WO2017100871A1 - Procédé de détection de fuite interne de carburant dans un moteur à combustion et unité de commande de moteur - Google Patents

Procédé de détection de fuite interne de carburant dans un moteur à combustion et unité de commande de moteur Download PDF

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Publication number
WO2017100871A1
WO2017100871A1 PCT/BR2015/050254 BR2015050254W WO2017100871A1 WO 2017100871 A1 WO2017100871 A1 WO 2017100871A1 BR 2015050254 W BR2015050254 W BR 2015050254W WO 2017100871 A1 WO2017100871 A1 WO 2017100871A1
Authority
WO
WIPO (PCT)
Prior art keywords
lambda sensor
engine
theoretical value
fuel
expected theoretical
Prior art date
Application number
PCT/BR2015/050254
Other languages
English (en)
Portuguese (pt)
Inventor
Rafael Augusto AMEND DA CRUZ
Frederico Paulo TISCHER
Satish Patel
Original Assignee
Robert Bosch Limitada
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch Limitada filed Critical Robert Bosch Limitada
Priority to PCT/BR2015/050254 priority Critical patent/WO2017100871A1/fr
Publication of WO2017100871A1 publication Critical patent/WO2017100871A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B43/00—Engines characterised by operating on gaseous fuels; Plants including such engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B77/00—Component parts, details or accessories, not otherwise provided for
    • F02B77/08—Safety, indicating, or supervising devices
    • 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
    • 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
    • F02D19/06—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 pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/08—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 pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
    • 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
    • F02D19/06—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 pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/08—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 pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
    • F02D19/10—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 pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels peculiar to compression-ignition engines in which the main fuel is gaseous
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/30—Use of alternative fuels, e.g. biofuels

