EP2531706A1 - Procédé de diagnostic d'un capteur de suie - Google Patents

Procédé de diagnostic d'un capteur de suie

Info

Publication number
EP2531706A1
EP2531706A1 EP11702962A EP11702962A EP2531706A1 EP 2531706 A1 EP2531706 A1 EP 2531706A1 EP 11702962 A EP11702962 A EP 11702962A EP 11702962 A EP11702962 A EP 11702962A EP 2531706 A1 EP2531706 A1 EP 2531706A1
Authority
EP
European Patent Office
Prior art keywords
soot sensor
temperature
measured value
exhaust system
soot
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP11702962A
Other languages
German (de)
English (en)
Inventor
Johannes Ante
Rudolf Bierl
Markus Herrmann
Andreas Ott
Willibald Reitmeier
Denny SCHÄDLICH
Manfred Weigl
Andreas Wildgen
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Aumovio Germany GmbH
Original Assignee
Continental Automotive Technologies GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Continental Automotive Technologies GmbH filed Critical Continental Automotive Technologies GmbH
Publication of EP2531706A1 publication Critical patent/EP2531706A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M15/00—Testing of engines
    • G01M15/04—Testing internal-combustion engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment 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
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1466—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being a soot concentration or content
    • 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
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D41/222—Safety or indicating devices for abnormal conditions relating to the failure of sensors or parameter detection devices
    • G—PHYSICS
    • G06—COMPUTING OR CALCULATING; COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F15/00—Digital computers in general; Data processing equipment in general
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
    • F01N2560/05—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being a particulate sensor
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
    • G01N15/00—Investigating characteristics of particles; Investigating permeability, pore-volume or surface-area of porous materials
    • G01N15/06—Investigating concentration of particle suspensions
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present invention relates to a diagnostic method of a soot sensor disposed in an exhaust system of an internal combustion engine.
  • Modern motor vehicles with internal combustion engine are equipped with a particulate filter to avoid harmful to health and the environment particle emissions.
  • the exhaust gas flows through the exhaust gas during operation of the internal combustion engine and filters out a predominant number of particles from the exhaust gas.
  • an amount of particles collected in the particle filter is so large that clogging of the particle filter begins.
  • This clogging is detected by a monitoring device consisting of various sensors, a control device and corresponding software.
  • the various sensors are in particular differential pressure sensors and temperature sensors.
  • the control device selects a point in time and changes the injection conditions such that an exhaust gas temperature is increased. In this way, particles accumulated in the particle filter are burned (so-called burn-off of the particle filter). Upon completion of this burn-off, the particulate filter is regenerated.
  • soot sensor Correct operation of the particulate filter is monitored, for example, with a particulate or soot sensor.
  • the soot sensor should unambiguously detect a malfunction of the particulate filter and then be able to display a detected malfunction to a user of the motor vehicle.
  • soot sensors which provide an electrical conductivity of the particles above the resistance. measure stand.
  • the measurement of particulate dielectric losses may be performed in a suitable capacitor.
  • a method and a device for monitoring the particle concentration in a gas stream is described, for example, in DE 10 2004 007 634 A1.
  • This document proposes a particle collecting sensor in the exhaust stream.
  • the sensor is integrated as a capacitive element in an electromagnetic resonance circuit.
  • the soot sensor comprises a chip connected to electrical terminals via connection pads, wherein at least one electrical property of the chip from the group resistance, capacitance and impedance can be changed by soot action.
  • the above-mentioned sensors collect soot particles on a small ceramic plate and measure the change in electrical properties, such as falling resistance or increasing capacitive losses.
  • a clear assignment of the electrical measurement data of the sensor to the amount of soot is difficult to achieve due to other substances occurring in the exhaust system.
  • a disadvantage of the above sensors is that a sensor coated with soot automatically cleans itself during operation of the internal combustion engine during full load operation over a certain period of time or during a particle filter regeneration because of increased exhaust gas temperature. This means that the soot on the sensor surface burns off automatically.
