• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The present invention presents a method of controlling a heat engine (1), this heat engine comprising an intake circuit (2) and an exhaust circuit (3), this process comprising the steps of: determining a temperature of the gases Exhaust circulating in the exhaust circuit (3) of the engine (step 60), Compare the determined temperature with a maximum threshold (step 61) If the determined temperature is below the maximum threshold, control the engine by decreasing the wealth of operation of a predetermined value and by conjointly incrementing by a predetermined value a rate of recirculated exhaust gas between the exhaust circuit (3) and the intake circuit (2) of the heat engine (1) (step 64).
    公开号:FR3044046A1
    申请号:FR1561344
    申请日:2015-11-25
    公开日:2017-05-26
    发明作者:Florent David；Frederic Cousin；Damien Fournigault
    申请人:Valeo Systemes de Controle Moteur SAS；
    IPC主号:
    专利说明:

    Method of controlling a heat engine
    The present invention relates to a control method for a heat engine, especially for a motor vehicle.
    The principle is known to recirculate at intake a portion of the exhaust gas of a heat engine, equipping for example a motor vehicle. Exhaust gas recirculation is commonly referred to as "Exhaust Gas Recirculation" (EGR). Mixing exhaust gases with the fresh air admitted changes the course of combustion of the fuel mixture. Thus, the presence of the exhaust gases, which are chemically inert, and which have a high heat capacity, reduces the temperature of the exhaust gas. On a spark ignition engine, the self-ignition tendency of the mixture is also reduced, which decreases the rattling tendency. In addition, the recirculation of the exhaust gases makes it possible to reduce the losses by pumping. Thus, the use of exhaust gas recirculation makes it possible to reduce the specific fuel consumption, which makes it a very interesting technology. It is also known that in order to guarantee a good conversion by the catalyst of the pollutants present in the exhaust gases, the operating richness must be close to 1, that is to say that the composition of the air mixture and fuel is close to stoichiometry. In order to minimize pollutant emissions, most of the operating conditions of the engine are thus ensured at richness 1, also called stoichiometric richness. An exception to this mode of operation is when the exhaust temperature is too high for a richness 1 operation to be acceptable. These conditions are in particular encountered when the power delivered by the engine is close to the maximum power accessible by the engine. Under such conditions, the mixture is voluntarily enriched, that is to say it has an excess of fuel relative to the stoichiometric composition. This enrichment has the effect of reducing the exhaust temperatures and making them acceptable.
    The counterpart is an increase in fuel consumption as well as pollutant emissions. Enrichment must therefore be minimized. The value of the enrichment is thus defined for various operating conditions, defined in particular by the rotational speed of the engine and the torque delivered.
    Due to the manufacturing dispersions existing between the motors themselves as well as between the various sensors and actuators equipping the motor, the real operating wealth can be slightly offset from the setpoint. Thus, the engine developer is brought to define the richness of operation for the most critical engines throughout the engine distribution. Thus, even the most demanding engines respect the maximum acceptable temperature. If the same operating wealth is applied to all engines, some will have an exhaust temperature lower than the acceptable limit. The operating wealth could be reduced to avoid overheating the exhaust. The purpose of the method according to the invention is to allow to individually adapt, for each vehicle built, the operating wealth by acting jointly on the recirculated exhaust gas rate. For this purpose, the invention proposes a method of controlling a heat engine, said heat engine comprising an intake circuit and an exhaust circuit, said method comprising the steps of: determining a temperature of the exhaust gas flowing in the engine exhaust system,
    Compare the determined temperature with a maximum threshold,
    If the determined temperature is below the maximum threshold, check the engine by decrementing the operating efficiency by a predetermined value and by jointly incrementing by a predetermined value a ratio of recirculated exhaust gases between the exhaust system and the circuit intake of the engine.
    The decrementation of the richness makes it possible to increase the efficiency of the engine. The incrementation of the recirculated exhaust gas rate makes it possible to reduce the exhaust temperature. By jointly achieving the incrementation of the recirculated exhaust rate and the decrementation of the operating wealth, the chances of being able to operate at stoichiometric magnitudes without exceeding the acceptable limit temperature are maximized.
    According to a preferred embodiment, the temperature of the exhaust gas is determined from information delivered by a sensor mounted on an exhaust circuit of the engine. The information delivered by the sensor allows to know exactly the actual operating temperature whatever the conditions, and this for each engine produced. The operating temperature dispersions due to all the manufacturing dispersions of the engines and components can thus be taken into account.
