EP2652280A2 - Procédé servant à faire fonctionner un capteur de suie - Google Patents

Procédé servant à faire fonctionner un capteur de suie

Info

Publication number
EP2652280A2
EP2652280A2 EP11815758.5A EP11815758A EP2652280A2 EP 2652280 A2 EP2652280 A2 EP 2652280A2 EP 11815758 A EP11815758 A EP 11815758A EP 2652280 A2 EP2652280 A2 EP 2652280A2
Authority
EP
European Patent Office
Prior art keywords
soot
soot sensor
sensor
internal combustion
electrode structure
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.)
Ceased
Application number
EP11815758.5A
Other languages
German (de)
English (en)
Inventor
Johannes Ante
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.)
Continental Automotive GmbH
Original Assignee
Continental Automotive 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 GmbH filed Critical Continental Automotive GmbH
Publication of EP2652280A2 publication Critical patent/EP2652280A2/fr
Ceased legal-status Critical Current

Links

Classifications

    • 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
    • G01N15/0656—Investigating concentration of particle suspensions using electric, e.g. electrostatic methods or magnetic methods
    • 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
    • F01N9/00—Electrical control of exhaust gas treating apparatus
    • F01N9/002—Electrical control of exhaust gas treating apparatus of filter regeneration, e.g. detection of clogging
    • 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
    • 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 invention relates to a method for operating a soot sensor, in the exhaust system of an internal combustion engine, the soot sensor has an interdigitated electrode structure, to which a measuring voltage is applied, wherein depositing on the interdi ⁇ gitalen electrode structure soot particles from an exhaust stream and the on the soot particles and interdigital electrode structure flowing measuring current is evaluated as a measure of the soot loading of the soot sensor and wherein the soot sensor comprises a heating element for burning the interdigital electrode structure.
  • soot sensors are used to measure the currently emitted with the exhaust stream soot, so that the engine management in an automobile in a current driving situation information to come to reduce with regulatory adjustments the emission levels.
  • active exhaust gas purification can be initiated by exhaust soot filters or exhaust gas recirculation to the internal combustion engine can take place.
  • Rußfilterung be
  • regenerable filters are used, which filter out a significant part of the carbon black content from the exhaust gas.
  • Soot sensors are required for the detection of soot in order to monitor the function of the soot filters or to control their regeneration cycles.
  • the soot filter which is also referred to as a diesel particulate filter, may be preceded by a soot sensor and / or a soot sensor connected downstream.
  • the upstream of the diesel particulate filter sensor serves to increase the system safety and to ensure an operation of the diesel particulate filter under optimum Bedingun ⁇ . Accordingly, as these depend greatly on the embedded in the diesel particulate filter soot, is an accurate measurement of the particle concentration before the diesel particulate filter system, in particular the determination of a high particle concentration before the diesel particulate filter, of great importance.
  • a diesel particulate filter downstream sensor provides the ability to perform on-board diagnostics and also helps ensure proper operation of the exhaust after-treatment system.
  • German laid-open specification DE 199 59 871 A1 discloses a sensor and an operating method for the sensor, both based on thermal considerations.
  • the sensor consists of an open-porous shaped body such as a honeycomb ceramic, a heating element and a temperature sensor. If the sensor is associated with a sample gas volume, soot deposits on it. For measurement, the soot deposited in a period of time is ignited by means of the heating element and burnt. The temperature increase resulting from the combustion is measured.
  • particle sensors for conductive particles are known, in which two or more metallic electrodes are provided, which have comb-like interdigitated electrodes. These comb-like structures are also called interdigital structures. Soot particles that are deposited on these Sen ⁇ sor Jardin, connect the electrodes short and therefore change the impedance of the electrode structure. With increasing particle concentration on the sensor surface in this way, a decreasing resistance or an increasing current at constant applied voltage between the electrodes can be measured. Such a soot sensor is disclosed, for example, in DE 10 2004 028 997 A1. In order to measure a current between the electrodes, however, a certain amount of soot particles must be present between the electrodes.
  • the soot sensor is virtually blind to the soot concentration in the exhaust stream.
  • the soot sensor must be cleaned at regular intervals.
  • the regeneration of the sensor is done by burning off the accumulated soot. This process is also referred to as burnout of the interdigital electrode structure.
  • the sensor element after the soot accumulation is usually free ⁇ burned with the help of an integrated heating element.
  • the time required for regenerative burnout of the sensor structure is also referred to as the dead time of the sensor. It is therefore important to make the burn-off phase and the subsequent reconditioning phase of the soot sensor as short as possible in order to be able to reuse the soot sensor as soon as possible for soot measurement.
