenerations.
  • the publication FR2866957 discloses a method for estimating the fuel dilution ratio in the oil of an internal combustion engine equipped with a flue gas treatment device requiring regeneration phases by fuel injection, according to which it is estimated the dilution ratio as a function of the operating mode of the engine, in which, apart from the regeneration phases, the variation of the dilution ratio at each instant is calculated according to a value representative of the evaporation temperature of the fuel diluted in the engine oil and the time elapsed since the end of the last regeneration phase. But this estimate of the variation of the dilution ratio does not take into account a set of parameters including the dilution ratio at this instant, a predetermined rate constant, the enthalpy of evaporation of the fuel and the constant of the perfect gases.
  • the invention aims to remedy the defects of known methods, by proposing a method for estimating the variation of the more precise dilution between two regeneration phases. To do this, it proposes to calculate the variation of fuel evaporation between two neighboring instants according to a kinetic law of order 1, taking into account the time elapsed since the end of the last regeneration.
  • the figure 1 represents an internal combustion engine 1, for example a diesel engine, of which only one cylinder has been drawn in section.
  • the engine 1 is supercharged by a turbocharger 2, and its exhaust gas is treated by an exhaust gas treatment device 3.
  • the engine 1 is supplied with air by an air circuit comprising an air intake 4, a compressor 5 of the turbocharger 2, and an intake duct 6, one end of which opens into a combustion chamber 7 of the engine.
  • the chamber 7 receives at least one injector 8, which injects fuel, for example diesel fuel, into the chamber 7 for combustion with air.
  • the exhaust gases produced by the combustion in the chamber 7 are discharged to a turbine 9 of the turbocharger 2 via an exhaust manifold 10.
  • the gases pass through the turbine 9, an exhaust duct 11, and the treatment device 3. They are finally discharged to the outside atmosphere by a muffler 12.
  • the treatment device 3 comprises, for example, inside a same outer casing, a catalyst which continuously oxidizes certain pollutants (unburned hydrocarbons HC and carbon monoxide CO) present in the exhaust gases, and a filter particle trap which stores the soot emitted by the engine 1, and burns when a predetermined mass is reached.
  • Two pressure sensors 13 and 14 are respectively located at the inlet and at the outlet of the treatment device 3. The pressure drop between the inlet and the outlet of the treatment device 3 allows the mass of stored soot to be evaluated indirectly. in the treatment device 3, more precisely in its particle filter.
  • the operation of the engine 1 is controlled by a computer 15 connected to a number of sensors, comprising at least the pressure sensors 13 and 14, and a number of actuators, comprising at least the injector 8 .
  • the computer 15 injects into the combustion chamber 7 a quantity of fuel corresponding to a set torque.
  • This setpoint can be a function of the speed of rotation of the engine and depression of the accelerator pedal (not shown) of the vehicle (not shown) on which is mounted the engine 1.
  • the fuel generally begins to be introduced before the top dead center of combustion of each engine cylinder 1, and it is fully burned.
  • the treatment device 3 stores the soot emitted by the engine 1 but does not eliminate them.
  • the computer 15 triggers a regeneration phase of the treatment device 3 in order to burn the stock of accumulated soot. For this purpose, in addition to the fuel injected into the chamber 7 according to the requested torque setpoint, the computer 15 triggers a fuel injection post-injection.
  • the figure 2 illustrates the evolution of the fuel dilution in the engine oil 1 over time.
  • the dilution of the fuel that is to say the percentage of fuel contained in the oil, is no.
  • the motor is in a normal operating mode, that is to say outside regeneration of the particulate filter.
  • a regeneration of the filter is triggered.
  • the combustion of soot accumulated in the filter continues until time t 2 .
  • the dilution of the oil increases from 0 to a value C 2 .
  • the regeneration stops, and there is no further fuel injection into the engine.
  • the dilution then decreases under the effect of evaporation of the fuel.
  • the decrease continues until time t 3 when a new regeneration is necessary.
  • the dilution reaches a value C 3 which is lower than the value C 2 but which does not recover the zero value of the instant t 0 .
  • a new regeneration of the filter is triggered. Soot combustion continues until time t4. From time t 3 to time t4, the dilution of the oil increases from C 3 to a value C 4 greater than C2. At time t4, the regeneration stops again. The dilution decreases until time t 5 when the next regeneration is necessary. From time t 4 to time t 5 , the dilution decreases from the value C 4 to a value C 5 which remains greater than the value C 3 .
  • the dilution therefore passes through a succession of alternating phases of increase and decrease, with an overall increase of the level in the long term.
  • the duration of the periods during which the filter is not regenerated, successively between t 0 and t 1 , between t 2 and t 3 , and between t 4 and t 5 on the figure 2 may vary depending on the driving conditions (urban, motorway, etc.) of the vehicle on which the engine is mounted.