    According to another embodiment, the temperature of the exhaust gas is determined at least from a rotation speed and a torque setpoint of the heat engine.
    In order to limit the cost, the method can also be implemented without using a temperature sensor. The temperature is then estimated from several models, using in particular the engine rotation speed, the torque setpoint and other parameters to refine the modeling of the temperature.
    According to one embodiment, the maximum temperature threshold is a constant value.
    When the maximum temperature threshold is conditioned by a mechanical component, the maximum temperature threshold can be likened to a constant.
    As a variant, the maximum temperature threshold depends on a setpoint operating efficiency of the engine.
    For certain components, the maximum temperature depends on the chemical composition of the gases, and thus depends on the richness of operation. This is the case, for example, for a catalyst for converting polluting emissions.
    Preferably, the operating wealth is decremented by reducing the amount of fuel injected.
    The operating wealth is directly related to the amount of fuel injected into the engine.
    Advantageously, the method comprises the step of verifying that the operating richness is greater than 1.
    In the case where after decrementation of the wealth, the operation of the engine proceeds with stoichiometric richness, it is not necessary to continue the decrementation of the wealth and the iteration of the process ceases.
    Preferably, the operating richness is determined from information delivered by a probe for measuring oxygen contained in the exhaust gas.
    A specific sensor, called lambda probe or oxygen sensor, is arranged in the exhaust.
    According to one embodiment, the information of the probe for measuring oxygen contained in the exhaust gas is a binary information.
    This type of probe is called a binary probe or an "on / off" probe. The probe is inexpensive and the associated signal processing is simple.
    According to a preferred embodiment, the information of the probe for measuring the oxygen contained in the exhaust gas is information proportional to the oxygen concentration. This type of probe allows a more precise regulation of the operating wealth. Advantageously, the method comprises the following step:
    After comparing the temperature with the maximum threshold, detecting conditions of stability of the engine operation (step 62).
    The correction of the operating richness and the rate of recirculation of the exhaust gases is implemented when the temperature measurement is stable and representative of a stabilized operation.
    Preferably, the rate of recirculated exhaust gas is incremented by increasing the passage section of an exhaust gas recirculation valve.
    According to one embodiment, the exhaust gas recirculation valve is of the rotary shutter type.
    This type of valve generates low pressure losses, which allows a high flow rate.
    Alternatively, the exhaust gas recirculation valve is of the valve type movable in translation.
    This type of valve generally has a low level of parasitic leaks and is resistant to high temperatures.
    Alternatively or in a complementary manner, the recirculated exhaust gas rate is incremented by changing the position of a variable distribution actuator.
    By changing the way the engine valves open and close, the amount of residual flue gas remaining in the combustion chambers can be changed. These gases then participate in the next combustion. This is called internal exhaust gas recirculation. The modification of the openings and closings of the valves may concern the opening time of the engine valves, or the lift height, or the opening and closing times. These different parameters can be modified independently or in combination, for a single cylinder or for all the cylinders of the engine.
    Preferably, the incrementation of the recirculated exhaust gas ratio is terminated when the incremented rate reaches a maximum value.
    This avoids generating combustion instabilities that can occur at high recirculated gas rates.
    Advantageously, the process comprises the step:
    When the temperature becomes greater than the maximum threshold, reincrement the operating wealth by a predetermined value and jointly decrement the recirculated exhaust rate by a predetermined value (step 65).
    This provides a margin of safety over the acceptable limit temperature.
    According to one embodiment, the temperature sensor is disposed on an exhaust manifold of the engine.
    This location makes it possible to measure the temperature of the gases at a location very close to where they are hottest. In general, it is interesting to implant the temperature sensor closest to the element whose temperature is to be monitored. According to another embodiment, the temperature sensor is disposed on a cylinder head of the engine.
    This location is appropriate when the exhaust manifold is integrated in the engine cylinder head.
    According to one embodiment, the temperature sensor is disposed upstream of a supercharging turbine.
    This location allows precise regulation of the maximum temperature experienced by the turbine. The reliability of the supercharging device is thus favored.
    According to one embodiment, the temperature sensor is disposed upstream of a pollutant reduction device contained in the exhaust gas of the engine.
