FI126319B - A method of operating a combustion engine - Google Patents

A method of operating a combustion engine Download PDF

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Publication number
FI126319B
FI126319B FI20145682A FI20145682A FI126319B FI 126319 B FI126319 B FI 126319B FI 20145682 A FI20145682 A FI 20145682A FI 20145682 A FI20145682 A FI 20145682A FI 126319 B FI126319 B FI 126319B
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FI
Finland
Prior art keywords
exhaust gas
combustion engine
sensors
internal combustion
exhaust
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Application number
FI20145682A
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Finnish (fi)
Swedish (sv)
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FI20145682A (en
Inventor
Andreas Döring
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Man Diesel & Turbo Se
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Publication of FI20145682A publication Critical patent/FI20145682A/en
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Publication of FI126319B publication Critical patent/FI126319B/en

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1439—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the position of the sensor
    • F02D41/1441—Plural sensors
    • F02D41/1443—Plural sensors with one sensor per cylinder or group of cylinders
    • 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
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D41/222—Safety or indicating devices for abnormal conditions relating to the failure of sensors or parameter detection 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
    • F02D41/008—Controlling each cylinder individually
    • 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
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M15/00—Testing of engines
    • G01M15/04—Testing internal-combustion engines
    • G01M15/10—Testing internal-combustion engines by monitoring exhaust gases or combustion flame
    • G01M15/102—Testing internal-combustion engines by monitoring exhaust gases or combustion flame by monitoring exhaust gases
    • 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
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1454—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/146—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an NOx content or concentration

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
  • Supercharger (AREA)

