EP2472088A1 - Engine control method which ensures an oil dilution which does not exceed a a maximum oil dilution at the next service - Google Patents
Engine control method which ensures an oil dilution which does not exceed a a maximum oil dilution at the next service Download PDFInfo
- Publication number
- EP2472088A1 EP2472088A1 EP11191355A EP11191355A EP2472088A1 EP 2472088 A1 EP2472088 A1 EP 2472088A1 EP 11191355 A EP11191355 A EP 11191355A EP 11191355 A EP11191355 A EP 11191355A EP 2472088 A1 EP2472088 A1 EP 2472088A1
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- European Patent Office
- Prior art keywords
- fuel
- oil
- concentration
- regeneration
- calculated
- Prior art date
- Legal status (The legal status 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 status listed.)
- Granted
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- 238000000034 method Methods 0.000 title claims abstract description 14
- 238000010790 dilution Methods 0.000 title description 14
- 239000012895 dilution Substances 0.000 title description 14
- 239000000446 fuel Substances 0.000 claims abstract description 79
- 239000003921 oil Substances 0.000 claims abstract description 72
- 238000011069 regeneration method Methods 0.000 claims abstract description 53
- 230000008929 regeneration Effects 0.000 claims abstract description 51
- 238000002347 injection Methods 0.000 claims abstract description 36
- 239000007924 injection Substances 0.000 claims abstract description 36
- 239000010687 lubricating oil Substances 0.000 claims abstract description 29
- 238000002485 combustion reaction Methods 0.000 claims abstract description 15
- 150000001875 compounds Chemical class 0.000 claims description 11
- 238000001704 evaporation Methods 0.000 claims description 7
- 230000008020 evaporation Effects 0.000 claims description 7
- 239000000295 fuel oil Substances 0.000 claims description 4
- 230000001186 cumulative effect Effects 0.000 claims description 2
- 239000007789 gas Substances 0.000 description 12
- 239000002245 particle Substances 0.000 description 9
- 239000003054 catalyst Substances 0.000 description 6
- MWUXSHHQAYIFBG-UHFFFAOYSA-N nitrogen oxide Inorganic materials O=[N] MWUXSHHQAYIFBG-UHFFFAOYSA-N 0.000 description 6
- 239000003344 environmental pollutant Substances 0.000 description 5
- 231100000719 pollutant Toxicity 0.000 description 5
- 230000003647 oxidation Effects 0.000 description 4
- 238000007254 oxidation reaction Methods 0.000 description 4
- MCMNRKCIXSYSNV-UHFFFAOYSA-N Zirconium dioxide Chemical compound O=[Zr]=O MCMNRKCIXSYSNV-UHFFFAOYSA-N 0.000 description 3
- 239000002283 diesel fuel Substances 0.000 description 3
- CURLTUGMZLYLDI-UHFFFAOYSA-N Carbon dioxide Chemical compound O=C=O CURLTUGMZLYLDI-UHFFFAOYSA-N 0.000 description 2
- UGFAIRIUMAVXCW-UHFFFAOYSA-N Carbon monoxide Chemical compound [O+]#[C-] UGFAIRIUMAVXCW-UHFFFAOYSA-N 0.000 description 2
- KDLHZDBZIXYQEI-UHFFFAOYSA-N Palladium Chemical compound [Pd] KDLHZDBZIXYQEI-UHFFFAOYSA-N 0.000 description 2
- 239000011149 active material Substances 0.000 description 2
- 238000012550 audit Methods 0.000 description 2
- 230000033228 biological regulation Effects 0.000 description 2
- 229910002091 carbon monoxide Inorganic materials 0.000 description 2
- 230000006866 deterioration Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 229930195733 hydrocarbon Natural products 0.000 description 2
- 150000002430 hydrocarbons Chemical class 0.000 description 2
- 230000001050 lubricating effect Effects 0.000 description 2
- 239000010705 motor oil Substances 0.000 description 2
- BASFCYQUMIYNBI-UHFFFAOYSA-N platinum Chemical compound [Pt] BASFCYQUMIYNBI-UHFFFAOYSA-N 0.000 description 2
- 239000004071 soot Substances 0.000 description 2
- 239000000758 substrate Substances 0.000 description 2
- 238000011144 upstream manufacturing Methods 0.000 description 2
- 239000000654 additive Substances 0.000 description 1
- 230000032683 aging Effects 0.000 description 1
- PNEYBMLMFCGWSK-UHFFFAOYSA-N aluminium oxide Inorganic materials [O-2].[O-2].[O-2].[Al+3].[Al+3] PNEYBMLMFCGWSK-UHFFFAOYSA-N 0.000 description 1
- 229910000323 aluminium silicate Inorganic materials 0.000 description 1
- 229910002092 carbon dioxide Inorganic materials 0.000 description 1
- 239000001569 carbon dioxide Substances 0.000 description 1
- 230000003197 catalytic effect Effects 0.000 description 1
- 239000000919 ceramic Substances 0.000 description 1
- 239000011248 coating agent Substances 0.000 description 1
- 238000000576 coating method Methods 0.000 description 1
