EP2520785B1 - Method for estimating the dilution of fuel in the oil of an internal combustion engine - Google Patents
Method for estimating the dilution of fuel in the oil of an internal combustion engine Download PDFInfo
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- EP2520785B1 EP2520785B1 EP12305325.8A EP12305325A EP2520785B1 EP 2520785 B1 EP2520785 B1 EP 2520785B1 EP 12305325 A EP12305325 A EP 12305325A EP 2520785 B1 EP2520785 B1 EP 2520785B1
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- Prior art keywords
- fuel
- dilution
- engine
- regeneration
- time
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- 238000010790 dilution Methods 0.000 title claims description 62
- 239000012895 dilution Substances 0.000 title claims description 62
- 239000000446 fuel Substances 0.000 title claims description 61
- 238000000034 method Methods 0.000 title claims description 27
- 238000002485 combustion reaction Methods 0.000 title claims description 19
- 230000008929 regeneration Effects 0.000 claims description 49
- 238000011069 regeneration method Methods 0.000 claims description 49
- 238000001704 evaporation Methods 0.000 claims description 32
- 230000008020 evaporation Effects 0.000 claims description 30
- 239000007789 gas Substances 0.000 claims description 17
- 238000002347 injection Methods 0.000 claims description 9
- 239000007924 injection Substances 0.000 claims description 9
- 238000005259 measurement Methods 0.000 claims description 5
- 238000009834 vaporization Methods 0.000 claims description 4
- 230000008016 vaporization Effects 0.000 claims description 4
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims description 3
- 239000000567 combustion gas Substances 0.000 claims 1
- 239000003921 oil Substances 0.000 description 19
- 230000007423 decrease Effects 0.000 description 10
- 239000010705 motor oil Substances 0.000 description 9
- 239000004071 soot Substances 0.000 description 7
- 238000006243 chemical reaction Methods 0.000 description 5
- 239000003344 environmental pollutant Substances 0.000 description 5
- 150000002430 hydrocarbons Chemical class 0.000 description 5
- 231100000719 pollutant Toxicity 0.000 description 5
- 230000001960 triggered effect Effects 0.000 description 4
- UGFAIRIUMAVXCW-UHFFFAOYSA-N Carbon monoxide Chemical compound [O+]#[C-] UGFAIRIUMAVXCW-UHFFFAOYSA-N 0.000 description 3
- 238000004364 calculation method Methods 0.000 description 3
- 229930195733 hydrocarbon Natural products 0.000 description 3
- 230000000694 effects Effects 0.000 description 2
- 239000003546 flue gas Substances 0.000 description 2
- 230000007774 longterm Effects 0.000 description 2
- 238000012423 maintenance Methods 0.000 description 2
- 239000000203 mixture Substances 0.000 description 2
- 239000002245 particle Substances 0.000 description 2
- 230000004913 activation Effects 0.000 description 1
- 229910002091 carbon monoxide Inorganic materials 0.000 description 1
- 239000003054 catalyst Substances 0.000 description 1
- 150000001875 compounds Chemical class 0.000 description 1
- 239000002826 coolant Substances 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 239000002283 diesel fuel Substances 0.000 description 1
- 238000004817 gas chromatography Methods 0.000 description 1
- 230000010354 integration Effects 0.000 description 1
- 230000001050 lubricating effect Effects 0.000 description 1
- 238000012067 mathematical method Methods 0.000 description 1
- 238000010926 purge Methods 0.000 description 1
- 230000001172 regenerating effect Effects 0.000 description 1
Images
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
- F01M11/00—Component parts, details or accessories, not provided for in, or of interest apart from, groups F01M1/00 - F01M9/00
- F01M11/10—Indicating devices; Other safety devices
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
- F01M2250/00—Measuring
- F01M2250/60—Operating parameters
-
- 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
Definitions
- the invention relates to a method for estimating the dilution of the fuel in the oil of an internal combustion engine, more particularly to an engine equipped with a device for treating polluting emissions, which is regenerated periodically by post-combustion. fuel injection into the engine cylinders. It accurately determines the engine drain interval when a fuel dilution threshold in oil is reached.
- the regeneration is generally obtained through a supply of fuel in the device, for example by post-injection into the engine cylinders. Amounts of fuel are injected into each cylinder long enough after the combustion top dead center of the cylinder to not participate in combustion. These quantities of fuel are removed from the engine, during the exhaust time of the cylinder considered, to the gas treatment device to regenerate it, that is to purge accumulated pollutants.
- the dilution decreases under the effect of the evaporation of a portion of the diluted fuel since the end of the last regeneration that has taken place.
- the dilution therefore undergoes alternating phases of increase and decrease, and overall, in the long term, it eventually increases to a point where the lubricating properties of the oil are degraded and the reliability of the engine is threatened. It is therefore important to be able to estimate the evolution of the dilution of such engine, in order to replace its oil when a maximum dilution threshold is reached.
- the publication FR2860830 discloses a control method for regenerating a particulate filter when the dilution estimate is below a predetermined threshold.
- the variation over time of the dilution ratio is evaluated by a first function representative of the evaporation of the fuel when no regeneration is in progress, and by a second function when a regeneration is in progress, thanks to to maps that are functions of the rotational speed and the load of the engine.
