WO2011092823A1 - 内燃機関の制御装置、及びブローバイガスとともに吸気通路に還流されるNOxの質量流量の計測装置 - Google Patents
内燃機関の制御装置、及びブローバイガスとともに吸気通路に還流されるNOxの質量流量の計測装置 Download PDFInfo
- Publication number
- WO2011092823A1 WO2011092823A1 PCT/JP2010/051153 JP2010051153W WO2011092823A1 WO 2011092823 A1 WO2011092823 A1 WO 2011092823A1 JP 2010051153 W JP2010051153 W JP 2010051153W WO 2011092823 A1 WO2011092823 A1 WO 2011092823A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- mass flow
- nox
- flow rate
- gas
- intake passage
- Prior art date
Links
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
- F01M13/00—Crankcase ventilating or breathing
- F01M13/02—Crankcase ventilating or breathing by means of additional source of positive or negative pressure
- F01M13/021—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure
- F01M13/022—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure using engine inlet suction
-
- 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
- F02D41/003—Adding fuel vapours, e.g. drawn from engine fuel reservoir
- F02D41/0045—Estimating, calculating or determining the purging rate, amount, flow or concentration
-
- 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
- F02D41/144—Sensor in intake manifold
-
- 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
-
- 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
- F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
-
- 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
- F02D2041/224—Diagnosis of the fuel system
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/08—Engine blow-by from crankcase chamber
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/11—Oil dilution, i.e. prevention thereof or special controls according thereto
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/36—Control for minimising NOx emissions
-
- 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
- F02D41/0047—Controlling exhaust gas recirculation [EGR]
- F02D41/0065—Specific aspects of external EGR control
-
- 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
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
- F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
- F02M26/23—Layout, e.g. schematics
-
- 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
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/10373—Sensors for intake systems
- F02M35/10393—Sensors for intake systems for characterising a multi-component mixture, e.g. for the composition such as humidity, density or viscosity
Definitions
- the present invention relates to a control device for an internal combustion engine in which blow-by gas is recirculated into an intake passage, and a measurement device for measuring the mass flow rate of NOx recirculated into the intake passage together with blow-by gas, which is suitable for such a control device.
- blow-by gas that blows into the crankcase from the gap between the cylinder and piston is generated. Since the blow-by gas contains unburned HC components at a high concentration, the blow-by gas is not directly released into the atmosphere. In a general internal combustion engine, blow-by gas is returned to the intake passage and processed by recombustion.
- the blow-by gas contains NOx produced by combustion. For this reason, depending on the concentration of NOx contained in the blowby gas, the combustion of the internal combustion engine may deteriorate when the blowby gas is recirculated to the intake passage. Regarding this problem, in Japanese Patent Laid-Open No. 2006-138242, the NOx concentration of the blowby gas is measured by a NOx sensor attached to the blowby gas recirculation passage, and when the NOx concentration exceeds an allowable limit, the blowby gas to the intake passage is measured. It has been proposed to stop the reflux of water.
- blow-by gas has a characteristic that it reacts with oil and fuel to lower the lubrication performance of the internal combustion engine.
- the main factor of the characteristics is NOx contained in blow-by gas.
- Sludge is generated when NOx undergoes a polymerization reaction with oil or fuel. Sludge generated in the crankcase deteriorates the lubrication characteristics of the oil.
- blow-by gas is recirculated to the intake passage, sludge is generated in the intake passage due to a polymerization reaction between NOx and oil or fuel. This sludge becomes a deposit and accumulates in the intake passage and deteriorates the intake efficiency of the internal combustion engine.
- the amount of sludge produced is correlated with the mass of NOx present in the space around oil and fuel. Therefore, it can be said that the mass of NOx is important information in accurately diagnosing the state of the internal combustion engine and performing appropriate control.
- the mass of NOx in the crankcase can be represented by the NOx concentration in the crankcase. This is because the pressure and volume are constant in the crankcase, and there is no change in the mass of all the gas in the crankcase.
- the mass (more specifically, mass flow rate) of NOx in the intake passage cannot be represented by the NOx concentration because the pressure change is large in the intake passage and the mass flow rate of all gases changes greatly.
- blow-by gas recirculation passage is extremely narrow compared to the intake passage, it is difficult to provide a mass flow meter such as an air flow meter.
- a mass flow meter such as an air flow meter.
- NOx sensor attaches to the blow-by gas recirculation passage. Not only is there a possibility that the flow of blow-by gas will be hindered by the pressure loss increased by the installation of the NOx sensor, but there is also a possibility that the measurement itself cannot be performed accurately due to the influence of moisture.
- the present invention has been made to solve the above-described problems.
- the mass flow rate of NOx returned to the intake passage together with the blow-by gas is accurately obtained, and the state of the internal combustion engine is accurately determined based on the result.
- the purpose is to enable diagnosis.
- the present invention provides the following control device for an internal combustion engine.
- the control device of the present invention is a control device for an internal combustion engine in which blow-by gas is recirculated into the intake passage.
- the present control device measures the NOx concentration in the intake passage downstream from the position where the blow-by gas is recirculated, and also measures the oxygen concentration in the intake passage downstream from the position.
- a NOx sensor can be used to measure the NOx concentration.
- the oxygen concentration can also be measured using the NOx sensor.