- 229910052878 cordierite Inorganic materials 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- JSKIRARMQDRGJZ-UHFFFAOYSA-N dimagnesium dioxido-bis[(1-oxido-3-oxo-2,4,6,8,9-pentaoxa-1,3-disila-5,7-dialuminabicyclo[3.3.1]nonan-7-yl)oxy]silane Chemical compound [Mg++].[Mg++].[O-][Si]([O-])(O[Al]1O[Al]2O[Si](=O)O[Si]([O-])(O1)O2)O[Al]1O[Al]2O[Si](=O)O[Si]([O-])(O1)O2 JSKIRARMQDRGJZ-UHFFFAOYSA-N 0.000 description 1
- KZHJGOXRZJKJNY-UHFFFAOYSA-N dioxosilane;oxo(oxoalumanyloxy)alumane Chemical compound O=[Si]=O.O=[Si]=O.O=[Al]O[Al]=O.O=[Al]O[Al]=O.O=[Al]O[Al]=O KZHJGOXRZJKJNY-UHFFFAOYSA-N 0.000 description 1
- 238000004880 explosion Methods 0.000 description 1
- 239000003502 gasoline Substances 0.000 description 1
- 239000007788 liquid Substances 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
- 239000000203 mixture Substances 0.000 description 1
- 229910052863 mullite Inorganic materials 0.000 description 1
- 238000013021 overheating Methods 0.000 description 1
- 229910052763 palladium Inorganic materials 0.000 description 1
- 239000013618 particulate matter Substances 0.000 description 1
- 229910052697 platinum Inorganic materials 0.000 description 1
- 239000010970 precious metal Substances 0.000 description 1
- 230000002028 premature Effects 0.000 description 1
- 230000001172 regenerating effect Effects 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
- 229910052703 rhodium Inorganic materials 0.000 description 1
- 239000010948 rhodium Substances 0.000 description 1
- MHOVAHRLVXNVSD-UHFFFAOYSA-N rhodium atom Chemical compound [Rh] MHOVAHRLVXNVSD-UHFFFAOYSA-N 0.000 description 1
- 238000005070 sampling Methods 0.000 description 1
- 239000007787 solid Substances 0.000 description 1
- 238000012795 verification Methods 0.000 description 1
Images
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
- F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- 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
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
- F02D2041/1433—Introducing closed-loop corrections characterised by the control or regulation method using a model or simulation of the 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
- F02D2250/11—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
- 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
- F02D41/047—Taking into account fuel evaporation or wall wetting
Definitions
- the invention relates to particulate filters, and in particular to processes for regenerating a particle filter by injecting diesel fuel into the exhaust gas.
- the exhaust gases from internal combustion engines in most motor vehicles contain a number of pollutants that are expected to reduce releases to the atmosphere (including nitrogen oxides, carbon monoxide, unburned hydrocarbons , particles and carbon dioxide).
- pollutants including nitrogen oxides, carbon monoxide, unburned hydrocarbons , particles and carbon dioxide.
- the regulations applicable to pollution by motor vehicles regularly lower the limits of acceptable discharges.
- a large part of the pollutants generated by an internal combustion engine is due to incomplete combustion of the fuel.
- a first strategy to reduce pollutant emissions is to reduce the amount of pollutants entering the exhaust system.
- a second strategy for reducing pollutant emissions is to carry out a post-treatment of gases passing through the exhaust line.
- the oxidation catalyst consists of a casing mounted in the exhaust line.
- the housing encloses a support or substrate coated with an active material.
- the substrate generally consists of a monolithic ceramic honeycomb body forming channels to be traversed by the exhaust gas.
- the main components of the body are usually alumina or alumino-silicates doped with zirconia (cordierite, mullite, mullite-zirconia).
- the coating of active materials may be composed of combined precious metals such as platinum, palladium or rhodium.
- exhaust systems most often include a particulate filter for trapping solid or liquid particles consisting essentially of soot or oil droplets. To prevent clogging of the particulate filter, it must be regenerated episodically by burning the trapped particles. Burning is achieved by increasing the temperature of the exhaust gas above 550 ° C.
- Post-injections induce an increase in the fuel dilution in the engine lubricating oil. Indeed, these injections being performed after the explosion, a large part of the injected fuel is deposited on the wall of the combustion chamber. The passage of fuel to the crankcase via the piston rings is then facilitated.
- the patent application FR2866927 discloses a motor control method for maintaining a satisfactory interval between the draining of the lubricating oil.
- This document describes the measurement of fuel dilution in the lubricating oil.