- the publication FR2860830 discloses a control method for improving the estimation of the decrease in the dilution between two regeneration phases, by which the lower dilution rate is limited to a threshold which is a fraction of the estimated dilution rate at the end of a regeneration phase, for example a fraction of the average of the maximum values of the dilution ratio reached over a predefined number of previous regenerations.
- the publication FR2866957 discloses a method for estimating the fuel dilution ratio in the oil of an internal combustion engine equipped with a flue gas treatment device requiring regeneration phases by fuel injection, according to which it is estimated the dilution ratio as a function of the operating mode of the engine, in which, apart from the regeneration phases, the variation of the dilution ratio at each instant is calculated according to a value representative of the evaporation temperature of the fuel diluted in the engine oil and the time elapsed since the end of the last regeneration phase. But this estimate of the variation of the dilution ratio does not take into account a set of parameters including the dilution ratio at this instant, a predetermined rate constant, the enthalpy of evaporation of the fuel and the constant of the perfect gases.
- the invention aims to remedy the defects of known methods, by proposing a method for estimating the variation of the more precise dilution between two regeneration phases. To do this, it proposes to calculate the variation of fuel evaporation between two neighboring instants according to a kinetic law of order 1, taking into account the time elapsed since the end of the last regeneration.
- the figure 1 represents an internal combustion engine 1, for example a diesel engine, of which only one cylinder has been drawn in section.
- the engine 1 is supercharged by a turbocharger 2, and its exhaust gas is treated by an exhaust gas treatment device 3.
- the engine 1 is supplied with air by an air circuit comprising an air intake 4, a compressor 5 of the turbocharger 2, and an intake duct 6, one end of which opens into a combustion chamber 7 of the engine.
- the chamber 7 receives at least one injector 8, which injects fuel, for example diesel fuel, into the chamber 7 for combustion with air.
- the exhaust gases produced by the combustion in the chamber 7 are discharged to a turbine 9 of the turbocharger 2 via an exhaust manifold 10.
- the gases pass through the turbine 9, an exhaust duct 11, and the treatment device 3. They are finally discharged to the outside atmosphere by a muffler 12.
- the treatment device 3 comprises, for example, inside a same outer casing, a catalyst which continuously oxidizes certain pollutants (unburned hydrocarbons HC and carbon monoxide CO) present in the exhaust gases, and a filter particle trap which stores the soot emitted by the engine 1, and burns when a predetermined mass is reached.
- Two pressure sensors 13 and 14 are respectively located at the inlet and at the outlet of the treatment device 3. The pressure drop between the inlet and the outlet of the treatment device 3 allows the mass of stored soot to be evaluated indirectly. in the treatment device 3, more precisely in its particle filter.
- the operation of the engine 1 is controlled by a computer 15 connected to a number of sensors, comprising at least the pressure sensors 13 and 14, and a number of actuators, comprising at least the injector 8 .
- the computer 15 injects into the combustion chamber 7 a quantity of fuel corresponding to a set torque.
- This setpoint can be a function of the speed of rotation of the engine and depression of the accelerator pedal (not shown) of the vehicle (not shown) on which is mounted the engine 1.
- the fuel generally begins to be introduced before the top dead center of combustion of each engine cylinder 1, and it is fully burned.
- the treatment device 3 stores the soot emitted by the engine 1 but does not eliminate them.
- the computer 15 triggers a regeneration phase of the treatment device 3 in order to burn the stock of accumulated soot. For this purpose, in addition to the fuel injected into the chamber 7 according to the requested torque setpoint, the computer 15 triggers a fuel injection post-injection.
- the figure 2 illustrates the evolution of the fuel dilution in the engine oil 1 over time.
- the dilution of the fuel that is to say the percentage of fuel contained in the oil, is no.
- the motor is in a normal operating mode, that is to say outside regeneration of the particulate filter.
- a regeneration of the filter is triggered.
- the combustion of soot accumulated in the filter continues until time t 2 .
- the dilution of the oil increases from 0 to a value C 2 .
- the regeneration stops, and there is no further fuel injection into the engine.
- the dilution then decreases under the effect of evaporation of the fuel.
- the decrease continues until time t 3 when a new regeneration is necessary.
- the dilution reaches a value C 3 which is lower than the value C 2 but which does not recover the zero value of the instant t 0 .
- a new regeneration of the filter is triggered. Soot combustion continues until time t4. From time t 3 to time t4, the dilution of the oil increases from C 3 to a value C 4 greater than C2. At time t4, the regeneration stops again. The dilution decreases until time t 5 when the next regeneration is necessary. From time t 4 to time t 5 , the dilution decreases from the value C 4 to a value C 5 which remains greater than the value C 3 .
- the dilution therefore passes through a succession of alternating phases of increase and decrease, with an overall increase of the level in the long term.
- the duration of the periods during which the filter is not regenerated, successively between t 0 and t 1 , between t 2 and t 3 , and between t 4 and t 5 on the figure 2 may vary depending on the driving conditions (urban, motorway, etc.) of the vehicle on which the engine is mounted.
- the dilution values observed at the beginning of each regeneration, respectively C 3 and C 5 on the figure 2 depend on the duration of these periods, that is to say the time elapsed since the end of each regeneration.