  • a further disadvantage is that with recurring low temperatures, in particular with many cold starts and comparatively only short full-load phases, the sensor can be so heavily coated with soot and other substances that no meaningful measured values can be achieved with the soot sensor. In this case, the Sensor heated by a built-in heater so far that burns the deposited soot.
  • a diagnostic method of a soot sensor disposed in an exhaust system of an internal combustion engine comprises the steps of: detecting a first temperature in the exhaust system, determining whether the detected first temperature is below 100 ° C, if so: detecting a first measurement with the soot sensor, which is arranged in the exhaust system, comparing the first measured value with a predeterminable limit value and, if the first measured value exceeds the predeterminable limit value, determining that the sensor is in order.
  • a soot sensor is disposed in an exhaust system of an internal combustion engine.
  • the internal combustion engine is for example a diesel engine.
  • the exhaust system has in particular a particle filter.
  • the soot sensor is arranged downstream of the particle filter in the flow direction of the exhaust gas.
  • the exhaust system has at least one temperature sensor.
  • the at least one temperature sensor is preferably between a catalyst in the exhaust system and the particulate filter or arranged behind the particle filter in the flow direction. Likewise, temperature sensors may be present at both locations.
  • the exhaust system may include a differential pressure sensor which detects a pressure difference between a pressure measuring point in the flow direction upstream of the particle filter and a pressure measuring point in the flow direction behind the particle filter.
  • the sensors used are connected to a control unit.
  • the control unit evaluates the signals transmitted by the sensors and transmits corresponding control signals to the internal combustion engine.
  • a first temperature in the exhaust system is detected. It is particularly advantageous if the temperature is detected adjacent to the soot sensor in the exhaust system. If, for example, the soot sensor is arranged behind a particle filter, a temperature sensor is likewise arranged behind the particle filter.
  • a second step it is determined whether the detected first temperature is below 100 ° C. If this is the case, then a first measured value is detected with the soot sensor. This detected first measured value is compared with a predefinable limit value, for example in a motor controller. If the first measured value exceeds the predefinable limit value, then it is determined that the sensor is in order.
  • cross-sensitivities of the soot sensor to other substances for soot sensor self-diagnosis are used.
  • the substances used for self-diagnosis must in particular be able to pass through the intact particle filter in normal operation.
  • a water content contained in the exhaust stream is suitable.
  • the diagnostic method has the further steps of detecting a second temperature in the exhaust system, determining whether the detected second temperature is above 100 ° C, if so: detecting a second measured value with the soot sensor, comparing the second measured value with the predetermined limit value and, if the second measured value falls below the predeterminable limit value, determining that the sensor is in order.
  • the diagnostic method according to the invention can be improved.
  • the soot sensor outputs a signal which is, for example, in the upper third of a measured value range of the soot sensor.
  • the temperature rises in the exhaust system and exceeds after a certain time a temperature of 100 ° C.
  • a signal caused by a water content in the exhaust gas signal of the soot sensor must not occur after exceeding the 100 ° C mark.
  • detecting a third temperature determining whether the detected third temperature is above 100 ° C, if so: determining an operating condition of the internal combustion engine, detecting a third measured value with the soot sensor, comparing the third measured value with the predeterminable limit value and , if the specifiable limit value is fallen short of, determining that a particulate filter in the exhaust system is in order, or, if the specified value is exceeded, limit value, determination that a particulate filter in the exhaust system is defective.
  • the self-diagnosis of the soot sensor can be used in addition lent to check the operability of a arranged in the exhaust system particulate filter. If the operating state of the internal combustion engine is, for example, full load, the soot sensor may output almost no signal when the particle filter is intact and at a temperature above 100 ° C. However, if the signal of the soot sensor increases or exceeds a predefinable limit value, then soot exits the particle filter. The particle filter is defective.
  • a self-diagnosis of the soot sensor can be checked during operation of the internal combustion engine, in particular during prolonged operation.
  • the high measured value of the soot sensor directly after the particle filter burns out is based, in particular, on the fact that particularly many small particles can pass the particle filter directly after burnout. This has resulted in a signal increase in the soot sensor.