- the control method regulates fuel dilution using a degraded mode during a NOx trap regeneration phase when the dilution level exceeds a high threshold. In degraded mode, the richness of the mixture air / fuel is lowered. In this way, the dilution level is maintained at a relatively low level during regeneration, and the evaporation of the fuel occurring outside the regeneration phases reduces the dilution to a satisfactory level. In this way, the level of dilution of the fuel in the oil can be maintained at a sufficiently low level to maintain a long interval between oil changes without the properties of the lubricating oil being too heavily altered.
- the calculation of the predicted concentration of fuel in the oil includes the calculation of the amount of oil expected at the next oil change according to an oil consumption model.
- the figure 1 illustrates a diesel engine 1 having a cylinder block 2 fixed on a low engine oil sump 3.
- the low engine oil sump 3 contains a reserve of oil used to lubricate in a manner known per se different engine components 1
- Combustion chambers 4 are formed in the cylinder block 2.
- Injectors 5 are configured to be able to carry out fuel injections in the combustion chambers 4.
- the engine 1 also comprises an exhaust line.
- the exhaust line comprises an exhaust manifold 6.
- the exhaust gas passes through the manifold 6.
- the exhaust line further comprises an oxidation catalyst 7.
- the catalyst 7 is placed upstream of a filter to particles 8.
- the control module 9 is advantageously configured to carry out late injections in the combustion chambers in order to obtain regenerations of the particulate filter 8.
- the temperature of the exhaust gases entering the particulate filter 5 must be maintained at a temperature of the order of 600 ° C during regeneration to allow the combustion of soot formed by the capture of particles.
- the computer 9 comprises a temperature control loop in the particulate filter 8, in order to control the temperature induced by the regeneration injections.
- the computer 9 determines a temperature set point for this regulation loop and consequently determines the optimum moments and quantities of fuel for performing the regeneration injections.
- the figure 2 illustrates the principle of the dilution of fuel in the lubricating oil of the engine 1.
- the amount of fuel diluted in the lubricating oil is at a certain level Q0.
- Q0 the amount of fuel diluted in the lubricating oil
- fuel evaporates from the oil.
- the amount of fuel in the oil then decreases.
- a regeneration then occurs and a late injection is performed for a duration RG.
- the amount of fuel in the oil then increases to a level Q1.
- the amount of fuel in the oil reaches a level QN when the vehicle has traveled a mileage requiring the draining of the lubricating oil.
- the logigram of the figure 3 details an example of implementation of the motor control method 1.
- the computer 9 checks the fuel concentration in the lubricating oil to determine whether the vehicle can continue to operate unhindered until the next oil change. Such verification can be carried out at regular intervals, for example at regular mileage intervals, at regular time intervals of operation, or after each regeneration.
- the computer 9 determines that a check must be made. The computer 9 determines the remaining distance to be traveled until the next oil change of the engine lubricating oil.
- the computer 9 also has a history of the regeneration of the particulate filter 8 since the last emptying. The computer 9 can thus determine the duration and the spacing between the regenerations of the particle filter 8 already intervened. The computer 9 can then determine the fuel concentration currently present in the lubricating oil on the basis of this history. The computer 9 can also store a quantity of fuel diluted in the lubricating oil and calculated previously.
- the computer 9 calculates in step 102 the fuel concentration in the oil expected at the next oil change, on the basis of the current frequency of the filter regeneration injections. with particles. The computer 9 determines that a number N of regenerations of the particle filter 8 will be made on the basis of the current frequency.
- This model thus takes into account the total number of regenerations envisaged until the next oil change, as well as the evaporation of the fuel occurring during the operation of the vehicle between two regenerations.
- the evaporation of the fuel is obtained during the operation of the engine 1 during the inter-regeneration intervals, because of the temperature of the oil during this operation.
- the calculation of the amount of diluted fuel that can be envisaged is made from such a formula for different compounds having different evaporation properties.
- the distinct amounts of the various compounds introduced will also be taken into account.
- the amount of fuel diluted in the lubricating oil will be the sum of the calculated amounts for the different compounds.
- the concentration of fuel in the oil is then calculated by dividing the envisaged fuel quantity calculated by the amount of lubricating oil present in the crankcase 3.
- the amount of oil present in the crankcase 3 can take in account the quantity introduced during the previous emptying (filled for example by the technician performing the emptying), as well as the estimated oil consumption for the engine 1.
- a model of calculation of oil consumption can be taken into account for adjust the amount of oil present, and can for example take into account the oil consumption measured during the previous emptying.
- a calculation of fuel concentration in the particularly precise oil can thus be obtained.
- step 104 the fuel concentration in the oil contemplated for the next oil change is compared to a maximum threshold. If the calculated concentration is below this maximum threshold, the computer 9 determines that the operation of the engine 1 can continue normally in step 110, without risking a mechanical breakage by deterioration of the lubricating properties due to the presence of diluted fuel .
- the computer 9 determines a risk for the operation of the engine 1 before reaching the next emptying.