Description

Method for operating an internal combustion engine
The invention relates to a method for operating an internal combustion engine with multiple cylinders, namely method for determining a cylinder-selective oil consumption of the cylinder of the internal combustion engine.
Internal combustion engines, such as for example marine diesel internal combustion engines, have to adhere to ever more stringent emission limit values.
In connection with the adhering to emission limit values it is important to determine the oil consumption of individual assemblies of the internal combustion engine since oil, which reaches the region of an exhaust gas retreatment system of the internal combustion engine in a combusted or uncombusted manner can damage assemblies such as for example catalytic converters of the exhaust gas retreatment system and therefore impair the quality of exhaust gas purification. Oil contains for example additives such as phosphorous, zinc and calcium which can cause damage to catalytic converters of the exhaust gas retreatment system. In particular when the oil consumption of individual assemblies of an internal combustion engine can be determined, an elevated oil consumption of these assemblies can be counteracted for example be initiating a suitable maintenance measure, in order to thereby avoid damaging the exhaust gas retreatment system or the internal combustion engine.
Up to now it has merely known from practice to determine the total oil consumption of an internal combustion engine, for example by filling level sensors in engine oil tank. With such a determination of the total oil consumption it is not possible however to allocate the oil consumption to individual assemblies of the internal combustion engine, for example to individual cylinders of the internal combustion engine.
Starting out from this, the present invention is based on the object of creating a new type of method for operating an internal combustion engine, with the help of which the cylinder-selective oil consumption of the cylinders of the internal combustion engine can be determined.
This object is solved through a method for operating an internal combustion engine according to claim 1. According to the invention, each cylinder of the combustion engine, for which a cylinder-selective oil consumption determination is to be carried out, is assigned an individual exhaust gas sensor, wherein each gas exhaust gas sensor during the operation of the internal combustion engine is exposed for a defined time span not to exhaust gas but to a reference gas and following this again exposed to exhaust gas, wherein for each exhaust gas sensor a cylinder-individual sensor drift is determined, and wherein from the cylinder-individual sensor drift of all exhaust gas sensors that particular cylinder is determined or those particular cylinders are determined which has or have an elevated oil consumption relative to the or each other cylinder. With the invention, a method for operating an internal combustion engine having multiple cylinders is proposed for the first time with the help of which a cylinder-selective oil consumption of the individual cylinders of the internal combustion engine can be determined in a simple and reliable manner. In particular if it is determined during the process that there is an elevated oil consumption on at least one cylinder of the internal combustion engine, maintenance or service operations can be initiated on the respective cylinder in order to again reduce the oil consumption on the respective cylinder and avoid a potential damaging of catalytic converters of an exhaust gas retreatment system of the internal combustion engine.
According to a first advantageous further development of the invention, the exhaust gas sensors, in an internal combustion engine with deceleration cut-off, i.e. in an internal combustion engine in which in coasting mode no fuel is combusted in the cylinders of said internal combustion engine, are exposed to reference gas during an active deceleration cut-off, wherein the charge air leaving the cylinders serves as reference gas, the oxygen content of which corresponds to the oxygen content of the ambient air.
According to a second advantageous further development of the invention, the exhaust gas sensors in an internal combustion engine without deceleration cut-off are exposed to reference gas in such a manner that the exhaust gas sensors are shielded from the exhaust gas in that measurement chambers, in which the exhaust gas sensors are positioned, are exposed to reference gas subject to displacing the exhaust gas from the measurement chambers.
With both advantageous further developments of the invention, the exhaust gas sensors, both on an internal combustion engine with deceleration cut-off and also on an internal combustion engine without deceleration cut-off the exhaust gas sensors of the cylinders of the internal combustion engine can be exposed to reference gas in a simple and reliable manner in order to determine the oil consumption-dependent sensor drift for each exhaust gas sensor and thereby be relative cylinder-selective oil consumption of the cylinders relative to the other cylinders of the internal combustion engine.