  • the object of the invention is therefore to provide a method of operating a soot sensor, which provides good measurement resulting ⁇ nit, wherein the soot sensor should have the least possible dead times.
  • An operating state of the internal combustion engine after which a time for burning out the soot sensor is determined, may be, for example, the crank shaft speed of the internal combustion engine and / or the temperature of the internal combustion engine, in particular its coolant temperature.
  • a development of the invention is characterized in that the time for burning the soot sensor is a restart of the internal combustion engine.
  • a restart of the internal combustion engine can be detected, for example, by monitoring the crankshaft speed.
  • the burn-out of the interdigital electrode structure is started by heating the soot sensor with the heating element.
  • a soot measurement is in any case not meaningful, so that the burning of the interdigi ⁇ tal electrode structure costs no measurement time.
  • the time to burn off the soot sensor is the restart of the fully bring ⁇ cooled internal combustion engine.
  • a fully cooled internal combustion engine there are conditions in the exhaust system that make soot measurement virtually impossible. Only after setting a thermal equilibrium between the hot exhaust gas and the soot sensor, the measurement of soot loading of the exhaust stream is useful. The time until the setting of this thermal equilibrium between the hot exhaust gas and the soot sensor can be usefully used for cleaning, so the burn-out, the interdigital electrode structure of the soot sensor. However, care should be taken to the dew point of the soot ⁇ sensor.
  • the achievement of the dew point of the soot sensor is well suited as a time to start the process of burning the soot sensor.
  • Up to a certain temperature in the exhaust gas system are small drops of water in the exhaust, which can condense on a cold soot sensor. If the soot sensor is heated under these circumstances, the condensed water can lead to the destruction of the interdigital electrode structure.
  • Even the parking of the internal combustion engine is a good time to forward the process of burn the soot sensor a ⁇ .
  • ⁇ ren with start / stop automatic standstill of the engine can be very well used during vehicle stop, for example at a red light, to regenerate the soot sensor through a free burning.
  • the operating condition of stationary combustion ⁇ motors can be easily detected, for example, using a sensor that monitors the speed of the crankshaft.
  • the time for burnout of the soot sensor is within the time of regeneration of the diesel particulate filter.
  • Exhaust gas is already very hot during regeneration of the diesel particulate filter. Therefore, only a small amount of electrical energy is required for self-heating of the soot sensor.
  • the time to burn out the soot sensor is achieved in a full load operation of the Ver ⁇ internal combustion engine. In this operating state, the exhaust gas is already very hot and therefore only low electrical energy for self-heating of the soot sensor is required.
  • soot ⁇ slip is low at a possibly damaged diesel particulate filter.
  • FIG. 1 shows a soot sensor
  • FIG. 2 shows the mode of operation of the soot sensor
  • Figure 3 is a permanently installed in a motor vehicle ⁇ profiled control unit for operation of the carbon black ⁇ sensors
  • Figure 5 shows the inventive method in one
  • FIG. 1 shows a soot sensor 10, which is constructed from a shaped body 1, a heating element, not shown here, and a structure of interdigitated measuring electrodes 3.
  • the molded body 1 may be made of a ceramic material, or consist of another material which has electrically insulating properties and easily withstands the Abbrandt- temperature of carbon black.
  • the soot sensor 10 is typically heated to temperatures between 500 and 800 ° C by means of electrical resistance heating. These temperatures must tolerate the electrically insulating molded body 1 without damage.
  • the structure of the measuring electrodes 3 is here exemplified as a comb-like structure, which is also referred to as interdigitated electrode structure, wherein between two measuring ⁇ electrodes 3 is always an electrically insulating region of the molded body 1 can be seen.
  • the measuring electrodes 3 and the spaces between the measuring electrodes 3 form the interdigital electrode structure.
  • the interdigital electrode structure 3 is constructed, for example, of annular measuring electrodes 3, which are arranged concentrically.
  • the width of a measuring electrode 3 may be, for example, between 50 and 100 ⁇ and the distance between the individual measuring electrodes 3 may also be 50 and 100 ⁇ .
  • An interdigital electrode structure 3 having such dimensions can be easily fabricated in thick film technology. In Dick ⁇ Layer technology produced interdigital electrode ⁇ structures 3 are robust, durable and cost-effective.
  • the measuring current I M between the measuring electrodes 3 is measured by means of a current measuring element 7. As long as the soot sensor 10 is completely free of soot particles 4, no measuring current I M will be measurable with the current measuring element 7, since there is always a region of the shaped body 1 between the measuring electrodes 3 which has an electrically insulating effect and which is also not bridged by soot particles 4 ,