- the computer 9 then decrements during a step 106 the number of regenerations to consider until the next emptying.
- the fuel concentration calculation of step 102 is performed again with the decremented value of the number of regenerations.
- the number of regenerations to be considered is decremented until the foreseeable fuel concentration at the next emptying is below the maximum threshold.
- the decrementation of the number of regenerations to be performed may be proportional to the difference between the predicted concentration and the maximum threshold, in order to allow a faster convergence of the calculation of the number of regenerations to be performed.
- the decrementation may be performed based on a spacing of the Telec interval between regenerations, or based on a spacing of the time interval between regenerations.
- the time spacing between the future regenerations can for example be calculated based on the average distance between the regenerations and on the average speed of the vehicle between the regenerations, this information being able to be stored in a history of the computer 9.
- step 108 the operation of the engine 1 continues, the computer 9 imposing a maximum regeneration spacing corresponding to the number of regenerations determined during the decrementation of the last step 106.
- Such operation of the engine 1 ensures that the fuel concentration in the lubricating oil will be lower than said maximum threshold during the next emptying.
- the invention advantageously makes it possible to protect the engine from deterioration related to a too high dilution ratio, to protect the vehicle from a risk of fire by overheating, or to identify a failure leading to an excessive concentration of fuel and compensated by a failure to comply with the standards of depollution.
- the invention makes it possible to guarantee such operating conditions, without requiring the operation of the motor in a degraded mode.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
Abstract
Description
L'invention concerne les filtres à particules, et en particulier les procédés de régénération d'un filtre à particules par injection de gazole dans les gaz d'échappement.The invention relates to particulate filters, and in particular to processes for regenerating a particle filter by injecting diesel fuel into the exhaust gas.
Les gaz d'échappement des moteurs à combustion interne équipant la plupart des véhicules automobiles contiennent un certain nombre de polluants dont il est souhaitable de réduire les rejets dans l'atmosphère (notamment des oxydes d'azote, du monoxyde de carbone, des hydrocarbures imbrûlés, des particules et du dioxyde de carbone). Les réglementations applicables en matière de pollution par des véhicules automobiles abaissent régulièrement les plafonds de rejets acceptables.The exhaust gases from internal combustion engines in most motor vehicles contain a number of pollutants that are expected to reduce releases to the atmosphere (including nitrogen oxides, carbon monoxide, unburned hydrocarbons , particles and carbon dioxide). The regulations applicable to pollution by motor vehicles regularly lower the limits of acceptable discharges.
Une grande partie des polluants générés par un moteur à combustion interne est due à une combustion incomplète du carburant. Une première stratégie de réduction des rejets polluants consiste à réduire la quantité des polluants pénétrant dans la ligne d'échappement. Une deuxième stratégie de réduction des rejets polluants consiste à réaliser un post-traitement des gaz traversant la ligne d'échappement.A large part of the pollutants generated by an internal combustion engine is due to incomplete combustion of the fuel. A first strategy to reduce pollutant emissions is to reduce the amount of pollutants entering the exhaust system. A second strategy for reducing pollutant emissions is to carry out a post-treatment of gases passing through the exhaust line.
Pour réaliser un post-traitement, la plupart des véhicules sont désormais équipés d'un convertisseur catalytique comprenant un catalyseur d'oxydation (pour oxyder le monoxyde de carbone et les hydrocarbures imbrûlés) et un catalyseur de réduction (pour réduire les oxydes d'azote).Most vehicles are now equipped with a catalytic converter that includes an oxidation catalyst (to oxidize carbon monoxide and unburned hydrocarbons) and a reduction catalyst (to reduce nitrogen oxides). ).
Le catalyseur d'oxydation est constitué par un boîtier monté dans la ligne d'échappement. Le boîtier renferme un support ou substrat revêtu d'un matériau actif. Le substrat est généralement constitué d'un corps monolithique en céramique en forme de nid d'abeille formant des canaux destinés à être traversés par les gaz d'échappement. Les principaux composants du corps sont généralement de l'alumine ou des alumino-silicates dopés par de la zircone (cordiérite, mullite, mullite-zircone). Le revêtement en matériaux actifs peut être composé de métaux précieux combinés tels que le platine, le palladium ou le rhodium.The oxidation catalyst consists of a casing mounted in the exhaust line. The housing encloses a support or substrate coated with an active material. The substrate generally consists of a monolithic ceramic honeycomb body forming channels to be traversed by the exhaust gas. The main components of the body are usually alumina or alumino-silicates doped with zirconia (cordierite, mullite, mullite-zirconia). The coating of active materials may be composed of combined precious metals such as platinum, palladium or rhodium.