- the figure 3 represents the flowchart of an embodiment of the method according to the invention.
- the method comprises an initialization step 100, during which the estimation of the dilution ratio C is initialized, either at a zero value if the engine oil 1 is new, or at a value that has been previously stored in the engine. calculator 15.
- the method comprises a test step 110, during which the calculator determines whether a regeneration of the treatment device 3 is in progress, for example by checking for the presence of a fuel post-injection.
- the test then directs to a step 120 if no regeneration is in progress, or to a step 130 in the opposite case.
- the computer also increments and stores in a counter the time t elapsed since the end of the last regeneration when the test determines that no regeneration is in progress.
- step 120 the variation of the dilution dC during the time interval, or no time, dt is calculated as the product of a Frégé regeneration function and the time step dt.
- This Frégé regeneration function can, for example, be mapped according to engine parameters such as the rotational speed and the fuel flow.
- the speed parameter k of such a reaction depends on the evaporation temperature T and the activation energy E a of the reaction, that is to say on the enthalpy of vaporization of the reaction.
- the representative value of the evaporation temperature of the fuel T is not the temperature of the core oil as measured or conventionally estimated on the engines, but rather the coolant temperature, so-called water temperature circulating in the engine 1.
- This temperature is indeed closer to the temperature of the evaporation surface of the fuel. It can be measured by a sensor (not shown on the figure 1 ).
- the evaporation enthalpy E a is a function of the time t since the end of the last regeneration, since it depends on the composition of the fuel, more precisely on the proportion of heavy hydrocarbons contained in the fuel. This proportion increases over time, with the lighter hydrocarbons evaporating first.
- the evaporation enthalpy E varies over a several hour time interval, but its variation is insensitive over a period, for example several minutes, far exceeding the time step dt of calculation, it may be in the order of 100 milliseconds.
- the variation dC of the dilution at time t is calculated using equation 6, in which the ratio E at R of the evaporation enthalpy divided by the perfect gas constant is calculated by interpolation at from a table giving different values of this report E at R for different values of the time t elapsed since the end of the last regeneration.
- the speed constant k 0 and the table of the values of the ratios are determined experimentally.
- - E at R the evaporation enthalpy E divided by the gas constant R by a series of tests at different evaporating temperatures T and for different times t, in which is measured by gas chromatography the residual dilution C ( t) , starting from an initial dilution C 0 which is measured beforehand.
- the tests are carried out for water temperatures of 60 ° C., 80 ° C. and 100 ° C., and for periods of 4 hours, 6 hours, 8 hours and 15 hours. Beyond 15 hours, it is not necessary to make additional measurements, because the fuel contains almost only volatile hydrocarbon compounds, so that the evaporation enthalpy E has changed little.
- Equation 9 indicates that it is a straight line whose speed constant ln (k 0 ) is computed as the ordinate at the origin, and the ratio - E at R e evaporation enthalpy divided by the perfect gas constant R as the slope of this line.
- the method comprises a step 140 during which the new dilution ratio C (t + dt) is calculated by adding to the dilution ratio C (t) the estimate of the variation of the dC rate during the time step dt carried out at step 120 or 130.
- the method comprises a step 150 in which the new dilution ratio C is compared with a predetermined threshold S. If it is higher, the method can trigger an alert on the vehicle dashboard during a step 160 of the method, to warn the driver of the vehicle that it is necessary to drain the engine oil. In the opposite case, the flow of a time step dt is expected at step 170, before proceeding to a new calculation step by resuming at step 110.
- the invention proposes a method for estimating the fuel dilution ratio in the oil of an internal combustion engine equipped with a flue gas treatment device requiring regeneration phases by post-injection of fuel.
- the dilution ratio C is estimated as a function of the operating mode of the engine.
- the variation of the dilution ratio dC is calculated from a set of parameters comprising at least one value representative of the evaporation temperature T of the fuel diluted in the engine oil, and of the time t elapsed since the end of the last regeneration phase.
- This invention has many advantages. By precisely estimating the evaporation of the fuel, it is also precisely estimated the dilution C of the fuel in the engine oil and it is possible to change the engine oil at the right moment, that is to say, not too late, neither too early. This avoids endangering the reliability of the engine or unnecessarily increasing the costs of engine maintenance.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Processes For Solid Components From Exhaust (AREA)
Description
L'invention concerne un procédé d'estimation de la dilution du carburant dans l'huile d'un moteur à combustion interne, plus particulièrement d'un moteur équipé d'un dispositif de traitement des émissions polluantes, qui est régénéré périodiquement par post-injection de carburant dans les cylindres du moteur. Elle permet de déterminer avec précision l'intervalle de vidange du moteur lorsqu'un seuil de dilution du carburant dans l'huile est atteint.The invention relates to a method for estimating the dilution of the fuel in the oil of an internal combustion engine, more particularly to an engine equipped with a device for treating polluting emissions, which is regenerated periodically by post-combustion. fuel injection into the engine cylinders. It accurately determines the engine drain interval when a fuel dilution threshold in oil is reached.