- the present control device measures the mass flow rate of fresh air taken into the intake passage.
- This control device obtains the mass flow rate of NOx in the intake passage by calculation based on the above three measurement values.
- the present control device calculates the mass flow rate of blow-by gas recirculated to the intake passage from the oxygen concentration and the fresh air mass flow rate.
- the mass flow rate of all the gases in the intake passage is calculated from the mass flow rate of fresh air and the mass flow rate of blow-by gas.
- the mass flow rate of NOx in the intake passage is calculated from the mass flow rate of all gases and the NOx concentration.
- the present control device diagnoses the state of the internal combustion engine based on the mass flow rate of NOx thus calculated.
- the mass flow rate of NOx is compared with a predetermined threshold value. For example, when the mass flow rate of NOx is equal to or greater than a predetermined value that is an allowable limit, it can be diagnosed that sludge is likely to be generated by a polymerization reaction between NOx and oil or fuel.
- the actuator of the internal combustion engine is preferably operated so as to reduce the generation of NOx. By doing so, it can suppress that the sludge produced
- the control device calculates the fuel injection amount from the fresh air mass flow rate and the target air-fuel ratio, and calculates the correction amount of the fuel injection amount from the deviation between the exhaust air air-fuel ratio and the target air-fuel ratio. Control can be performed. If air-fuel ratio feedback control is performed, when the mass flow rate of NOx is less than or equal to a predetermined value, the state of the internal combustion engine can be diagnosed by determining whether or not the fuel injection amount reduction correction amount is greater than or equal to a predetermined value. it can. Specifically, fuel dilution of oil can be diagnosed as the state of the internal combustion engine. As the fuel dilution of the oil proceeds, the amount of HC that evaporates from the oil in the crankcase increases.
- the fuel injection amount reduction correction amount increases as the amount of HC contained in the blow-by gas increases, that is, as the amount of HC evaporated from oil in the crankcase increases. Therefore, if the NOx mass flow rate is reduced and the fuel injection amount reduction correction amount is also increased, it can be determined that the fuel dilution of oil is proceeding inside the internal combustion engine. . On the other hand, if the NOx mass flow rate has decreased, but the fuel injection amount reduction correction amount has not increased, it can be determined that there is a possibility of another cause, for example, some abnormality in the fuel system. .
- the present invention also provides the following measuring apparatus.
- the measuring device of the present invention is a device for measuring the mass flow rate of NOx recirculated to the intake passage together with the blowby gas in an internal combustion engine in which the blowby gas is recirculated to the intake passage.
- This measuring device is composed of two sensors and a signal processing device for processing the signal.
- One sensor is a NOx sensor attached downstream from the position where the blow-by gas in the intake passage is recirculated, and the other sensor is an air flow meter attached to the inlet of the intake passage.
- the NOx concentration and oxygen concentration in the intake passage can be obtained from the NOx sensor signal.
- the mass flow rate of fresh air taken into the intake passage can be obtained from the signal of the air flow meter.
- the signal processing device converts the NOx sensor signal into a NOx concentration by a NOx concentration measurement unit, and converts the NOx sensor signal into an oxygen concentration by an oxygen concentration measurement unit.
- the signal processing device converts the air flow meter signal into a fresh air mass flow rate by the fresh air mass flow rate measurement unit.
- the signal processing device calculates the mass flow rate of NOx in the intake passage by calculation based on the above three measurement values.
- the mass flow rate of blowby gas recirculated to the intake passage is calculated from the oxygen concentration and the fresh air mass flow rate.
- the mass flow rate of the total gas in the intake passage is calculated from the mass flow rate of fresh air and the mass flow rate of blow-by gas.
- the NOx mass flow rate calculation unit the mass flow rate of NOx in the intake passage, that is, the mass flow rate of NOx recirculated to the intake passage together with the blow-by gas is calculated from the mass flow rate and NOx concentration of all gases.
- FIG. 1 is a system diagram of an internal combustion engine to which the present invention is applied. It is a block diagram which shows the structure of the control apparatus as embodiment of this invention. It is a flowchart which shows the procedure of a series of processes performed by the control apparatus in embodiment of this invention.
- FIG. 1 is a diagram showing a system configuration of an internal combustion engine to which a control device according to an embodiment of the present invention is applied.
- the internal combustion engine 2 according to the present embodiment is a spark ignition type 4-stroke reciprocating engine (hereinafter simply referred to as an engine) provided with an ignition device 24.
- the engine 2 of the present embodiment is also a direct injection engine that directly injects fuel into the cylinder by the in-cylinder injector 26, and includes a turbocharger 12 that compresses fresh air using the energy of exhaust gas. It is also a turbo engine.
- the engine 2 includes two blow-by gas recirculation passages 18 and 22.
- One blow-by gas recirculation passage 18 is a gas passage that connects the inside of the cylinder block 4 and the downstream side of the throttle 16 of the intake passage 8, more specifically, the inside of the cylinder block 4 and the surge tank 14.
- a PCV valve 20 is provided in the vicinity of the connection with the surge tank 14.
- the other blow-by gas recirculation passage 22 is provided inside the cylinder head 6 and upstream of the throttle 16 in the intake passage 8. More specifically, the blow-by gas recirculation passage 22 is located inside the cylinder head 6 and more than the turbocharger 12 in the intake passage 8. It is a gas passage connecting the upstream side, and a check valve like the PCV valve 20 is not provided.