  • FIG. 1 shows a temperature sensor 11 as a component of the soot sensor 10 with a temperature evaluation electronics 12 which serves to monitor the temperature prevailing in the soot sensor 10, above all during combustion of the soot load from the interdigital electrode structure 3 of the soot sensor 10.
  • FIG. 1 shows a voltage source 15 which determines the voltage applied to the measuring electrodes 3. Measuring voltage can be applied to the measuring electrodes 3 with the voltage source 15.
  • FIG. 2 shows the mode of operation of the soot sensor 10.
  • the soot sensor 10 is arranged in an exhaust pipe 5 of a motor vehicle, through which an exhaust gas flow laden with soot particles 4 is conducted.
  • the flow direction of the exhaust gas stream 6 is indicated by the arrow.
  • the task of the soot sensor 10 is now to measure the concentration of the soot particles 4 in the exhaust gas stream 6.
  • the soot sensor 10 is arranged in the exhaust pipe 5, that the structure of interdigitated measuring electrodes 3, the exhaust gas stream 6 and thus the soot particles 4 faces. From the exhaust gas flow 6, soot particles 4 settle both on the measuring electrodes 3 and in the spaces between the measuring electrodes 3, that is, on the insulating regions of the shaped body 1.
  • soot particles 4 If enough soot particles 4 have deposited on the insulating regions between the measuring electrodes 3, due to the voltage applied to the measuring electrodes 3 Measuring voltage and the conductivity of the soot particles 4 flow a measuring current I M between the measuring electrodes 3, which can be detected by the current measuring element 7. The soot particles 4 thus bridge the electrically insulating gaps between the measuring electrodes 3. In this way, the loading of the exhaust gas flow 6 with soot particles 4 can be measured with the soot sensor 10 shown here.
  • the soot sensor 10 in Figure 2 shows the heating element 2, which can be supplied with the heating circuit 13 from the heating power supply 8 with electrical heating current I H.
  • the heating current switch 9 is closed, whereby the heating current I H heats the heating element 2 and thus the entire soot sensor 10 is heated.
  • a temperature sensor 11 is integrated in the soot sensor 10, the process of heating the soot sensor 10 and thus the burning process of the soot particles 4, which is also referred to as burnout of the soot sensor 10, monitored and monitored by means of Temperaturausnceelektronik 12.
  • the current measuring element 7, the temperature evaluation electronics 12, the controllable voltage source 15, the temperature sensor 11 and the heating current switch 9 are shown here as examples as discrete components.
  • these components can be realized as Be ⁇ constituent parts of a micromechanical system together with the interdigital electrode structure 3 on a chip or components of a microelectronic circuit, which is integrated, for example, in a control unit 14 for the soot ⁇ sensor 10.
  • Figure 3 shows a in a motor vehicle 16 are fixedly installed control unit 14 to the functional diagnosis, operation and for the regeneration of the soot sensor 10.
  • the soot sensor 10 has a finger interdigitated (interdigital) measuring electric ⁇ den réelle 3, which comprises of an intact soot sensor 10 no metallic shorts , On and between the measuring electrodes 3 ⁇ set in the measuring operation of the sensor soot particles 4, which lead to a current flow between the measuring electrodes 3, which serves as a measure of the soot load of the exhaust gas stream. From a certain amount of deposited soot particles 4 on the measuring electrodes 3, however, a maximum conductivity is achieved via the soot layer, which can not be further increased even with a further soot deposition.
  • the soot sensor 10 becomes "blind” from a certain amount of deposited soot particles for further measurement of soot concentration in the exhaust gas. It is now necessary to regenerate the soot sensor 10 by burning off the soot layer on the interdigital measuring electrodes 3. For this purpose, a heating current is passed through the switching of the heating current switch 9 from the heating power supply 8 to the heating element 2. The soot sensor 10 is heated in a controlled manner. The control of the heating of the soot sensor 10 is performed with the off formed on or in the soot sensor 10 temperature sensor 11. This burning off of the soot sensor 10 is a function of the operating state of the United ⁇ brennungsmotors 17.
  • the free burning process is started at a time ⁇ point where the operating state of the combustion ⁇ motor 17 does not allow meaningful soot measurement.
  • the interdigital electrode structure 3 of the soot sensor 10 is cleaned exactly when no soot measurement would be possible or useful anyway.
  • the soot sensor 10 is also ready for operation, which permits continuous monitoring of soot loading of the exhaust gas flow 6.
  • the operating state of the engine 17 may, for example, with an engine temperature sensor 18 that detects the temperature of the cooling liquid of the combustion ⁇ motor 17 or the oil temperature and / or monitored with a crankshaft rotational speed sensor 19 which detects the rotational speed of the crankshaft.
  • a motor vehicle 16 with an internal combustion engine 17 is shown in FIG.
  • the internal combustion engine 17 discharges the exhaust gas stream 6 generated by it via an exhaust pipe 5.
