EP4731886A1 - System for monitoring the polluting emissions of a diesel engine of a motor vehicle and associated method for detecting a malfunction of said system - Google Patents

System for monitoring the polluting emissions of a diesel engine of a motor vehicle and associated method for detecting a malfunction of said system

Info

Publication number
EP4731886A1
EP4731886A1 EP24736385.6A EP24736385A EP4731886A1 EP 4731886 A1 EP4731886 A1 EP 4731886A1 EP 24736385 A EP24736385 A EP 24736385A EP 4731886 A1 EP4731886 A1 EP 4731886A1
Authority
EP
European Patent Office
Prior art keywords
filter
malfunction
maximum temperature
time
deviation
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.)
Pending
Application number
EP24736385.6A
Other languages
German (de)
French (fr)
Inventor
Amine Gourara
Cédric LEFEVRE
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.)
Horse Powertrain Solutions SL
Original Assignee
Horse Powertrain Solutions SL
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 Horse Powertrain Solutions SL filed Critical Horse Powertrain Solutions SL
Publication of EP4731886A1 publication Critical patent/EP4731886A1/en
Pending legal-status Critical Current

Links

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
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • 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
    • 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
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
    • F02D41/029—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a particulate filter
    • 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
    • F02D41/1445—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 related to the exhaust flow
    • 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
    • F02D41/1446—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 exhaust temperatures
    • 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
    • F02D41/1446—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 exhaust temperatures
    • F02D41/1447—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 exhaust temperatures with determination means using an estimation
    • 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
    • F01N2560/06—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being a temperature sensor
    • 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
    • F01N2560/07—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being an exhaust gas flow rate or velocity meter or sensor, intake flow meters only when exclusively used to determine exhaust gas parameters
    • 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
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/14—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust gas
    • F01N2900/1406—Exhaust gas pressure
    • 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
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/14—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust gas
    • F01N2900/1411—Exhaust gas flow rate, e.g. mass flow rate or volumetric flow rate
    • 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
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/16—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust apparatus, e.g. particulate filter or catalyst
    • F01N2900/1602—Temperature of exhaust gas apparatus
    • 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
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/16—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust apparatus, e.g. particulate filter or catalyst
    • F01N2900/1606—Particle filter loading or soot amount
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/08—Exhaust gas treatment apparatus parameters
    • F02D2200/0802—Temperature of the exhaust gas treatment apparatus
    • 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

Landscapes

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

Abstract

This method for detecting a malfunction of a pollution emission control system (11) of an engine (1) equipped with a particulate filter (PF) comprises the steps of: - determination of a first maximum temperature at the inlet of the filter as a function of an instantaneous operating point of the engine; - determination of a second maximum temperature at the inlet of the filter from the first maximum temperature based on a measurement of the exhaust flow rate of the engine; - determination of a third maximum temperature at the inlet of the filter corresponding to the minimum value between the second maximum temperature and the value of a temperature set point coming from means for controlling (14) of the system (11), - calculation of a deviation between the third maximum temperature and a measurement of the temperature at the inlet of the filter; and - detection of a malfunction of the control system when the calculated deviation exceeds a predetermined threshold deviation.