- the engine 2 of the present embodiment includes an EGR passage 28 that recirculates the exhaust gas from the exhaust passage 10 to the intake passage 8.
- An EGR valve 30 is provided in the EGR passage 28.
- the connection position of the EGR passage 28 with the intake passage 8 is on the downstream side of the connection position of the blow-by gas recirculation passage 18 with the intake passage 8.
- the control system of the engine 2 of the present embodiment is provided with an ECU 100 as a control device.
- the ECU 100 is a control device that comprehensively controls the entire system of the engine 2.
- Actuators such as the ignition device 24, the in-cylinder injector 26, the PCV valve 20, and the EGR valve 30 are connected to the output side of the ECU 100, and the air flow meter 40, the air-fuel ratio sensor 44, and O 2 are connected to the input side of the ECU 100.
- Sensors such as sensor 46 and NOx sensor 42 are connected.
- the air flow meter 40 is provided at the inlet of the intake passage.
- Both the air-fuel ratio sensor 44 and the O 2 sensor 46 are provided in the exhaust passage 10, the air-fuel ratio sensor 44 is further upstream of the upstream side three-way catalyst 32, and the O 2 sensor 46 is connected to the upstream side three-way catalyst 32 and the downstream side. It is arranged between the three-way catalyst 34.
- the attachment position of the NOx sensor 42 is one of the features of the present embodiment, and is more downstream than the connection position of the intake passage 8 with the blow-by gas recirculation passage 18, more precisely, the EGR passage 28 of the intake passage 8.
- ECU 100 receives signals from each sensor and operates each actuator in accordance with a predetermined control program. There are many other actuators and sensors connected to the ECU 100 as shown in the figure, but the description thereof is omitted in this specification.
- One of the engine controls performed by the ECU 100 is air-fuel ratio feedback control for making the exhaust air-fuel ratio coincide with the target air-fuel ratio.
- the air-fuel ratio feedback control by the ECU 100 first, the basic amount of fuel injection amount is calculated from the mass flow rate of fresh air measured from the signal of the air flow meter 40 and the theoretical air-fuel ratio which is the target air-fuel ratio. Then, the exhaust air-fuel ratio is measured from the signal from the air-fuel ratio sensor 44 and the signal from the O 2 sensor 46, and the correction amount of the fuel injection amount is calculated from the deviation between the exhaust air-fuel ratio and the target air-fuel ratio.
- the blow-by gas recirculated to the intake passage 8 affects the fuel injection amount correction amount thus calculated. That is, since the blow-by gas contains HC, the correction amount is set so as to reduce the fuel injection amount from the in-cylinder injector 26 accordingly. As the amount of HC contained in the blow-by gas increases, the fuel injection amount reduction correction amount increases.
- the ECU 100 has a function of measuring the mass flow rate of NOx recirculated to the intake passage 8 together with the blow-by gas.
- FIG. 2 is a block diagram when focusing on such a function of the ECU 100.
- the ECU 100 takes in signals from the NOx sensor 42 and the air flow meter 40 and processes the signals to determine the mass flow rate of NOx.
- the ECU 100 is represented by a combination of seven signal processing units 102, 104, 106, 108, 110, 112, 114. Each of these signal processing units may be configured by dedicated hardware, or the hardware may be shared and virtually configured by software. Hereinafter, the function of the ECU 100 as a measuring device will be described for each signal processing unit.
- the signal processing unit 102 takes in the signal of the NOx sensor 42 and converts the signal into the NOx concentration in the intake passage 8.
- the signal processing unit 104 takes in the signal of the NOx sensor 42 and converts the signal into the oxygen concentration in the intake passage 8.
- a general NOx sensor 42 can simultaneously obtain a signal corresponding to the NOx concentration and a signal corresponding to the oxygen concentration.
- the signal processing unit 106 takes in a signal from the air flow meter 40 and converts the signal into a fresh air mass flow taken into the intake passage 8.
- the signal processing unit 108 calculates the mass flow rate of the blow-by gas recirculated to the intake passage 8 from the oxygen concentration and the fresh air mass flow rate.
- the oxygen concentration in the intake passage 8 is O2in
- the mass flow rate of fresh air is Ga
- the mass flow rate of blow-by gas is Gb
- equation (1) assumes that the air-fuel ratio is stoichiometrically controlled by air-fuel ratio feedback control. In a situation where the air-to-air ratio is controlled to stoichiometric, the amount of oxygen contained in the blow-by gas is infinitely zero. On the other hand, it can be considered that the amount of oxygen contained in fresh air is always constant at 20%.
- Equation (2) is obtained by modifying the equation (1) to obtain the calculation formula for the mass flow rate Gb of blow-by gas.
- the signal processing unit 108 substitutes the oxygen concentration O2in obtained by the signal processing unit 104 and the fresh air mass flow rate Ga obtained by the signal processing unit 106 into Equation (2).
- blow-by gas referred to here is a gas blown into the crankcase from the gap between the cylinder and the piston, and is not necessarily the same as the gas flowing through the blow-by gas recirculation passages 18 and 22.
- the gas flow direction may be reversed.
