EP2739843B1 - Vorrichtung zur abgabe eines flüssigen zusatzstoffs in einen brennstoffkreislauf für einen verbrennungsmotor, fahrzeug mit einer solchen vorrichtung und verfahren zur verwendung dieser vorrichtung - Google Patents

Vorrichtung zur abgabe eines flüssigen zusatzstoffs in einen brennstoffkreislauf für einen verbrennungsmotor, fahrzeug mit einer solchen vorrichtung und verfahren zur verwendung dieser vorrichtung Download PDF

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Publication number
EP2739843B1
EP2739843B1 EP12743424.9A EP12743424A EP2739843B1 EP 2739843 B1 EP2739843 B1 EP 2739843B1 EP 12743424 A EP12743424 A EP 12743424A EP 2739843 B1 EP2739843 B1 EP 2739843B1
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EP
European Patent Office
Prior art keywords
additive
fuel
vehicle
dispensing
dispensing device
Prior art date
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EP12743424.9A
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English (en)
French (fr)
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EP2739843A1 (de
Inventor
Virginie Harle
Michael Lallemand
Thierry Seguelong
Guy MONSALLIER
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.)
Rhodia Operations SAS
Sogefi Filtration SA
Original Assignee
Filtrauto SA
Rhodia Operations SAS
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Publication of EP2739843A1 publication Critical patent/EP2739843A1/de
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/0047—Layout or arrangement of systems for feeding fuel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/12—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with non-fuel substances or with anti-knock agents, e.g. with anti-knock fuel
    • 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
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/10—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding acetylene, non-waterborne hydrogen, non-airborne oxygen, or ozone
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/0076—Details of the fuel feeding system related to the fuel tank
    • F02M37/0082—Devices inside the fuel tank other than fuel pumps or filters
    • 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
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0611—Fuel type, fuel composition or fuel quality

Definitions

  • the technical field of the present invention is that of internal combustion engines, especially motor vehicles, and more particularly devices for dispensing a liquid additive in the fuel circulation circuit of the internal combustion engine.
  • New engine technologies such as common-rail diesel engines and ultra-high-pressure fuel injection engines, are very efficient but very sensitive to fuel quality.
  • additives for improving its quality in particular additives for improving the distribution of fuel in the engine, additives for improving the performance of engine operation and additives for improving engine performance.
  • additives for improving the performance of engine operation in particular additives for improving the performance of engine operation and additives for improving engine performance.
  • the stability of the engine operation are, for example, detergent agents, lubricating additives or anticorrosive additives.
  • the dosage of the additive is then generally performed using high precision metering pumps controlled using an additional electronic unit (or ECU).
  • ECU electronic unit
  • This metering device is finely managed to ensure an additive content in the fuel sufficient to allow good regeneration of the particulate filter, but not too excessive to prevent premature clogging of the particulate filter via the mineral residues of the particulate filter. regeneration of the particulate filter which remains collected within it.
  • a calculator indicates to the pump the amount of additive to be injected into the tank so as to maintain a constant additive concentration in the fuel and this to any time.
  • the applicant has also protected the integration of a device for dispensing a liquid additive into a fuel tank under the deposit number FR 11 55310 .
  • One of the aims of the invention is to propose a dispensing device as described above making it possible to extend the autonomy of the additive reservoir by limiting the additive intake or even stopping it to avoid, under certain conditions, an excessive concentration of additive in the fuel.
  • One of the aims of the invention is also to optimize the concentration of additive in the fuel in order to find a compromise between the sufficient quantity needed and overconcentration that can reduce the autonomy of the additive reservoir and / or have repercussions. negative effects on other vehicle components, such as clogging of the particulate filter.
  • the invention aims to optimize the injection of additive so that the injection takes place only when the vehicle needs, particularly depending on the driving conditions and / or the quality of the fuel.
  • the subject of the invention is a device according to claim 1.
  • the invention applies in particular to combustion engines using gasoline or diesel fuel.
  • the engines equipped with the device according to the invention can equip stationary installations, or so-called “off road” vehicles, such as construction machinery, or so-called “on road” vehicles, such as motor vehicles.
  • the invention also relates to a method of using a dispensing device according to the invention for which the additive distribution is stopped when the vehicle engine is not running or when the vehicle is stopped.
  • the invention also relates to a method of using a dispensing device according to the invention for which the additive distribution is activated when the sealing means is under electrical supply.
  • the invention also relates to a method of using a dispensing device according to the invention for which the additive distribution is activated when a pressure difference greater than 2 millibars between the dispensing orifice of the additive disposed at one end of the distribution channel, and the fuel inlet port disposed upstream in the circulation circuit is measured.
  • the invention also relates to a method of using a dispensing device according to the invention for which the additive distribution is activated when the temperature of the fuel flowing in the circulation circuit and / or the additive is greater than at a threshold value representative of a running engine, for example greater than 15 ° C.
  • the invention also relates to a method of using a dispensing device according to the invention for which the additive distribution is stopped when the external temperature and / or the temperature of the additive and / or the temperature of the fuel, in the fuel circulation circuit are lower than a minimum threshold temperature or greater than a maximum threshold temperature, said minimum and maximum threshold temperatures being defined for a given additive, the minimum threshold temperature possibly corresponding to a value for which the viscosity of the additive reaches a threshold value and the maximum threshold temperature may correspond to the vaporization value of the additive.
  • the invention also relates to a method of using a dispensing device according to the invention for which the injection is discontinuous and in that the frequency and / or the duration of opening of the sealing means depend on the information collected. by the control means, the additive distribution being carried out so as to keep a constant additive concentration in the fuel or to inject the additive into the fuel circulation circuit only when necessary.
  • the frequency of distribution and / or the duration of additive distribution depends either on the time of use of the vehicle and / or on the number of kilometers traveled by the vehicle and / or on the consumption in vehicle fuel.
  • the frequency and / or the duration of additive distribution depend on the temperature of the fuel and / or the additive, and / or the pressure between the dispensing orifice of the additive disposed at one end of the distribution channel, and the fuel inlet port disposed upstream in the circulation circuit.
  • the invention also relates to a method of using a dispensing device according to the invention for which the additive is injected at each addition of fuel in the fuel tank, the added amount of additive can be fixed or variable, the variable volume being determined according to the amount of fuel added.
  • the invention also relates to a method of using a dispensing device according to the invention for which the additive is injected when the analysis of the pollutant emissions resulting from the combustion of the fuel indicates that the gases and / or the particles emitted differ from the expected theoretical value.
  • the invention also relates to a method of using a dispensing device according to the invention for which the additive is injected before the regeneration of the particulate filter.
  • the invention also relates to a method of using a dispensing device according to the invention for which an additional amount of additive is injected before the regeneration of the particulate filter when the previous regeneration has not been of good quality.
  • the figure 1 schematically represents a fuel circulation circuit 2 for an internal combustion engine of a motor vehicle.
  • the fuel circulation circuit 2 is arranged between a fuel tank 4 and the high pressure rail 6 (also called “common rail”) and ensures the flow of fuel between the tank and the high pressure rail, and possibly the return fuel to the tank 4.
  • the high pressure rail 6 also called “common rail”
  • the circulation circuit comprises a filter 8 for filtering the fuel and a high pressure pump 10.
  • the high pressure pump 10 and the high pressure ramp 6 constitute the fuel injection system.
  • a first conduit 12, called “feed line”, ensures the flow of fuel from the tank 4 to the high pressure ramp 6 and a second conduit 14, said “return line” ensures the flow of fuel from the injection system to the tank 4.
