EP2472088B1 - 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 PDF

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Publication number
EP2472088B1
EP2472088B1 EP11191355.4A EP11191355A EP2472088B1 EP 2472088 B1 EP2472088 B1 EP 2472088B1 EP 11191355 A EP11191355 A EP 11191355A EP 2472088 B1 EP2472088 B1 EP 2472088B1
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EP
European Patent Office
Prior art keywords
fuel
oil
concentration
foreseeable
regeneration
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EP11191355.4A
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German (de)
French (fr)
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EP2472088A1 (en
Inventor
Annabelle Cornette
Olivier Hayat
Guillaume Reuilly
Gilles Wagon
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PSA Automobiles SA
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PSA Automobiles SA
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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 methods for regenerating a particulate filter by injecting diesel fuel into the exhaust gas.
  • the exhaust gases from internal combustion engines fitted to most motor vehicles contain a certain number of pollutants, the release of which into the atmosphere is desirable (in particular nitrogen oxides, carbon monoxide, unburnt hydrocarbons , particles and carbon dioxide).
  • pollutants in particular nitrogen oxides, carbon monoxide, unburnt hydrocarbons , particles and carbon dioxide.
  • the regulations applicable to pollution from motor vehicles regularly lower the limits of acceptable discharges.
  • a first strategy for reducing pollutant releases consists in reducing the quantity of pollutants entering the exhaust line.
  • a second strategy for reducing pollutant releases consists of post-treatment of the gases crossing the exhaust line.
  • a catalytic converter comprising an oxidation catalyst (to oxidize carbon monoxide and unburnt hydrocarbons) and a reduction catalyst (to reduce nitrogen oxides ).
  • the oxidation catalyst consists of a housing mounted in the exhaust line.
  • the housing contains a support or substrate coated with an active material.
  • the substrate generally consists of a monolithic ceramic body in the form of a honeycomb forming channels intended to be traversed by the exhaust gases.
  • the main components of the body are generally alumina or alumino-silicates doped with zirconia (cordierite, mullite, mullite-zirconia).
  • the coating of active materials can be composed of combined precious metals such as platinum, palladium or rhodium.
  • the exhaust systems most often include a particulate filter intended to trap solid or liquid particles consisting essentially of soot or oil droplets. To avoid fouling of the particulate filter, it must be regenerated sporadically by burning trapped particles. Burning is carried out by increasing the temperature of the exhaust gases above 550 ° C.
  • Post-injections induce an increase in the dilution of fuel in the engine lubricating oil.
  • these injections being carried out 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 describes a method of controlling the engine which makes it possible to maintain a satisfactory interval between the lubricating oil changes.
  • This document describes the measurement of fuel dilution in lubricating oil.
  • the control process regulates the fuel dilution using a degraded mode during a regeneration phase of a NOx trap when the dilution level exceeds a high threshold.
  • degraded mode the richness of the mixture air / fuel is lowered.
  • the dilution level is maintained at a relatively reduced level during the regeneration, and the evaporation of the fuel occurring outside the regeneration phases makes it possible to reduce the dilution to a satisfactory level.
  • the level of dilution of the fuel in the oil can be kept at a level which is sufficiently reduced to maintain a long interval between the changes without the properties of the lubricating oil being too greatly impaired.
  • the document DE102006034521 A1 a method of controlling an internal combustion engine fitted with an exhaust gas pollution control device, an event involving an increase in dilution is suspended if the dilution of fuel in the oil present or predicted exceeds at least one value limit.
  • the calculation of the foreseeable concentration of fuel in the oil comprises the calculation of the quantity of foreseeable oil at the next oil change as a function of 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 various components of the engine 1
  • Combustion chambers 4 are provided in the cylinder block 2.
  • Injectors 5 are configured in order to be able to inject fuel into the combustion chambers 4.
  • the engine 1 also includes an exhaust line.
  • the exhaust line comprises an exhaust manifold 6.
  • the exhaust gases pass through the manifold 6.
  • the exhaust line further comprises an oxidation catalyst 7.
  • the catalyst 7 is placed upstream of a particles 8.
  • the control module 9 is advantageously configured to perform late injections into the combustion chambers in order to obtain regenerations of the particle filter 8.
  • the temperature of the exhaust gases entering the particle filter 5 must be maintained at a temperature of the order of 600 ° C. during a regeneration to allow the combustion of the soot formed by the capture of the particles.
  • the computer 9 includes a temperature regulation loop in the particle filter 8, in order to control the temperature induced by the regeneration injections.
  • the computer 9 determines a temperature setpoint for this regulation loop and consequently determines the optimum times 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 quantity of fuel diluted in the lubricating oil is at a certain level Q0.
  • Q0 the quantity of fuel diluted in the lubricating oil
  • fuel evaporates from the oil.
  • the amount of fuel in the oil then decreases.
  • Regeneration then takes place and a late injection is carried out for a period of RG.
  • the amount of fuel in the oil then increases to a level Q1.
  • the quantity of fuel in the oil reaches a level QN when the vehicle has traveled a mileage requiring the oil to be changed.
  • the flowchart of the figure 3 details an example of implementation of the engine 1 control method.
  • the computer 9 performs a check of the concentration of fuel in the lubricating oil to determine whether the vehicle can continue to run smoothly until the next oil change.
  • a check can be carried out at regular intervals, for example at regular mileage intervals, at regular operating time intervals, or after each regeneration.
  • the computer 9 determines that a verification must be carried out. The computer 9 determines the distance remaining to be traveled until the next time the engine lubricating oil is changed.
  • the computer 9 also has a history of regeneration of the particle filter 8 that has occurred since the last drain. The computer 9 can thus determine the duration and the spacing between the regenerations of the particulate filter 8 already occurring. The computer 9 can then determine the concentration of fuel 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 beforehand.
  • the computer 9 calculates in step 102 the concentration of fuel in the oil predictable at the next oil change, based on the current frequency of the regeneration injections of the filter. with particles. The computer 9 determines that a number N of regenerations of the particle filter 8 will be carried out 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, due to the temperature of the oil during this operation.
  • the calculation of the possible quantity of diluted fuel is carried out on the basis of such a formula for different compounds having different evaporation properties.
  • the separate quantities of the different compounds introduced will also be taken into account.
  • the quantity of fuel diluted in the lubricating oil will be the sum of the quantities calculated for the various compounds.
  • the concentration of fuel in the oil is then calculated by dividing the quantity of fuel envisaged calculated by the quantity of lubricating oil present in the crankcase 3.
  • the quantity of oil present in the crankcase 3 can take take into account the quantity introduced during the previous oil change (informed for example by the technician carrying out the oil change), as well as the estimated oil consumption for the engine 1.
  • An oil consumption calculation model can be taken into account for adjust the quantity of oil present, and can for example take into account the oil consumption measured during the previous oil change. A particularly precise calculation of the concentration of fuel in the oil can thus be obtained.
  • step 104 the fuel concentration in the oil envisaged for the next oil change is compared with a maximum threshold. If the calculated concentration is less than this maximum threshold, the computer 9 determines that the operation of the engine 1 can continue normally in step 110, without risking mechanical breakage by deterioration of the lubrication properties due to the presence of diluted fuel .
  • the computer 9 determines a risk for the operation of the engine 1 before having reached the next drain.
  • the computer 9 then decrements during a step 106 the number of regenerations to be considered until the next drain.
  • the fuel concentration calculation of step 102 is performed again with the value decremented by the number of regenerations.
  • the number of regenerations to be considered is decremented until the foreseeable fuel concentration during the next oil change is lower than said maximum threshold.
  • the decrementation of the number of regenerations to be carried out may be proportional to the difference between the foreseeable concentration and the maximum threshold, in order to allow faster convergence of the calculation of the number of regenerations to be carried out.
  • the decrementation can be carried out based on a spacing of the Telec interval between regenerations, or on the basis of a spacing of the time interval between regenerations.
  • the temporal spacing between future regenerations can for example be calculated based on the average distance between regenerations and on the average speed of the vehicle between 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.
  • a maximum regeneration spacing corresponding to the number of regenerations determined during the decrementation of the last step 106.
  • the invention advantageously makes it possible to protect the engine from deterioration linked to an excessive dilution rate, to protect the vehicle from a risk of fire due to overheating, or to identify a failure leading to an excessive concentration of fuel and compensated by non-compliance with pollution control standards.
  • the invention makes it possible to guarantee such operating conditions, without however requiring the engine to operate 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)