- fresh air scavenging gas
- the blow-by gas diluted with fresh air flows through the blow-by gas recirculation passage 18. become.
- the mass flow rate Gb calculated by the equation (2) is not the mass flow rate of all the gas flowing through the blow-by gas recirculation passage 18, but the mass flow rate of only the blow-by gas therein.
- the mass flow rate Gb of the EGR gas recirculated to the intake passage 8 is included in the mass flow rate Gb of the blow-by gas calculated by the equation (2). Since the oxygen concentration of EGR gas is almost zero like blow-by gas, it can be included in EGR gas in blow-by gas in equation (2).
- the signal processing unit 110 adds the fresh mass flow rate Ga obtained by the signal processing unit 106 and the blow-by gas mass flow rate Gb obtained by the signal processing unit 106.
- the value thus obtained represents the mass flow rate of all the gas in the intake passage 8.
- the signal processing unit 112 calculates the mass flow rate of NOx in the intake passage from the mass flow rate of all gases and the NOx concentration.
- NOx concentration in the intake passage 8 is NOX
- Gnox the calculation formula of the mass flow rate Gnox of NOx is expressed by the following equation (3).
- the mass flow rate Gnox calculated by the equation (3) is the mass flow rate of NOx recirculated to the intake passage 8 together with the blow-by gas generated in the crankcase.
- the NOx mass flow rate Gnox calculated by the equation (3) includes the NOx mass flow rate contained in the EGR gas. Since the NOx sensor 42 is attached downstream of the connection position with the blow-by gas recirculation passage 18 in the intake passage 8 and downstream of the connection position with the EGR passage 28, the NOx contained in the blow-by gas is included. In addition, it is possible to detect all NOx in the intake passage including NOx contained in the EGR gas.
- the NOx mass flow rate of the present invention is constituted by the signal processing device constituted by the above six signal processing units 102, 104, 106, 108, 110, 112, the NOx sensor 42 and the air flow meter 40.
- the measuring device is configured.
- the remaining signal processing unit 114 is related to the diagnostic function of the ECU 100.
- the NOx mass flow rate obtained by the signal processing unit 112 is input to the signal processing unit 114.
- the signal processing unit 114 diagnoses the state of the engine 2 from the mass flow rate of NOx according to the stored diagnostic program.
- the signal processing unit 114 first performs diagnosis 1 and then performs diagnosis 2 when the result of diagnosis 1 is good. Diagnosis 1: Whether deposits are likely to accumulate in the intake passage 8 Diagnosis 2: Whether the fuel in the crankcase is being diluted with fuel
- the mass flow rate of NOx input from the signal processing unit 112 is compared with a predetermined threshold value 1.
- the generation of sludge in the intake passage 8 correlates with the mass flow rate of NOx returned to the intake passage 8 together with the blow-by gas, and the greater the amount, the easier the generation of sludge.
- the threshold value 1 is a limit value of the mass flow rate of NOx allowed from the viewpoint of sludge generation.
- the signal processing unit 114 diagnoses that the deposit is likely to accumulate in the intake passage 8 and starts the actuator operation for suppressing the deposit. To do.
- the actuator operation is performed so as to reduce the generation of NOx.
- the ignition device 24 is operated, the ignition timing is retarded, and if the in-cylinder injector 26 is operated, the fuel injection timing is changed. Both the ignition device 24 and the in-cylinder injector 26 may be operated.
- the amount of NOx that recirculates in the intake passage 8 is reduced, and sludge generated by the polymerization reaction of NOx and oil or fuel enters the intake passage 8. It can suppress depositing as a deposit.
- the mass flow rate of NOx and a predetermined threshold 2 are compared.
- the threshold 2 is a value smaller than the threshold 1 described above.
- the fuel injection amount reduction correction amount by the air-fuel ratio feedback control is compared with the predetermined threshold value 3.
- the mass flow rate of NOx returning to the intake passage 8 together with the blow-by gas is small, it is possible to diagnose the degree of oil fuel dilution by determining whether the fuel injection amount reduction correction amount is large. As the fuel dilution of the oil proceeds, the amount of HC evaporated from the oil in the crankcase increases, and the polymerization reaction between NOx and HC in the crankcase is promoted.
- the fuel injection amount reduction correction amount increases as the amount of HC contained in the blow-by gas increases, that is, as the amount of HC evaporated from the oil in the crankcase increases. Therefore, the mass flow rate of NOx decreases.
- the fuel injection amount reduction correction amount is also large, it can be determined that the fuel dilution of oil is proceeding inside the engine 2. In that case, a predetermined flag indicating that the fuel dilution of oil is progressing is set.
- the NOx mass flow rate has decreased, but the fuel injection amount reduction correction amount has not increased, it can be determined that there is a possibility of another cause, for example, some abnormality in the fuel system. .
- the ECU 100 as a control device has a function of diagnosing the state of the engine 2 from the measured value of the mass flow rate of NOx returning to the intake passage 8 together with the blow-by gas. And when it judges that it is necessary from the diagnostic result, it also has a function which controls the deposit in intake passage 8 by operating actuators, such as ignition device 24, suitably.
- a flowchart of FIG. 3 shows such a function of the ECU 100 in one processing flow.