De nombreux moteurs modernes sont équipés de dispositifs de traitement des gaz d'échappement, qui fonctionnent de manière séquentielle. La plupart des moteurs diesel, par exemple, sont équipés d'un filtre à particules. En fonctionnement normal, ces dispositifs piègent les polluants mais ne les traitent pas. Périodiquement, lorsqu'un paramètre représentatif de la quantité de polluants accumulés, par exemple la chute de pression dans le dispositif, atteint une valeur prédéfinie, une phase dite de régénération est déclenchée par un calculateur du moteur, au cours de laquelle les réglages du moteur sont modifiés pour traiter et éliminer les polluants.Many modern engines are equipped with exhaust gas treatment devices, which operate sequentially. Most diesel engines, for example, are equipped with a particulate filter. In normal operation, these devices trap pollutants but do not treat them. Periodically, when a parameter representative of the quantity of pollutants accumulated, for example the pressure drop in the device, reaches a predefined value, a so-called regeneration phase is triggered by an engine computer, during which the engine settings are modified to treat and eliminate pollutants.
De manière connue, la régénération est généralement obtenue grâce à un apport de carburant dans le dispositif, par exemple par post-injection dans les cylindres du moteur. Des quantités de carburant sont injectées dans chaque cylindre assez longtemps après le point mort haut de combustion du cylindre pour qu'elles ne participent pas à la combustion. Ces quantités de carburant sont évacuées du moteur, lors du temps d'échappement du cylindre considéré, vers le dispositif de traitement des gaz pour le régénérer, c'est-à-dire pour le purger des polluants accumulés.In known manner, the regeneration is generally obtained through a supply of fuel in the device, for example by post-injection into the engine cylinders. Amounts of fuel are injected into each cylinder long enough after the combustion top dead center of the cylinder to not participate in combustion. These quantities of fuel are removed from the engine, during the exhaust time of the cylinder considered, to the gas treatment device to regenerate it, that is to purge accumulated pollutants.
Toutefois, une fraction du carburant injecté lors des phases de régénération pénètre dans l'huile, notamment à travers les interstices entre le carter-cylindres et les pistons, et elle se dilue dans l'huile. La dilution, c'est-à-dire le taux de carburant contenu dans l'huile, augmente ainsi à chaque fois qu'une phase de régénération est déclenchée.However, a fraction of the fuel injected during the regeneration phases enters the oil, especially through the interstices between the crankcase and the pistons, and it is diluted in the oil. The dilution, that is to say the rate of fuel contained in the oil, thus increases each time a regeneration phase is triggered.
Entre deux phases de régénérations consécutives, la dilution baisse sous l'effet de l'évaporation d'une partie du carburant dilué depuis la fin de la dernière régénération qui a eu lieu. La dilution subit donc des phases alternées d'augmentation et de diminution, et globalement, à long terme, elle finit par augmenter à un point tel que les propriétés lubrifiantes de l'huile sont dégradées et que la fiabilité du moteur est menacée. Il est donc important de pouvoir estimer l'évolution de la dilution d'un tel moteur, afin de remplacer son huile lorsqu'un seuil maximal de dilution est atteint.Between two consecutive regeneration phases, the dilution decreases under the effect of the evaporation of a portion of the diluted fuel since the end of the last regeneration that has taken place. The dilution therefore undergoes alternating phases of increase and decrease, and overall, in the long term, it eventually increases to a point where the lubricating properties of the oil are degraded and the reliability of the engine is threatened. It is therefore important to be able to estimate the evolution of the dilution of such engine, in order to replace its oil when a maximum dilution threshold is reached.
On connaît plusieurs méthodes qui visent à estimer la dilution du carburant dans l'huile, pendant et entre les phases de régénération.Several methods are known for estimating the dilution of the fuel in the oil, during and between the regeneration phases.
La publication
La publication
Ces méthodes permettent d'estimer correctement l'augmentation de la dilution du carburant dans l'huile pendant les phases de régénération, mais elles manquent de précision en ce qui concerne la baisse de la dilution entre deux phases de régénération, car elles ne tiennent pas compte du temps écoulé depuis la fin de la dernière phase de régénération. Or, la vitesse d'évaporation du carburant évolue dans le temps, à cause du changement progressif de composition du carburant dilué dans l'huile. Les composés hydrocarbures légers du carburant s'évaporent en premier. Progressivement, le pourcentage de composés lourds et peu volatils contenus dans le carburant augmente, et la vitesse d'évaporation diminue. Les modèles existants faussent donc l'estimation de l'évaporation entre deux régénérations. Ils peuvent conduire à sous-estimer la dilution, ce qui entraîne un risque de fiabilité pour le moteur, ou à la surestimer, ce qui conduit à vidanger le moteur plus tôt que nécessaire et donc à augmenter inutilement son coût d'entretien.These methods make it possible to estimate correctly the increase of the dilution of the fuel in the oil during the regeneration phases, but they lack precision with regard to the decrease of the dilution between two phases of regeneration, because they do not take count of the elapsed time since the end of the last regeneration phase. However, the evaporation rate of the fuel changes over time, because of the gradual change in the composition of the fuel diluted in the oil. The light hydrocarbon compounds in the fuel evaporate first. Gradually, the percentage of heavy and low volatile compounds in the fuel increases, and the rate of evaporation decreases. Existing models therefore distort the estimation of evaporation between two regenerations. They can lead to underestimating the dilution, which leads to a risk of reliability for the engine, or to overestimate it, which leads to drain the engine earlier than necessary and therefore unnecessarily increase its maintenance cost.
