EP1853807B1 - Procede d'ajustement, a regulation par tension, de la puissance du chauffage d'une sonde de gaz d'echappement - Google Patents

Procede d'ajustement, a regulation par tension, de la puissance du chauffage d'une sonde de gaz d'echappement Download PDF

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Publication number
EP1853807B1
EP1853807B1 EP06707876.6A EP06707876A EP1853807B1 EP 1853807 B1 EP1853807 B1 EP 1853807B1 EP 06707876 A EP06707876 A EP 06707876A EP 1853807 B1 EP1853807 B1 EP 1853807B1
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EP
European Patent Office
Prior art keywords
heating
voltage
probe
engine start
heating power
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.)
Active
Application number
EP06707876.6A
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German (de)
English (en)
Other versions
EP1853807A1 (fr
Inventor
Thomas Wahl
Walter Strassner
Lothar Diehl
Stefan Rodewald
Jürgen Sindel
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Robert Bosch GmbH
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Robert Bosch GmbH
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Publication of EP1853807A1 publication Critical patent/EP1853807A1/fr
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Classifications

    • 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
    • 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
    • F02D41/1493—Details
    • F02D41/1494—Control of sensor heater
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00

Definitions

  • the mixture regulation of internal combustion engines today takes place as a function of the combustion and the resulting composition of the exhaust gas.
  • one or more probes are arranged in the exhaust gas of the internal combustion engine, which typically determine the residual oxygen content of the exhaust gas. Based on this measurement, the quality of the combustion can be determined. Via a control unit, this measurement signal, along with other parameters such as speed, air flow or throttle angle, the fuel metering.
  • Such a method for power adjustment of a probe heater in the exhaust system of an internal combustion engine is in the US 2002/0078938 A1 shown.
  • the electrical power supplied to the heater is brought very quickly to a high value and then controlled according to a target heating power.
  • the probe Like from the DE 28 05 805 As is known, the probe must have a sufficient operating temperature. In the warm-up phase of the probe, for example, after the engine start, the probe signal is therefore not available. Until a sufficient probe temperature is reached, therefore, the fuel control is replaced by a fuel control. This has the consequence that in this time no optimal combustion values are achieved. In order to minimize the time to reach a sufficient operating temperature of the probe they are equipped with electric booster heaters. The control of the heating power is designed so that the operating temperature is reached as quickly as possible without damaging or destroying the probe. Critical factors related to damage to the probe include strong temperature gradients within the probe which can lead to stress cracking due to the resulting differential thermal expansion of the probe body.
  • the heater is located inside the probe and is isolated from the sensor element by an Al 2 O 3 layer or an Al 2 O 3 insulating film.
  • the probe is heated from the inside out. If an excessively high heating rate is selected, the temperature gradient from the interior of the probe to the probe surface becomes so great that cracks can arise from the probe surface under tension.
  • the heating voltage when switching on as a ramp from a suitable starting voltage, for example from 10V, to the full heating voltage, for example, 13V, controlled. In this case, the ramp is only started when the dew point is exceeded in the exhaust system, since otherwise moisture impinging on the probe strongly cools the probe surface and thus leads to large temperature gradients with the described effects.
  • From the DE 40 19 067 is a device for controlling and regulating a heater, in particular the heating of a probe in the exhaust gas of an internal combustion engine, known, in which the switch-on signal for the heating is triggered by a temporally lying before the ignition lock operation.
  • This process may be, for example, the opening of a vehicle door or triggered by a contact in the driver's seat.
  • the probe After the engine has started, the probe no longer has to pass through the entire temperature range from cold to operating temperature, but is already preheated, as a result of which the heating ramp described can be passed through correspondingly faster. Nevertheless, the described disadvantage remains that the greatest mechanical stresses occur at the end of the ramp, which limits the maximum permissible rate of increase of the heating power.
  • a preferred variant provides that the reduction of the heating voltage is preferably carried out in steps between 0.1 V / s and 0.3 V / s. This results in lower tensile stresses in the surface, because the maximum possible temperature difference between the surface and the interior of the lambda probe is lowered.
  • the invention has the advantage that the reduction takes place up to a predetermined constant value or until the probe heating is completely switched off.
  • the ramp-shaped heating voltage is designed so that the resulting tensile stresses in the surface of the probe assume an approximately constant value during the heating phase which is less than the material-specific strength of the surface material of the probe.
  • the introduced heating power as a heat source can reach the sensor element surface at an early stage and lower the maximum temperature gradient between the surface and the interior of the probe. This has a positive effect on the life of the probe.
  • the invention provides that the application of the high heating voltage and the subsequent reduction of the heating voltage with the engine start. As a result, the voltage conditions in the sensor element are reversed. The resulting compressive stresses of the rapidly heated heater environment produce only small tensile stresses on the sensor element surface.
  • the probe is preheated even when the signal is present before the engine start, preferably when the driver's door is opened or when the ignition key is inserted.
  • the preheating takes place at a low effective heating voltage, preferably at 2 V.
  • the preheating is chosen so that any amount of water can not lead to destruction of the sensor element.
  • a particularly simple embodiment provides that the preheating is performed staggered. This has the advantage that the waiting time before the engine start is considerably shortened. It is provided that at a first time before the engine start signal lying a first heating power with a small fraction of the full heating power and a subsequent second before the engine start signal a second higher heating power is set with a larger fraction of the full heating power.
  • An embodiment of the invention provides that after the engine start the heating power is reduced compared to the Einschalt essence. This is due to the fact that as soon as the engine starts the risk of water transport in the exhaust system increases. The stress conditions are reversed in the sensor element and the resulting compressive stresses thus generate small tensile stresses on the sensor element surface.
  • FIG. 1 illustrates a heating ramp according to the prior art. It can be seen that when the heating voltage is switched on, it is ramped up from a suitable starting voltage (here: 10 V) to the full available heating voltage (here: 13 V). The heating ramp is only started when the dew point is exceeded in the exhaust system, as otherwise possible moisture strongly cools the probe surface and thus cracking can occur. As soon as the engine starts, the heating power is reduced again. This is done according to the prior art in that the target internal resistance of the Nernst cell indicates the reaching of the operating temperature. The voltage conditions in the sensor element are reversed and no tensile stresses are generated on the sensor element surface more. Furthermore, in FIG. 1 on the right hand side, the tensile stress is given in MPa. The course of the tension shows that although the voltage is reduced, at the same time a fast light - off is possible.
  • a suitable starting voltage here: 10 V
  • 13 V full available heating voltage
  • FIG. 2 shows an initially concentrated heating ramp starting at full operating voltages.
  • the heating voltage is lowered at a slow rate along a ramp.
  • the ramp is again designed so that the simulated tensile stress in the surface of the sensor element is built up as early as possible.
  • the tensile stress then remains constant at a value resulting from the material-specific strength and a safety factor.
  • the internal resistance of the Nernst cell is used to reach the operating temperature.
  • FIG. 3 is the preheating when plugging the ignition key into the ignition or opening the driver's door represents.
  • the probe is clocked with a low effective heating voltage.
  • the sensor element is heated by the low heating voltage to about 200 ° C.Diese temperature is chosen according to the material composition so that any amounts of water can not lead to destruction of the sensor element.
  • the tensile stresses behave similarly. Due to the low warming and the tensile stresses increase only slightly. If the engine is then started, the tensile stresses behave analogously to those in FIG. 2 ,
  • FIG. 4 describes the further heating when switching on the ignition. Since switching on the ignition announces the imminent engine start, is heated with increased heating power in still air. If the engine is now started, the heater jumps to its maximum value and then regulates itself, according to the internal resistance of the Nernst cell, to the operating temperature and thus to the operating voltage. The control again follows the previously described heating ramp. Again, the tensile stresses increase slowly according to the different heat outputs, which has a positive effect on the life of the sensor element.
  • FIG. 5 shows the reduction of heating power at engine start.
  • the risk of water transport in the exhaust system increases extremely as soon as the engine is started.
  • the heating power is again reduced along a ramp.
  • the voltage conditions in the sensor element are reversed.
  • the heater environment heats up very quickly and a compressive stress forms which, however, can no longer produce damaging tensile stresses on the sensor element surface. This is also reflected in the marked course of the tensile stresses.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Measuring Oxygen Concentration In Cells (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Claims (8)