    This location allows precise regulation of the operation of the engine depollution device, which promotes both the efficiency and reliability of the device. The depollution device generally comprises a catalytic converter and may comprise a particulate filter.
    In an exemplary implementation of the invention, the temperature sensor comprises a thermocouple.
    This type of temperature measurement sensor enables precise measurement over a wide range of temperatures.
    In another example of implementation, the temperature sensor comprises a thermistor.
    This type of temperature sensor is inexpensive and the associated signal processing is simple. According to an example of implementation of the method, the decrement of the operating wealth is a constant value.
    This implementation uses very little memory of the control unit which controls the operation of the engine and implements the process.
    According to a preferred example of implementation, the decrement of the operating richness is a value dependent on a rotational speed of the engine and a setpoint torque of the engine. This implementation allows a finer and faster regulation of the temperature.
    According to an example of implementation of the method, the increment of the recirculation rate is a constant value.
    As before, this implementation uses very little memory of the control unit. According to a preferred example, the increment of the recirculation rate is a value dependent on a rotational speed of the engine and a setpoint torque of the engine. The invention also relates to a control unit of a heat engine, configured to implement the previously described method, and arranged to control the engine. The control unit controls the operation of the various actuators of the engine, from the information delivered by the different sensors. The control unit also performs all the necessary calculations. The invention also applies to an exhaust gas recirculation system, comprising: a control unit as described above,
    An oxidizing gas intake circuit of a heat engine, comprising a supercharging compressor arranged to increase the pressure of the combustion gas flowing in the intake circuit,
    An exhaust gas recirculation circuit arranged to recirculate exhaust gases from the heat engine between an exhaust circuit and the engine intake circuit, wherein the exhaust gases are recirculated upstream of the engine compressor. overeating.
    This architecture of exhaust gas recirculation, called "low pressure", is well suited to spark ignition engines. The invention will be better understood on reading the figures.
    FIG. 1 schematically represents an assembly according to an exemplary implementation of the invention,
    FIG. 2 represents the time evolution of various operating parameters of the assembly of FIG. 1,
    FIG. 3 is a block diagram illustrating the various steps of the method implemented by the device of FIG. 1.
    FIG. 1 shows a system 40 for recirculating exhaust gas, comprising:
    A control unit 30,
    An intake circuit 2 for combustion gas of a heat engine 1, comprising a supercharging compressor 8 arranged to increase the pressure of the oxidizing gas flowing in the intake circuit 2,
    A recirculation circuit 4.5 of the exhaust gas, arranged to recirculate exhaust gases from the heat engine 1 between an exhaust circuit 3 and the intake circuit 2 of the engine, according to which the exhaust gases are recirculated upstream of the supercharger 8. The control unit 30 of the heat engine 1 is configured to implement the control method to be described, and is arranged to control the heat engine 1. The control unit 30 controls the operation of the different actuators of the engine 1, from the information delivered by the different sensors. The control unit 30 also performs all the calculations necessary for the control of the engine 1.
    The engine 1 is of the spark ignition type. The supply of oxidizing gas proceeds as follows: the air is admitted at the inlet 7 of the intake circuit 2, passes through a supercharger 8 and is then cooled in the heat exchanger 9. The combustion air flow rate is adjusted according to the operating setpoint by the throttle body 10. The combustion air then passes through the intake distributor 11 which distributes it in each cylinder of the engine.
    The fuel is admitted under pressure into the combustion chambers, by the injectors 22. After combustion in the engine, most of the burnt gases of each of the cylinders are collected by the exhaust manifold which directs them to the turbine 15 of the device Supercharging 6.
    Part of the burnt gases take the recirculation circuit 5, called "high pressure". The recirculation valve 20 makes it possible to regulate the flow rate of recirculated gases in the circuit 5. The exhaust gas recirculation valve 20 is of the type with a valve that can move in translation. The heat exchanger 21 makes it possible to cool the recirculated gases before being re-admitted into the engine 1. In the example shown, the valve 20 is upstream of the heat exchanger 21. The recirculation valve can also be used. be located downstream of the exchanger.
    The turbine 15 and the compressor 8 are integral with the same rotation shaft, and the energy supplied to the turbine by the burnt gases makes it possible to perform the work of compressing the gases passing through the compressor 8. The burnt gases, after their expansion in the turbine 15 pass through a depollution device 16, which comprises a catalyst and a particulate filter. Most of the flue gas is then discharged outside at the exhaust outlet 9.