  • a diesel particulate filter 20 can be seen in the exhaust pipe 5.
  • a soot sensor 10 is arranged in the exhaust pipe 5, the is connected to a controller 14, which may also include the current measuring element 7.
  • the crankshaft speed sensor 19 and the engine temperature sensor 18 provide the control unit 14 with information about the operating state of the Ver ⁇ combustion engine 17. With this information, a time is selected, to which the burning of the interdigital electrode structure 3 of the soot sensor 10 is initiated.
  • This time can be, for example, a restart of the internal combustion engine 17, which is detected by the control unit 14 with the aid of the crankshaft speed sensor 19.
  • the restart of the fully from ⁇ cooled internal combustion engine 17 is detected by the control unit 14 by means of the crankshaft ⁇ speed sensor 19 and the engine temperature sensor 18.
  • the time of the dew point release of the soot sensor should be awaited.
  • the time of stopping the internal combustion engine 17 is in turn he ⁇ known with the help of the crankshaft speed sensor 19.
  • sensors that determine combustion and / or emission-related parameters. These are, for example, temperature sensors, oxygen sensors, sensors for determining the fuel-air ratio lambda and nitrogen oxide sensors.
  • temperature sensors for example, temperature sensors, oxygen sensors, sensors for determining the fuel-air ratio lambda and nitrogen oxide sensors.
  • sensors for determining the fuel-air ratio lambda and nitrogen oxide sensors In the exhaust gas of an internal combustion engine 17 is water vapor. The water vapor condenses in the cold exhaust system and can form drops of liquid water there. Since liquid water can destroy hot sensors, the sensors do not heat after the engine cold start or very little and wait for the water freedom of the exhaust gas. The sensors do not send any data to the engine management system or merely the information "Sensor present, wait for approval".
  • the engine control of the internal combustion engine 17 calculates from the engine operating data and the measured temperatures, the time from which at the sensor position, for example after the catalyst or the diesel particulate filter 20, no more liquid water is expected. Is this time reached, the motor control sends a signal to the sensor "no more water, permission granted". The sensor detects this signal and begins its heating process.
  • the information of the engine control to the sensor "no more liquid water at the point A" is usually called dew point A release. If heated and measured beforehand, the sensor could be destroyed by the drops of water. For the soot sensor 10, the dew point release at its position is the earliest possible time after the engine start, from which it is free to burn .
  • the dew point is released after a cold engine start after a few minutes.
  • 5 shows the method according to the invention for operating a soot sensor 10 in a flowchart.
  • the monitoring of the operating state of the internal combustion engine 17 takes place.
  • the monitoring of the Kurbelwel ⁇ lennaviere occurs in step 22
  • the monitoring of the temperature of the engine 17 and in step 23 is carried out takes place over ⁇ monitoring the dew point of release of the soot sensor.
  • burnout of the interdigital electrode structure 3 of the soot sensor is initiated.
  • the quantities measured in steps 21, 22 and 23 can contribute to the decision individually or in combination with one another.
  • step 21 it is conceivable that the monitoring of Kurbelwel ⁇ lennaviere in step 21 to result that is detected by the control unit 14 that a restart of the internal combustion engine has taken place 17 and due to the carried out in step 22, operation of the monitoring of the temperature of the combustion Motos 17 is detected in that this restart of the internal combustion engine 17 was a cold start, ie a restart of the completely cooled internal combustion engine 17.
  • step 24 the position 26 is jumped when the dew point release 23 takes place, wherein the burn-out of the interdigital electrode structure 3 is recognized as meaningful, whereupon in step 27, the burning of the interdigital Electrode structure 3 of the soot sensor 10 is started. After the burning of the interdigital electrode structure 3, the sequence returns to step 20, that is to say the monitoring of the operating state of the internal combustion engine 17.
  • step 24 it is decided in step 24 that due to a restart of the internal combustion engine 17, which was detected by monitoring the crankshaft speed in step 21, in combination with a detected in step 22 high temperature of the internal combustion engine 17 is not initiated burnout should.
  • This decision for Tinkebumble the interdigital electrode structure is carried out in point 25, whereupon the process is continued again with the monitoring of the operating ⁇ state of the engine 17 at point 20.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • General Physics & Mathematics (AREA)
  • Immunology (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Analytical Chemistry (AREA)
  • Biochemistry (AREA)
  • General Health & Medical Sciences (AREA)
  • Physics & Mathematics (AREA)
  • Health & Medical Sciences (AREA)
  • Pathology (AREA)
  • Dispersion Chemistry (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Processes For Solid Components From Exhaust (AREA)
  • Investigating Or Analyzing Materials By The Use Of Electric Means (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