  • the dilution values observed at the beginning of each regeneration, respectively C 3 and C 5 on the figure 2 depend on the duration of these periods, that is to say the time elapsed since the end of each regeneration.
  • the figure 3 represents the flowchart of an embodiment of the method according to the invention.
  • the method comprises an initialization step 100, during which the estimation of the dilution ratio C is initialized, either at a zero value if the engine oil 1 is new, or at a value that has been previously stored in the engine. calculator 15.
  • the method comprises a test step 110, during which the calculator determines whether a regeneration of the treatment device 3 is in progress, for example by checking for the presence of a fuel post-injection.
  • the test then directs to a step 120 if no regeneration is in progress, or to a step 130 in the opposite case.
  • the computer also increments and stores in a counter the time t elapsed since the end of the last regeneration when the test determines that no regeneration is in progress.
  • step 120 the variation of the dilution dC during the time interval, or no time, dt is calculated as the product of a Frégé regeneration function and the time step dt.
  • This Frégé regeneration function can, for example, be mapped according to engine parameters such as the rotational speed and the fuel flow.
  • the speed parameter k of such a reaction depends on the evaporation temperature T and the activation energy E a of the reaction, that is to say on the enthalpy of vaporization of the reaction.
  • the representative value of the evaporation temperature of the fuel T is not the temperature of the core oil as measured or conventionally estimated on the engines, but rather the coolant temperature, so-called water temperature circulating in the engine 1.
  • This temperature is indeed closer to the temperature of the evaporation surface of the fuel. It can be measured by a sensor (not shown on the figure 1 ).
  • the evaporation enthalpy E a is a function of the time t since the end of the last regeneration, since it depends on the composition of the fuel, more precisely on the proportion of heavy hydrocarbons contained in the fuel. This proportion increases over time, with the lighter hydrocarbons evaporating first.
  • the evaporation enthalpy E varies over a several hour time interval, but its variation is insensitive over a period, for example several minutes, far exceeding the time step dt of calculation, it may be in the order of 100 milliseconds.
  • the variation dC of the dilution at time t is calculated using equation 6, in which the ratio E at R of the evaporation enthalpy divided by the perfect gas constant is calculated by interpolation at from a table giving different values of this report E at R for different values of the time t elapsed since the end of the last regeneration.
  • the speed constant k 0 and the table of the values of the ratios are determined experimentally.
  • - E at R the evaporation enthalpy E divided by the gas constant R by a series of tests at different evaporating temperatures T and for different times t, in which is measured by gas chromatography the residual dilution C ( t) , starting from an initial dilution C 0 which is measured beforehand.
  • the tests are carried out for water temperatures of 60 ° C., 80 ° C. and 100 ° C., and for periods of 4 hours, 6 hours, 8 hours and 15 hours. Beyond 15 hours, it is not necessary to make additional measurements, because the fuel contains almost only volatile hydrocarbon compounds, so that the evaporation enthalpy E has changed little.
  • Equation 9 indicates that it is a straight line whose speed constant ln (k 0 ) is computed as the ordinate at the origin, and the ratio - E at R e evaporation enthalpy divided by the perfect gas constant R as the slope of this line.
  • the method comprises a step 140 during which the new dilution ratio C (t + dt) is calculated by adding to the dilution ratio C (t) the estimate of the variation of the dC rate during the time step dt carried out at step 120 or 130.
  • the method comprises a step 150 in which the new dilution ratio C is compared with a predetermined threshold S. If it is higher, the method can trigger an alert on the vehicle dashboard during a step 160 of the method, to warn the driver of the vehicle that it is necessary to drain the engine oil. In the opposite case, the flow of a time step dt is expected at step 170, before proceeding to a new calculation step by resuming at step 110.
  • the invention proposes a method for estimating the fuel dilution ratio in the oil of an internal combustion engine equipped with a flue gas treatment device requiring regeneration phases by post-injection of fuel.
  • the dilution ratio C is estimated as a function of the operating mode of the engine.
  • the variation of the dilution ratio dC is calculated from a set of parameters comprising at least one value representative of the evaporation temperature T of the fuel diluted in the engine oil, and of the time t elapsed since the end of the last regeneration phase.
  • This invention has many advantages. By precisely estimating the evaporation of the fuel, it is also precisely estimated the dilution C of the fuel in the engine oil and it is possible to change the engine oil at the right moment, that is to say, not too late, neither too early. This avoids endangering the reliability of the engine or unnecessarily increasing the costs of engine maintenance.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Processes For Solid Components From Exhaust (AREA)