  1. Procédé de réglage à commande par la tension de la puissance d'un chauffage de sonde dans un circuit d'échappement d'un moteur à combustion interne, selon lequel, dans la phase de montée en température, la tension de chauffage est amenée très rapidement par rapport à une phase suivante ou brusquement à une valeur élevée, de préférence la pleine tension de service, et la tension de chauffage est ensuite continuellement ou quasi-continuellement réduite jusqu'à une valeur constante prédéfinie ou jusqu'à la déconnexion complète du chauffage de sonde,
    caractérisé en ce
    que la sonde est déjà préchauffée en présence d'un signal antérieur au démarrage du moteur, de préférence à l'ouverture de la portière du véhicule ou à l'insertion de la clé de contact.
  2. Procédé selon la revendication 1, caractérisé en ce que la réduction de la tension de chauffage s'effectue de préférence par des paliers entre environ 0,1 V/s et 0,3 V/s.
  3. Procédé selon l'une des revendications 1 ou 2, caractérisé en ce que la tension de chauffage en forme de rampe est conçue de telle sorte que les contraintes de traction qui se produisent dans la surface de la sonde lors de la phase de montée en température prennent une valeur quasiment constante qui est inférieure à la résistance spécifique au matériau du matériau de surface de la sonde.
  4. Procédé selon l'une des revendications 1 à 3, caractérisé en ce que l'application de la tension de chauffage élevée et la réduction qui suit de la tension de chauffage ont lieu avec le démarrage du moteur.
  5. Procédé selon l'une des revendications précédentes, caractérisé en ce que le préchauffage s'effectue avec une faible tension de chauffage effective, de préférence de 2 V.
  6. Procédé selon l'une des revendications précédentes, caractérisé en ce que le préchauffage est réalisé de manière échelonnée.
  7. Procédé selon la revendication 6, caractérisé en ce qu'en présence d'un premier signal antérieur au démarrage du moteur, une première puissance de chauffage, avec une plus petite fraction, de préférence de 1/8 de la pleine puissance de chauffage, est réglée et, en présence d'un deuxième signal suivant antérieur au démarrage du moteur, une deuxième puissance de chauffage plus élevée, avec une fraction plus élevée de 1/4 de la pleine puissance de chauffage, est réglée.
  8. Procédé selon l'une des revendications précédentes, caractérisé en ce qu'après le démarrage du moteur, la puissance de chauffage est réduite par rapport à la puissance à la mise en marche.
EP06707876.6A 2005-02-15 2006-01-27 Procede d'ajustement, a regulation par tension, de la puissance du chauffage d'une sonde de gaz d'echappement Active EP1853807B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102005006760A DE102005006760A1 (de) 2005-02-15 2005-02-15 Verfahren zur spannungsgesteuerten Leistungseinstellung der Heizung einer Abgassonde
PCT/EP2006/050495 WO2006087261A1 (fr) 2005-02-15 2006-01-27 Procede d'ajustement, a regulation par tension, de la puissance du chauffage d'une sonde de gaz d'echappement