Preferentially, the cylinder-individual sensor drift of all exhaust gas sensors is determined in such a manner that measurement signals of the exhaust gas sensors determined during the exposure of the exhaust gas sensors to reference gas are evaluated, in particular in such a manner that measurement signals of the exhaust gas sensors determined during the exposure of the exhaust gas sensors to reference gas are compared with a reference value, wherein the deviation of the measurement signal from the reference value corresponds to the sensor drift of the exhaust gas sensors, and wherein those cylinders, the exhaust gas sensors of which have a relatively large sensor drift compared with the exhaust gas sensors of other cylinders, have an elevated oil consumption. This determination or evaluation is simple and reliable.
According to an advantageous further development of the invention, NOx sensors and/or lambda sensors are used as exhaust gas sensors. Exhaust gas sensors designed as NOx sensors and lambda sensors are sensitive to oil additives, so that these sensors have an easily detectable oil consumption-dependent sensor drift.
According to a further advantageous further development of the invention a sensor drift of an exhaust gas sensor positioned downstream of the respective turbine is additionally determined in an internal combustion engine with an exhaust gas supercharging device, comprising at least one exhaust gas turbocharger and accordingly at least one compressor and at least one turbine, in order to determine an oil consumption of the respective turbine. With this further development of the invention an oil consumption in the region of a turbine of a supercharging device can also be determined. Because of this it is then possible in addition to the cylinder-selective oil consumption of the cylinders of the internal combustion engine to also determine a turbine-selective oil consumption and in particular when the turbine-selective oil consumption is too great, to initiate a maintenance measure on the respective turbine.
Preferred further developments of the invention are obtained from the subclaims and the following description. Exemplary embodiments of the invention are explained in more detail with the help of the drawing without being restricted to this. There it shows:
Fig. 1: a schematic representation of an internal combustion engine with multiple cylinders and without exhaust gas supercharging device for explaining the methods according to the invention; and
Fig. 2: a schematic representation of an internal combustion engine with multiple cylinders and with exhaust gas supercharging device for explaining the method according to the invention.
The present invention relates to a method for operating an internal combustion engine, such as for example a marine diesel internal combustion engine, namely a method for determining a cylinder-selective or cylinder-individual oil consumption of the cylinders of the internal combustion engine.
Fig. 1 shows an internal combustion engine 10 with multiple cylinders 11 in a highly schematic manner, wherein the number of cylinders 11 shown in Fig. 1 and the roofing of these cylinders 11 in two cylinder banks shown in Fig. 1 is purely exemplary in nature.
The cylinders 11 of the internal combustion engine 10 can be supplied with charge air starting out from a charge air line 12. In addition, fuel is introduced into the cylinders 11 via fuel injection nozzles or fuel injectors which are not shown. During the combustion of the fuel exhaust gas is generated in the cylinders 11 of the internal combustion engine 10, which is discharged from the internal combustion engine 10 via an exhaust line 13.
According to Fig. 1, an individual exhaust gas sensor 14 is assigned to each of the cylinders 11 of the internal combustion engine 10. Seen in flow direction of the exhaust gas, the exhaust gas sensor 14 assigned to the respective cylinder 11 is assigned to the exhaust line 13 downstream of the respective cylinder 11 and upstream of a uniting point 16 of an exhaust port 15 of the respective cylinder 11.
In order to now establish a cylinder-individual or cylinder-selective oil consumption determination on the cylinders 11 of the internal combustion engine 10, each exhaust gas sensor 14 during the operation of the internal combustion engine is exposed for a defined time span not to exhaust gas but to a reference gas and following this again exposed to exhaust gas.
For each exhaust gas sensor a cylinder-individual sensor drift is then determined, wherein this cylinder-individual sensor drift is dependent on the past oil consumption of the respective cylinder 11 of the internal combustion engine 10, since during the combustion of engine oil in the cylinders 11 of the internal combustion engine 10 additives of the engine oil can be deposited on the respective exhaust gas sensor 14 resulting in ageing of the same.