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 methods for regenerating a particulate 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 fitted to most motor vehicles contain a certain number of pollutants, the release of which into the atmosphere is desirable (in particular nitrogen oxides, carbon monoxide, unburnt hydrocarbons , particles and carbon dioxide). The regulations applicable to pollution from 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.Much of the pollutants generated by an internal combustion engine are due to incomplete combustion of the fuel. A first strategy for reducing pollutant releases consists in reducing the quantity of pollutants entering the exhaust line. A second strategy for reducing pollutant releases consists of post-treatment of the gases crossing 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).To carry out post-treatment, most vehicles are now fitted with a catalytic converter comprising an oxidation catalyst (to oxidize carbon monoxide and unburnt 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 housing mounted in the exhaust line. The housing contains a support or substrate coated with an active material. The substrate generally consists of a monolithic ceramic body in the form of a honeycomb forming channels intended to be traversed by the exhaust gases. The main components of the body are generally alumina or alumino-silicates doped with zirconia (cordierite, mullite, mullite-zirconia). The coating of active materials can 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.Since diesel engines produce a higher amount of particles, the exhaust systems most often include a particulate filter intended to trap solid or liquid particles consisting essentially of soot or oil droplets. To avoid fouling of the particulate filter, it must be regenerated sporadically by burning trapped particles. Burning is carried out by increasing the temperature of the exhaust gases 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 gases, it is notably known to inject diesel fuel into the exhaust gases. The combustion of this diesel in an oxidation catalyst upstream of the filter makes it possible to heat the exhaust gases and to temporarily bring the filter to 600 ° C. This temperature must be regulated to maintain the most stable temperature possible, to ensure rapid and efficient regeneration. More specifically, it is known to perform post-fuel injections into the combustion chamber, that is to say fuel injection 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 dilution of fuel in the engine lubricating oil. In fact, these injections being carried out 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, more fuel is diluted in the lubricating oil. Even when using good quality lubricating oil, the presence of fuel in this oil causes its viscosity and therefore its lubricating properties to drop. In addition, the oil pressure also drops. In addition, the additives present in the lubricating oil undergo premature dilution and aging. In order not to affect the functioning and the service life of the engine, the frequency of draining the lubricating oil must then be increased, which is poorly perceived by the user.