La publication
L'invention vise à remédier aux défauts des procédés connus, en proposant un procédé d'estimation de la variation de la dilution plus précis entre deux phases de régénérations. Elle propose pour cela de calculer la variation de l'évaporation du carburant entre deux instants voisins selon une loi cinétique d'ordre 1, en tenant compte du temps écoulé depuis la fin de la dernière régénération.The invention aims to remedy the defects of known methods, by proposing a method for estimating the variation of the more precise dilution between two regeneration phases. To do this, it proposes to calculate the variation of fuel evaporation between two neighboring instants according to a kinetic law of
D'autres caractéristiques et avantages de la présente invention apparaîtront clairement à la lecture d'un mode de réalisation non limitatif de celle-ci, en se reportant aux dessins annexés sur lesquels :
- la
figure 1 représente schématiquement un moteur à combustion interne équipé d'un dispositif de traitement des gaz d'échappement, apte à la mise en oeuvre du procédé selon l'invention, - la
figure 2 représente l'évolution temporelle de la dilution du carburant dans l'huile d'un tel moteur, et - la
figure 3 représente le logigramme du procédé d'estimation de la dilution du carburant dans l'huile selon l'invention.
- the
figure 1 schematically represents an internal combustion engine equipped with an exhaust gas treatment device, suitable for carrying out the method according to the invention, - the
figure 2 represents the time evolution of the dilution of the fuel in the oil of such an engine, and - the
figure 3 represents the flow chart of the method for estimating the dilution of the fuel in the oil according to the invention.
La
Le moteur 1 est alimenté en air par un circuit d'air comprenant une prise d'air 4, un compresseur 5 du turbocompresseur 2, et un conduit d'admission 6 dont une extrémité débouche dans une chambre de combustion 7 du moteur. La chambre 7 reçoit au moins un injecteur 8, qui injecte du carburant, par exemple du gazole, dans la chambre 7 pour sa combustion avec l'air.The
Les gaz d'échappement produits par la combustion dans la chambre 7 sont évacués vers une turbine 9 du turbocompresseur 2 par l'intermédiaire d'un collecteur d'échappement 10. Les gaz traversent la turbine 9, un conduit d'échappement 11, et le dispositif de traitement 3. Ils sont finalement évacués vers l'atmosphère extérieure par un pot d'échappement 12.The exhaust gases produced by the combustion in the
Le dispositif de traitement 3 comprend par exemple, à l'intérieur d'une même enveloppe extérieure, un catalyseur qui oxyde de manière continue certains polluants (hydrocarbures imbrûlés HC et monoxyde de carbone CO) présents dans les gaz d'échappement, et un filtre à particules qui permet de stocker les suies émises par le moteur 1, et de les brûler quand une masse prédéterminée est atteinte. Deux capteurs de pression 13 et 14 sont implantés respectivement à l'entrée et à la sortie du dispositif de traitement 3. La chute de pression entre l'entrée et la sortie du dispositif de traitement 3 permet d'évaluer indirectement la masse de suies stockées dans le dispositif de traitement 3, plus précisément dans son filtre à particules.The
De manière connue, le fonctionnement du moteur 1 est piloté par un calculateur 15 relié à un certain nombre de capteurs, comprenant au moins les capteurs de pression 13 et 14, et à un certain nombre d'actionneurs, comprenant au moins l'injecteur 8.In known manner, the operation of the
En fonctionnement normal, c'est-à-dire en dehors des phases de régénération du filtre à particules, le calculateur 15 injecte dans la chambre de combustion 7 une quantité de carburant correspondant à une consigne de couple. Cette consigne peut être une fonction du régime de rotation du moteur et de l'enfoncement de la pédale d'accélérateur (non-représentée) du véhicule (non-représenté) sur lequel est monté le moteur 1. Le carburant commence généralement à être introduit avant le point mort haut de combustion de chaque cylindre du moteur 1, et il est entièrement brûlé. Dans ce mode de fonctionnement, le dispositif de traitement 3 stocke les suies émises par le moteur 1 mais ne les élimine pas.In normal operation, that is to say outside the regeneration phases of the particulate filter, the
Lorsque la différence de pression mesurée par les capteurs 13 et 14 atteint un seuil prédéterminé, le calculateur 15 déclenche une phase de régénération du dispositif de traitement 3 afin de brûler le stock de suies accumulées. A cet effet, en complément du carburant injecté dans la chambre 7 suivant la consigne de couple demandée, le calculateur 15 déclenche une post-injection de carburant.When the pressure difference measured by the
Plus précisément, il injecte dans la chambre 7, assez longtemps après le point mort haut de chaque cylindre, une quantité de carburant qui ne participe pas à la combustion, c'est-à-dire qu'elle n'est pas brûlée pour produire un couple moteur. Cette quantité de carburant est évacuée presque en totalité dans le collecteur d'échappement 10, vers le dispositif de traitement 3 où elle brûle les suies qui y sont stockées.Specifically, it injects into the