  • the fuel is pumped into the tank 4, then filtered in the filter 8 and is sent under pressure, through the pump 10, in the high pressure rail 6 and a portion is directed to the injectors 16 of the engine and another part returned to the tank 4 by the return line 14. A portion of the fuel can also be sent from the high pressure pump 10 to the return line 14.
  • the fuel circulation circuit 2 also comprises a device 18 for dispensing a liquid additive according to the invention, whose operation will be described later.
  • a device 18 for dispensing an additive has been shown on the feed line 12, but said device 18 for dispensing an additive may also be placed on the fuel return line 14.
  • the device 18 for dispensing an additive can also be placed in the fuel tank 4.
  • the fuel circulation circuit 2 ensures the flow of fuel between the inside of the fuel tank 4 and the engine, and possibly the return of the fuel to the tank 4.
  • the part of the circuit 2 of the fuel fuel circulation supporting the dispensing device 18 extends inside the fuel tank 4.
  • the figure 3 represents a sectional view of an exemplary embodiment of a dispensing device 18.
  • the device 18 for dispensing an additive comprises a head 20 and a replaceable cartridge 22 forming an additive enclosure 24 in which is disposed a reservoir 26 of liquid additive.
  • the head 20 has a fuel inlet port 28, a fuel outlet port 30, a venturi 32 located between the fuel inlet and outlet ports 30, a conduit 34 providing a fuel passage between the fuel inlet port 28 and the additive enclosure 24 inside the replaceable cartridge 22 and an additive distribution channel 36 ensuring the passage of the liquid additive from the reservoir 26 to a diffusion orifice 38 additive in the venturi 32.
  • the additive distribution channel 36 has a first portion 40 and a second portion 42 of reduced section.
  • An actuator 44 consisting of a finger 46 and a coil 48, closes the passage between the portions 40 and 42 of the additive distribution channel.
  • the reservoir 26 of additive is in the form of a flexible bag 50 constituting a movable and sealed wall between the fuel present in the additive enclosure 24 and the additive inside the tank 26.
  • the venturi 32 which is a known pressure difference generation means, generates a vacuum between the additive distribution port 38 and the fuel inlet port 28.
  • the additive enclosure 24, communicating via the conduit 34 with the fuel inlet port 28, is filled with fuel at the same pressure as the fuel flowing at the fuel inlet port 28, the flexible bag 50, constituting the movable and sealed wall of the additive reservoir maintains an identical pressure between the additive in the additive reservoir 26 and the fuel in the enclosure 24.
  • the pressure in the additive reservoir 26 is therefore greater than the pressure at the level of the additive diffusion orifice 38, which forces the additive to move from the reservoir 26 to the diffusion orifice 38. additive then to diffuse into the fuel flowing in the venturi 32 and therefore in the fuel circulation circuit.
  • the actuator 44 makes it possible to totally or partially prevent the flow of the additive.
  • the actuator 44 illustrates an electromechanical means for total or partial closure of the additive distribution channel, but a valve or solenoid valve may, for example, also be used. In the following description these different means will be called shutter means.
  • pollution control means such as a catalyzed particle filter or not, not shown, may be arranged in the exhaust line of the vehicle.
  • the catalyzed particle filters generally contain a catalyst that directly or indirectly aids the regeneration of the coated particle filter in the porosity of its filtering walls.
  • These CSF-type particle filters may in particular contain precious metals such as platinum and / or palladium.
  • the regeneration of these CSF type particle filters can be improved using additive injected into the fuel.
  • particle filter will be used to evoke indifferently a non-catalyzed particulate filter or a catalyzed particulate filter.
  • the control of the closure means for controlling the flow rate of additive dispensed in the dispensing circuit goes from here to be described more particularly, the different control modes being grouped according to their goal to achieve.
  • the piloting is intended to inject the additive discontinuously and thus makes it possible to control the closing / opening frequency of the distribution channel 36 and / or the amplitude of the opening and / or closing times, and / or of modulating the degree of shutter in the case of partial sealing means.
  • the objective of this first driving mode is to minimize the fluctuations in concentration of additive in the fuel, especially in the fuel tank 4.
  • this first control mode aims to detect the periods of stopping the vehicle and to interrupt the distribution of additive when such periods are detected.
  • This first control mode also makes it possible to interrupt the distribution of the additive in the circulation circuit during certain periods of the life of the vehicle in order to use the additive wisely and / or to avoid that the tank containing the additive does not empty too quickly.
  • the interruption of the additive distribution can take place when the stopping of the engine of the vehicle is detected. This avoids an excess of additive in the fuel while the vehicle is parked and therefore does not consume the injected additive. Such a stop of the additive distribution makes it possible to increase the autonomy of the additive reservoir.
  • the control of the additive distribution is aimed at ensuring that the concentration is between a minimum value, for which the regeneration of the particulate filter is facilitated, and a maximum value, beyond which the channels of the filter at particles get clogged quickly.
  • the distribution device may comprise means for analyzing at least one parameter representative of the use of the vehicle, such as means for detecting the operation of the engine. and / or to indicate whether the vehicle is moving.
  • these means can be adapted to detect the energization of the fuel filter and / or closure means of the distribution channel, and / or more generally the power of the vehicle.
  • These means may also include a temperature sensor adapted to detect the temperature of the additive and / or the fuel flowing in the fuel circulation circuit. Indeed, these temperatures are, when the engine is in operation, greater than a threshold value, for example greater than 15 ° C.
  • these means may comprise pressure sensors for measuring the pressure at the orifice 38 for dispensing the additive and at the orifice 28 for the entry of fuel, a pressure difference between these two orifices greater than a threshold value, generally greater than 2 mbar, indicating the flow of fuel and thus the operation of the engine.
  • the figure 4 illustrates this mode of operation.
  • the curve 52 of this figure represents an example of evolution as a function of time of the pressure difference between the orifices 38 and 28, the time being represented along the abscissa axis.
  • Curve 54 represents the evolution as a function of time of the state of the closure means according to the pressure difference, the line portion disposed at the abscissa representing the closing state of the closure means, while that the line portion disposed at a distance from the abscissa represents the open state of the closure means.
  • Curve 56 represents the triggering threshold, the shutter means being closed for a value of the pressure difference below this threshold and open for a value of the pressure difference greater than this threshold.
  • An identical curve can be obtained when the control is performed using a threshold temperature value triggering the opening / closing of the closure means.
  • these means may comprise a GPS-type geolocation means or a motion sensor indicating the movement of the vehicle.
  • these means may comprise a noise sensor disposed near the engine, the detection of noise by said sensor constituting a parameter representative of the use of the vehicle.
  • a closure means for completely closing the distribution channel is used, for example a thermoclapet, an "umbrella” valve, a non-return valve, a hydraulically or electromechanically operated valve or a solenoid valve.
  • This second mode of control is to interrupt the distribution of additive when the conditions, in particular climatic conditions, are not favorable to the latter.
  • a temperature sensor for taking the temperature of the additive and / or fuel in the fuel circulation circuit, disposed in particular near the dispensing device 18, may be used.
  • the distribution device interrupts the distribution of additive in the circulation circuit.
  • the minimum threshold temperature may correspond to a temperature for which the additive has a viscosity that is too high or for which the additive has reached its cloudy point or even becomes en masse;
  • the maximum threshold temperature may correspond to the vaporization value of the additive, the minimum and maximum threshold temperatures being defined for a given additive.
  • an outdoor temperature sensor may be used.