La demande de brevet FR2866927 décrit un procédé de contrôle du moteur permettant de conserver un intervalle satisfaisant entre les vidanges de l'huile de lubrification. Ce document décrit la mesure de la dilution de carburant dans l'huile de lubrification. Le procédé de contrôle régule la dilution de carburant en utilisant un mode dégradé durant une phase de régénération d'un piège à NOx lorsque le niveau de dilution dépasse un seuil haut. En mode dégradé, la richesse du mélange air/carburant est rabaissée. De la sorte, le niveau de dilution est maintenu à un niveau relativement réduit durant la régénération, et l'évaporation du carburant intervenant en dehors des phases de régénération permet de réduire la dilution à un niveau satisfaisant. De la sorte, le niveau de dilution du carburant dans l'huile peut être maintenu à un niveau suffisamment réduit pour conserver un long intervalle entre les vidanges sans que les propriétés de l'huile de lubrification s'en trouvent trop fortement altérées.The patent application FR2866927 describes a method of controlling the engine which makes it possible to maintain a satisfactory interval between the lubricating oil changes. This document describes the measurement of fuel dilution in lubricating oil. The control process regulates the fuel dilution using a degraded mode during a regeneration phase of a NOx trap 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 reduced level during the regeneration, and the evaporation of the fuel occurring outside the regeneration phases makes it possible to reduce the dilution to a satisfactory level. In this way, the level of dilution of the fuel in the oil can be kept at a level which is sufficiently reduced to maintain a long interval between the changes without the properties of the lubricating oil being too greatly impaired.

Le document DE102006034521 A1 un procédé de commande d'un moteur à combustion interne muni d'un dispositif de dépollution de gaz d'échappement dont un événement impliquant une augmentation de dilution est suspendu si la dilution de carburant dans l'huile présente ou prédite dépasse au moins une valeur limite.The document DE102006034521 A1 a method of controlling an internal combustion engine fitted with an exhaust gas pollution control device, an event involving an increase in dilution is suspended if the dilution of fuel in the oil present or predicted exceeds at least one value limit.