Claims (6)

  1. Verfahren zur Schätzung der Verdünnungsrate von Kraftstoff im Öl eines Verbrennungsmotors (1), der mit einer Verarbeitungsvorrichtung (3) der Abgase ausgestattet ist, die Regenerationsphasen durch Nacheinspritzen von Kraftstoff erfordert, gemäß dem die Verdünnungsrate (C) abhängig von der Betriebsart des Motors außerhalb der Regenerationsphasen geschätzt wird, wobei die Änderung der Verdünnungsrate (dC) zu jedem Zeitpunkt ausgehend von einer Einheit von Parametern berechnet wird, die mindestens enthält:
    - einen für die Verdampfungstemperatur (T) des im Öl des Motors verdünnten Kraftstoffs repräsentativen Wert, und
    - die seit dem Ende der letzten Regenerationsphase vergangene Zeit (t),
    dadurch gekennzeichnet, dass
    außerhalb der Regenerationsphasen diese Einheit von Parametern zur Berechnung der Änderung (dC) außerdem mindestens enthält:
    - die Verdünnungsrate (C(t)) zur Zeit (t),
    - eine vorbestimmte Geschwindigkeitskonstante (k0),
    - die Verdampfungsenthalpie des Kraftstoffs (Ea) und
    - die Konstante der idealen Gase (R).
  2. Verfahren nach Anspruch 1, dadurch gekennzeichnet, dass außerhalb der Regenerationsphasen die Änderung der Verdünnungsrate (dC) während jedes Zeitschritts (dt) gemäß einem kinetischen Gesetz der Ordnung 1 durch die Gleichung berechnet wird dC = − C t × k 0 e − E A RT × dt
    Figure imgb0023
  3. Verfahren nach Anspruch 1 oder 2, dadurch gekennzeichnet, dass der für die Verdampfungstemperatur des Kraftstoffs (T) repräsentative Wert die Wassertemperatur des Motors (1) ist.
  4. Verfahren nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass der Wert des Verhältnisses E a R
    Figure imgb0024
     der Verdampfungsenthalpie des Kraftstoffs dividiert durch die Konstante der idealen Gase eine Funktion der seit der letzten Regeneration vergangenen Zeit (t) ist.
  5. Verfahren nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass der Wert des Verhältnisses E a R
    Figure imgb0025
     der Verdampfungsenthalpie des Kraftstoffs dividiert durch die Konstante der idealen Gase durch Interpolation ausgehend von einer Tabelle von experimentell vorgegebenen Werten von Verhältnissen E a R
    Figure imgb0026
     ausgehend von Verdünnungsmessungen für eine Vielzahl von Temperaturen (T) und eine Vielzahl von Zeiten (t) berechnet wird.
  6. Verfahren nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Geschwindigkeitskonstante k0 experimentell ausgehend von Verdünnungsmessungen für eine Vielzahl von Temperaturen (T) und eine Vielzahl von Zeiten (t) berechnet wird.
EP12305325.8A 2011-05-06 2012-03-20 Verfahren zur Abschätzung der Verdünnung eines Kraftstoffes im Öl eines Verbrennungsmotors Active EP2520785B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR1153898A FR2974853B1 (fr) 2011-05-06 2011-05-06 Procede d'estimation de la dilution du carburant dans l'huile d'un moteur a combustion interne