Description

DESCRIPTION
System for monitoring the polluting emissions of a diesel engine of a motor vehicle and associated method for detecting a malfunction of said system
Technical field
The invention relates to a method for monitoring a pollutant emission control system of a compression-ignition engine of a motor vehicle, in particular based on the detection of a malfunction of the system. It also relates to a system implementing this method as well as a motor vehicle equipped with such a system or implementing such a method.
Prior art
Despite the constant progress in the operation of internal combustion engines of motor vehicles and more particularly diesel engines, the engines emit polluting particles which consist of soot produced during imperfect combustion in the engine.
According to the prior art, it is known to trap these particles present in the exhaust gases by means of a particle filter installed in the exhaust line downstream of the combustion chambers of the engine. Such a filter is designed so as to be able to retain particles in the exhaust gases that pass through the filter. As the engine is used, the particles accumulate in the filter and lead to a gradual increase in exhaust back pressure which is detrimental to the proper operation of the engine as well as fuel consumption.
In order to restore optimal engine operation, it is necessary to regularly regenerate the particulate filter by combustion of the particles that have accumulated there. This combustion operation is made possible by an increase in the internal temperature of the particulate filter by increasing the temperature of the exhaust gases. This is usually done by a delayed injection of fuel into the combustion chambers of the engine. In particular, fuel can be injected just after top dead centre during the expansion phase, which has the effect of increasing the exhaust gas temperature.
Thus, conventionally, particle filters therefore operate periodically, in two phases. During a first phase, the filter stores particles emitted by the engine, and during a second phase, the particles stored in the filter are burned in order to regenerate the filter.
Generally, the regeneration of the particulate filter is done periodically as soon as the mass of particles in the filter becomes too large. This regeneration is triggered automatically during engine operation. This management of particle filters is based on systems for estimating the mass quantity of particles present in the particle filter from the pressure difference, also called differential pressure, at the terminals of the filter, from the volume flow rate passing through the filter and from models of filter operation.
However, the particle mass in the filter is only identifiable through differential pressure and volume flow during the first phase of particle storage. Indeed, from the beginning of the second phase, the combustion of soot causes a rapid drop in the differential pressure, although the particulate filter still contains a large mass of soot. It is thus impossible to estimate the mass of soot during the second phase from the differential pressure.
Therefore, a soot combustion model is generally used, for example initialized at the beginning of the second phase with a soot mass value estimated from the differential pressure measured at the end of the first phase, then gradually decremented according to the current conditions of temperature, exhaust gas flow and oxygen concentration.
Apart from the trivial case of engine shut-down by the driver, the second phase is usually stopped in case of sufficient regeneration, i.e. when the soot combustion model indicates that the regeneration has succeeded in lowering the soot mass of the filter below a predefined minimum mass threshold.
In the event of insufficient regeneration, the second phase is still stopped when a predefined maximum regeneration time is reached. Such insufficient regeneration is usually the consequence of too low temperatures at the inlet of the filter that do not allow the desired combustion of soot. Such temperatures can result either from a malfunction of the filter regeneration system that it is important to identify and correct, or simply from the running profile of the vehicle, for example in case of a long idling phase or very low speed running. Such a running profile of the vehicle leads to a thermal at the inlet of the filter which does not allow sufficient regeneration to be achieved although the system operates normally. Several solutions for identifying a malfunction of the particulate filter regeneration system can be considered. However, these solutions are not satisfactory.
For example, it is not enough to count the frequency of regenerations of the particulate filter or the percentage of time spent on average in the regeneration phase. Indeed, such criteria can be linked to an abnormally high filter loading speed, thus depending on an increase in the speed of particle emission by the engine and not on a malfunction of the regeneration system.
Comparing the soot mass value from a soot combustion model at the end of a regeneration phase with the soot mass value obtained through the differential pressure is also not satisfactory because by doing so only a deviation between two models is detected without definitely identifying a malfunction of the particle filter regeneration system.
Using closed-loop regulation of the inlet temperature of the particulate filter, by monitoring the loop deviation, that is to say the difference between the temperature set point and the measured temperature, is still not satisfactory for detecting a malfunction, because it mainly leads to highlighting phases where the required power of the engine is insufficient to reach the temperature necessary for the combustion of soot.
Explanation of the invention
The aim of the invention is to allow the reliable detection of a malfunction of a particulate filter regeneration system by excluding cases where the lack of regeneration efficiency is linked to the running profile of the vehicle.
The invention relates to a method for detecting a malfunction of a pollution emission control system of a diesel engine of a motor vehicle equipped with a particulate filter.
The method comprises the steps of:
- determination of a first maximum temperature at the inlet of the filter as a function of an instantaneous operating point of the engine; determination of a second maximum filter inlet temperature from the first maximum temperature, based on a measurement of engine exhaust flow; determination of a third maximum temperature at the filter inlet corresponding to the minimum value between the second maximum temperature and the value of a temperature set point from control system means,
- calculation of a deviation between the third maximum temperature and a measurement of the filter inlet temperature; and
- detection of a malfunction of the control system when the calculated deviation exceeds a predetermined threshold deviation.
Such a method makes it possible to make the detection of malfunction of the control system reliable by excluding cases where insufficient regeneration is attributable to the running profile.