  • This variant is particularly advantageous when the dispensing device 18 is disposed in the fuel tank 4. Indeed, in this configuration the dispensing device 18 is more sensitive to changes in the outside temperature.
  • this second control mode it is intended to avoid any degradation of the distribution device and / or the circulation circuit created by the additive whose physical state has changed. Indeed, when for example the temperature is lower than the minimum threshold temperature, excessive viscosity of the additive may in particular block the channel 36 of additive distribution.
  • the objective of this third mode of control is also to minimize the fluctuations of concentration of additive in the fuel.
  • the additive distribution is carried out in such a way as to minimize the fluctuations in the concentration of additive in the fuel following the fluctuations of parameters external to the device that can vary the concentration of additive.
  • the frequency and / or the opening time of the shutter means are not dependent on the operation of the motor. Thus, even when the engine is running the additive distribution can be interrupted.
  • this third control mode aims at correcting the fluctuations due, in particular to the evolution of the amount of fuel in the fuel tank of the vehicle.
  • This evolution can be linked on the one hand to the running conditions of the vehicle when the engine is running, and in particular to the fuel consumption, the latter being continuous but variable over time, and on the other hand to the addition of fuel in the tank by the user, causing a sharp increase in the amount of fuel in the tank.
  • the control can be done by controlling the opening / closing of the shutter means from either parameters managed autonomously by the device, or from external parameters provided for example by the electronic unit (ECU) of the vehicle, the control consisting in adapting the frequency and / or the duration of opening and / or the opening of the closure means to allow to adjust either the amount of additive introduced to each injection, ie the time interval between each injection, the quantity injected being then identical.
  • ECU electronic unit
  • a first variant consists in injecting the additive at regular intervals, the duration of distribution of the additive being constant at each distribution period.
  • the frequency and duration of distribution will be evaluated according to the vehicle manufacturer's average vehicle fuel consumption and / or fuel tank size, both of which are known during vehicle design.
  • the frequency may be either temporal, for example by injecting all the hours of the additive into the circulation circuit, or depending on the number of kilometers traveled by the vehicle, for example by injecting every 100 km of the vehicle. 'additive.
  • the distance traveled by the vehicle can be retrieved either locally by a GPS chip, or any other geolocation system installed at the level of the distribution device, either by retrieving the data from the ECU or GPS of the vehicle.
  • a second variant is to inject the variable frequency additive, the duration of distribution of the additive may also be variable from one distribution period to another.
  • the frequency and / or the duration of distribution are adjusted according to the average consumption of the vehicle.
  • the average consumption of the vehicle can be obtained by recovering the data of the vehicle ECU.
  • this second variant has the advantage of being more precise by adapting the amount of additive to be injected to the actual consumption of the vehicle.
  • a third variant is to inject the additive to each addition of fuel in the vehicle tank, the amount of additive dispensed being constant at each distribution period.
  • This additive addition can be made as soon as the opening of the fuel filler flap for filling the tank is detected or when a signal from the vehicle ECU indicates that the fuel volume in the tank has increased .
  • the amount of additive to be injected and therefore the injection time can then be calculated by considering a standard addition of fuel in the tank. It is considered that the user does not wait to completely empty the tank of his vehicle before filling it. Thus, for example for a tank with a total capacity of 60 liters, the quantity of additive injected will be evaluated so as to enrich 40 liters of fuel.
  • a fourth variant consists in injecting the additive with each addition of fuel in the tank of the vehicle, the quantity of additive dispensed being variable at each distribution period depending on the amount of fuel added.
  • This variant makes it possible to adjust the amount of additive to the amount of fuel actually introduced when adding fuel to the tank.
  • This addition of additive can be achieved as soon as a signal from the vehicle ECU indicates that a certain amount of fuel has been added to the tank, the amount of additive and therefore the duration of distribution being adapted to the amount of fuel added.
  • the figure 5 illustrates this mode of operation.
  • the curve 58 of this figure represents an example of evolution as a function of time of the volume of fuel in the tank 4, the time being represented along the abscissa axis.
  • Each sudden increase referenced 60 corresponding to an addition of fuel in the tank.
  • Curve 62 represents the evolution as a function of time of the state of the closure means according to the volume of fuel added, the line portion arranged at the abscissa representing the closing state of the closure means, while the line portion disposed at a distance from the abscissa represents the open state of the closure means.
  • the amount of fuel added is calculated so as to know the amount of additive to be added, which allows to calculate the opening time of the sealing means to deliver a quantity of additive proportional to the amount of fuel added.
  • the figure 5 illustrates three successive additions of fuel of variable volume, corresponding respectively to the first addition to a volume V, for the second addition to a third of this volume V and for the third addition to half of this volume V.
  • each opening time of the closure means is then proportional to the added volume and corresponds respectively to a duration T, to a third of this duration T and to half this duration T.
  • the fluctuations in the additive concentration in the fuel of the reservoir may be related to a variation of the additive flow rate as a result of a variation in the temperature prevailing at the level of the circulation circuit and / or a variation of the fuel flow rate in the fuel system. the circulation circuit.
  • the temperature influences the viscosity of the additive and can therefore change the flow rate of the additive during its distribution.
  • an increase in temperature reduces the viscosity and the density of the additive and causes an increase in the mass flow rate of additive.
  • the origin of this fluctuation can be related in particular to the temperature of the air surrounding the distribution device, to the position of the dispensing device in the vehicle or to the temperature of the fuel, the temperature variations of the fuel circulation circuit. which can classically for a motor vehicle vary from ambient temperature, variable depending on the season, up to temperatures up to typically 120 ° C.
  • a temperature sensor installed at the dispensing device makes it possible to know the temperature of the fuel circulating at the level of the device.
  • the duration and / or the injection frequency and / or the opening amplitude of the closure means can be adapted.
  • the figure 6 illustrates this mode of operation.
  • the curve 64 of this figure represents an example of evolution as a function of time of the temperature measured at the dispensing device, the time being represented along the abscissa axis.
  • Curve 66 represents the evolution as a function of time of the state of the shutter means according to the measured temperature, the line portion arranged at the abscissa representing the closing state of the shutter means, while the line portion disposed at a distance from the abscissa represents the open state of the closure means.
  • Curve 68 represents the tripping threshold, the shutter means being closed for a value of the temperature below this threshold and open for a value of the temperature above this threshold. Thus, adding additive is only allowed when the temperature has a value greater than the determined threshold value.
  • this control mode is adapted to take into account the evolution of the physicochemical characteristics of the fuel and the additive with the temperature.
  • the additive used has a viscosity which increases when the temperature decreases.
  • the opening of the sealing means is done regularly and each dose of injected additive is adapted to the measured temperature, the duration of the opening being all the longer as the temperature is low.
  • the fuel flow in the circulation system can vary especially for vehicles equipped with low pressure fuel pump, whose flow is variable to save energy when the fuel consumption is lower.
  • Variable flow pumps allow, for example, flow rates of 110 l / h +/- 50 l / h in the case of a particular vehicle engine (typically 2L displacement).
  • Fluctuations in fuel flow cause a fluctuation of the pressure difference between the additive delivery port 38 and the fuel inlet port 28, which influences the additive flow rate.
  • an increase in the flow rate of the fuel causes an increase in the pressure difference between the orifice 38 for dispensing the additive and the orifice 28 for the entry of fuel, which causes an increase in the injection flow rate. additive.
  • pressure sensors installed at the orifices 28 and 38 can be used to control the fuel flow fluctuations and therefore to know the evolution of the additive flow rate in the distribution circuit.