  • a fifth measured value can be detected with the soot sensor, for example, after a predeterminable time after the particle filter has burnt out.
  • the fifth measured value must then again be below the specifiable limit value so that the sensor is recognized as being OK.
  • the diagnostic method of the soot sensor is carried out in a control unit of a motor vehicle with an internal combustion engine, in particular in a motor vehicle with a diesel engine.
  • the sensor is not recognized as being OK, for example, either a corresponding flag can be set in the control unit or a signal can be output to a user of the motor vehicle.
  • the signal is, in particular, an optical and / or acoustic signal.
  • FIG. 1 is a schematic representation of an exhaust system of an internal combustion engine
  • FIG. 2 shows a schematic process sequence of a diagnostic method according to the invention of a soot sensor.
  • FIG. 1 shows an exhaust system 1 of an internal combustion engine 3.
  • the internal combustion engine 3 is, for example, a diesel engine.
  • the exhaust system 1 is in particular part of a motor vehicle (not shown).
  • the flow direction of the exhaust gas from the internal combustion engine 3 is shown by the arrow 22.
  • On the internal combustion engine 3, an exhaust pipe 24 is arranged.
  • In the exhaust line 24 are in the flow direction of the exhaust gas (arrow 22) after the internal combustion engine 3, a catalyst 5 and a particulate filter 7.
  • a control unit 10 is further provided, which is connected by means of signal lines 12 to the internal combustion engine 3.
  • temperature sensors 14, a differential pressure sensor 16 and a soot sensor 18 are arranged in the exhaust gas line 24 in the exhaust system 1.
  • the sensors are each connected to the control unit 10 by means of signal lines 20. the.
  • the control unit evaluates the signals transmitted by the sensors 14, 16 and 18 and outputs corresponding control signals via the control signal lines 12 to the internal combustion engine 3.
  • the temperature sensors 14 are arranged in the exhaust pipe behind the catalyst 5, in front of the particle filter 7 and behind the particle filter 7.
  • the differential pressure sensor 16 has a measuring point in front of the particle filter 7 and a measuring point behind the particle filter 7.
  • the soot sensor 18 is in
  • a temperature sensor 14 detects a first temperature in the exhaust system 1 in a step A.
  • this is the temperature sensor 14 which is arranged adjacent to the soot sensor 18 in the exhaust line 24.
  • the control unit 10 determines in step B whether the detected by the temperature sensor 14 first temperature is below 100 ° C. In this way, for example, a cold start of the internal combustion engine 3 can be detected. If the detected temperature is below 100 ° C, the soot sensor 18 detects in one
  • Step C a first measured value.
  • the control unit 10 compares the first measured value in a step D with a predefinable limit value.
  • the predefinable limit value is, for example, in the middle of the measuring range of the soot sensor or at two thirds or three quarters of the measuring range of the soot sensor. If the first measured value exceeds the predefinable limit value, then the control unit 10 determines in step E that the soot sensor is in order.
  • a second temperature in the exhaust system is detected. This is preferably done by the same temperature tursensor 14, with which also the first temperature was detected.
  • the control unit 10 determines whether the detected second temperature is above 100 ° C. If this is the case, then in step H a second measured value is detected with the soot sensor 18.
  • the control unit 10 compares the detected second measured value with the predefinable limit value in step I and determines in step J that the soot sensor is in order if the second measured value falls below the predefinable limit value.
  • steps F and G are repeated until the temperature in the exhaust system exceeds 100 ° C.
  • step K a third temperature is detected.
  • the control unit 10 determines in step L whether the detected third temperature is above 100 ° C and then sets in
  • Step N determines an operating condition of the internal combustion engine when the temperature is over 100 ° C.
  • the operating state of the internal combustion engine 3 determined in step N is full load or is in the upper third of a rotational speed range of the internal combustion engine, then in step N, a third measured value is acquired by the soot sensor 18.
  • the third measured value becomes the predefinable limit value in step 0 compared.
  • the control unit determines that a particulate filter in the exhaust system is in order (Ol) or faulty (02).
  • step P a free-burning process of the particulate filter 7 in the exhaust system 1 is determined in step P.
  • step Q a fourth measured value is detected with the soot sensor 18 and compared in step R with the predeterminable limit value. If the fourth measured value exceeds the predefinable limit value, then it is determined in step S that the soot sensor 18 is in order.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Theoretical Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Computer Hardware Design (AREA)
  • Processes For Solid Components From Exhaust (AREA)
  • Exhaust Gas After Treatment (AREA)