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 far as possible, using a degraded operating mode during an excessive concentration of gasoline diluted 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.
The invention aims to solve this drawback. The invention thus relates to a method of controlling an internal combustion engine provided with an exhaust gas pollution control device, the pollution control device being regenerated periodically by injecting fuel into the combustion chamber of the engine, the process comprising the steps of:
  • determine the distance remaining until the next time the engine lubricating oil is changed;
  • based on the current frequency of regeneration fuel injections, calculate the concentration of fuel in the oil expected at the next oil change;
  • if the calculated concentration exceeds a predetermined threshold, calculate a regeneration injection frequency for which the concentration of fuel in the oil predictable at the next oil change is less than said predetermined threshold, perform 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.
According to a variant, the calculation of the concentration of fuel in the oil comprises:
  • for several fuel compounds, calculating a predictable quantity of the compound in the fuel at the next oil change based on an evaporation model for this compound;
  • the cumulative predicted quantities calculated for the different compounds;
  • the calculation of the foreseeable concentration of fuel in the oil as a function of 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 yet another variant, the calculation of the foreseeable concentration of fuel in the oil comprises the calculation of the quantity of foreseeable oil at the next oil change as a function of 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.
According to another variant, the calculation of the concentration of fuel in the oil predictable at the next oil change comprises:
  • calculating the quantity of fuel likely to be diluted in the oil until the next oil change;
  • the calculation of the quantity of fuel that has already been diluted in the oil since the previous oil change.

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.
The invention further relates to an engine control computer, configured to command injections of regeneration fuel from a depollution device attached to the engine, the computer being able to:
  • determine the distance remaining until the next time the engine lubricating oil is changed;
  • on the basis of a current regeneration fuel injection frequency, calculate the concentration of fuel in the oil predictable at the next oil change;
  • compare the predicted fuel concentration to a predetermined threshold;
  • if the calculated concentration exceeds said threshold, calculating a regeneration injection frequency for which the concentration of fuel in the oil predictable at the next drain is lower than said predetermined threshold;
  • order 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.
Other characteristics and advantages of the invention will emerge clearly from the description which is given below, for information and in no way limitative, with reference to the appended drawings, in which:
  • 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 in the lubricating oil;
  • the figure 3 is a flow diagram illustrating the operation of a method according to an embodiment of the invention.

La figure 1 illustre un moteur diesel 1 présentant un bloc cylindre 2 fixé sur un carter d'huile de bas moteur 3. Le carter d'huile de bas moteur 3 contient une réserve d'huile utilisée pour lubrifier de façon connue en soi différents composants du moteur 1. Des chambres de combustion 4 sont ménagées dans le bloc cylindre 2. Des injecteurs 5 sont configurés pour pouvoir réaliser des injections de carburant dans les chambres de combustion 4. Un module de commande 9, mis en œuvre sous la forme d'un calculateur de contrôle moteur, commande les injections par les injecteurs 5.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 various components of the engine 1 Combustion chambers 4 are provided in the cylinder block 2. Injectors 5 are configured in order to be able to inject fuel into the combustion chambers 4. A control module 9, implemented in the form of a engine control, controls injections by injectors 5.

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 engine 1 also includes an exhaust line. The exhaust line comprises an exhaust manifold 6. The exhaust gases pass through the manifold 6. The exhaust line further comprises an oxidation catalyst 7. The catalyst 7 is placed upstream of a particles 8.

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 control module 9 is advantageously configured to perform late injections into the combustion chambers in order to obtain regenerations of the particle filter 8. The temperature of the exhaust gases entering the particle filter 5 must be maintained at a temperature of the order of 600 ° C. during a regeneration to allow the combustion of the soot formed by the capture of the particles. The computer 9 includes a temperature regulation loop in the particle filter 8, in order to control the temperature induced by the regeneration injections. The computer 9 determines a temperature setpoint for this regulation loop and consequently determines the optimum times and quantities of fuel for performing the regeneration injections.

La figure 2 illustre le principe de la dilution de carburant dans l'huile de lubrification du moteur 1. Suite à une régénération, la quantité de carburant diluée dans l'huile de lubrification est à un certain niveau Q0. En l'absence de régénération pendant un intervalle inter-régénération IR, du carburant s'évapore de l'huile. La quantité de carburant dans l'huile décroît alors. Une régénération intervient alors et une injection tardive est réalisée pendant une durée RG. La quantité de carburant dans l'huile croît alors jusqu'à un niveau Q1. Après une alternance de régénérations et d'intervalles inter-régénérations, la quantité de carburant dans l'huile atteint un niveau QN lorsque le véhicule a parcouru un kilométrage nécessitant de procéder à la vidange de l'huile de lubrification.The figure 2 illustrates the principle of the dilution of fuel in the lubricating oil of the engine 1. Following a regeneration, the quantity of fuel diluted in the lubricating oil is at a certain level Q0. In the absence of regeneration during an IR inter-regeneration interval, fuel evaporates from the oil. The the amount of fuel in the oil then decreases. Regeneration then takes place and a late injection is carried out for a period of RG. The amount of fuel in the oil then increases to a level Q1. After alternating regenerations and inter-regeneration intervals, the quantity of fuel in the oil reaches a level QN when the vehicle has traveled a mileage requiring the oil to be changed.