Du fait que les moteurs diesel produisent une plus grande quantité de particules, les lignes d'échappement incluent le plus souvent un filtre à particules destiné à piéger des particules solides ou liquides constituées essentiellement de suies ou de gouttelettes d'huile. Pour éviter l'encrassement du filtre à particules, celui-ci doit être régénéré épisodiquement par brûlage des particules piégées. Le brûlage est réalisé par augmentation de la température des gaz d'échappement au-delà de 550°C.Because diesel engines produce more particulate matter, exhaust systems most often include a particulate filter for trapping solid or liquid particles consisting essentially of soot or oil droplets. To prevent clogging of the particulate filter, it must be regenerated episodically by burning the trapped particles. Burning is achieved by increasing the temperature of the exhaust gas above 550 ° C.
Pour augmenter la température des gaz d'échappement, il est notamment connu d'injecter du gazole dans les gaz d'échappement. La combustion de ce gazole au sein d'un catalyseur d'oxydation en amont du filtre permet de chauffer les gaz d'échappement et de porter transitoirement le filtre à 600°C. Cette température doit être régulée pour maintenir une température la plus stable possible, afin d'assurer une régénération rapide et efficace. Plus précisément, il est connu de réaliser des post-injections de carburant dans la chambre de combustion, c'est-à-dire de l'injection de carburant après le point mort haut.To increase the temperature of the exhaust gas, it is in particular known to inject diesel fuel into the exhaust gas. The combustion of this gas oil in an oxidation catalyst upstream of the filter makes it possible to heat the exhaust gases and to temporarily carry the filter to 600 ° C. This temperature must be regulated to maintain a temperature as stable as possible, to ensure a fast and efficient regeneration. More specifically, it is known to carry out post-injections of fuel in the combustion chamber, that is to say the injection of fuel after the top dead center.
Les post-injections induisent un accroissement de la dilution de carburant dans l'huile de lubrification du moteur. En effet, ces injections étant réalisées postérieurement à l'explosion, une grande partie du carburant injecté se dépose sur la paroi de la chambre de combustion. Le passage de carburant vers le carter moteur via les segments du piston est alors facilité.Post-injections induce an increase in the fuel dilution in the engine lubricating oil. Indeed, these injections being performed after the explosion, a large part of the injected fuel is deposited on the wall of the combustion chamber. The passage of fuel to the crankcase via the piston rings is then facilitated.
En conséquence, une quantité accrue de carburant se dilue dans l'huile de lubrification. Même en utilisant une huile de lubrification de bonne qualité, la présence de carburant dans cette huile engendre la chute de sa viscosité et donc de ses propriétés lubrifiantes. De plus, la pression d'huile baisse également. En outre, les additifs présents dans l'huile de lubrification subissent une dilution et un vieillissement prématurés. Pour ne pas altérer le fonctionnement et la durée de vie du moteur, les fréquences de vidange de l'huile de lubrification doivent alors être accrues, ce qui est mal perçu par l'utilisateur.As a result, an increased amount of fuel is diluted in the lubricating oil. Even using a good quality lubricating oil, the presence of fuel in this oil causes the drop in its viscosity and therefore its lubricating properties. In addition, the oil pressure also drops. In addition, the additives present in the lubricating oil undergo premature dilution and aging. To avoid altering the operation and life of the engine, the frequency of emptying the lubricating oil must be increased, which is poorly perceived by the user.
La demande de brevet
Cependant, il serait souhaitable d'éviter autant que possible d'utiliser un mode de fonctionnement dégradé lors d'une concentration trop importante d'essence diluée dans l'huile de lubrification.However, it would be desirable to avoid as much as possible to use a degraded mode of operation when too much concentration of diluted gasoline in the lubricating oil.
L'invention vise à résoudre cet inconvénient. L'invention porte ainsi sur un procédé de commande d'un moteur à combustion interne muni d'un dispositif de dépollution de gaz d'échappement, le dispositif de dépollution étant régénéré périodiquement par injection de carburant dans la chambre de combustion du moteur, le procédé comprenant les étapes de :
- déterminer la distance restant à parcourir jusqu'à la prochaine vidange de l'huile de lubrification du moteur;
- sur la base de la fréquence actuelle des injections de carburant de régénération, calculer la concentration de carburant dans l'huile prévisible à la prochaine vidange ;
- si la concentration calculée dépasse un seuil prédéterminé, calculer une fréquence d'injection de régénération pour laquelle la concentration de carburant dans l'huile prévisible à la prochaine vidange est inférieure audit seuil prédéterminé, réaliser des injections de régénération avec ladite fréquence calculée.
- determine the distance remaining until the next oil change of the engine lubricating oil;
- based on the current frequency of regeneration fuel injections, calculate the expected fuel oil concentration at the next oil change;
- if the calculated concentration exceeds a predetermined threshold, calculating a regeneration injection frequency for which the fuel concentration in the oil to be expected at the next oil change is below said predetermined threshold, performing regeneration injections with said calculated frequency.