  • the duration and / or the injection frequency can be adapted.
  • the figure 7 illustrates this mode of operation.
  • the curve 70 of this figure represents an example of evolution as a function of time of the pressure difference between the orifices 38 and 28, the time being represented along the abscissa axis.
  • Curve 72 represents the evolution as a function of time of the state of the closure means according to the pressure difference, the line portion arranged at the abscissa representing the closing state of the closure means, while that the line portion disposed at a distance from the abscissa represents the open state of the closure means.
  • the opening of the shutter means is regularly.
  • the opening time of the shutter means is inversely proportional to the difference in measured pressure which makes it possible to compensate the impact of a variable flow of fuel circulation and thus ensure the absence of fluctuation of the flow of additive when the flow of fuel circulation is variable.
  • This third control mode is to be able to dispense the additive with a higher flow rate over a shorter time, the additive distribution being blocked the rest of the time by closing the closure means.
  • a dispensing device whose dimensions, especially at the level of the means for generating a pressure difference at the level of the additive distribution channel, such as the venturi, are larger.
  • the dimensions of the distribution channel 36 can be increased. This allows to control more precisely the amount of additive distributed in the circulation circuit.
  • a shutter means for completely closing the distribution channel will be used.
  • the objective of this fourth control mode is to inject the additive into the circulation circuit only when it is necessary, this can notably be done in order to adjust the concentration of additive to the momentary needs of the vehicle.
  • the injection of additive can take place at a regular interval, such as every minute, every hour or at each tank filling or for a determined rolling interval, for example every 100 kms.
  • the dose of additive delivered may be dependent on the conditions of travel and use of the vehicle, or the type of fuel used.
  • the embodiments of the fourth control mode can be coupled with one or more examples of embodiments previously described and belonging to the first, second and third control modes.
  • the additive used is intended to improve the properties of the fuel, in particular to stabilize the fuel used or to reduce the effects of its degradation on the engine or the fuel circulation circuit or to improve its combustion properties
  • examples of additives will be given later
  • an additional injection of additive can be performed when it is detected that the engine is fed by a fuel of poor quality or unsuitable quality.
  • the amount of additive to be added will depend on the quality of the fuel used, a lower quality fuel generally requiring a larger amount of additive.
  • a fuel of poor quality leads to a fouling of the injectors and therefore deteriorates the quality of the fuel jet, which increases the time of realization of the air / fuel mixture and thus degrades the combustion.
  • fuel consumption and pollutant emissions are increased.
  • a fuel can also have a variable composition and intrinsic properties which will influence its combustion properties and thereby the engine performance and its polluting emissions.
  • a fuel may also have fractions that are unstable over time, such as certain fractions of biofuels, these unstable fractions being degraded for example by oxidation and may lead to fouling of the fuel circulation circuit.
  • a fuel may also have poor properties leading to premature degradation or aging of the equipment of the fuel circulation circuit, for example by lack of lubricating property.
  • the amount of additive used may depend on the geographical area in which the vehicle rolls, the fuel meeting different standards known for each geographical area of the world.
  • a GPS chip installed at the level of the distribution device or the GPS of the vehicle makes it possible to locate the zone in which the vehicle is traveling and therefore the type of fuel sold in said zone.
  • an additional quantity of additive may be distributed, the quantity injected may also depend on the geographical area.
  • a specific probe for analyzing the fuel used may be mounted at any point in the fuel circulation circuit and / or in the fuel tank.
  • This probe may for example comprise a sensor of the Near Infra Red (PIR) type which may for example measure the biodiesel content of fatty acid methyl ester (FAME) type of diesel fuel.
  • PIR Near Infra Red
  • FAME fatty acid methyl ester
  • analyzes can provide access to fuel combustion properties, such as cetane number for diesel and octane number for gasolines. These analyzes can be managed by the vehicle ECU or directly by the distribution device.
  • the quality of the fuel can be deduced from the parameters of the combustion carried out in the engine cylinders, such as rattling, the noise of combustion or the evolution of the pressure in the cylinders.
  • This data can in particular be retrieved from the vehicle ECU.
  • certain characteristics of the fuel such as the cetane number modify the combustion parameters: the lower the cetane number, the more the combustion in the cylinders starts late generating a significant increase in pressure, which generates noise.
  • the amount of additive to be dispensed will be adapted.
  • the concentration of additive may also be adapted according to the driving conditions of the vehicle, by rolling condition is meant the profile of urban, road, highway or mixed vehicle traffic.
  • the temperature of the exhaust gas is higher, which facilitates the regeneration of the particulate filter. Indeed, the temperature difference between the temperature of the exhaust gas and the temperature for the regeneration of the particulate filter is then lower.
  • the quantity of nitrogen oxides NOx emitted is higher, which is also favorable for the regeneration of the particulate filter.
  • the amount of additive used will be adapted to the running conditions of the vehicle. More particularly, a significant amount of additive, to increase the concentration of additive in the fuel, will be injected when it will be detected that the vehicle is driven in an urban environment for a specified period. Conversely, a reduced amount of additive will be injected when it will be detected that the vehicle is driving in a motorway for a specified period.
  • a GPS chip or any other means of geolocation, installed at the level of the distribution device or the GPS of the vehicle makes it possible to locate the geographical zone in which the vehicle is traveling and therefore to know the rolling profile of the vehicle. In addition, it is also possible to obtain from these equipment the average speed of the vehicle.
  • the vehicle when used, if necessary, the signal corresponding to the planned path can be recovered and the needs of additive can then be anticipated.
  • the average speed of the vehicle can be recovered by the vehicle computer.
  • the additive is adapted to the regeneration of the filter at particles, when an average speed of less than 50 km / h and more particularly less than 30 km / h is detected, the concentration of additive is increased.
  • the concentration of additive being increased when the instantaneous speed of the vehicle is, for example, less than 50 km / h over more than one hour.
  • the temperature of the exhaust gas can be used, the latter being recovered from the ECU or directly by a dedicated sensor disposed in the exhaust line of the vehicle.
  • an additional amount of additive can be dispensed when the temperature of the gases is low, especially when it is below 300 ° C., and especially below 250 ° C.
  • the fuel consumption of the engine indicates for a given vehicle, the driving conditions of the vehicle, each vehicle having ranges of different consumption for urban / mixed / road use. For a given vehicle, high consumption is generally associated with urban use. These ranges are known during vehicle design and can be used to adjust the concentration of additive.
  • this data is preferable to couple this data with other accessible data representative of the running conditions of the vehicle, such as the temperature of the exhaust gas.
  • other accessible data representative of the running conditions of the vehicle such as the temperature of the exhaust gas.
  • a large consumption coupled with a low temperature of the exhaust gas, typically less than 300 ° C, is characteristic of urban use whereas a high consumption associated with a high temperature of the exhaust gas is characteristic of a road or motorway use requiring less additive for the regeneration of the particulate filter.
  • the fluctuation of the pressure in the high-pressure system of the fuel circulation circuit in particular in the high-pressure pump compressing the fuel or in the common injector feed-rail, can be used in order to know the driving conditions. of the vehicle.
  • some vehicles have a pressure level in the high pressure part of the circulation circuit which varies. This is particularly the case for vehicles equipped with a device called “Stop and Start” or “Stop and Go” for stopping and restarting the engine automatically when it goes to neutral for example, or for hybrid-thermal vehicles. for which the engine does not operate continuously. So for these vehicles, the recorded pressure, provided for example by the vehicle ECU, in the high pressure part of the circulation circuit is reduced at each stop of the engine. Such operations are typically encountered during urban and / or short-term trips and can therefore be used to adjust the concentration of additive.