Le logigramme de la figure 3 détaille un exemple de mise en œuvre du procédé de commande du moteur 1.The flowchart of the figure 3 details an example of implementation of the engine 1 control method.

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 moments in the operation of the engine 1 between two oil changes, the computer 9 performs a check of the concentration of fuel in the lubricating oil to determine whether the vehicle can continue to run smoothly until the next oil change. Such a check can be carried out at regular intervals, for example at regular mileage intervals, at regular operating time intervals, or after each regeneration.

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 step 100, the computer 9 determines that a verification must be carried out. The computer 9 determines the distance remaining to be traveled until the next time the engine lubricating oil is changed.

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 computer 9 also has a history of regeneration of the particle filter 8 that has occurred since the last drain. The computer 9 can thus determine the duration and the spacing between the regenerations of the particulate filter 8 already occurring. The computer 9 can then determine the concentration of fuel 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 beforehand.

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 computer 9 calculates in step 102 the concentration of fuel in the oil predictable at the next oil change, based on the current frequency of the regeneration injections of the filter. with particles. The computer 9 determines that a number N of regenerations of the particle filter 8 will be carried out on the basis of the current frequency.

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 : Q N = Q Intro 1 + q n × 1 − q N − 1 × n / 1 − q n + Q Ini × q N × n

Figure imgb0001
Avec :

  • Q(N) = quantité de carburant présente dans l'huile de lubrification dans N régénérations ;
  • QIni = quantité de carburant initialement présente dans l'huile de lubrification ;
  • QIntro = 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.
Firstly, the computer 9 calculates the quantity of fuel in the lubricating oil predictable at the next oil change. The calculation of this quantity of diluted fuel can be based on the following formula: Q NOT = Q Intro 1 + q not × 1 - q NOT - 1 × not / 1 - q not + Q ini × q NOT × not
Figure imgb0001
 With:
  • Q (N) = quantity of fuel present in the lubricating oil in N regenerations;
  • QIni = quantity of fuel initially present in the lubricating oil;
  • QIntro = average amount of fuel introduced into the lubricating oil during regeneration;
  • n = 3600 / T * Tps_Evap
    • Tps_Evap = average interval measured between regenerations;
    • T = historical sampling time;
  • q = 1+ alpha * T
    alpha = average fuel evaporation factor.

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 engine 1 during the inter-regeneration intervals, due to the temperature of the oil during this operation.

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 possible quantity of diluted fuel is carried out on the basis of such a formula for different compounds having different evaporation properties. The separate quantities of the different compounds introduced will also be taken into account. The quantity of fuel diluted in the lubricating oil will be the sum of the quantities calculated for the various 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 quantity of fuel envisaged calculated by the quantity of lubricating oil present in the crankcase 3. The quantity of oil present in the crankcase 3 can take take into account the quantity introduced during the previous oil change (informed for example by the technician carrying out the oil change), as well as the estimated oil consumption for the engine 1. An oil consumption calculation model can be taken into account for adjust the quantity of oil present, and can for example take into account the oil consumption measured during the previous oil change. A particularly precise calculation of the concentration of fuel in the oil can thus be obtained.

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.During step 104, the fuel concentration in the oil envisaged for the next oil change is compared with a maximum threshold. If the calculated concentration is less than this maximum threshold, the computer 9 determines that the operation of the engine 1 can continue normally in step 110, without risking mechanical breakage by deterioration of the lubrication properties due to the presence of diluted fuel .

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 above this maximum threshold, the computer 9 determines a risk for the operation of the engine 1 before having reached the next drain. The computer 9 then decrements during a step 106 the number of regenerations to be considered until the next drain. The fuel concentration calculation of step 102 is performed again with the value decremented by the number of regenerations. Thus, the number of regenerations to be considered is decremented until the foreseeable fuel concentration during the next oil change is lower than said maximum threshold. Advantageously, the decrementation of the number of regenerations to be carried out may be proportional to the difference between the foreseeable concentration and the maximum threshold, in order to allow faster convergence of the calculation of the number of regenerations to be carried out. The decrementation can be carried out based on a spacing of the kilometric interval between regenerations, or on the basis of a spacing of the time interval between regenerations. The temporal spacing between future regenerations can for example be calculated based on the average distance between regenerations and on the average speed of the vehicle between regenerations, this information being able to be stored in a history of the computer 9.