Publications (2)

Publication Number Publication Date
EP1853807A1 EP1853807A1 (fr) 2007-11-14
EP1853807B1 true EP1853807B1 (fr) 2014-01-08

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EP06707876.6A Active EP1853807B1 (fr) 2005-02-15 2006-01-27 Procede d'ajustement, a regulation par tension, de la puissance du chauffage d'une sonde de gaz d'echappement

Country Status (6)

Country Link
US (1) US8240127B2 (fr)
EP (1) EP1853807B1 (fr)
JP (1) JP4825224B2 (fr)
KR (1) KR101092812B1 (fr)
DE (1) DE102005006760A1 (fr)
WO (1) WO2006087261A1 (fr)

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DE102008038583B4 (de) 2007-08-23 2024-02-08 Ngk Spark Plug Co., Ltd. Gassensorsteuervorrichtung mit zwei Widerstandssollwerten zur Verkürzung der Aktivierungszeit des Gassensorelements
JP4819838B2 (ja) * 2007-08-23 2011-11-24 日本特殊陶業株式会社 ガスセンサ制御装置
DE102008013515A1 (de) * 2008-03-07 2009-09-10 Volkswagen Ag Verfahren zum Betreiben einer Lambdasonde während der Aufwärmphase
US8438899B2 (en) 2009-09-02 2013-05-14 Ford Global Technologies, Llc Method for evaluating degradation of a particulate matter sensor
DE102009055041B4 (de) * 2009-12-21 2021-12-09 Robert Bosch Gmbh Verfahren zum schnellen Erreichen der Betriebsbereitschaft einer beheizbaren Abgassonde
DE102010038153B3 (de) 2010-10-13 2012-03-08 Ford Global Technologies, Llc. Partikelsensor, Abgassystem und Verfahren zum Schutz von Komponenten eines turbogeladenen Motors mit Abgasrückführung
US8490476B2 (en) 2011-03-08 2013-07-23 Ford Global Technologies, Llc Method for diagnosing operation of a particulate matter sensor
DE102012203401A1 (de) 2012-03-05 2013-09-05 Volkswagen Aktiengesellschaft Verfahren zur Steuerung einer Heizeinrichtung zur Beheizung eines Bauteils, Steuervorrichtung sowie Kraftfahrzeug mit einer solchen
US9797849B2 (en) * 2013-03-29 2017-10-24 Rosemount Analytical Inc. Method of operation an in SITU process probe
DE102016209075A1 (de) * 2016-05-25 2017-06-08 Continental Automotive Gmbh Gassensor mit Leistungsbegrenzung

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Also Published As

Publication number Publication date
JP4825224B2 (ja) 2011-11-30
KR20070110851A (ko) 2007-11-20
EP1853807A1 (fr) 2007-11-14
KR101092812B1 (ko) 2011-12-12
JP2008530542A (ja) 2008-08-07
US20080087005A1 (en) 2008-04-17
DE102005006760A1 (de) 2006-08-17
US8240127B2 (en) 2012-08-14
WO2006087261A1 (fr) 2006-08-24

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