  • the air flow to the combustion chamber of the engine can be used to know the driving conditions of the vehicle.
  • the concentration of additive can also be adapted according to the pollutant emissions of the engine, and more particularly according to the evolution of these pollutant emissions.
  • the concentration of additive aids in the regeneration of the Particle filter can be increased.
  • control of the injection of additive can then be achieved by comparing the recovered data and the expected theoretical values.
  • a concentration of NOx higher than the expected value is the sign of a degradation of the combustion, it may then be advantageous to increase the concentration of detergent type additive to improve the fuel combustion properties and / or allow better operation of the high pressure injectors.
  • the additive used aids in the regeneration of depollution means, such as a particulate filter
  • the evolution of the pressure drop during the soot loading of the particulate filter can be monitored in order to know the level. of emission in carbonaceous particles.
  • an increase in the pressure drop corresponds to an increase in emissions of carbonaceous particles and can therefore trigger an additive distribution in order to increase the concentration of the latter in the fuel.
  • the concentration of additive may also be adapted according to the quality of the regeneration of pollution control means of the particulate filter type.
  • This example relates only to the additives used to help the regeneration of pollution control means disposed in the vehicle exhaust line, such as a particulate filter.
  • the quality of a regeneration can be evaluated in different ways.
  • the evolution of the pressure drop during the previous regeneration is a first indicator.
  • the concentration of additive can be increased.
  • engine oil the evolution of the properties of the engine lubricating oil, called engine oil, can be observed.
  • the quality of the engine oil tends to deteriorate when the regeneration of the particulate filter is slower than usual. Indeed, slow regeneration requires late post-injections of fuel in the cylinders for a long time so as to maintain a high temperature in the particulate filter throughout the regeneration period. These post-injections or late injections with respect to Top Dead Center in the cylinder compression / decompression cycle result in a portion of the fuel in the engine oil, leading to the dilution of the engine oil. This dilution causes, on the one hand, an increase in the level of liquid in the engine oil circuit and, on the other hand, a deterioration in the properties of the engine oil, in particular a change in its viscosity, its lubricating properties and its acidity. . In addition, the oil can be contaminated with soot or carbonaceous particles.
  • the concentration of additive can be increased so as to assist the next regeneration of the particulate filter.
  • the data can be retrieved from probes or sensors analyzing the engine oil, and sent directly to the control means controlling the injection means of the additive or the vehicle ECU in relation to said control means.
  • the objective of this fifth control mode is to recognize the nature and / or characteristics of the additive contained in the additive reservoir 26.
  • the additive distribution can be adapted to take into account either the identified additive or the precise value of certain physico-chemical characteristics of the batch of additive used.
  • This control mode thus makes it possible to change the nature and / or the characteristics of the additive used during the life of the vehicle, the latter being indeed able to be changed, for example to improve the performance of an aging engine, or more a modification of a fuel standard in a given geographical area, or when the vehicle changes its geographical location, or when modifications have been made to the vehicle, such as the addition of a particulate filter.
  • this control mode allows to adapt precisely to the additive used, the latter may have a viscosity, a density and / or a varying concentration from one batch to another.
  • the tank containing the additive especially when it is in the form of a pocket, can be equipped with a barcode type information system for transmitting information and the dispensing device can be equipped with a means for reading the information.
  • the frequency and / or the duration of opening of the closure means allowing the distribution of the additive are recalculated in order to deliver the desired quantity of active elements in the fuel.
  • the various piloting described above as examples are not limiting, other parameters for analyzing the use of the vehicle, and / or the vehicle running conditions, and / or the evolution the quantity of fuel contained in the fuel tank, and / or the quality of the fuel, and / or the polluting emissions resulting from the combustion of the fuel in the engine, and / or the quality of the regeneration of depollution means disposed in the exhaust line of the engine, and / or the type of additive used, and / or the evolution of the flow rate of additive dispensed into the fuel circulation circuit, which can be used.
  • additives each stored in an independent reservoir can be distributed in the circulation circuit using the dispensing device according to the invention, each additive being injectable according to an embodiment previously described.
  • the choice of additives is made by those skilled in the art taking into account, for example, the geographical area in which the vehicle is marketed, the quality of the fuel available in this geographical area, including the possible presence of biofuels in this area. or the weather conditions that we encounter there.
  • composition of the additive can also be made according to the engine technology of the vehicle such as the nature and design of the high pressure fuel injectors, the type of fuel filter or the pressure available in the high pressure rail. supplying each of the injectors with pressurized fuel.
  • the choice of the additive (s) can also be done according to the mapping of the polluting emissions of the engine.
  • the additives used are generally in liquid form and can consist of a liquid or a mixture of liquids, a colloidal suspension in a liquid base, or in the form of a gel whose viscosity allows the flow of the additive.
  • additives are ideally liquid in the operating temperature range, generally between 20 and 45 ° C but they can also be in another physical form such as a gel.
  • additives may contain any type of catalyst effective to catalyze the combustion of soot including platinum, strontium, sodium, manganese, cerium, iron and / or their combination.
  • the amount of additive required in the fuel is generally at least about 1 ppm and at most about 100 ppm, this amount being expressed as a mass of metal additive element relative to the fuel mass.
  • additives may be in the form of an organometallic salt or a mixture of organometallic salts which are soluble or dispersible in the fuel.
  • organometallic salts which are soluble or dispersible in the fuel.
  • These salts are characterized in that they comprise at least one metal part and a complexing organic part generally of acid origin, all suspended in a solvent.
  • the BCF additives may also be in the form of an organometallic complex or a mixture of organometallic complexes soluble or dispersible in the fuel. These complexes are characterized in that they comprise at least one metal part and at least two organic complexing parts. Such a product is for example described in GB 2,254,610 .
  • the BCF additives may also be in the form of a colloidal suspension or dispersion of nanoparticles, for example amorphous or crystalline metal oxide or oxyhydroxide.
  • colloidal dispersion designates in the present description any system consisting of fine solid particles of colloidal dimensions based on the additive, in suspension in a liquid phase, said particles possibly also possibly containing residual amounts of bound or adsorbed ions such as, for example, nitrates, acetates, citrates, ammoniums or chlorides.
  • colloidal dimensions is meant dimensions of between about 1 nm and about 500 nm. These particles may more particularly have an average size of at most 100 nm and even more particularly of at most 20 nm.
  • the particles may be based on a rare earth and / or a metal selected from groups IIA, IVA, VIIA, VIII, IB, IIB, IIIB and IVB of the periodic table.
  • Rare earth means the elements of the group constituted by yttrium and the elements of the periodic classification of atomic number inclusive between 57 and 71.
  • the rare earth may be chosen more particularly from cerium, lanthanum, yttrium, neodymium, gadolinium and praseodymium. Cerium can be chosen especially.
  • the metal may be selected from zirconium, iron, copper, gallium, palladium and manganese. Iron can be chosen especially. The iron may be in the form of an amorphous or crystalline compound.
  • Colloidal dispersions based on a combination of cerium and iron may also be mentioned more particularly.
  • colloidal dispersions may especially contain an additive based on iron or an iron compound.
  • colloidal dispersions can be presented according to various embodiments described in particular the following patent applications: EP 671,205 , WO 97/19022 , WO 01/10545 , WO 03/053560 , WO 2008/116550 .