From the cylinder-individual sensor drift of all exhaust gas sensors 14 that cylinder 11 or those cylinders 11 is or are determined which are relative to the or each other cylinder 11 has or have an elevated oil consumption. On such cylinders 11 with elevated oil consumption, maintenance operations or service operations can then be initiated.
In particular when the internal combustion engine 10 is an internal combustion engine 10 with deceleration cut-off, i.e. when no fuel is supplied to the cylinders 11 of the internal combustion engine 10 in coasting mode of the same and accordingly no fuel is combusted in coasting mode in the cylinders 11 of the internal combustion engine 10, the exhaust gas sensors 14 are exposed to the reference gas during an active deceleration cut-off in that charge air leaving the cylinders serves as reference gas, the oxygen content of which then corresponds to the oxygen content of the ambient air as a consequence of no combustion taking place in the cylinders.
In particular when, by contrast, the internal combustion engine 10 is an internal combustion engine without deceleration cut-off, the exhaust gas sensor 14 can be exposed to reference gas in such a manner that the exhaust gas sensor 14 are shielded from the exhaust gas namely in that measurement chambers, in which the exhaust gas sensors 14 are positioned, are exposed to reference gas subject to displacing the exhaust gas from the measurement chambers. In this connection, a reference gas, e.g. ambient air, is then used the reference gas pressure of which in the respective measurement chamber is higher than the exhaust gas pressure, in order to remove the exhaust gas from the measurement chambers. In the process, the measurement chambers are preferentially continuously exposed to reference gas in order to avoid that during the defined time span, in which the measurement values for determining the oil consumption-dependent sensor drift on the exhaust gas sensors 14 is determined, exhaust gas enters the measurement chambers.
Such a measurement chamber of an exhaust gas sensor 14 can be provided for example in that the respective exhaust gas sensor 14 is surrounded by a membrane and via the membrane is separated from a flow channel of the respective exhaust port 15. In a first operating state, exhaust gas can flow into the respective measurement chamber via such a membrane in particular when there is no reference gas in the measurement chamber. In particular when, by contrast, the respective measurement chamber is exposed to reference gas, the exhaust gas can be removed from the measurement chamber via the membrane.
As already explained above, each exhaust gas sensor 14 during the operation of the internal combustion engine is exposed for a defined time span not to the exhaust gas but to the reference gas. Here, each exhaust gas sensor 14 provides a measurement value or a measurement signal, wherein from the measurement signals determined during the exposure of the exhaust gas sensors 14 to reference gas a cylinder-individual sensor drift is determined for each exhaust gas sensor 14. To this end, the measurement signal of the respective exhaust gas sensor 14 determined during the exposure of the respective exhaust gas sensor 14 to reference gas is compared with a reference value, wherein the deviation of the respective measurement signal from the reference value corresponds to the sensor drift of the respective exhaust gas sensor 14. Those cylinders, the exhaust gas sensors 14 of which have a relatively large sensor drift compared with the exhaust gas sensors 14 of other cylinders 11, are characterized by an elevated oil consumption. On these cylinders 11 of the internal combustion engine 10, a maintenance measure or service measure is then preferentially initiated in order to again reduce the engine oil consumption of this cylinder 11.
As exhaust gas sensors 14, NOx sensors and/or lambda sensors are employed since NOx sensors as well as lambda sensors are sensitive to additives of the engine oil, which are deposited on the exhaust gas sensor 14 of the respective cylinder 11 dependent on the cylinder-individual engine oil consumption and accordingly have a corresponding sensor drift. As lambda sensors, resistive or capacitive or current-based lambda sensors are employed in particular.
As already explained, the exhaust gas sensors 14 of the cylinders 11 are exposed to the reference gas merely for a defined time span in order to determine the measurement values for determining the cylinder-individual sensor drift of all exhaust gas sensors 14, wherein following this the exhaust gas sensors 14 are again exposed to exhaust gas. The exhaust gas sensors 14 are then again available for regular measurement operation for analysing the exhaust gas.