- the ECU 100 determines whether or not the exhaust air-fuel ratio is within a predetermined range centered on the stoichiometric air-fuel ratio. This is because the above-described method for measuring the mass flow rate of NOx is based on the premise that the amount of oxygen contained in the blow-by gas is zero as much as possible. If the air-fuel ratio feedback control by the ECU 100 is performed, the exhaust air-fuel ratio is within the predetermined range.
- step S2 If the determination result in step S2 is affirmative, the ECU 100 performs a process in next step S4.
- step S4 the ECU 100 measures the NOx concentration and the oxygen concentration in the intake passage 8. Further, the mass flow rate of fresh air taken into the intake passage 8 is measured.
- the ECU 100 calculates the mass flow rate of blow-by gas recirculated to the intake passage 8 from the oxygen concentration and the fresh air mass flow rate.
- the above formula (2) is used for this calculation.
- the ECU 100 calculates the mass flow rate of all the gas in the intake passage 8 from the mass flow rate of fresh air and the mass flow rate of blow-by gas, and then, the intake passage from the mass flow rate of all gases and the NOx concentration.
- the mass flow rate of NOx in 8 is calculated.
- the above formula (3) is used for this calculation.
- step S10 the ECU 100 determines whether the mass flow rate of NOx calculated in step S8 is greater than or equal to a predetermined threshold value 1.
- the ECU 100 performs the next step S12.
- step S ⁇ b> 12 the ECU 100 performs the ignition timing retardation as control for reducing the amount of NOx flowing back into the intake passage 8.
- step S14 the ECU 100 determines whether the NOx mass flow rate calculated in step S8 is equal to or less than a predetermined threshold value 2.
- the ECU 100 further performs a determination in step S16.
- step S16 the ECU 100 determines whether the fuel injection amount reduction correction amount determined in the air-fuel ratio feedback control is equal to or greater than a predetermined threshold value 3. When the amount of reduction correction is above the threshold 3, the ECU 100 performs the process of the next step S18. In step S18, the ECU 100 determines that the fuel dilution of the oil in the crankcase is proceeding, and sets a flag indicating that the fuel dilution of the oil is proceeding.
- the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the spirit of the present invention.
- the NOx concentration and the oxygen concentration are measured using one NOx sensor, but it is also possible to measure separately using dedicated sensors.
- blow-by gas recirculation passage 18 with the PCV valve is connected to the cylinder block 4, but may be connected to the cylinder head 6. Further, the blow-by gas recirculation passage 22 may be omitted.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
Description
診断1:吸気通路8内にデポジットが堆積しやすい状態であるかどうか
診断2:クランクケース内のオイルの燃料希釈が進んでいるかどうか
4 シリンダブロック
6 シリンダヘッド
8 吸気通路
10 排気通路
14 サージタンク
16 スロットル
18 ブローバイガス還流通路
20 PCVバルブ
22 ブローバイガス還流通路
24 点火装置
26 筒内インジェクタ
28 EGR通路
40 エアフローメータ
42 NOxセンサ
44 空燃比センサ
46 O2センサ
100 ECU
Claims (5)
- 吸気通路にブローバイガスが還流される内燃機関の制御装置において、
ブローバイガスが還流される位置よりも下流において前記吸気通路内のNOx濃度を計測するNOx濃度計測手段と、
ブローバイガスが還流される位置よりも下流において前記吸気通路内の酸素濃度を計測する酸素濃度計測手段と、
前記吸気通路内に取り込まれた新気の質量流量を計測する新気質量流量計測手段と、
酸素濃度と新気の質量流量とから前記吸気通路に還流されたブローバイガスの質量流量を計算するブローバイガス質量流量計算手段と、
新気の質量流量とブローバイガスの質量流量とから前記吸気通路内の全ガスの質量流量を計算する全ガス質量流量計算手段と、
全ガスの質量流量とNOx濃度とから前記吸気通路内のNOxの質量流量を計算するNOx質量流量計算手段と、
NOxの質量流量に基づいて前記内燃機関の状態を診断する診断手段と、
を備えることを特徴とする内燃機関の制御装置。 - 前記診断手段は、
NOxの質量流量が所定値以上の場合に、NOxの発生を低減させるように前記内燃機関のアクチュエータを操作するNOx低減手段を含む
ことを特徴とする請求の範囲1に記載の内燃機関の制御装置。 - 前記制御装置は、
排気ガスの空燃比を計測する排気空燃比計測手段と、
新気の質量流量と目標空然比とから燃料噴射量を計算する燃料噴射量計算手段と、
排気空然比と目標空然比との偏差から燃料噴射量の補正量を計算する補正量計算手段と、
をさらに備え、
前記診断手段は、
NOxの質量流量が所定値以下の場合、燃料噴射量の減量補正量が所定値以上かどうか判定し、その判定結果に基づいて前記内燃機関の状態を診断する手段を含む