    Part of the gas borrows the exhaust gas recirculation circuit 4, called "low pressure". The heat exchanger 17 makes it possible to cool the gases, and the valve 18 makes it possible to regulate the flow of gas. The exhaust gas recirculation valve 18 is of the rotary shutter type.
    This type of valve is well adapted to the "low pressure" architecture. In the example shown, the recirculation valve 18 is downstream of the exchanger 17. According to an embodiment not shown, the valve can also be disposed upstream of the heat exchanger. The heat exchanger 17, 21 is of the air / air type. According to an embodiment not shown, at least one of the heat exchangers is of the air / water type.
    The temperature of the exhaust gas is determined from information delivered by a sensor 13 mounted on an exhaust circuit of the engine. In the example described in Figure 1, the temperature sensor 13 is disposed on an exhaust manifold 12 of the engine 1. The measured temperature is representative of the actual temperature of the exhaust gas. The temperature sensor 13 comprises a thermocouple.
    This type of temperature sensor can accurately measure the entire range of possible exhaust gas temperatures from -40 ° C to 1000 ° C.
    The operating richness of the engine 1 is determined from information delivered by a measurement probe 14 of the oxygen contained in the exhaust gas.
    According to the example described, the information of the probe for measuring the oxygen contained in the exhaust gas is binary information. That is to say that the probe delivers a voltage level of between 600 millivolt and 900 millivolt when the composition of the fuel mixture is rich, that is to say in excess of fuel. It delivers a voltage of between 100 and 300 millivolt when the mixture is poor, that is to say in excess of air. A control strategy, well known to those skilled in the art and which will not be detailed here, allows the control unit 30 to finely regulate the average richness from this binary information.
    The control method according to the invention comprises the steps of: determining a temperature of the exhaust gas flowing in the exhaust circuit 3 of the heat engine 1 (step 60),
    Comparing the determined temperature with a maximum threshold (step 61),
    If the determined temperature is below the maximum threshold, control the engine by decrementing the operating efficiency by a predetermined value and by jointly incrementing by a predetermined value a rate of recirculated exhaust gas between the exhaust circuit 3 and the engine. intake circuit 2 of the heat engine 1 (step 64).
    Figure 2 schematically shows the time evolution of various operating parameters during the implementation of the method.
    The curve C1 represents the evolution of the exhaust temperature as a function of time, the curve C2 represents the evolution of the operating richness, and the curve C3 represents the evolution of the recirculated exhaust gas rate. From the moment t0, and up to the moment ti, the operating wealth is decremented and goes from the value C21 to the value C22. The recirculated exhaust gas rate is incremented from C31 to C32. By decrementing the richness of operation, while the mixture is rich, the temperature of the exhaust gas increases, as can be seen on the curve C1, from the value Cil to the value C12. By incrementing the rate of recirculated exhaust gas, the exhaust temperature will decrease. Increasing the rate of recirculated exhaust gas thus further reduces the operating wealth. By approaching a stoichiometric mode of operation, the specific fuel consumption decreases, as well as the emissions of unburned hydrocarbons and carbon monoxide. The method makes it possible to take into account the dispersions existing between the engines, so that the safety margins defined for the most restrictive engines are not applied to less restrictive engines. These can thus benefit from fuel economy gains. The objective of the method is to operate as often as possible at stoichiometric richness, it is therefore implemented only if the operating wealth is greater than 1. The method thus comprises the verification step that the operating wealth is greater than 1 (step 63).
    In the case where after decrementation of the wealth, the operation of the engine proceeds with stoichiometric richness, it is not necessary to continue the decrementation of the wealth and the iteration of the process ceases.
    In transient operating conditions, the measured temperature is not necessarily representative. To avoid taking into account transient effects, the method comprises the step: After comparing the temperature with the maximum threshold, detecting conditions of stability of the engine operation (step 62).
    The operating wealth is decremented by reducing the amount of fuel injected. The control unit 30 adjusts the injected fuel setpoint to obtain the new operating wealth setpoint.