In order to shorten the time span for displacing the reference gas from the measurement chamber of the respective exhaust gas sensor 14 and to again fill the measurement chamber of the respective exhaust gas sensor 14 with exhaust gas as quickly as possible, it can be provided to suck the exhaust gas into the measurement chamber of the respective exhaust gas sensor 14. This can be effected for example in that the measurement chamber of the respective exhaust gas sensor 14 is coupled to a fresh air suction side of the internal combustion engine, for example seen in flow direction of the fresh air downstream of an air filter and upstream of a compressor 17 if applicable (see Fig. 2) of an exhaust gas turbocharger 18. In such a compressor 17 of an exhaust gas turbocharger 18, sucked-in charge air is compressed before it is applied to the cylinders 11 of the internal combustion engine 10 via the charge air line 12, wherein energy needed for compressing the charge air in the compressor 17 is generated in that the exhaust gas, which is discharged from the cylinders 11 of the internal combustion engine via the exhaust line 13, is expanded in a turbine 19 of the exhaust gas turbocharger 18.
Because of a vacuum, which can form downstream of an air filter during the operation, exhaust gas can be sucked into the measurement chamber of the respective exhaust gas sensor 14 and subsequently into the fresh air tract. In order to avoid that because of sulphur compounds in the exhaust gas corrosion occurs on the engine, a sulphur trap can be integrated in the abovementioned flow connection between the respective measurement chamber of the respective exhaust gas sensor 14 and the fresh air suction side of the internal combustion engine 10.
With the internal combustion engine of Fig. 2 it is also possible to utilise a pressure differential between a pressure in front of the turbine 19 and a pressure after the turbine 19 of the exhaust gas turbocharger 18 for rapidly filling the respective measurement chamber of the respective exhaust gas sensor 14. The exhaust gas sensor 14 can then be arranged in a measurement chamber which on the one hand is coupled to the pressure in front of the turbine 13 and on the other hand to the pressure after the turbine 13. As a result of this exhaust gas is forced into the respective measurement chamber because of this pressure ratio.
In the version of Fig. 2, in which the internal combustion engine 10 comprises an exhaust gas turbocharger 18, the turbine 19 is assigned a further exhaust gas sensor 20, namely downstream of the turbine 19. The exhaust gas sensor 20 can be exposed not to exhaust gas but to reference gas for a defined time span in agreement with the exhaust gas sensors 14 of the cylinders 11, in order to determine an oil consumption-dependent sensor drift of the exhaust gas sensor 20 from the measurement signal of the exhaust gas sensor 20, which is obtained during the exposure of the same to reference gas, and in order to conclude an oil consumption of the turbine 19 of the exhaust gas turbocharger 18 based on this sensor drift of the exhaust gas sensor 20. The evaluation of the measurement signal of the exhaust gas sensor 20 is performed analogously to the manner in which the measurement signals of the exhaust gas sensor 14 are evaluated.
Accordingly, with the present invention it is possible to determine for each cylinder 11 of an internal combustion engine 10 and if applicable additionally for each turbine 19 of each exhaust gas turbocharger 18 of the internal combustion engine 10 an individual or selective oil consumption. To this end, the respective exhaust gas sensors 14, 10 are exposed for a defined time span not to exhaust gas but to a reference gas, for example to fresh air. The measurement signals which are determined during the exposure of the exhaust gas sensors 14, 20 to reference gas are evaluated in order to determine an individual sensor drift for each exhaust gas sensor 14, 20.
This individual sensor drift is dependent on past oil consumption of the respective cylinder 11 or of the respective turbine 19 since, dependent on the engine oil consumption, engine oil additives are deposited on the respective exhaust gas sensor 14 or 20, which are responsible for the sensor drift.
The sensor drift of all exhaust gas sensors 14, 20 is compared to one another in order to determine that cylinder 11 of the internal combustion engine 10 or that turbine 19 of the internal combustion engine 10 which in comparison has an elevated engine oil consumption. On this assembly of the internal combustion engine a maintenance or a service is then initiated in order to reduce the oil consumption of the respective assembly.
With the invention it can be ensured that the oil consumption of the assemblies of the internal combustion engine are kept minimal in order to thereby prevent that combusted or partly combusted engine oil in the cylinders 11 or engine oil consumed in the turbine 19 reaches the region of a catalytic converter of an exhaust gas retreatment system, damaging the respective catalytic converter.
The entire method can be carried out fully automatically controlled via an engine control device, in which the results are storable and from which the results when carrying out routing maintenance operations can be read out.
List of reference numbers 10 Internal combustion engine 11 Cylinder 12 Charge air line 13 Exhaust line 14 Exhaust gas sensor 15 Exhaust port 16 Uniting point 17 Compressor 18 Exhaust gas turbocharger 19 Turbine 20 Exhaust gas sensor