ことを特徴とする請求の範囲1又は2に記載の内燃機関の制御装置。 - 前記NOx濃度計測手段は、前記酸素濃度計測手段と共有する1つのNOxセンサによって前記吸気通路内のNOx濃度を計測し、
前記酸素濃度計測手段は、前記NOxセンサによって前記吸気通路内の酸素濃度を計測することを特徴とする請求の範囲1乃至3の何れか1つに記載の内燃機関の制御装置。 - 吸気通路にブローバイガスが還流される内燃機関においてブローバイガスとともに前記吸気通路に還流されたNOxの質量流量を計測する装置であって、
前記吸気通路のブローバイガスが還流される位置よりも下流側に取り付けられたNOxセンサと、
前記吸気通路の入口に取り付けられたエアフローメータと、
前記NOxセンサ及びエアフローメータの各信号を処理する信号処理装置と、
を備え、
前記信号処理装置は、
前記NOxセンサの信号をNOx濃度に変換するNOx濃度計測ユニットと、
前記NOxセンサの信号を酸素濃度に変換する酸素濃度計測ユニットと、
前記エアフローメータの信号を新気の質量流量に変換する新気質量流量計測ユニットと、
酸素濃度と新気の質量流量とから前記吸気通路に還流されたブローバイガスの質量流量を計算するブローバイガス質量流量計算ユニットと、
新気の質量流量とブローバイガスの質量流量とから前記吸気通路内の全ガスの質量流量を計算する全ガス質量流量計算ユニットと、
全ガスの質量流量とNOx濃度とから前記吸気通路内のNOxの質量流量を計算するNOx質量流量計算ユニットと、
を含むことを特徴とする計測装置。
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CN2010800015929A CN102216573B (zh) | 2010-01-28 | 2010-01-28 | 内燃机的控制装置、及与窜缸混合气一起回流至进气通道的NOx的质量流量的计测装置 |
US13/000,046 US8469010B2 (en) | 2010-01-28 | 2010-01-28 | Control device for internal combustion engine and measuring device of mass flow rate of NOx recirculated to intake passage with blowby gas |
EP10790336.1A EP2530262B1 (en) | 2010-01-28 | 2010-01-28 | CONTROLLER OF INTERNAL COMBUSTION ENGINE, AND DEVICE FOR MEASURING MASS FLOW OF NOx REFLUXED BACK TO INTAKE PASSAGE ALONG WITH BLOW-BY GAS |
PCT/JP2010/051153 WO2011092823A1 (ja) | 2010-01-28 | 2010-01-28 | 内燃機関の制御装置、及びブローバイガスとともに吸気通路に還流されるNOxの質量流量の計測装置 |
JP2010541608A JP4935933B2 (ja) | 2010-01-28 | 2010-01-28 | 内燃機関の制御装置、及びブローバイガスとともに吸気通路に還流されるNOxの質量流量の計測装置 |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PCT/JP2010/051153 WO2011092823A1 (ja) | 2010-01-28 | 2010-01-28 | 内燃機関の制御装置、及びブローバイガスとともに吸気通路に還流されるNOxの質量流量の計測装置 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2011092823A1 true WO2011092823A1 (ja) | 2011-08-04 |
Family
ID=44318833
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2010/051153 WO2011092823A1 (ja) | 2010-01-28 | 2010-01-28 | 内燃機関の制御装置、及びブローバイガスとともに吸気通路に還流されるNOxの質量流量の計測装置 |
Country Status (5)
Country | Link |
---|---|
US (1) | US8469010B2 (ja) |
EP (1) | EP2530262B1 (ja) |
JP (1) | JP4935933B2 (ja) |
CN (1) | CN102216573B (ja) |
WO (1) | WO2011092823A1 (ja) |
Families Citing this family (28)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US10066564B2 (en) | 2012-06-07 | 2018-09-04 | GM Global Technology Operations LLC | Humidity determination and compensation systems and methods using an intake oxygen sensor |
DE102012209107B4 (de) | 2012-05-30 | 2014-02-13 | Continental Automotive Gmbh | Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine |
DE102012021929A1 (de) * | 2012-11-09 | 2014-05-15 | Man Truck & Bus Ag | Verfahren und Vorrichtung zum Betrieb eines Sensors zur Bestimmung von Abgaskomponenten, insbesondere für ein Kraftfahrzeug |
US9341133B2 (en) | 2013-03-06 | 2016-05-17 | GM Global Technology Operations LLC | Exhaust gas recirculation control systems and methods |
US9631567B2 (en) | 2013-08-15 | 2017-04-25 | GM Global Technology Operations LLC | Sensor based measurement and purge control of fuel vapors in internal combustion engines |
US9482174B2 (en) * | 2014-01-20 | 2016-11-01 | Ford Global Technologies, Llc | Controlling an internal combustion engine through modeling compensation of PCV fuel flow due to oil dilution |
US9605629B2 (en) | 2014-02-14 | 2017-03-28 | Cnh Industrial America Llc | Under-hood mounting configuration for a control unit of a work vehicle |
US9234476B2 (en) | 2014-04-14 | 2016-01-12 | Ford Global Technologies, Llc | Methods and systems for determining a fuel concentration in engine oil using an intake oxygen sensor |
US9574509B2 (en) * | 2014-12-17 | 2017-02-21 | Ford Global Technologies, Llc | System and method for exhaust gas recirculation estimation with two intake oxygen sensors |
JP6375935B2 (ja) * | 2014-12-19 | 2018-08-22 | トヨタ自動車株式会社 | 内燃機関のオイル希釈率算出装置 |