L'invention concerne un procédé servant à faire fonctionner un capteur de suie dans la ligne d'échappement d'un moteur à combustion interne. Le capteur de suie comporte une structure d'électrode interdigitale sur laquelle est appliquée une tension de mesure, des particules de suie d'un flux de gaz d'échappement se déposant sur la structure d'électrode interdigitale et le courant de mesure s'écoulant sur les particules de suie et la structure d'électrode interdigitale étant évalué en tant que valeur représentant la charge de suie du capteur de suie. Le capteur de suie comporte en outre un élément chauffant servant au nettoyage par combustion de la structure d'électrode interdigitale. L'invention vise à proposer un procédé servant à faire fonctionner un capteur de suie qui délivre de bons résultats de mesure, le capteur de suie devant comporter des temps morts les plus faibles possibles. A cet effet, on détermine en fonction de l'état de fonctionnement du moteur à combustion interne un instant pour le nettoyage par combustion du capteur de suie. Puis le nettoyage par combustion de la structure d'électrode interdigitale commence par un échauffement du capteur de suie avec l'élément chauffant.
EP11815758.5A 2010-12-15 2011-12-14 Procédé servant à faire fonctionner un capteur de suie Ceased EP2652280A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102010054671A DE102010054671A1 (de) 2010-12-15 2010-12-15 Verfahren zum Betreiben eines Rußsensors
PCT/EP2011/072778 WO2012080347A2 (fr) 2010-12-15 2011-12-14 Procédé servant à faire fonctionner un capteur de suie

Publications (1)

Publication Number Publication Date
EP2652280A2 true EP2652280A2 (fr) 2013-10-23

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP11815758.5A Ceased EP2652280A2 (fr) 2010-12-15 2011-12-14 Procédé servant à faire fonctionner un capteur de suie

Country Status (4)

Country Link
US (1) US20130283887A1 (fr)
EP (1) EP2652280A2 (fr)
DE (1) DE102010054671A1 (fr)
WO (1) WO2012080347A2 (fr)

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DE102016216432A1 (de) 2016-08-31 2018-03-01 Continental Automotive Gmbh Verfahren zum Ermitteln der Messbereitschaft eines Partikelfilters einer Brennkraftmaschine
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WO2019245956A1 (fr) 2018-06-18 2019-12-26 Cummins Inc. Système, appareil et procédé de protection et de nettoyage de capteurs de gaz d'échappement
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US20130283887A1 (en) 2013-10-31
WO2012080347A2 (fr) 2012-06-21
WO2012080347A3 (fr) 2012-08-16
DE102010054671A1 (de) 2012-06-21

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