    The recirculated exhaust gas rate is incremented by increasing the flow section of an exhaust gas recirculation valve. The rate of recirculated exhaust gas can be increased by adjusting the low pressure valve 18, or the high pressure valve 20, or jointly on both valves. In the case of the valve 18, the control unit 30 increases the angular position of the flap in order to increase the passage section of the duct of the valve. In the case of the valve 20, the control unit 30 increases the lifting of a valve. In both cases, the control unit controls the operation of an electric motor for actuating the movable member. A position sensor, not shown, allows precise control of the passage section obtained.
    The maximum temperature threshold depends on a setpoint operating efficiency of the engine. Indeed, for certain components, the maximum acceptable temperature depends on the chemical composition of the gases, and therefore on the richness of operation. This is the case, for example, for the catalyst for converting polluting emissions, which can accept a higher temperature in a rich mixture than in stoichiometric mixture and in a lean mixture. It is thus possible to adapt the temperature limit to the operating conditions.
    The decrement of the operating richness is a value dependent on a rotation speed of the motor and a setpoint torque of the motor. It is thus possible to adjust the speed of decrementation of the wealth at the point of engine operation.
    In the same way, the increment of the recirculation rate is a value dependent on a rotational speed of the motor and a set torque of the motor.
    The iterations of the process are terminated when the operating wealth reaches the stoichiometric value. The incrementation of the recirculated exhaust rate is terminated when the incremented rate reaches a maximum value.
    This avoids generating combustion instabilities that can occur at high recirculated gas rates.
    The maximum rate of recirculated exhaust depends on the engine rotation speed and the engine setpoint torque.
    The method comprises the step:
    When the temperature becomes greater than the maximum threshold, reincrement the operating wealth by a predetermined value and jointly decrement the recirculated exhaust rate by a predetermined value (step 65).
    This provides a margin of safety over the acceptable limit temperature.
    As can be seen in FIG. 2, after reaching at the instant ti the maximum acceptable temperature C12, at time t2 the operating efficiency is re-incremented to the value C23 and the recirculated exhaust rate decremented to the value C33. The values of the operating richness and the rate of recirculated exhaust gas are then fixed for this operating point. The operating temperature is C13.
    The process will be applied again to all operating points as they appear.
    The process may include minor variations in implementation. According to various embodiments:
    The maximum temperature threshold is a constant value, the decrement of the operating wealth is a constant value, the increment of the recirculation rate is a constant value. Such an implementation uses very little memory in the control unit.
    The temperature of the exhaust gas is determined at least from a rotation speed and a torque setpoint of the engine. In this case, and in order to limit the cost, the process is implemented without using a temperature sensor. The temperature is then estimated from several models, using in particular the rotational speed of the motor, the torque setpoint. The intake air temperature and the outside temperature can also be used.
    The sensors used in the assembly described may vary, and according to various embodiments: the information of the probe for measuring the oxygen contained in the exhaust gas is an information proportional to the oxygen concentration. the temperature sensor has a thermistor. The thermistor may comprise a semiconductor-type component or a platinum-based metal resistor. The location of the temperature sensor can also be changed. According to various variants of implementation of the method: the temperature sensor is disposed on a cylinder head of the engine, the temperature sensor is disposed upstream of a turbocharger, the temperature sensor is disposed upstream of a device of reduction of pollutants contained in the engine exhaust.
    The rate of recirculated exhaust gas can also be changed by adjusting the internal recirculation. Alternatively or in a manner complementary to the method described, the rate of recirculated exhaust gas is incremented by changing the position of a variable distribution actuator.
    权利要求:
    Claims (10)
    [1" id="c-fr-0001]
    1. A method of controlling a heat engine (1), the heat engine having an intake circuit (2) and an exhaust circuit (3), the method comprising the steps of: determining an exhaust gas temperature circulating in the exhaust circuit (3) of the engine (step 60), - Comparing the determined temperature with a maximum threshold (step 61) - If the determined temperature is below the maximum threshold, controlling the engine by decreasing the fuel efficiency operating a predetermined value and by jointly incrementing by a predetermined value a rate of recirculated exhaust gas between the exhaust circuit (3) and the intake circuit (2) of the heat engine (1) (step 64 ).
    [2" id="c-fr-0002]
    2. Method according to claim 1, wherein the temperature of the exhaust gas is determined from an information delivered by a sensor (13) mounted on the exhaust circuit (3) of the engine (1).
    [3" id="c-fr-0003]
    3. Method according to one of the preceding claims, wherein the maximum temperature threshold depends on a set operating efficiency of the engine.