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EP2520785A2 EP2520785A2 (de) 2012-11-07
EP2520785A3 EP2520785A3 (de) 2017-02-15
EP2520785B1 true EP2520785B1 (de) 2018-07-25

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FR3009338A1 (fr) * 2013-07-31 2015-02-06 Peugeot Citroen Automobiles Sa Procede de gestion d'un vehicule automobile comprenant l'estimation d'une masse d'eau introduite dans le carter d'huile
FR3040738B1 (fr) * 2015-09-07 2019-06-21 Psa Automobiles Sa. Procede de controle d’une dilution d’un carburant dans une huile de lubrification d’un moteur thermique de vehicule automobile
FR3077096B1 (fr) 2018-01-25 2019-12-13 Renault S.A.S Procede d'estimation de la dilution du carburant dans l'huile d'un moteur a combustion interne
FR3091312B1 (fr) 2018-12-27 2020-12-04 Renault Sas Procédé d'estimation de la dilution globale de l'huile d'un moteur à combustion interne
CN111396171B (zh) * 2020-03-30 2021-03-02 无锡伟博汽车科技有限公司 一种机油稀释的计算方法
US11454144B1 (en) * 2021-03-24 2022-09-27 Caterpillar Inc. Lubricant dilution detection system
CN114707766A (zh) * 2022-05-19 2022-07-05 江铃汽车股份有限公司 一种基于再生频次的机油换油周期预测方法
CN115370446B (zh) * 2022-08-24 2023-09-01 东风商用车有限公司 判断车辆机油更换周期的方法、装置、设备及存储介质

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US6966304B2 (en) * 2002-10-17 2005-11-22 Nissan Motor Co., Ltd. Estimation of oil-diluting fuel quantity of engine
JP4192677B2 (ja) * 2003-05-26 2008-12-10 日産自動車株式会社 内燃機関の制御装置
FR2860830B1 (fr) 2003-10-13 2006-01-13 Renault Sa Procede de commande pour la regeneration d'un filtre a particules
FR2866957B1 (fr) * 2004-02-27 2006-11-24 Peugeot Citroen Automobiles Sa Systeme de determination du taux de dilution d'huile de lubrification d'un moteur thermique de vehicule automobile
EP1614870B1 (de) * 2004-07-06 2011-12-14 Volvo Car Corporation Verfahren und Vorrichtung zur Vorhersage der Schmierölverdünnung durch Brennstoff in einer Brennkraftmaschine.
FR2890411B1 (fr) * 2005-09-05 2010-10-29 Peugeot Citroen Automobiles Sa Systeme de determination du taux de dilution de l'huile de lubrification d'un moteur thermique de vehicule automobile par du carburant d'alimentation de celui-ci
JP2007162569A (ja) * 2005-12-14 2007-06-28 Nissan Motor Co Ltd 希釈オイル再生装置及び希釈オイル再生方法
JP2008297969A (ja) * 2007-05-31 2008-12-11 Denso Corp 内燃機関の排気浄化装置

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EP2520785A2 (de) 2012-11-07
FR2974853A1 (fr) 2012-11-09
EP2520785A3 (de) 2017-02-15
FR2974853B1 (fr) 2015-05-01

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