DE102017102367B4 (de) * | 2017-02-07 | 2023-10-12 | Volkswagen Aktiengesellschaft | Verfahren zur Anhebung der Tankentlüftungsspülmenge durch Vollausblendung der Einspritzung mindestens eines Zylinders |
JP6544366B2 (ja) * | 2017-02-14 | 2019-07-17 | トヨタ自動車株式会社 | 燃料噴射量制御装置 |
DE102017220190B4 (de) * | 2017-11-14 | 2019-06-13 | Continental Automotive Gmbh | Verfahren und Vorrichtung zur Diagnose einer Kurbelgehäuseentlüftungsleitung für eine Brennkraftmaschine |
DE102018203490A1 (de) * | 2018-03-08 | 2019-09-12 | Bayerische Motoren Werke Aktiengesellschaft | Brennkraftmaschine mit einer Kurbelgehäuseentlüftung und Verfahren zur Detektion einer Leckage |
CN111219235A (zh) * | 2018-11-23 | 2020-06-02 | 宝沃汽车(中国)有限公司 | 车辆排气处理方法、装置、存储介质以及车辆 |
WO2021177935A1 (en) * | 2020-03-02 | 2021-09-10 | Volvo Truck Corporation | Engine system with fuel system control arrangement and method for controlling fuel injection in an internal combustion engine |
CN114207259B (zh) * | 2020-06-02 | 2024-01-30 | 日产自动车株式会社 | 内燃机的漏气处理装置的泄漏诊断方法以及泄漏诊断装置 |
US11760169B2 (en) | 2020-08-20 | 2023-09-19 | Denso International America, Inc. | Particulate control systems and methods for olfaction sensors |
US11828210B2 (en) | 2020-08-20 | 2023-11-28 | Denso International America, Inc. | Diagnostic systems and methods of vehicles using olfaction |
US11760170B2 (en) | 2020-08-20 | 2023-09-19 | Denso International America, Inc. | Olfaction sensor preservation systems and methods |
US11636870B2 (en) | 2020-08-20 | 2023-04-25 | Denso International America, Inc. | Smoking cessation systems and methods |
US12017506B2 (en) | 2020-08-20 | 2024-06-25 | Denso International America, Inc. | Passenger cabin air control systems and methods |
US11881093B2 (en) | 2020-08-20 | 2024-01-23 | Denso International America, Inc. | Systems and methods for identifying smoking in vehicles |
US11932080B2 (en) | 2020-08-20 | 2024-03-19 | Denso International America, Inc. | Diagnostic and recirculation control systems and methods |
US11813926B2 (en) | 2020-08-20 | 2023-11-14 | Denso International America, Inc. | Binding agent and olfaction sensor |
US11459964B2 (en) * | 2020-12-07 | 2022-10-04 | Ford Global Technologies, Llc | Methods and systems for an exhaust gas recirculation system |
DE102021213901B3 (de) * | 2021-12-07 | 2023-02-02 | Vitesco Technologies GmbH | Verfahren zum Überwachen der Entlüftung eines Kurbelgehäuses einer Brennkraftmaschine und Brennkraftmaschine |
CN116499690B (zh) * | 2023-06-26 | 2023-09-01 | 中国空气动力研究与发展中心超高速空气动力研究所 | 一种用于大型燃烧风洞的燃料系统防夹气装置及使用方法 |
Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2005090368A (ja) * | 2003-09-18 | 2005-04-07 | Toyota Motor Corp | 内燃機関の筒内ガス温度推定方法、及び筒内ガス圧力推定方法 |
JP2005207367A (ja) * | 2004-01-26 | 2005-08-04 | Toyota Motor Corp | ハイブリッド自動車 |
JP2006138242A (ja) | 2004-11-11 | 2006-06-01 | Toyota Motor Corp | 内燃機関 |
JP2009156239A (ja) * | 2007-12-28 | 2009-07-16 | Nissan Motor Co Ltd | ブローバイガス処理装置 |
JP2009293496A (ja) * | 2008-06-04 | 2009-12-17 | Toyota Motor Corp | 可変圧縮比内燃機関 |
Family Cites Families (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2586205B2 (ja) * | 1990-11-07 | 1997-02-26 | 三菱電機株式会社 | 排気ガス還流制御装置の故障診断装置 |
JP2922099B2 (ja) * | 1993-09-29 | 1999-07-19 | 三菱電機株式会社 | 排気ガス再循環装置の自己診断装置 |
JP2888744B2 (ja) * | 1993-10-19 | 1999-05-10 | 本田技研工業株式会社 | 内燃エンジンの制御装置 |
US6763708B2 (en) * | 2001-07-31 | 2004-07-20 | General Motors Corporation | Passive model-based EGR diagnostic |
DE10222808B4 (de) * | 2002-05-17 | 2010-04-08 | Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr | Verfahren zur Regelung des Luft/Kraftstoff-Verhältnisses für eine Brennkraftmaschine |
ATE391842T1 (de) * | 2004-06-15 | 2008-04-15 | Fiat Ricerche | Verfahren und einrichtung zur bestimmung der ansaugluftmenge einer brennkraftmaschine basierend auf der messung der sauerstoff- konzentration in einem der brennkraftmaschine zugeführten gasgemisch |