Selon une variante, le calcul de la concentration de carburant dans l'huile comprend :
- pour plusieurs composés du carburant, le calcul d'une quantité prévisible du composé dans le carburant à la prochaine vidange en fonction d'un modèle d'évaporation de ce composé ;
- le cumul des quantités prévisibles calculées pour les différents composés ;
- le calcul de la concentration prévisible de carburant dans l'huile en fonction des quantités prévisibles cumulées.
- for several fuel compounds, calculating a predictable amount of the compound in the fuel at the next oil change based on an evaporation model of that compound;
- the sum of the foreseeable quantities calculated for the different compounds;
- the calculation of the foreseeable fuel concentration in the oil according to the foreseeable cumulative quantities.
Selon encore une variante, le calcul de la concentration prévisible de carburant dans l'huile comprend le calcul de la quantité d'huile prévisible à la prochaine vidange en fonction d'un modèle de consommation d'huile.According to another variant, the calculation of the predicted concentration of fuel in the oil includes the calculation of the amount of oil expected at the next oil change according to an oil consumption model.
Selon une autre variante, le calcul de la concentration de carburant dans l'huile prévisible à la prochaine vidange comprend :
- le calcul de la quantité de carburant susceptible d'être diluée dans l'huile jusqu'à la prochaine vidange ;
- le calcul de la quantité de carburant ayant déjà été diluée dans l'huile depuis la précédente vidange.
- calculating the amount of fuel that can be diluted in the oil until the next oil change;
- the calculation of the quantity of fuel already diluted in the oil since the previous emptying.
L'invention porte en outre sur un calculateur de contrôle moteur, configuré pour commander des injections de carburant de régénération d'un dispositif de dépollution accolé au moteur, le calculateur étant apte à :
- déterminer la distance restant à parcourir jusqu'à la prochaine vidange de l'huile de lubrification du moteur;
- sur la base d'une fréquence actuelle d'injection de carburant de régénération, calculer la concentration de carburant dans l'huile prévisible à la prochaine vidange ;
- comparer la concentration de carburant prévisible à un seuil prédéterminé ;
- si la concentration calculée dépasse ledit seuil, calculer une fréquence d'injection de régénération pour laquelle la concentration de carburant dans l'huile prévisible à la prochaine vidange est inférieure audit seuil prédéterminé ;
- commander des injections de régénération avec ladite fréquence calculée.
- determine the distance remaining until the next oil change of the engine lubricating oil;
- based on a current regeneration fuel injection frequency, calculating the fuel concentration in the predictable oil at the next oil change;
- compare the predicted fuel concentration with a predetermined threshold;
- if the calculated concentration exceeds said threshold, calculating a regeneration injection frequency for which the predicted oil fuel concentration at the next oil change is below said predetermined threshold;
- control regeneration injections with said calculated frequency.
D'autres caractéristiques et avantages de l'invention ressortiront clairement de la description qui en est faite ci-après, à titre indicatif et nullement limitatif, en référence aux dessins annexés, dans lesquels :
- la
figure 1 est une représentation schématique d'un moteur et de sa ligne d'échappement ; - la
figure 2 est un diagramme illustrant la dilution de gazole dans l'huile de lubrification ; - la
figure 3 est un logigramme illustrant le fonctionnement d'un procédé selon un mode de réalisation de l'invention.
- the
figure 1 is a schematic representation of an engine and its exhaust line; - the
figure 2 is a diagram illustrating the dilution of diesel fuel in the lubricating oil; - the
figure 3 is a logic diagram illustrating the operation of a method according to an embodiment of the invention.