Toutefois une petite partie du carburant injecté tardivement dans le cylindre pénètre et se dilue dans l'huile du moteur, notamment dans le film d'huile qui lubrifie les parois des cylindres du moteur 1, et à travers les interstices entre les pistons et les cylindres du moteur 1.However, a small part of the fuel injected late into the cylinder penetrates and is diluted in the engine oil, especially in the oil film which lubricates the walls of the cylinders of the
La
Entre les instants t0 et t1 , le moteur est dans un mode de fonctionnement normal, c'est-à-dire hors régénération du filtre à particules. A l'instant t1 , une régénération du filtre est déclenchée. La combustion des suies accumulées dans le filtre se poursuit jusqu'à l'instant t2. De l'instant t1 à l'instant t2 , la dilution de l'huile augmente de 0 jusqu'à une valeur C2. A l'instant t2 , la régénération s'arrête, et il n'y a plus de post-injection de carburant dans le moteur. La dilution diminue alors sous l'effet de l'évaporation du carburant. La baisse se poursuit jusqu'à l'instant t3 où une nouvelle régénération est nécessaire. La dilution atteint une valeur C3 qui est plus faible que la valeur C2 mais qui ne retrouve pas la valeur nulle de l'instant t0. Between times t 0 and t 1 , the motor is in a normal operating mode, that is to say outside regeneration of the particulate filter. At time t 1 , a regeneration of the filter is triggered. The combustion of soot accumulated in the filter continues until time t 2 . From time t 1 to time t 2 , the dilution of the oil increases from 0 to a value C 2 . At time t 2 , the regeneration stops, and there is no further fuel injection into the engine. The dilution then decreases under the effect of evaporation of the fuel. The decrease continues until time t 3 when a new regeneration is necessary. The dilution reaches a value C 3 which is lower than the value C 2 but which does not recover the zero value of the instant t 0 .
A l'instant t3, une nouvelle régénération du filtre est déclenchée. La combustion des suies se poursuit jusqu'à l'instant t4. De l'instant t3 à l'instant t4, la dilution de l'huile augmente de C3 jusqu'à une valeur C4 supérieure à C2. A l'instant t4, la régénération s'arrête à nouveau. La dilution baisse jusqu'à l'instant t5 où la régénération suivante est nécessaire. De l'instant t4 à l'instant t5 , la dilution baisse de la valeur C4 à une valeur C5 qui reste supérieure à la valeur C3 .At time t 3 , a new regeneration of the filter is triggered. Soot combustion continues until time t4. From time t 3 to time t4, the dilution of the oil increases from C 3 to a value C 4 greater than C2. At time t4, the regeneration stops again. The dilution decreases until time t 5 when the next regeneration is necessary. From time t 4 to time t 5 , the dilution decreases from the value C 4 to a value C 5 which remains greater than the value C 3 .
La dilution passe donc par une succession de phases alternées d'augmentation et de diminution, avec une augmentation globale du niveau à long terme. La durée des périodes pendant lesquelles le filtre n'est pas régénéré, successivement comprise entre t0 et t1 , entre t2 et t3 , et entre t4 et t5 sur la
La
Le procédé comprend une étape de test 110, au cours de laquelle le calculateur détermine si une régénération du dispositif de traitement 3 est en cours, par exemple en vérifiant la présence d'une post-injection de carburant. Le test oriente alors vers une étape 120 si aucune régénération n'est en cours, ou vers une étape 130 dans le cas contraire. A cette étape 110, le calculateur incrémente et mémorise également dans un compteur le temps t écoulé depuis la fin de la dernière régénération lorsque le test détermine qu'aucune régénération n'est en cours.The method comprises a
Au cours de l'étape 120, la variation de la dilution dC pendant l'intervalle de temps, ou pas de temps, dt est calculée comme le produit d'une fonction de régénération Frégé et du pas de temps dt. Cette fonction de régénération Frégé peut, par exemple, être cartographiée en fonction de paramètres de moteur tels que le régime de rotation et le débit de carburant.In step 120, the variation of the dilution dC during the time interval, or no time, dt is calculated as the product of a Frégé regeneration function and the time step dt. This Frégé regeneration function can, for example, be mapped according to engine parameters such as the rotational speed and the fuel flow.
Au cours de l'étape 130, la variation de la dilution dC pendant le pas de temps dt est calculée comme le produit de l'opposé d'une fonction d'évaporation Fevap et du pas de temps dt, par l'équation 1 suivante :
Pour effectuer le calcul précédent, la fonction d'évaporation Fevap est déterminée par l'équation 2 suivante :
- C(t) désigne la dilution au temps t,
- k0 désigne une constante de vitesse prédéterminée,
- Ea désigne l'enthalpie d'évaporation du carburant,
- R désigne la constante des gaz parfaits, et
- T désigne une valeur représentative de la température d'évaporation du carburant.
- C (t) denotes the dilution at time t,
- k 0 denotes a predetermined speed constant,
- E a denotes the enthalpy of evaporation of the fuel,
- R denotes the constant of perfect gases, and
- T denotes a value representative of the evaporation temperature of the fuel.