  • additives different from BCFs and having a function other than a catalytic function, can also be injected into the circulation circuit. These additives allow the improvement of the fuel distribution in the engine and / or the improvement of the performance of the engine operation and / or the improvement of the stability of the operation of the engine.
  • additives for improving the fuel distribution in the engine are, for example, anti-foam additives, such as organosilicones, de-icing additives, such as low molecular weight alcohols or glycols.
  • additives are those improving the operation of the cold engine. These include polymeric additives that reduce the temperature at which fuel is cloudy or freeze, flow-promoting additives, such as high molecular weight polymers that reduce turbulence in fluids, and can increase throughput by 20 to 40 percent. .
  • Corrosion inhibiting additives may also be used.
  • Engine performance improvement additives may also be used, such as procetane additives, prooctane additives, smoke inhibiting additives, friction loss reducing additives called FM additives for "Friction Modifier” or “additive” additives. 'extreme pressure' ..
  • Detergent additives intended to limit any deposit at the injectors can also be used.
  • the fuel can form deposits in the fuel system, especially at the high-pressure fuel injectors and especially at the holes of the injectors.
  • the extent of deposition formation varies with the design of the engine, including the characteristics of the injectors, the fuel composition and the composition of the oil used to lubricate the engine.
  • these detergents are also effective in reducing the negative impact of the presence of metal compounds in the fuel such as Zn or Cu that may arise from a contamination for example of the fuel distribution system or be traces of compounds from the process of synthesis of fatty acid esters.
  • Excessive deposits can alter the aerodynamics of, for example, the jet of fuel from the injector, which in turn can impede the air-fuel mixture. In some cases this results in overconsumption of fuel, loss of engine power and increased pollutant emissions.
  • Detergent additives have the particularity of dissolving already formed deposits and reducing the formation of deposit precursors, in order to avoid the formation of new deposits.
  • An example of a detergent additive is, for example, described in WO 2010/150040 .
  • Additives for improving the lubricating power can also be used to avoid wear or seizure of the high-pressure pumps and injectors, the lubricating power of the fuels being poor. They contain a polar group that is attracted to the metal surfaces to form a protective film on the surface.
  • Additives for improving the operating stability of the engines can be envisaged. Indeed, the instability of fuels causes the formation of gums that participate in the fouling of the injectors, the clogging of the fuel filter and fouling of the pumps and the injection system.
  • the additive is a combination of a detergent additive and a lubricating additive, and possibly a corrosion inhibiting additive.
  • additive combinations can be envisaged such as that combining one or more detergents with a lubricating additive and a corrosion inhibitor.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Processes For Solid Components From Exhaust (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
  • Fuel-Injection Apparatus (AREA)

Claims (35)

  1. Vorrichtung zum Abgeben eines flüssigen Zusatzmittels in einen Kraftstoffkreislauf (2) für einen Verbrennungsmotor, insbesondere für einen Motor, der ein Fahrzeug ausstattet, wobei die Vorrichtung Folgendes umfasst:
    - einen Tank (26), der das Zusatzmittel enthält,
    - eine Einfassung (24), die mit dem Kraftstoffkreislauf (2) in Verbindung steht und in deren Inneres der Tank (26) eingefügt ist, der das Zusatzmittel enthält, wobei mindestens eine bewegliche und dichte Wand (50) zwischen der Einfassung (24) und dem Tank (26) einerseits eine dichte Trennung sicherstellt und andererseits einen identischen Druck zwischen dem Zusatzmittel in dem Tank (26) und dem Kraftstoff in der Einfassung (24) bewahrt,
    - Mittel zum Einspritzen des Zusatzmittels, die mit dem Tank (26) und dem Kraftstoffkreislauf (2) verbunden sind und es ermöglichen, das Zusatzmittel in den Kraftstoffkreislauf (2) abzugeben, wobei die Mittel einen Abgabekanal (36) umfassen, der den Tank (26) und den Kraftstoffkreislauf (2) verbindet, und
    - Mittel zum Steuern der Einspritzmittel,
    dadurch gekennzeichnet, dass sie ferner Folgendes umfasst:
    - einen Temperatursensor, der dazu gedacht ist, die Temperatur des Kraftstoffs in dem Kraftstoffkreislauf (2), insbesondere in der Nähe des Abgabekanals (36), und/oder des Zusatzmittels anzugeben, wobei die Temperatur des Zusatzmittels und/oder des Kraftstoffs ein Parameter ist, der für die Entwicklung des Durchsatzes des Zusatzmittels und/oder die Verwendung des Fahrzeugs und/oder die klimatischen Verhältnisse repräsentativ ist, und
    - Drucksensoren, die den Druck an einer Zusatzmittelabgabeöffnung (38), die an einem Ende des Abgabekanals (36) angeordnet ist, der sich an dem Kraftstoffkreislauf (2) befindet, und an einer Kraftstoffeingangsöffnung (28), die stromaufwärts von der Abgabeöffnung in dem Kreislauf (2) angeordnet ist, messen, wobei ein Druckunterschied zwischen den Öffnungen ein Parameter ist, der für die Verwendung des Fahrzeugs und/oder die Entwicklung des Durchsatzes des Zusatzmittels und/oder die Fahrbedingungen repräsentativ ist,
    wobei die Steuermittel verknüpft sind mit:
    - Mitteln zum Analysieren mindestens eines Parameters, der für die Verwendung des Fahrzeugs repräsentativ ist, und/oder
    - Mitteln zum Analysieren der Fahrbedingungen des Fahrzeugs, und/oder
    - Mitteln zum Analysieren der Entwicklung der Kraftstoffmenge, die in einem Kraftstofftank (4) enthalten ist, wobei der Tank für einen Benutzer zugänglich ist, um das Hinzufügen von Kraftstoff auszuführen, und/oder
    - Mitteln zum Analysieren der Qualität des Kraftstoffs, und/oder
    - Mitteln zum Analysieren der Schadstoffemissionen aus der Verbrennung des Kraftstoffs in dem Motor, und/oder
    - Mitteln zum Analysieren der Qualität der Regeneration eines Partikelfilters, der in der Abgasleitung des Motors angeordnet ist, und/oder
    - Mitteln zum Analysieren der Art des verwendeten Zusatzmittels, und/oder
    - Mitteln zum Analysieren der Entwicklung des Durchsatzes des Zusatzmittels, das in den Kraftstoffkreislauf (2) abgegeben wird, und/oder
    - Mitteln zum Analysieren der klimatischen Verhältnisse,
    um den Betrieb der Einspritzmittel zu regeln.
  2. Abgabevorrichtung nach Anspruch 1, dadurch gekennzeichnet, dass die Einspritzmittel ein Verschlussmittel des Abgabekanals (36) umfassen, wobei das Verschlussmittel geeignet ist, um den Abgabekanal (36) vollständig oder teilweise zu verschließen, wobei das Verschlussmittel insbesondere nach Art einer Ventilklappe oder eines Magnetventils ausgebildet ist.
  3. Abgabevorrichtung nach Anspruch 1 oder 2, dadurch gekennzeichnet, dass sie einen Sensor für die Außentemperatur des Fahrzeugs umfasst, wobei die Außentemperatur ein Parameter ist, der für die klimatischen Verhältnisse repräsentativ ist.
  4. Abgabevorrichtung nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, dass sie einen Sensor umfasst, der das Einschalten des Fahrzeugs und/oder eines Elements, das zum Kraftstoffkreislauf (2) gehört, insbesondere eines Kraftstofffilters, ermittelt, wobei das Einschalten ein Parameter ist, der für die Verwendung des Fahrzeugs repräsentativ ist.