La
Le moteur 1 comprend par ailleurs une ligne d'échappement. La ligne d'échappement comprend un collecteur d'échappement 6. Les gaz d'échappement traversent le collecteur 6. La ligne d'échappement comprend de plus un catalyseur d'oxydation 7. Le catalyseur 7 est placé en amont d'un filtre à particules 8.The
Le module de commande 9 est avantageusement configuré pour réaliser des injections tardives dans les chambres de combustion afin d'obtenir des régénérations du filtre à particules 8. La température des gaz d'échappement entrant dans le filtre à particules 5 doit être maintenue à une température de l'ordre de 600°C durant une régénération pour permettre la combustion des suies formées par la capture des particules. Le calculateur 9 comprend une boucle de régulation de la température dans le filtre à particules 8, afin de contrôler la température induite par les injections de régénération. Le calculateur 9 détermine une consigne de température pour cette boucle de régulation et détermine en conséquence les moments et les quantités optimales de carburant pour effectuer les injections de régénération.The
La
Le logigramme de la
A différents moments du fonctionnement du moteur 1 entre deux vidanges, le calculateur 9 effectue une vérification de la concentration de carburant dans l'huile de lubrification pour déterminer si le véhicule peut continuer à fonctionner sans encombre jusqu'à la prochaine vidange. Une telle vérification peut être effectuée à intervalles réguliers, par exemple à intervalles kilométriques réguliers, à intervalles temporels de fonctionnement réguliers, ou après chaque régénération.At different times of operation of the
Lors d'une étape 100, le calculateur 9 détermine qu'une vérification doit être réalisée. Le calculateur 9 détermine la distance restant à parcourir jusqu'à la prochaine vidange de l'huile de lubrification du moteur.During a
Le calculateur 9 dispose par ailleurs d'un historique des régénérations du filtre à particules 8 intervenues depuis la dernière vidange. Le calculateur 9 peut ainsi déterminer la durée et l'espacement entre les régénérations du filtre à particules 8 déjà intervenues. Le calculateur 9 peut alors déterminer la concentration de carburant actuellement présente dans l'huile de lubrification sur la base de cet historique. Le calculateur 9 peut également mémoriser une quantité de carburant diluée dans l'huile de lubrification et calculée auparavant.The
En partant de la quantité de carburant actuellement diluée dans l'huile, le calculateur 9 calcule à l'étape 102 la concentration de carburant dans l'huile prévisible à la prochaine vidange, sur la base de la fréquence actuelle des injections de régénération du filtre à particules. Le calculateur 9 détermine qu'un nombre N de régénérations du filtre à particules 8 sera réalisé sur la base de la fréquence actuelle.Starting from the quantity of fuel currently diluted in the oil, the
Dans un premier temps, le calculateur 9 calcule la quantité de carburant dans l'huile de lubrification prévisible à la prochaine vidange. Le calcul de cette quantité de carburant diluée peut être basé sur la formule suivante :
Avec :
- Q(N) = quantité de carburant présente dans l'huile de lubrification dans N régénérations ;
- Qlni = quantité de carburant initialement présente dans l'huile de lubrification ;
- Qlntro = quantité moyenne de carburant introduite dans l'huile de lubrification durant les régénérations ;
- n = 3600/T*Tps_Evap
- Tps_Evap = intervalle moyen mesuré entre les régénérations ;
- T = temps d'échantillonnage de l'historique ;
- q= 1 +alpha* T
- alpha = facteur d'évaporation moyen du carburant.
With:
- Q (N) = amount of fuel present in the lubricating oil in N regenerations;
- Qlni = amount of fuel initially present in the lubricating oil;
- Qlntro = average amount of fuel introduced into the lubricating oil during regenerations;
- n = 3600 / T * Tps_Evap
- Tps_Evap = average interval measured between regenerations;
- T = sampling time of the history;
- q = 1 + alpha * T
- alpha = average evaporation factor of the fuel.
Ce modèle tient donc ainsi compte du nombre total de régénérations envisagées jusqu'à la prochaine vidange, ainsi que de l'évaporation du carburant intervenant durant le fonctionnement du véhicule entre deux régénérations. L'évaporation du carburant est obtenue pendant le fonctionnement du moteur 1 durant les intervalles inter-régénérations, du fait de la température de l'huile durant ce fonctionnement.This model thus takes into account the total number of regenerations envisaged until the next oil change, as well as the evaporation of the fuel occurring during the operation of the vehicle between two regenerations. The evaporation of the fuel is obtained during the operation of the
Avantageusement, le calcul de la quantité de carburant diluée envisageable est réalisée à partir d'une telle formule pour différents composés ayant des propriétés d'évaporation différentes. Les quantités distinctes des différents composés introduits seront également prises en compte. La quantité de carburant diluée dans l'huile de lubrification sera la somme des quantités calculées pour les différents composés.Advantageously, the calculation of the amount of diluted fuel that can be envisaged is made from such a formula for different compounds having different evaporation properties. The distinct amounts of the various compounds introduced will also be taken into account. The amount of fuel diluted in the lubricating oil will be the sum of the calculated amounts for the different compounds.