Cette dernière équation est basée sur le modèle physique suivant : on modélise l'évaporation du carburant par une loi cinétique d'ordre 1, selon l'équation 3 suivante :
- k désigne un paramètre de vitesse de la réaction d'évaporation, et
-
- k denotes a speed parameter of the evaporation reaction, and
-
Cette équation indique que la vitesse d'évaporation du carburant
De manière connue, le paramètre de vitesse k d'une telle réaction dépend de la température d'évaporation T et de l'énergie d'activation Ea de la réaction, c'est-à-dire de l'enthalpie de vaporisation du carburant, selon l'équation 4 :
A partir de l'équation 3, on obtient l'équation 5 suivante pour un petit pas de temps dt :
En combinant l'équation 5 avec l'équation 4, on obtient l'équation 6 suivante :
Avantageusement, on prend pour valeur représentative de la température d'évaporation du carburant T, non pas la température de l'huile à coeur telle qu'elle est mesurée ou estimée classiquement sur les moteurs, mais plutôt la température du liquide de refroidissement, dite température d'eau, circulant dans le moteur 1. Cette température est en effet plus proche de la température de la surface d'évaporation du carburant. Elle peut être mesurée par un capteur (non-représenté sur la
L'enthalpie d'évaporation Ea est une fonction du temps t écoulé depuis la fin de la dernière régénération, car elle dépend de la composition du carburant, plus précisément de la proportion d'hydrocarbures lourds contenus dans le carburant. Cette proportion augmente dans le temps, les hydrocarbures les plus légers s'évaporant en premier. Par exemple, l'enthalpie d'évaporation Ea varie sur un intervalle de temps de plusieurs heures, mais sa variation est insensible sur une durée, par exemple quelques minutes, dépassant largement le pas de temps dt de calcul, ce dernier pouvant être de l'ordre de 100 millisecondes.The evaporation enthalpy E a is a function of the time t since the end of the last regeneration, since it depends on the composition of the fuel, more precisely on the proportion of heavy hydrocarbons contained in the fuel. This proportion increases over time, with the lighter hydrocarbons evaporating first. For example, the evaporation enthalpy E varies over a several hour time interval, but its variation is insensitive over a period, for example several minutes, far exceeding the time step dt of calculation, it may be in the order of 100 milliseconds.
Selon l'invention, on procède au calcul de la variation dC de la dilution à l'instant t en utilisant l'équation 6, dans laquelle le rapport
Avantageusement, on détermine expérimentalement la constante de vitesse k0 et la table des valeurs des rapports
A partir des différentes mesures obtenues C(t) à différentes températures T et pour différents temps t, la constante de vitesse k0 et les valeurs des rapports
On réécrit l'équation 6 sous la forme de l'équation 7 suivante :
Par intégration entre le début de l'essai et le temps t de la mesure, on obtient l'équation 8 :
On représente sur un graphique à deux dimensions la fonction qui lie en ordonnée
Le procédé comprend une étape 140 au cours de laquelle le nouveau taux de dilution C(t+dt) est calculé en ajoutant au taux de dilution C(t) l'estimation de la variation du taux dC pendant le pas de temps dt réalisée à l'étape 120 ou 130.The method comprises a
Le procédé comprend une étape 150 au cours de laquelle le nouveau taux de dilution C est comparé à un seuil S prédéterminé. Si il est supérieur, le procédé peut déclencher une alerte au tableau de bord du véhicule au cours d'une étape 160 du procédé, afin de prévenir le conducteur du véhicule qu'il est nécessaire de vidanger l'huile du moteur. Dans le cas contraire, on attend l'écoulement d'un pas de temps dt à l'étape 170, avant de procéder à un nouveau pas de calcul en reprenant à l'étape 110.The method comprises a
En résumé, l'invention propose un procédé d'estimation du taux de dilution de carburant dans l'huile d'un moteur à combustion interne équipé d'un dispositif de traitement des gaz de combustion nécessitant des phases de régénération par post-injection de carburant. Selon ce procédé, on estime le taux de dilution C en fonction du mode de fonctionnement du moteur. En dehors des phases de régénération, la variation du taux de dilution dC est calculée à partir d'un ensemble de paramètres comprenant au moins une valeur représentative de la température d'évaporation T du carburant dilué dans l'huile du moteur, et du temps t écoulé depuis la fin de la dernière phase de régénération.In summary, the invention proposes a method for estimating the fuel dilution ratio in the oil of an internal combustion engine equipped with a flue gas treatment device requiring regeneration phases by post-injection of fuel. According to this method, the dilution ratio C is estimated as a function of the operating mode of the engine. Outside the regeneration phases, the variation of the dilution ratio dC is calculated from a set of parameters comprising at least one value representative of the evaporation temperature T of the fuel diluted in the engine oil, and of the time t elapsed since the end of the last regeneration phase.
Cette invention présente de nombreux avantages. En estimant précisément l'évaporation du carburant, on estime aussi précisément la dilution C du carburant dans l'huile du moteur et on peut procéder au changement d'huile du moteur au moment opportun, c'est-à-dire ni trop tardif, ni trop précoce. On évite ainsi de mettre en danger la fiabilité du moteur ou d'augmenter inutilement les coûts d'entretien du moteur.This invention has many advantages. By precisely estimating the evaporation of the fuel, it is also precisely estimated the dilution C of the fuel in the engine oil and it is possible to change the engine oil at the right moment, that is to say, not too late, neither too early. This avoids endangering the reliability of the engine or unnecessarily increasing the costs of engine maintenance.