    [4" id="c-fr-0004]
    4. Method according to one of the preceding claims, comprising the step of verifying that the richness of operation is greater than 1 (step 63).
    [5" id="c-fr-0005]
    5. Method according to one of the preceding claims, wherein the operating wealth is determined from an information delivered by a sensor (14) for measuring the oxygen contained in the exhaust gas.
    [6" id="c-fr-0006]
    6. Method according to one of the preceding claims, wherein the recirculation rate of the exhaust gas is stopped when the incremented rate reaches a maximum value.
    [7" id="c-fr-0007]
    7. Method according to one of the preceding claims, comprising the step: when the temperature becomes greater than the maximum threshold, reincrement the operating wealth by a predetermined value and jointly decrement the rate of recirculated exhaust gas by a value predetermined (step 65).
    [8" id="c-fr-0008]
    8. The method of claim 2, wherein the temperature sensor (13) is disposed on an exhaust manifold (12) of the engine (1).
    [9" id="c-fr-0009]
    9. Control unit (30) of a heat engine (1), configured to implement the method according to one of the preceding claims for controlling the heat engine (1).
    [10" id="c-fr-0010]
    10. Exhaust gas recirculation system (40), comprising: A control unit (30) according to the preceding claim, an intake circuit (2) for combustion gas of a heat engine (1), comprising a supercharging compressor (8) arranged to increase the pressure of the combustion gas flowing in the intake circuit (2), - an exhaust gas recirculation circuit (4,5) arranged to recirculate exhaust gases from the a heat engine (1) between an exhaust circuit (3) and the intake circuit (2) of the heat engine, wherein the exhaust gas is recirculated upstream of the supercharger (8).
    类似技术:
    公开号 | 公开日 | 专利标题
    FR3044046B1|2019-09-13|METHOD FOR CONTROLLING A THERMAL ENGINE
    WO2017068297A1|2017-04-27|Method for estimating the flow rate of recirculated exhaust gas passing through a valve
    EP1632668A2|2006-03-08|System for controlling a combustion engine with direct injection and engine with such system
    FR3039592B1|2019-06-07|DEVICE FOR REDUCING COMBUSTION INSTABILITIES OF A THERMAL ENGINE
    US8560213B2|2013-10-15|Exhaust gas recirculation device of engine
    FR2934323A1|2010-01-29|METHOD FOR MANAGING AN EXHAUST GAS CIRCUIT CIRCUIT FOR A GAS-THERMAL ENGINE AND CORRESPONDING RECIRCULATION SYSTEM
    GB2511499A|2014-09-10|Method of controlling an exhaust gas temperature of an internal combustion engine
    JP2009275620A|2009-11-26|Control device of supercharger
    WO2016156715A1|2016-10-06|Device comprising an exhaust gas recirculation circuit
    EP2642103B1|2014-11-19|Exhaust-gas recirculation system and method for exhaust-gas recirculation
    EP2619431A1|2013-07-31|Method and device for determining the flow rate of air entering the intake manifold of an internal combustion engine
    CN109072792B|2021-10-22|Method and device for regulating the mass flow of an exhaust gas recirculation valve
    WO2014013769A1|2014-01-23|Control device for internal combustion engine
    EP3535483A1|2019-09-11|System for injecting air into a gas exhaust circuit of a supercharged heat engine
    FR2858020A1|2005-01-28|Internal combustion engine controlling process for vehicle, involves regulating airflow in exchanger and bypass, such that temperature of air in collector approaches predetermined value
    EP1106804B1|2006-02-22|Control method for a motor vehicle drive unit to increase the richness of the exhaust gas during regeneration of a nitrogen oxide trap
    WO2012085443A1|2012-06-28|System and method for controlling an internal combustion engine for a motor vehicle in transit
    EP2844858B1|2020-03-11|Method of exhaust gas aftertreatment of a supercharged combustion engine with exhaust gas recirculation