  5. Abgabevorrichtung nach einem der Ansprüche 1 bis 4, dadurch gekennzeichnet, dass sie einen Geräuschsensor umfasst, der bevorzugt in der Nähe des Motors angeordnet ist, wobei das Ermitteln eines Geräuschs durch den Sensor ein Parameter ist, der für die Verwendung des Fahrzeugs repräsentativ ist.
  6. Abgabevorrichtung nach einem der Ansprüche 1 bis 5, dadurch gekennzeichnet, dass sie ein Lokalisierungsmittel nach Art eines GPS oder einen Bewegungssensor umfasst, wobei die Ermittlung einer Bewegung durch das Lokalisierungsmittel oder den Bewegungssensor ein Parameter ist, der für die Verwendung des Fahrzeugs und/oder die Fahrbedingungen des Fahrzeugs repräsentativ ist.
  7. Abgabevorrichtung nach einem der Ansprüche 1 bis 6, dadurch gekennzeichnet, dass die durchschnittliche Geschwindigkeit und/oder die augenblickliche Geschwindigkeit des Fahrzeugs ein Parameter ist, der für die Fahrbedingungen des Fahrzeugs repräsentativ ist.
  8. Abgabevorrichtung nach einem der Ansprüche 1 bis 7, dadurch gekennzeichnet, dass die Temperatur der Abgase ein Parameter ist, der für die Fahrbedingungen des Fahrzeugs repräsentativ ist.
  9. Abgabevorrichtung nach einem der Ansprüche 1 bis 8, dadurch gekennzeichnet, dass die Entwicklung des Drucks in dem Kreislauf (2), insbesondere in einem Hochdruckkreis des Fahrzeugs, der aus einer Hochdruckpumpe und einem Common Rail besteht, ein Parameter ist, der für die Fahrbedingungen des Fahrzeugs repräsentativ ist.
  10. Abgabevorrichtung nach einem der Ansprüche 1 bis 9, dadurch gekennzeichnet, dass die Entwicklung des Luftdurchsatzes, der die Brennkammer des Motors speist, ein Parameter ist, der für die Fahrbedingungen des Fahrzeugs repräsentativ ist.
  11. Abgabevorrichtung nach einem der Ansprüche 1 bis 10, dadurch gekennzeichnet, dass die Entwicklung des Kraftstoffdurchsatzes in dem Kreislauf (2) ein Parameter ist, der für die Entwicklung des Zusatzmitteldurchsatzes repräsentativ ist.
  12. Abgabevorrichtung nach einem der Ansprüche 1 bis 11, dadurch gekennzeichnet, dass die Entwicklung der Emissionen von NOx, Ruß oder anderen kohlenstoffhaltigen Partikeln oder der Verhältnisse NOx/Ruß und/oder NOx/Partikel Parameter sind, die für Schadstoffemissionen aus der Verbrennung des Kraftstoffs repräsentativ sind.
  13. Abgabevorrichtung nach einem der Ansprüche 1 bis 12, dadurch gekennzeichnet, dass die Entwicklung der Qualität und/oder der Menge des Öls, das die Schmierung des Motors ermöglicht, ein Parameter ist, der für die Entwicklung der Qualität der Regeneration des Partikelfilters, der in der Abgasleitung des Motors angeordnet ist, repräsentativ ist.
  14. Abgabevorrichtung nach einem der Ansprüche 1 bis 13, dadurch gekennzeichnet, dass sie ein Lokalisierungsmittel nach Art eines GPS umfasst, das die geografische Zone angibt, in der sich das Fahrzeug befindet, wobei die Lokalisierung des Fahrzeugs, die durch das Mittel bereitgestellt wird, ein Parameter ist, der für die Qualität des Kraftstoffs, der in der geografischen Zone verkauft wird, repräsentativ ist.
  15. Abgabevorrichtung nach einem der Ansprüche 1 bis 14, dadurch gekennzeichnet, dass Parameter, die für die Verbrennung des Kraftstoffs in den Zylindern des Motors repräsentativ sind, Parameter sind, die für die Qualität des Kraftstoffs repräsentativ sind.
  16. Abgabevorrichtung nach einem der Ansprüche 1 bis 15, dadurch gekennzeichnet, dass der Kraftstoffverbrauch des Motors ein Parameter ist, der für die Fahrbedingungen des Fahrzeugs repräsentativ ist.
  17. Abgabevorrichtung nach einem der Ansprüche 1 bis 16, dadurch gekennzeichnet, dass das Zusatzmittel ein Zusatzmittel zum Regenerieren des Partikelfilters auf der Basis einer seltenen Erde und/oder eines Metalls, das aus den Gruppen IIA, IVA, VIIA, VIII, IB, IIB, IIIB und IVB des Periodischen Systems ausgewählt wird, ist.
  18. Vorrichtung zum Abgeben eines flüssigen Zusatzmittels nach Anspruch 17, dadurch gekennzeichnet, dass das Zusatzmittel in Form einer kolloidalen Dispersion vorliegt.
  19. Vorrichtung zum Abgeben eines flüssigen Zusatzmittels nach Anspruch 18, dadurch gekennzeichnet, dass die Partikel der kolloidalen Dispersion auf Cerium und/oder Eisen basieren.
  20. Vorrichtung zum Abgeben eines flüssigen Zusatzmittels nach einem der Ansprüche 17 bis 19, dadurch gekennzeichnet, dass das Zusatzmittel eine Kombination einer kolloidalen Partikeldispersion ist, die eine organische Phase und mindestens ein amphiphiles Mittel und ein Reinigungsmittel umfasst.
  21. Abgabevorrichtung nach einem der Ansprüche 1 bis 16, dadurch gekennzeichnet, dass das Zusatzmittel ein Zusatzmittel ist, das die Verbesserung der Abgabe des Kraftstoffs in den Motor und/oder die Verbesserung der Leistungen des Betriebs des Motors und/oder aber die Verbesserung der Stabilität des Betriebs des Motors ermöglicht.
  22. Vorrichtung zum Abgeben eines flüssigen Zusatzmittels nach Anspruch 21, dadurch gekennzeichnet, dass das Zusatzmittel eine Kombination aus einem reinigenden Zusatzmittel und einem schmierenden Zusatzmittel ist.
  23. Kraftfahrzeug, umfassend:
    - einen Kraftstoffkreislauf (2) für einen Verbrennungsmotor des Fahrzeugs,
    - einen Tank (26), der einen flüssigen Zusatzstoff enthält,
    - eine Einfassung (24), die mit dem Kraftstoffkreislauf (2) in Verbindung steht und in deren Inneres der Tank (26) eingefügt ist, der das Zusatzmittel enthält, wobei mindestens eine bewegliche und dichte Wand (50) zwischen der Einfassung (24) und dem Tank (26) einerseits eine dichte Trennung sicherstellt und andererseits einen identischen Druck zwischen dem Zusatzmittel in dem Tank (26) und dem Kraftstoff in der Einfassung (24) bewahrt,
    - Mittel zum Einspritzen des Zusatzmittels, die mit dem Tank (26) und dem Kraftstoffkreislauf (2) verbunden sind und es ermöglichen, das Zusatzmittel in den Kraftstoffkreislauf (2) abzugeben, wobei die Mittel einen Abgabekanal (36) umfassen, der den Tank (26) und den Kraftstoffkreislauf (2) verbindet,
    dadurch gekennzeichnet, dass das Zusatzmittel anhand einer Abgabevorrichtung nach einem der Ansprüche 1 bis 22 eingespritzt wird.