Claims (9)

1. Menetelmä useita sylintereitä käsittävän polttovoimakoneen käyttämiseksi, nimittäin menetelmä polttomoottorikoneen yksittäisten koneenosa-ryhmien koneenosaryhmäkohtaisen, erityisesti yksittäisen sylinterin ja/tai turbo-ahtimen, öljynkulutuksen määrittämiseksi, jolloin jokaiseen polttomoottorikoneen koneenosaryhmään, jolle koneenosaryhmäkohtainen öljynkulutuksen määritys tulee suorittaa, on järjestetty yksilöllinen pakokaasusensori, jolloin jokaista pakokaasusensoria polttovoimakonetta käytettäessä kuormitetaan määrätty aikajakso ei pakokaasulla vaan referenssikaasulla ja tämän jälkeen taas pakokaasulla, jolloin jokaiselle pakokaasusensorille määritetään koneenosaryhmäkohtainen sensorivirta, ja jolloin kaikkien pakokaasusensoreiden ko-neenosaryhmäkohtaisesta sensorivirrasta määritetään se koneenosaryhmä tai ne koneenosaryhmät, joilla on suhteessa toiseen koneenosaryhmään tai muihin koneenosaryhmiin verrattuna kohonnut öljynkulutus.A method for operating a multi-cylinder combustion engine, namely, a method for determining oil consumption of individual engine component groups of an internal combustion engine, in particular a single cylinder and / or turbo supercharger, wherein each of the when using the combustion engine, the exhaust gas is loaded with a reference period, not with the exhaust gas, but with the reference gas, and then again with the exhaust gas, whereby each exhaust sensor 2. Patenttivaatimuksen 1 mukainen menetelmä, tunnettu siitä, että polttovoimakoneen työnnön ollessa keskeytettynä, siis kun polttovoimako-neessa, jossa työntökäytössä sen sylintereissä ei polteta polttoainetta, pako-kaasusensoreita kuormitetaan aktiivisen työnnön keskeytyksen aikana referenssikaasulla, jolloin referenssikaasuna toimii sylintereistä poistuva ahtoilma, jonka happipitoisuus vastaa ympäröivän ilman happipitoisuutta.A method according to claim 1, characterized in that, when the propulsion of the combustion engine is interrupted, that is to say, in the case of a propulsion engine which does not burn fuel in its cylinders, the exhaust gas sensors are loaded during the oxygen content of the ambient air. 3. Patenttivaatimuksen 1 mukainen menetelmä, tunnettu siitä, että polttovoimakone ilman työnnön keskeytystä kuormittaa pakokaasusenso-reita referenssikaasulla siten, että pakokaasusensorit on suojattu pakokaasulta sillä tavalla, että mittaustiloja, joihin pakokaasusensorit on sijoitettu, kuormitetaan referenssikaasulla pakokaasun tullessa pois mittaustiloista.A method according to claim 1, characterized in that the combustion engine, without interruption of the thrust, loads the exhaust gas sensors with the reference gas so that the exhaust gas sensors are protected from the exhaust gas in such a way that the measuring enclosures where the exhaust gas sensors are located 4. Patenttivaatimuksen 3 mukainen menetelmä, tunnettu siitä, että mittaustiloja kuormitetaan edullisesti jaksottaisesti referenssikaasulla, jonka referenssikaasunpaine on korkeampi kuin pakokaasunpaine.A method according to claim 3, characterized in that the measuring spaces are preferably periodically loaded with a reference gas having a reference gas pressure higher than the exhaust gas pressure. 5. Jonkin patenttivaatimuksen 1 - 4 mukainen menetelmä, tunnettu siitä, että kaikkien pakokaasusensoreiden koneenosaryhmäkohtainen sensorivirta mitataan siten, että kuormitettaessa pakokaasusensoreita referenssikaasulla pakokaasusensoreiden mitatut mittaussignaalit analysoidaan.Method according to one of Claims 1 to 4, characterized in that the sensor current per machine section group of all exhaust sensors is measured such that, when the exhaust gas sensors are loaded with a reference gas, the measured measurement signals of the exhaust gas sensors are analyzed. 6. Patenttivaatimuksen 5 mukainen menetelmä, tunnettu siitä, että kaikkien pakokaasusensoreiden koneenosaryhmäkohtainen sensorivirta mitataan siten, että kuormitettaessa pakokaasusensoreita referenssikaasulla pakokaasusensoreiden mitattuja mittaussignaaleja verrataan referenssiarvoon, jolloin mittaussignaalien poikkeama referenssiarvosta vastaa kulloisenkin pa-kokaasusensorin sensorivirtaa.A method according to claim 5, characterized in that the sensor flow per machine section group of all exhaust sensors is measured by comparing the measured measurement signals of the exhaust gas sensors with the reference gas when loading the exhaust gas sensors, the deviation of the measurement signals from the corresponding reference value. 7. Patenttivaatimuksen 6 mukainen menetelmä, tunnettu siitä, että niillä koneenosaryhmillä, joiden pakokaasusensoreilla on muiden koneen-osaryhmien pakokaasusensoreihin nähden suhteellisen suuri sensorivirta, on kohonnut öljynkulutus.Method according to Claim 6, characterized in that the oil parts are increased in those machine part groups whose exhaust gas sensors have a relatively high sensor current in comparison with the exhaust gas sensors of other machine part groups. 8. Jonkin patenttivaatimuksen 1 - 7 mukainen menetelmä, tunnettu siitä, että pakokaasusensoreina käytetään NOx-sensoreita ja/tai Lambda-sensoreita.Method according to one of Claims 1 to 7, characterized in that NOx sensors and / or Lambda sensors are used as exhaust gas sensors. 9. Jonkin patenttivaatimuksen 1 - 8 mukainen menetelmä, tunnettu siitä, että polttovoimakoneessa, jossa on pakokaasunahdinlaite, jossa on ainakin yksi kompressori ja ainakin yksi turbiini, mitataan kulloisenkin turbiinin suhteen alavirtaan sijoitetun pakokaasusensorin sensorivirta ja mahdollisesti verrataan ainakin yhden, pakokaasuturbiinin suhteen ylävirtaan sijoitetun sensorin virtaan kulloisenkin turbiinin öljynkulutuksen määrittämiseksi.Method according to one of Claims 1 to 8, characterized in that a combustion engine having an exhaust collector having at least one compressor and at least one turbine measures the sensor current downstream of the respective turbine and optionally compares it with at least one sensor upstream of the exhaust turbine. to determine the oil consumption of each turbine.
FI20145682A 2013-07-26 2014-07-21 A method of operating a combustion engine FI126319B (en)

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DE102013012398.4A DE102013012398A1 (en) 2013-07-26 2013-07-26 Method for operating an internal combustion engine

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FI20145682A FI20145682A (en) 2015-01-27
FI126319B true FI126319B (en) 2016-09-30

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JP (1) JP6334297B2 (en)
KR (1) KR102083690B1 (en)
CN (1) CN104343562B (en)
DE (1) DE102013012398A1 (en)
FI (1) FI126319B (en)

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