US7107143B2 (en) * | 2004-07-21 | 2006-09-12 | General Motors Corporation | Estimation of oxygen concentration in the intake manifold of an unthrottled lean burn engine |
EP1944490A1 (en) * | 2007-01-10 | 2008-07-16 | GM Global Technology Operations, Inc. | Fuel control method |
JP4466746B2 (ja) * | 2008-02-21 | 2010-05-26 | トヨタ自動車株式会社 | ブローバイガス還元装置の異常診断装置 |
JP4466754B2 (ja) * | 2008-03-18 | 2010-05-26 | トヨタ自動車株式会社 | 内燃機関の電子制御式ブローバイガス還元装置 |
-
2010
- 2010-01-28 US US13/000,046 patent/US8469010B2/en not_active Expired - Fee Related
- 2010-01-28 WO PCT/JP2010/051153 patent/WO2011092823A1/ja active Application Filing
- 2010-01-28 EP EP10790336.1A patent/EP2530262B1/en not_active Not-in-force
- 2010-01-28 JP JP2010541608A patent/JP4935933B2/ja not_active Expired - Fee Related
- 2010-01-28 CN CN2010800015929A patent/CN102216573B/zh not_active Expired - Fee Related
Patent Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2005090368A (ja) * | 2003-09-18 | 2005-04-07 | Toyota Motor Corp | 内燃機関の筒内ガス温度推定方法、及び筒内ガス圧力推定方法 |
JP2005207367A (ja) * | 2004-01-26 | 2005-08-04 | Toyota Motor Corp | ハイブリッド自動車 |
JP2006138242A (ja) | 2004-11-11 | 2006-06-01 | Toyota Motor Corp | 内燃機関 |
JP2009156239A (ja) * | 2007-12-28 | 2009-07-16 | Nissan Motor Co Ltd | ブローバイガス処理装置 |
JP2009293496A (ja) * | 2008-06-04 | 2009-12-17 | Toyota Motor Corp | 可変圧縮比内燃機関 |
Non-Patent Citations (1)
Title |
---|
See also references of EP2530262A4 |
Also Published As
Publication number | Publication date |
---|---|
US20110282539A1 (en) | 2011-11-17 |
CN102216573A (zh) | 2011-10-12 |
EP2530262A1 (en) | 2012-12-05 |
US8469010B2 (en) | 2013-06-25 |
EP2530262A4 (en) | 2013-09-04 |
JPWO2011092823A1 (ja) | 2013-05-30 |
EP2530262B1 (en) | 2016-08-31 |
JP4935933B2 (ja) | 2012-05-23 |
CN102216573B (zh) | 2013-07-03 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
JP4935933B2 (ja) | 内燃機関の制御装置、及びブローバイガスとともに吸気通路に還流されるNOxの質量流量の計測装置 | |
JP4049158B2 (ja) | 内燃機関の燃料噴射制御装置 | |
JP5071557B2 (ja) | 内燃機関の触媒劣化診断装置 | |
JP5360307B2 (ja) | 内燃機関の制御装置 | |
JP5067509B2 (ja) | 多気筒内燃機関の気筒間空燃比ばらつき異常検出装置 | |
JP2008309065A (ja) | 内燃機関の異常診断装置及び制御システム | |
WO2015016305A1 (ja) | 排気系の状態検出装置 | |
US10393054B2 (en) | Engine controller for detecting failure of fuel injector | |
EP3880950B1 (en) | Spark ignited engine load extension with low pressure exhaust gas recirculation and delta pressure valve | |
JP6860313B2 (ja) | エンジンの制御方法、及び、エンジン | |
JP2011043125A (ja) | 内燃機関の筒内ガス量推定装置 | |
JP4650370B2 (ja) | 触媒劣化検出装置 | |
US20210310433A1 (en) | System and methods for combustion controls in multi-cylinder opposed piston engines | |
JP5111534B2 (ja) | 内燃機関のegr制御装置 | |
JP2016160855A (ja) | 内燃機関のエミッション推定装置 | |
JP2008025381A (ja) | NOx触媒の劣化検出装置 | |
JP2012145041A (ja) | 内燃機関の制御装置 | |
JP6658594B2 (ja) | 内燃機関の制御装置 | |
JP6498537B2 (ja) | 内燃機関の制御装置 | |
JP2016000970A (ja) | 内燃機関の制御装置 | |
JP2015206307A (ja) | 内燃機関の制御装置 | |
JP5760924B2 (ja) | 内燃機関の筒内圧推定装置 | |
JP2007332875A (ja) | 内燃機関の制御装置 | |
JP4910844B2 (ja) | 内燃機関の排気浄化装置 | |
JP2014152689A (ja) | ターボ過給機付き内燃機関の制御装置 |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
WWE | Wipo information: entry into national phase |
Ref document number: 201080001592.9 Country of ref document: CN |
|
WWE | Wipo information: entry into national phase |
Ref document number: 2010541608 Country of ref document: JP |
|
REEP | Request for entry into the european phase |
Ref document number: 2010790336 Country of ref document: EP |
|
WWE | Wipo information: entry into national phase |
Ref document number: 2010790336 Country of ref document: EP |
|
WWE | Wipo information: entry into national phase |
Ref document number: 13000046 Country of ref document: US |
|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 10790336 Country of ref document: EP Kind code of ref document: A1 |
|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 10790336 Country of ref document: EP Kind code of ref document: A1 |
|
NENP | Non-entry into the national phase |
Ref country code: DE |