Definitions

  • the present invention relates to the control of combustion engines and more specifically to strategies for increasing safe use and reducing emissions of polluting gases.
  • the invention proposes a process of detecting internal fuel leakage in a combustion engine.
  • a leak detection process can be used to take steps to remedy these untimely emissions of gasified engine fuel, which can be hazardous and environmental damage. If leaking fuel is ignited, this leads to an unexpected rise in engine speed or torque, causing safety problems.
  • the main challenge in using compressed natural gas engines is to maintain a low level of methane emissions. Methane being one of the main greenhouse gases is crucial to prevent its emission into the atmosphere as a consequence of an internal leakage of natural gas in an engine.
  • EP1873378 describes a process of detecting fuel leakage in a combustion engine.
  • a pressure sensor is used to detect a pressure drop in the engine's fuel supply ducts.
  • a lamba sensor is also used to identify the type of fuel that is feeding the engine.
  • the purpose of the present invention is to improve known methods and devices.
  • the invention relates to a process of detecting internal fuel leakage in a combustion engine fitted with a lambda sensor.
  • the process includes the following steps:
  • the invention thus enables reliable detection of any fuel leakage in a combustion engine.
  • the process according to the invention uses only usual elements in a motor of modern combustion ok! like the lambda probe. No additional elements such as pressure sensors are required.
  • the process may further include one of the following optional features, or a set of these combined features.
  • the torque-free operating phase is an overdrive phase.
  • overrun defines an operating phase of a vehicle engine in which:
  • the vehicle is launched inertia or is going down a slope
  • the torque-free operating phase is a idle phase.
  • Activation of a fuel leak flag results in the closing of a safety valve to stop the fuel leak.
  • the step of determining the expected theoretical value of the lambda sensor is performed by mathematical calculation.
  • the step of determining the expected theoretical value of the lambda sensor is performed by computer modeling.
  • the process is applied to a multi-fuel engine and activation of a fuel leak flag leads to the switch to a single fuel mode.
  • the invention thus allows a quick and safe reaction to a fuel leak and ensures the prevention of emissions of polluting gases.
  • the motor control unit may include a prediction module adapted to determine the expected theoretical value of the lambda sensor in an operation phase without torque demand.
  • Figure 1 is a schematic representation of a combustion engine adapted for the implementation of the invention
  • Figure 2 is a graph illustrating the behavior of a normal idling engine
  • Figure 3 is a graph illustrating the behavior of an idling engine during a gas leak incident
  • Figure 4 is a graph illustrating the behavior of a normal-inertia engine driven by the vehicle's inertia
  • Figure 5 is a graph illustrating the behavior of an inertial driven engine driven by the vehicle during a gas leak incident.
  • the present preferred embodiment relates to a dual-fuel diesel engine - compressed natural gas.
  • the natural gas! mixed with air flows into the cylinder through the intake valves.
  • the compression cycle the resulting mixture is compressed and a pilot diesel injection is performed.
  • the increase in temperature and pressure allows self-ignition of diesel.
  • combustion of diesel ignites natural gas.
  • the bi-fuel diesel engine - natural gas! Compressed air includes a piston 1 mounted on a cylinder 2, and a combustion chamber 3.
  • An inlet conduit 4 and an exhaust conduit 5 are connected to the combustion chamber 3 by means of valves 6.
  • An engine cylinder is shown.
  • This engine is powered by a diesel circuit 7 which includes a tank 8, a fuel pump 9, a common ramp 10 and diesel injectors 11.
  • a motor control unit 15 is connected to the different motor sensors and actuators and performs motor control according to integrated motor control programs.
  • the engine control unit controls
  • Engine control unit 15 includes an electronic gas control module 16 controlling gas injector 14 and an electronic diesel control module 17 controlling diesel injectors 1 1.
  • the electronic gas control module 16 and the electronic diesel control module 17 can communicate with each other so that the engine can run in coordination with a mixture of diesel and gas.
  • the gas injector 14 may, for example, be locked in an open position and therefore constantly leaking gas in the intake duct 4.
  • leak detection is performed during two engine operating phases: the idling phase and the overdrive phase. These phases are chosen because they are the most favorable for such detection.
  • Leak detection takes advantage of the value measured by the lambda sensor. This value is representative of the level of oxygen concentration in the exhaust pipes.
  • the Lamba sensor measures the difference between the amount of oxygen in the exhaust gas and the amount of oxygen in the open air for a given air-fuel ratio. the ratio of air mass to fuel mass in the air-fuel mixture at a given time.
  • the lambda sensor is a solid electrolyte made of ceramic material that becomes conductive at high temperatures and generates a characteristic galvanic voltage that is an index of the oxygen content of a gas.
  • engine control unit 15 will determine the value measured by the lambda sensor and compare this value with the expected theoretical value of the lambda sensor.