    FR3048451A1|2017-09-08|METHOD FOR CONTROLLING AN ELECTRICITY PRODUCTION ON A MOTOR VEHICLE
    WO2006070146A1|2006-07-06|Method and device for controlling a richness 1 diesel engine
    JP6493279B2|2019-04-03|Engine control device
    WO2021167593A1|2021-08-26|System and method for management of multiple exhaust gas recirculation coolers
    FR2990472A1|2013-11-15|Method for determining recirculation level of exhaust gases supplied to internal combustion engine of car, involves calculating recirculation level in compressor output from mass throughputs of compressor, fresh air or recirculated gases
    WO2013030471A1|2013-03-07|System and method for controlling an internal combustion engine of an automotive vehicle with high-pressure and low-pressure exhaust gas recirculation circuits in transient mode operation
    CN111946480A|2020-11-17|Engine aftertreatment control method
    同族专利:
    公开号 | 公开日
    FR3044046B1|2019-09-13|
    CN108699984A|2018-10-23|
    US10669957B2|2020-06-02|
    WO2017089729A1|2017-06-01|
    US20180355808A1|2018-12-13|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    JP3280758B2|1993-07-06|2002-05-13|マツダ株式会社|Intake device for engine with mechanical supercharger|
    FR2911920A1|2007-01-25|2008-08-01|Peugeot Citroen Automobiles Sa|METHOD AND SYSTEM FOR LIMITING THE EXHAUST TEMPERATURE OF A DIESEL ENGINE.|
    US20110231081A1|2010-03-17|2011-09-22|Hitachi Automative Systems, Ltd.|Control Method of Internal Combustion Engine|
    FR2958334A1|2010-03-31|2011-10-07|Valeo Sys Controle Moteur Sas|METHOD FOR SUPPLYING A GASOLINE ENGINE IN A SUPER-POWER REGIME AND DEVICE THEREFOR|
    US20130104544A1|2010-07-31|2013-05-02|Daimler Ag|Internal combustion engine and associated operating method|
    US20140298802A1|2011-11-25|2014-10-09|Hitachi Automotive Systems, Ltd.|Control Device for Internal Combustion Engine|
    FR2996879A1|2012-10-17|2014-04-18|Peugeot Citroen Automobiles Sa|MOTOR VEHICLE ENGINE COMBUSTION ENGINE CONTROL DEVICE HAVING AN IMPROVED SCAN STRATEGY|
    US20140121940A1|2012-10-25|2014-05-01|Ford Global Technologies, Llc|Exhaust-gas regeneration under rich conditions to improve fuel economy|
    US6152118A|1998-06-22|2000-11-28|Toyota Jidosha Kabushiki Kaisha|Internal combustion engine|
    US6363922B1|2000-10-11|2002-04-02|Detroit Diesel Corp|Exhaust gas recirculation pressure differential sensor error compensation|
    US6863058B2|2003-02-03|2005-03-08|Ford Global Technologies, Llc|System and method for reducing NOx emissions during transient conditions in a diesel fueled vehicle|
    JP4321306B2|2004-02-26|2009-08-26|マツダ株式会社|Control device for hydrogen engine|
    US7854114B2|2006-03-16|2010-12-21|Cummins Inc.|Increasing exhaust temperature for aftertreatment operation|
    JP4770742B2|2007-01-17|2011-09-14|株式会社デンソー|Engine fuel injection control device and combustion device|
    JP4265667B2|2007-02-23|2009-05-20|トヨタ自動車株式会社|Exhaust system for internal combustion engine|
    JP2008261287A|2007-04-12|2008-10-30|Fuji Heavy Ind Ltd|Filter clogging determination device of diesel engine|
    GB0912081D0|2009-07-11|2009-08-19|Tonery David|Combustion method and apparatus|
    US8230843B2|2009-07-30|2012-07-31|Ford Global Technologies, Llc|Cooler bypass to reduce condensate in a low-pressure EGR system|
    US9863348B2|2009-09-29|2018-01-09|Ford Global Technologies, Llc|Method for controlling fuel of a spark ignited engine while regenerating a particulate filter|
    US8336300B2|2009-09-29|2012-12-25|Ford Global Technologies, Llc|System and method for regenerating a particulate filter accompanied by a catalyst|
    US8438840B2|2009-09-29|2013-05-14|Ford Global Technologies, Llc|Particulate filter regeneration in an engine|
    US8341947B2|2009-09-29|2013-01-01|Ford Global Technologies, Llc|System and method for regenerating a particulate filter|