La concentration de carburant dans l'huile est ensuite calculée en divisant la quantité de carburant envisagée calculée par la quantité d'huile de lubrification présente dans le carter 3. La quantité d'huile présente dans le carter 3 peut prendre en compte la quantité introduite lors de la précédente vidange (renseignée par exemple par le technicien effectuant la vidange), ainsi que la consommation d'huile estimée pour le moteur 1. Un modèle de calcul de consommation d'huile peut être pris en compte pour ajuster la quantité d'huile présente, et peut par exemple prendre en compte la consommation d'huile mesurée lors de la précédente vidange. Un calcul de concentration de carburant dans l'huile particulièrement précis peut ainsi être obtenu.The concentration of fuel in the oil is then calculated by dividing the envisaged fuel quantity calculated by the amount of lubricating oil present in the
Lors de l'étape 104, la concentration en carburant dans l'huile envisagée pour la prochaine vidange est comparée à un seuil maximal. Si la concentration calculée est inférieure à ce seuil maximal, le calculateur 9 détermine que le fonctionnement du moteur 1 peut se poursuivre normalement à l'étape 110, sans risquer une casse mécanique par détérioration des propriétés de lubrification du fait de la présence de carburant dilué.In
Si la concentration calculée est supérieure à ce seuil maximal, le calculateur 9 détermine un risque pour le fonctionnement du moteur 1 avant d'avoir atteint la prochaine vidange. Le calculateur 9 décrémente alors lors d'une étape 106 le nombre de régénérations à envisager jusqu'à la prochaine vidange. Le calcul de concentration de carburant de l'étape 102 est effectué à nouveau avec la valeur décrémentée du nombre de régénérations. Ainsi, le nombre de régénérations à envisager est décrémenté jusqu'à ce que la concentration de carburant prévisible lors de la prochaine vidange soit inférieure audit seuil maximal. Avantageusement, la décrémentation du nombre de régénérations à effectuer pourra être proportionnelle à l'écart entre la concentration prévisible et le seuil maximal, afin de permettre une convergence plus rapide du calcul du nombre de régénérations à effectuer. La décrémentation pourra être effectuée en se basant sur un espacement de l'intervalle kilométrique entre les régénérations, ou en se basant sur un espacement de l'intervalle temporel entre les régénérations. L'espacement temporel entre les futures régénérations peut par exemple être calculé en se basant sur la distance moyenne entre les régénérations et sur la vitesse moyenne du véhicule entre les régénérations, ces informations pouvant être mémorisées dans un historique du calculateur 9.If the calculated concentration is greater than this maximum threshold, the
Lors de l'étape 108, le fonctionnement du moteur 1 se poursuit, le calculateur 9 imposant un espacement des régénérations maximum correspondant au nombre de régénérations déterminées lors de la décrémentation de la dernière étape 106. Un tel fonctionnement du moteur 1 permet de garantir que la concentration de carburant dans l'huile de lubrification sera inférieure audit seuil maximal lors de la prochaine vidange.In
L'invention permet avantageusement de protéger le moteur d'une détérioration liée à un taux de dilution trop important, de protéger le véhicule d'un risque d'incendie par surchauffe, ou d'identifier une défaillance conduisant à une concentration de carburant excessive et compensée par un non respect des normes de dépollution. L'invention permet de garantir de telles conditions de fonctionnement, sans pour autant nécessiter le fonctionnement du moteur dans un mode dégradé.The invention advantageously makes it possible to protect the engine from deterioration related to a too high dilution ratio, to protect the vehicle from a risk of fire by overheating, or to identify a failure leading to an excessive concentration of fuel and compensated by a failure to comply with the standards of depollution. The invention makes it possible to guarantee such operating conditions, without requiring the operation of the motor in a degraded mode.
Claims (5)
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
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FR1150050A FR2970045B1 (en) | 2011-01-04 | 2011-01-04 | METHOD FOR CONTROLLING AN ENGINE GUARANTEEING MAXIMUM GAIL DILUTION AT REVISION |
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EP2472088A1 true EP2472088A1 (en) | 2012-07-04 |
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EP11191355.4A Active EP2472088B1 (en) | 2011-01-04 | 2011-11-30 | Engine control method which ensures an oil dilution which does not exceed a a maximum oil dilution at the next service |
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EP2642105A1 (en) * | 2012-03-20 | 2013-09-25 | Peugeot Citroën Automobiles Sa | Method for operating a diesel engine including pollution-control systems |
FR2993611A1 (en) * | 2012-07-20 | 2014-01-24 | Peugeot Citroen Automobiles Sa | Combustion engine e.g. direct injection petrol engine for car, has determination module providing information indicating fuel dilution ratio, where module modifies fuel injection parameter according to data indicating ratio of fuel in oil |
WO2014060291A1 (en) * | 2012-10-15 | 2014-04-24 | Continental Automotive Gmbh | Modeling oil dilution using a multicomponent model |
FR3033440A1 (en) * | 2015-03-02 | 2016-09-09 | Peugeot Citroen Automobiles Sa | PROCESS FOR PREDICTING THE DILUTED FUEL IN A LUBRICATING OIL OF A THERMAL ENGINE |
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FR2866927A1 (en) | 2004-02-27 | 2005-09-02 | Peugeot Citroen Automobiles Sa | SYSTEM FOR AIDING THE REGENERATION OF MEANS OF DEPOLLUTION |
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FR2993611A1 (en) * | 2012-07-20 | 2014-01-24 | Peugeot Citroen Automobiles Sa | Combustion engine e.g. direct injection petrol engine for car, has determination module providing information indicating fuel dilution ratio, where module modifies fuel injection parameter according to data indicating ratio of fuel in oil |
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Also Published As
Publication number | Publication date |
---|---|
FR2970045B1 (en) | 2015-04-24 |
FR2970045A1 (en) | 2012-07-06 |
EP2472088B1 (en) | 2020-01-01 |
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