  24. Verfahren zum Verwenden einer Abgabevorrichtung nach einem der Ansprüche 1 bis 22, dadurch gekennzeichnet, dass die Zusatzmittelabgabe abgeschaltet wird, wenn der Motor des Fahrzeugs nicht funktioniert oder wenn das Fahrzeug stillsteht.
  25. Verfahren zum Verwenden einer Abgabevorrichtung nach einem der Ansprüche 1 bis 22 kombiniert mit Anspruch 2, dadurch gekennzeichnet, dass die Zusatzmittelabgabe aktiviert wird, wenn das Verschlussmittel mit Strom versorgt wird.
  26. Verfahren zum Verwenden einer Abgabevorrichtung nach einem der Ansprüche 1 bis 22, dadurch gekennzeichnet, dass die Zusatzmittelabgabe aktiviert wird, wenn ein Druckunterschied von mehr als 2 Millibar zwischen der Abgabeöffnung (38) des Zusatzmittels, die an einem Ende des Abgabekanals (36) angeordnet ist, und der Eingangsöffnung des Kraftstoffs (28), die stromaufwärts in dem Kreislauf (2) angeordnet ist, gemessen wird.
  27. Verfahren zum Verwenden einer Abgabevorrichtung nach einem der Ansprüche 1 bis 22, dadurch gekennzeichnet, dass die Zusatzmittelabgabe aktiviert wird, wenn die Temperatur des Kraftstoffs, der in dem Kreislauf (2) umläuft, und/oder des Zusatzmittels höher als ein Schwellenwert, der für einen Motor in Betrieb repräsentativ ist, zum Beispiel höher als 15 °C ist.
  28. Verfahren zum Verwenden einer Abgabevorrichtung nach einem der Ansprüche 1 bis 22 kombiniert mit Anspruch 4, dadurch gekennzeichnet, dass die Zusatzmittelabgabe abgeschaltet wird, wenn die Außentemperatur und/oder die Temperatur des Zusatzmittels und/oder die Temperatur des Kraftstoffs in dem Kraftstoffkreislauf (2) niedriger als eine Mindestschwellentemperatur oder höher als eine Höchstschwellentemperatur sind, wobei die Mindest- und Höchstschwellentemperaturen für ein bestimmtes Zusatzmittel definiert sind, wobei die Mindestschwellentemperatur einem Wert entsprechen kann, für den die Viskosität des Zusatzmittels einen Schwellenwert erreicht, und wobei die Höchstschwellentemperatur dem Verdampfungswert des Zusatzmittels entsprechen kann.
  29. Verfahren zum Verwenden einer Abgabevorrichtung nach einem der Ansprüche 1 bis 22 kombiniert mit Anspruch 2, dadurch gekennzeichnet, dass die Einspritzung diskontinuierlich ist, und dass die Frequenz und/oder die Dauer der Öffnung des Verschlussmittels von den Informationen abhängt bzw. abhängen, die von den Steuermitteln erhoben werden, wobei die Zusatzmittelabgabe derart erfolgt, dass eine konstante Zusatzmittelkonzentration in dem Kraftstoff bewahrt wird, oder dass das Zusatzmittel nur bei Bedarf in den Kraftstoffkreislauf (2) eingespritzt wird.
  30. Verfahren nach Anspruch 29, dadurch gekennzeichnet, dass die Abgabefrequenz und/oder die Abgabedauer des Zusatzmittels entweder von der Verwendungszeit des Fahrzeugs und/oder von der Anzahl der von dem Fahrzeug gefahrenen Kilometer und/oder von dem Kraftstoffverbrauch des Fahrzeugs abhängig ist bzw. sind.
  31. Verfahren nach Anspruch 29, dadurch gekennzeichnet, dass die Frequenz und/oder die Dauer der Zusatzmittelabgabe von der Temperatur des Kraftstoffs und/oder des Zusatzmittels und/oder dem Druck zwischen der Abgabeöffnung (38) des Zusatzmittels, die an einem Ende des Abgabekanals (36) angeordnet ist, und der Eingangsöffnung des Kraftstoffs (28), die stromaufwärts in dem Kreislauf (2) angeordnet ist, abhängig ist bzw. sind.
  32. Verfahren zum Verwenden einer Abgabevorrichtung nach einem der Ansprüche 1 bis 22, dadurch gekennzeichnet, dass das Zusatzmittel bei jeder Zufuhr von Kraftstoff in den Kraftstofftank (4) eingespritzt wird, wobei das hinzugefügte Zusatzmittelvolumen festgelegt oder variabel sein kann, wobei das variable Volumen gemäß der hinzugefügten Kraftstoffmenge bestimmt wird.
  33. Verfahren zum Verwenden einer Abgabevorrichtung nach einem der Ansprüche 1 bis 22, dadurch gekennzeichnet, dass das Zusatzmittel eingespritzt wird, wenn die Analyse der Schadstoffemissionen aus der Verbrennung des Kraftstoffs angibt, dass die Gase und/oder die emittierten Partikel von dem erwarteten theoretischen Wert abweichen.
  34. Verfahren zum Verwenden einer Abgabevorrichtung nach einem der Ansprüche 1 bis 22, dadurch gekennzeichnet, dass das Zusatzmittel vor der Regeneration des Partikelfilters eingespritzt wird.
  35. Verfahren zum Verwenden einer Abgabevorrichtung nach einem der Ansprüche 1 bis 22, dadurch gekennzeichnet, dass eine zusätzliche Menge von Zusatzmittel vor der Regeneration des Partikelfilters eingespritzt wird, wenn die vorhergehende Regeneration nicht hochwertig war.
EP12743424.9A 2011-08-05 2012-07-24 Vorrichtung zur abgabe eines flüssigen zusatzstoffs in einen brennstoffkreislauf für einen verbrennungsmotor, fahrzeug mit einer solchen vorrichtung und verfahren zur verwendung dieser vorrichtung Active EP2739843B1 (de)

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FR1157206A FR2978803B1 (fr) 2011-08-05 2011-08-05 Dispositif de distribution d'un additif liquide dans un circuit de circulation de carburant pour un moteur a combustion interne, vehicule comportant un tel dispositif et procede d'utilisation dudit dispositif
PCT/EP2012/064523 WO2013020805A1 (fr) 2011-08-05 2012-07-24 Dispositif de distribution d'un additif liquide dans un circuit de circulation de carburant pour un moteur à combustion interne, véhicule comportant un tel dispositif et procédé d'utilisation dudit dispositif

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EP2739843A1 (de) 2014-06-11
CN103890368B (zh) 2016-09-07
MX2014001390A (es) 2015-03-20
CA2843028A1 (fr) 2013-02-14
US9938943B2 (en) 2018-04-10
RU2014108312A (ru) 2015-09-10
ES2550972T3 (es) 2015-11-13
RU2606166C2 (ru) 2017-01-10
FR2978803B1 (fr) 2015-04-10
JP2014524534A (ja) 2014-09-22
BR112014002417A2 (pt) 2017-03-14
WO2013020805A1 (fr) 2013-02-14
KR20140096021A (ko) 2014-08-04
JP5873172B2 (ja) 2016-03-01
CN103890368A (zh) 2014-06-25
KR101870866B1 (ko) 2018-06-25
MX351858B (es) 2017-10-31
FR2978803A1 (fr) 2013-02-08
CA2843028C (fr) 2016-09-20

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