    US8875494B2|2009-09-29|2014-11-04|Ford Global Technologies, Llc|Fuel control for spark ignited engine having a particulate filter system|
    US8136505B2|2009-09-29|2012-03-20|Ford Global Technologies, Llc|Method for controlling spark for particulate filter regenerating|
    US8424295B2|2009-09-29|2013-04-23|Ford Global Technologies, Llc|Particulate filter regeneration during engine shutdown|
    US8402751B2|2009-09-29|2013-03-26|Ford Global Technologies, Llc|Particulate filter regeneration in an engine|
    US8438841B2|2009-09-29|2013-05-14|Ford Global Technologies, Llc|Particulate filter regeneration in an engine|
    US8407988B2|2009-09-29|2013-04-02|Ford Global Technologies, Llc|Particulate filter regeneration in an engine coupled to an energy conversion device|
    DE102011101079B4|2011-05-10|2020-08-20|Umicore Ag & Co. Kg|Process for the regeneration of NOx storage catalytic converters in diesel engines with low-pressure EGR|
    US8607544B2|2011-05-12|2013-12-17|Ford Global Technologies, Llc|Methods and systems for variable displacement engine control|
    JP5929015B2|2011-06-06|2016-06-01|日産自動車株式会社|Exhaust gas recirculation device for internal combustion engine|
    FI20115705A0|2011-07-01|2011-07-01|Waertsilae Finland Oy|Internal combustion engine and internal combustion engine duct arrangement|
    CN102383982A|2011-10-10|2012-03-21|天津大学|Engine double-effect air inlet system|
    JP6229542B2|2014-02-28|2017-11-15|マツダ株式会社|Exhaust purification catalyst deterioration diagnosis method and deterioration diagnosis apparatus|
    JP6191760B2|2014-03-20|2017-09-06|日産自動車株式会社|Diesel engine control device and control method|
    JP6582409B2|2014-12-26|2019-10-02|いすゞ自動車株式会社|Exhaust purification system|
    JP6102962B2|2015-02-12|2017-03-29|マツダ株式会社|Engine control device|
    DE102015207595B3|2015-04-24|2016-07-21|Ford Global Technologies, Llc|A method for regenerating a NOx storage catalyst of a cylinder deactivation internal combustion engine and apparatus for performing the method|
    US10202945B2|2015-08-24|2019-02-12|Ford Global Technologies, Llc|Method and device for controlling a motor-vehicle internal combustion engine fitted with a fuel injection system and an exhaust gas recirculation system|
    BR112019004318A2|2016-09-07|2019-05-28|Nissan Motor|Motor control method and control device|
    CN108278145A|2017-01-05|2018-07-13|福特环球技术公司|Method and system for exhaust after treatment system|EP3683427A1|2019-01-16|2020-07-22|Volkswagen Ag|Exhaust gas treatment of an internal combustion engine|
    DE102019103833A1|2019-01-16|2020-07-16|Volkswagen Aktiengesellschaft|Method for exhaust gas aftertreatment of an internal combustion engine and exhaust gas aftertreatment system|
    SE543849C2|2019-12-11|2021-08-10|Scania Cv Ab|Method and control arrangement for controlling egr|
    法律状态:
    2016-11-18| PLFP| Fee payment|Year of fee payment: 2 |
    2017-05-26| PLSC| Publication of the preliminary search report|Effective date: 20170526 |
    2017-11-21| PLFP| Fee payment|Year of fee payment: 3 |
    2018-11-23| PLFP| Fee payment|Year of fee payment: 4 |
    2019-11-20| PLFP| Fee payment|Year of fee payment: 5 |
    2019-11-29| TP| Transmission of property|Owner name: CONTINENTAL AUTOMOTIVE FRANCE, FR Effective date: 20191024 |
    2020-11-20| PLFP| Fee payment|Year of fee payment: 6 |
    2021-11-22| PLFP| Fee payment|Year of fee payment: 7 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1561344A|FR3044046B1|2015-11-25|2015-11-25|METHOD FOR CONTROLLING A THERMAL ENGINE|
    FR1561344|2015-11-25|FR1561344A| FR3044046B1|2015-11-25|2015-11-25|METHOD FOR CONTROLLING A THERMAL ENGINE|
    US15/778,634| US10669957B2|2015-11-25|2016-11-25|Method for controlling a heat engine|
    CN201680068715.8A| CN108699984A|2015-11-25|2016-11-25|Method for controlling internal combustion engine|
    PCT/FR2016/053103| WO2017089729A1|2015-11-25|2016-11-25|Method for controlling a heat engine|
    [返回顶部]