  • the value measured by the lambda sensor is significantly lower than the expected theoretical value, it means that there is some hydrocarbon being oxidized in the exhaust duct 5. This is because the exhaust gases passing through the lambda sensor are subjected to high temperatures in this exhaust duct environment 5. With the presence of oxygen, the hydrocarbons present in these gases are oxidized, reducing the oxygen concentration. This surprising phenomenon leads to a reduction in oxygen concentration as a consequence of the presence of hydrocarbons in the exhaust gases.
  • Leak detection takes advantage of this phenomenon by comparing the value measured by the lambda sensor, which is modified by any leakage, and the expected theoretical value, which represents a normal situation without leakage.
  • the expected theoretical value can be stored or calculated for a given motor operating phase. This theoretical value is the characteristic value of normal operation that would be provided by the lambda sensor without the presence of natural gas.
  • the expected theoretical value can be calculated by modeling the engine characteristics, taking into account the minimum diesel injection required to keep the engine idling.
  • Any kind of known method can be used to determine the expected theoretical value of the lambda sensor for a given motor operating phase, such as computer modeling, motor control map, mathematical calculation.
  • FIG. 1 Figures 2 to 5 illustrate different stages of engine operation. For each figure, the four curves represented are relative to the following engine quantities:
  • figure 2 illustrates the typical behavior of the engine in this phase. Rotation 20 and torque 21 are kept at a minimum value. The engine is in a state where there is no torque demand and where torque is controlled by the engine control unit idle program 15.
  • Figure 2 shows that the value measured by the lambda sensor 22 and the expected theoretical value of the lambda sensor 23 are stable in the idle phase. Moreover, these values 22, 23 are similar, ie the measurement of oxygen concentration agrees with the expected oxygen concentration. Engine runs normally, no fuel leakage.
  • Figure 3 illustrates the behavior of the engine when a natural gas leak occurs, for example if the gas injector 14 fails and is constantly open. In this case, all air entering the engine arrives mixed with natural gas and engine control unit 15 is not aware of this.
  • engine control unit 15 detects an increase in engine speed 20 (as shown in the figure) and reacts by attempting to idle by reducing the amount of diesel injected. Consequently, the expected theoretical value of the lambda sensor 23 shows a significant rise (until it leaves the graph) because the motor control unit 15 thinks it is modifying the mixture to make it poorer. Injecting less diesel, engine control unit 15 expects a higher lambda value 23.
  • the motor control unit 15 program analyzes this important difference between the value measured by the lambda sensor 22 and the expected theoretical value of the lambda sensor 23 as a gas leak symptom and reacts by activating a gas leak indicator. gas.
  • the activated gas leak flag results in the shutoff of safety valve 13 to stop the gas leak.
  • the graph in figure 3 shows that the four curves 20, 21, 22, 23 return to normal after this period of leakage.
  • leak detection can be completed by a control of the speed of rotation.
  • the leakage period is also characterized by an irregularity of rotation 20 and motor torque 21.
  • Complementary detection of uneven rotation that is, abnormal engine speed variation 20, can serve to confirm leak detection during idle phase.
  • Figure 4 illustrates typical engine behavior at this phase.
  • the chart is completed by an overdrive curve 24 which, in a high position, indicates that the motor vehicle is in the overdrive phase, thus marking the beginning and end of this phase.
  • the overdrive phase begins, for example, when the driver of the self-propelled vehicle removes the accelerator foot.
  • the vehicle continues to advance at its inertia and fuel injection is stopped,
  • Figure 4 shows that in the normal course of the overdrive phase, rotation 20 shows a slight decrease caused by the motor vehicle's speed loss, and torque 21 drops to zero because there is no external torque demand.
  • the value measured by the lambda sensor 22 rises to its maximum limit as only air passes through the engine.
  • the expected theoretical value of the lambda 23 sensor rises to infinity as it is a calculated theoretical value.
  • gas injector 14 can fail and be constantly open so that all air entering the engine arrives mixed with natural gas without engine control unit 15 be aware of it.
  • the leak appears shortly after the value measured by the lambda sensor 22 reaches its maximum.
  • the value measured by the lambda sensor 22 drops to a minimum value, similar to what it had before the overdrive phase.
  • an alert interval 25 in which the expected theoretical value of the lambda sensor 23 is at its maximum while the value measured by the lambda sensor 22 has already fallen.
  • the engine control unit 15 analyzes this important difference between the measured value by the lambda sensor 22 and the expected theoretical value of the lambda sensor 23 as a gas leak symptom and reacts by activating a leak flag. of gas.
  • the activated gas leak flag results in a reaction measurement which may be, in this example of a dual-fuel engine, a change to a diesel-only mode, and closing the safety valve 13.
  • the activated gas leakage indicator may also activate a light on the dashboard of the motor vehicle.
  • diesel injector 11 is a direct injector and gas injector 14 is an indirect injector, since the invention can be applied to any type of injector.
  • detection can be performed during other engine operating phases, other than idling and overdrive phase.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