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.During 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 an operation of the engine 1 makes it possible to guarantee that the concentration of fuel in the lubricating oil will be less than said maximum threshold during the next draining.

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 linked to an excessive dilution rate, to protect the vehicle from a risk of fire due to overheating, or to identify a failure leading to an excessive concentration of fuel and compensated by non-compliance with pollution control standards. The invention makes it possible to guarantee such operating conditions, without however requiring the engine to operate in a degraded mode.

Claims (5)

  1. A method for controlling an internal combustion engine, provided with a device for depollution of exhaust gas, the depollution device being regenerated periodically by injection of fuel in the combustion chamber of the engine, the method including the steps of:
    - determining (100) the distance remaining to be covered up to the next change of lubricating oil of the engine;
    - on the basis of the current frequency of the regeneration fuel injections, calculating (102) the concentration of fuel in the oil which is foreseeable at the next oil change;
    - if the calculated concentrated exceeds a predetermined threshold (104), calculating a regeneration injection frequency (106) for which the concentration of fuel in the oil which is foreseeable at the next oil change is less than said predetermined threshold, carrying out regeneration injections (108) with said calculated frequency.
  2. The method according to Claim 1, in which the calculation of the concentration of fuel in the oil includes:
    - for several compounds of the fuel, the calculation of a foreseeable quantity of the compound in the fuel at the next oil change as a function of an evaporation model of this compound;
    - the aggregation of the foreseeable quantities calculated for the different compounds;
    - the calculation of the foreseeable concentration of fuel in the oil as a function of the foreseeable aggregate quantities.
  3. The method according to Claim 1 or Claim 2, in which the calculation of the foreseeable concentration of fuel in the oil includes the calculation of the foreseeable quantity of oil at the next oil change as a function of an oil consumption model.
  4. The method according to any one of the preceding claims, in which the calculation of the foreseeable concentration of fuel in the oil at the next oil change includes:
    - the calculation of the quantity of fuel liable to be diluted in the oil up to the next oil change;
    - the calculation of the quantity of fuel having already been diluted in the oil since the preceding oil change.
  5. An engine control computer, configured to control regeneration fuel injections of a depollution device adjoined to the engine, the computer being characterized in that it is able to:
    - determine the distance remaining to be covered up to the next change of lubricating oil of the engine;
    - on the basis of a current frequency of regeneration fuel injection, calculate the foreseeable concentration of fuel in the oil at the next oil change;
    - compare the foreseeable concentration of fuel at a predetermined threshold;
    - if the calculated concentration exceeds said threshold, calculate a regeneration injection frequency for which the foreseeable concentration of fuel in the oil at the next oil change is less than said predetermined threshold;
    - control regeneration injections with said calculated frequency.
EP11191355.4A 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 Active EP2472088B1 (en)

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FR2988438B1 (en) * 2012-03-20 2014-04-18 Peugeot Citroen Automobiles Sa METHOD FOR OPERATING A DIESEL ENGINE COMPRISING DEPOLLUTION 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
DE102012221507B3 (en) * 2012-10-15 2013-11-21 Continental Automotive Gmbh Method for determination of composition of fuel in engine oil in housing of e.g. Flex fuel engine of motor car, involves determining mass flow portions of mass flows of fuel components based on entry parameter and portions of fuel component
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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FR2866927B1 (en) 2004-02-27 2008-03-07 Peugeot Citroen Automobiles Sa SYSTEM FOR AIDING THE REGENERATION OF MEANS OF DEPOLLUTION
JP4370969B2 (en) * 2004-04-19 2009-11-25 マツダ株式会社 Engine exhaust purification system
DE102006034521B4 (en) * 2006-07-26 2015-10-29 Ford Global Technologies, Llc Method for controlling a motor oil dilution of an internal combustion engine
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DE102007034822A1 (en) * 2007-07-26 2009-01-29 Ford Global Technologies, LLC, Dearborn Method for controlling regeneration operation of pollutant catalyst or particle filter of exhaust gas system, involves selecting activation rules depending on detection of respective operating characteristic
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