Abstract

La présente invention concerne un procédé de diagnostic d'un capteur de suie disposé dans un système d'échappement d'un moteur à combustion interne. Dans un premier temps, une première température est détectée dans le système d'échappement et une détermination est réalisée pour vérifier si la première température détectée est inférieure à 100°C. Si tel est le cas, une première valeur de mesure est détectée par le capteur de suie et comparée à une valeur limite pouvant être définie. Si la première valeur de mesure dépasse la valeur limite pouvant être définie, le capteur de suie est déterminé comme étant en bon état de fonctionnement.
EP11702962A 2010-02-02 2011-02-01 Procédé de diagnostic d'un capteur de suie Withdrawn EP2531706A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102010006708A DE102010006708B4 (de) 2010-02-02 2010-02-02 Diagnoseverfahren eines Rußsensors
PCT/EP2011/051351 WO2011095466A1 (fr) 2010-02-02 2011-02-01 Procédé de diagnostic d'un capteur de suie

Publications (1)

Publication Number Publication Date
EP2531706A1 true EP2531706A1 (fr) 2012-12-12

Family

ID=43873541

Family Applications (1)

Application Number Title Priority Date Filing Date
EP11702962A Withdrawn EP2531706A1 (fr) 2010-02-02 2011-02-01 Procédé de diagnostic d'un capteur de suie

Country Status (4)

Country Link
US (1) US20130090866A1 (fr)
EP (1) EP2531706A1 (fr)
DE (1) DE102010006708B4 (fr)
WO (1) WO2011095466A1 (fr)

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US8490476B2 (en) * 2011-03-08 2013-07-23 Ford Global Technologies, Llc Method for diagnosing operation of a particulate matter sensor
DE102011086118B4 (de) * 2011-11-10 2014-07-10 Continental Automotive Gmbh Verfahren und System für einen Abgaspartikelfilter
JP6409452B2 (ja) * 2014-09-26 2018-10-24 いすゞ自動車株式会社 診断装置
DE102014220846A1 (de) * 2014-10-15 2016-04-21 Continental Automotive Gmbh Verfahren und Vorrichtung zur Eigendiagnose eines im Abgasstrang einer Brennkraftmaschine angeordneten Partikelsensors
DE102015215848B4 (de) * 2015-08-19 2019-09-05 Continental Automotive Gmbh Verfahren zur Funktionsüberwachung eines elektrostatischen Rußsensors
US12251991B2 (en) 2020-08-20 2025-03-18 Denso International America, Inc. Humidity control for olfaction sensors
US11636870B2 (en) 2020-08-20 2023-04-25 Denso International America, Inc. Smoking cessation systems and methods
US11760169B2 (en) 2020-08-20 2023-09-19 Denso International America, Inc. Particulate control systems and methods for olfaction sensors
US11828210B2 (en) 2020-08-20 2023-11-28 Denso International America, Inc. Diagnostic systems and methods of vehicles using olfaction
US11932080B2 (en) 2020-08-20 2024-03-19 Denso International America, Inc. Diagnostic and recirculation control systems and methods
US12017506B2 (en) 2020-08-20 2024-06-25 Denso International America, Inc. Passenger cabin air control systems and methods
US12269315B2 (en) 2020-08-20 2025-04-08 Denso International America, Inc. Systems and methods for measuring and managing odor brought into rental vehicles
US11881093B2 (en) 2020-08-20 2024-01-23 Denso International America, Inc. Systems and methods for identifying smoking in vehicles
US11760170B2 (en) 2020-08-20 2023-09-19 Denso International America, Inc. Olfaction sensor preservation systems and methods
US12377711B2 (en) 2020-08-20 2025-08-05 Denso International America, Inc. Vehicle feature control systems and methods based on smoking
US11813926B2 (en) 2020-08-20 2023-11-14 Denso International America, Inc. Binding agent and olfaction sensor

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DE102005029219A1 (de) * 2005-06-22 2006-12-28 Heraeus Sensor Technology Gmbh Rußsensor
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US20110047978A1 (en) * 2009-09-02 2011-03-03 Ford Global Technologies, Llc Method for evaluating degradation of a particulate matter sensor
EP2320219A1 (fr) * 2009-11-09 2011-05-11 Delphi Technologies, Inc. Procédé et système pour la diagnose d'un capteur de matières particulaires
EP2492481A1 (fr) * 2011-02-22 2012-08-29 Delphi Technologies Holding S.à.r.l. Surveillance de capacité fonctionnelle de capteur de suie

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Also Published As

Publication number Publication date
US20130090866A1 (en) 2013-04-11
DE102010006708A1 (de) 2011-08-04
DE102010006708B4 (de) 2013-01-17
WO2011095466A1 (fr) 2011-08-11

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