La présente invention concerne un procédé de détection de fuite interne de carburant dans un moteur à combustion pourvu d'un capteur lambda (18), comprenant les étapes suivantes: - détection d'une phase de fonctionnement sans demande de couple ; - détermination de la valeur mesurée par le capteur lambda (22) ; - détermination de la valeur théorique prévue du capteur lambda (23) ; comparaison de la valeur mesurée par le capteur lambda (22) avec la valeur théorique prévue du capteur lambda (23) ; - activation d'un dispositif de signalisation de fuite de carburant si la comparaison de la valeur mesurée par le capteur lambda (22) avec la valeur théorique prévue du capteur lambda (23) indique une concentration réduite en oxygène. L'invention concerne également une unité de commande de moteur comprenant un programme pour l'exécution de ce procédé de détection de fuite interne de carburant dans un moteur à combustion.
PCT/BR2015/050254 2015-12-14 2015-12-14 Procédé de détection de fuite interne de carburant dans un moteur à combustion et unité de commande de moteur WO2017100871A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/BR2015/050254 WO2017100871A1 (fr) 2015-12-14 2015-12-14 Procédé de détection de fuite interne de carburant dans un moteur à combustion et unité de commande de moteur

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/BR2015/050254 WO2017100871A1 (fr) 2015-12-14 2015-12-14 Procédé de détection de fuite interne de carburant dans un moteur à combustion et unité de commande de moteur

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WO2017100871A1 true WO2017100871A1 (fr) 2017-06-22

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Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2002242776A (ja) * 2001-02-21 2002-08-28 Denso Corp 内燃機関の燃料供給系異常検出装置
DE102006052985A1 (de) * 2006-11-10 2008-05-15 Volkswagen Ag Verfahren zum Betreiben einer Brennkraftmaschine mit bivalenter Brennstoffzufuhr
WO2009081441A1 (fr) * 2007-12-20 2009-07-02 Icomet Spa Système d'alimentation en gpl, méthane, ammoniac, et carburant en général pour les moteurs à essence ou diesel, ayant un régulateur de pression électronique pour une variation continue de la pression du carburant fourni aux injecteurs
US20100236218A1 (en) * 2009-03-18 2010-09-23 Stephane De Tricaud Detection of leakage in an air system of a motor vehicle
DE102010045593A1 (de) * 2010-09-16 2012-03-22 Gm Global Technology Operations Llc (N.D.Ges.D. Staates Delaware) System und Verfahren zum Erfassen der Art eines gasförmigen Kraftstoffs, System und Verfahren zum Regeln eines Verbrennungsmotors sowie Verbrennungsmotor und Kraftfahrzeug
KR20120068238A (ko) * 2010-12-17 2012-06-27 콘티넨탈 오토모티브 시스템 주식회사 자동차의 연료 시스템 진단 장치 및 방법
WO2016041742A1 (fr) * 2014-09-15 2016-03-24 Bayerische Motoren Werke Aktiengesellschaft Procédé d'identification d'injecteurs défectueux dans un moteur à combustion interne

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2002242776A (ja) * 2001-02-21 2002-08-28 Denso Corp 内燃機関の燃料供給系異常検出装置
DE102006052985A1 (de) * 2006-11-10 2008-05-15 Volkswagen Ag Verfahren zum Betreiben einer Brennkraftmaschine mit bivalenter Brennstoffzufuhr
WO2009081441A1 (fr) * 2007-12-20 2009-07-02 Icomet Spa Système d'alimentation en gpl, méthane, ammoniac, et carburant en général pour les moteurs à essence ou diesel, ayant un régulateur de pression électronique pour une variation continue de la pression du carburant fourni aux injecteurs
US20100236218A1 (en) * 2009-03-18 2010-09-23 Stephane De Tricaud Detection of leakage in an air system of a motor vehicle
DE102010045593A1 (de) * 2010-09-16 2012-03-22 Gm Global Technology Operations Llc (N.D.Ges.D. Staates Delaware) System und Verfahren zum Erfassen der Art eines gasförmigen Kraftstoffs, System und Verfahren zum Regeln eines Verbrennungsmotors sowie Verbrennungsmotor und Kraftfahrzeug
KR20120068238A (ko) * 2010-12-17 2012-06-27 콘티넨탈 오토모티브 시스템 주식회사 자동차의 연료 시스템 진단 장치 및 방법
WO2016041742A1 (fr) * 2014-09-15 2016-03-24 Bayerische Motoren Werke Aktiengesellschaft Procédé d'identification d'injecteurs défectueux dans un moteur à combustion interne

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