Claims (6)
- Method for estimating the dilution ratio of fuel in the oil of an internal combustion engine (1) equipped with a device (3) for treating the combustion gases requiring phases of regeneration by post-injection of fuel, according to which the dilution ratio (C) is estimated as a function of the operating mode of the engine, in which, outside of the regeneration phases, the variation of the dilution ratio (dC) at each instant is calculated from a set of parameters comprising at least:- a value representative of the evaporation temperature (T) of the fuel diluted in the oil of the engine, and- the time (t) elapsed since the end of the last regeneration phase,CHARACTERIZED IN THAT
outside of the regeneration phases, this set of parameters for calculating the variation (dC) further comprises at least:- the dilution ratio (C(t)) at the time (t),- a predetermined rate constant (k0 ),- the enthalpy of vaporization of the fuel (Ea ), and- the ideal gas constant (R). - Method according to Claim 1 or 2, characterized in that the representative value of the evaporation temperature of the fuel (T) is the water temperature of the engine (1).
- Method according to one of the preceding claims, characterized in that the value of the ratio
- Method according to one of the preceding claims, characterized in that the rate constant k0 is calculated experimentally from dilution measurements for a plurality of temperatures (T) and a plurality of times (t) .
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FR1153898A FR2974853B1 (en) | 2011-05-06 | 2011-05-06 | METHOD OF ESTIMATING DILUTION OF FUEL IN THE OIL OF AN INTERNAL COMBUSTION ENGINE |
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EP2520785A2 EP2520785A2 (en) | 2012-11-07 |
EP2520785A3 EP2520785A3 (en) | 2017-02-15 |
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FR3009338A1 (en) * | 2013-07-31 | 2015-02-06 | Peugeot Citroen Automobiles Sa | METHOD FOR MANAGING A MOTOR VEHICLE COMPRISING THE ESTIMATION OF A MASS OF WATER INTRODUCED INTO THE OIL PAN |
FR3040738B1 (en) * | 2015-09-07 | 2019-06-21 | Psa Automobiles Sa. | METHOD FOR CONTROLLING A DILUTION OF A FUEL IN A LUBRICATING OIL OF A THERMAL MOTOR OF A MOTOR VEHICLE |
FR3077096B1 (en) | 2018-01-25 | 2019-12-13 | Renault S.A.S | METHOD FOR ESTIMATING THE DILUTION OF FUEL IN THE OIL OF AN INTERNAL COMBUSTION ENGINE |
FR3091312B1 (en) | 2018-12-27 | 2020-12-04 | Renault Sas | Method for estimating the overall dilution of the oil of an internal combustion engine |
CN111396171B (en) * | 2020-03-30 | 2021-03-02 | 无锡伟博汽车科技有限公司 | Calculation method for engine oil dilution |
US11454144B1 (en) * | 2021-03-24 | 2022-09-27 | Caterpillar Inc. | Lubricant dilution detection system |
CN114707766A (en) * | 2022-05-19 | 2022-07-05 | 江铃汽车股份有限公司 | Engine oil change period prediction method based on regeneration frequency |
CN115370446B (en) * | 2022-08-24 | 2023-09-01 | 东风商用车有限公司 | Method, device, equipment and storage medium for judging vehicle engine oil replacement period |
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US6966304B2 (en) * | 2002-10-17 | 2005-11-22 | Nissan Motor Co., Ltd. | Estimation of oil-diluting fuel quantity of engine |
JP4192677B2 (en) * | 2003-05-26 | 2008-12-10 | 日産自動車株式会社 | Control device for internal combustion engine |
FR2860830B1 (en) | 2003-10-13 | 2006-01-13 | Renault Sa | CONTROL METHOD FOR REGENERATING A PARTICLE FILTER |
FR2866957B1 (en) * | 2004-02-27 | 2006-11-24 | Peugeot Citroen Automobiles Sa | SYSTEM FOR DETERMINING THE LUBRICATION OIL DILUTION RATE OF A THERMAL MOTOR OF A MOTOR VEHICLE |
EP1614870B1 (en) * | 2004-07-06 | 2011-12-14 | Volvo Car Corporation | A method and a counter for predicting a fuel dilution level of an oil in an internal combustion engine |
FR2890411B1 (en) * | 2005-09-05 | 2010-10-29 | Peugeot Citroen Automobiles Sa | SYSTEM FOR DETERMINING THE DILUTION RATE OF THE LUBRICATING OIL OF A MOTOR VEHICLE HEAT ENGINE BY FUEL FUEL THEREOF |
JP2007162569A (en) * | 2005-12-14 | 2007-06-28 | Nissan Motor Co Ltd | Diluted oil regeneration device and diluted oil regeneration method |
JP2008297969A (en) * | 2007-05-31 | 2008-12-11 | Denso Corp | Exhaust emission control device for internal combustion engine |
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FR2974853B1 (en) | 2015-05-01 |
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