According to one characteristic, the method further comprises a time calculation step wherein a total malfunction time is calculated representing the sum of each period of time elapsed between the detection of a malfunction and the moment when the calculated deviation becomes less than or equal to the predetermined threshold deviation.
For example, the method further comprises a step of transmitting a message or alert signal performed when the total malfunction time exceeds a predetermined threshold duration.
According to another characteristic, the method further comprises a step of calculating a total enthalpy deficit received by the filter wherein the sum of each integral with respect to time of the product between an exhaust flow and a difference between the calculated deviation and the predetermined threshold deviation is calculated, for each period of time elapsed between the detection of a malfunction and the moment when the calculated deviation becomes less than or equal to the predetermined threshold deviation.
For example, the method further comprises a step of transmitting a message or alert signal performed when the total enthalpy deficit received by the filter exceeds a predetermined threshold enthalpy deficit.
According to another aspect, the invention relates to a system for controlling the polluting emissions of a diesel engine of a motor vehicle equipped with a particle filter, comprising:
- means for measuring an engine exhaust flow rate, a volume flow rate through the filter, a pressure difference between inlet and outlet terminals of the filter, and a temperature at the inlet of the filter, - means for calculating able to estimate a soot mass of the filter from the information coming from the means for measuring,
- means for controlling configured to control regeneration of the particulate filter when the estimated soot mass of the filter exceeds a predetermined threshold mass.
According to one characteristic, the control system comprises means for determining a first maximum temperature at the inlet of the filter as a function of the instantaneous operating point of the engine; means for determining a second maximum temperature at the inlet of the filter from the first maximum temperature, as a function of a measurement of the exhaust flow rate of the engine; and means for determining a third maximum temperature at the inlet of the filter corresponding to the minimum value between the second maximum temperature and the value of a temperature set point required by the control means for regenerating the filter.
Advantageously, the means for calculating are configured to calculate a deviation between the third maximum temperature and a measurement of the temperature at the inlet of the filter, and configured to detect a malfunction of the control system when the calculated deviation exceeds a predetermined threshold deviation.
For example, the means for calculating are configured to calculate a total malfunction time representing the sum of each time lapse between the detection of a malfunction and the time when the calculated deviation becomes less than or equal to the predetermined threshold deviation.
For example, the means for calculating are configured to calculate a total enthalpy deficit received by the filter representing the sum of each integral with respect to time of the product between an exhaust flow and a difference between the calculated temperature deviation and a predetermined threshold deviation, for each period of time elapsed between the detection of a malfunction and the moment when the calculated deviation becomes again less than or equal to the predetermined threshold deviation.
Preferably, the control system comprises means for transmitting a message or an alert signal.
According to another aspect, the invention relates to a motor vehicle equipped with a diesel-type internal combustion engine implementing a method or equipped with a system for controlling polluting emissions as described above. Brief description of the drawings
Other aims, characteristics and advantages of the invention will become apparent on reading the following description, given solely by way of non-limiting example, and made with reference to the appended drawings in which:
[Fig 1 ] shows an exemplary application of the invention;
[Fig 2] illustrates the evolution over time of several temperatures at the inlet of a particle filter according to the invention;
[Fig 3] illustrates a calculation of a total malfunction time according to an embodiment of the invention;
[Fig 4] illustrates a calculation of a total enthalpy deficit received by a particle filter;
[FIG. 5] illustrates a flowchart of a method for detecting a malfunction of a pollutant emission control system according to the invention;
[Fig 6] illustrates a flowchart of a method for detecting a malfunction according to an embodiment of the invention; and
[FIG. 7] illustrates a flowchart of a method for detecting a malfunction according to an embodiment of the invention.
Detailed description of at least one embodiment
Figure 1 illustrates in a non-limiting manner the application of the invention to an internal combustion engine of a vehicle, which here is a diesel engine.
The engine 1 is conventionally provided with a fresh air intake line comprising an intake manifold 2 connected, on the one hand, to the cylinders (three in the example illustrated) and, on the other hand, to a butterfly housing 3 making it possible to adjust the amount of fresh air admitted. The butterfly housing 3 is connected to the fresh air intake via at least one pipe 4.
The engine 1 is provided with an exhaust line comprising an exhaust manifold 5 connected, on the one hand, to the cylinders and, on the other hand, to a vent. The exhaust line comprises a particulate filter referenced PF. The PF filter is associated with a differential pressure sensor (not shown) which is able to measure the pressure difference AP between the inlet and outlet terminals of the filter. The engine 1 also comprises a partial exhaust gas recirculation system at the intake of the engine, called the EGR circuit (from the acronym for: “Exhaust Gas Recycling”), allowing part of the exhaust gas to be taken from the exhaust line downstream of the particulate filter PF and recycled to the intake line after having reduced its temperature via a heat exchanger 6. The EGR circuit is provided with an EGR valve 7 for controlling the flow of recirculated gases.
In the embodiment illustrated by FIG. 1 , the engine 1 is provided with a turbocharger 8 whose compressor part 8a is arranged in the fresh air intake line upstream of the butterfly housing 3 so as to increase the fresh air supply pressure of the engine 1 . The turbine part 8b is arranged in the exhaust line so as to be driven by the exhaust gases. The EGR circuit may then be at low pressure as illustrated in Figure 1 if the EGR circuit is disposed upstream of the compressor 8a and downstream of the turbine 8b. It may be at high pressure if the EGR circuit is arranged downstream of the compressor 8a and upstream of the turbine 8b.
Given the presence of such an EGR circuit, the engine butterfly housing 3 is used to adjust the total intake gas flow rate of the engine, comprising a fresh air flow rate and a recycled gas flow rate.
The flow rate of the recycled gases can be adjusted by means of the EGR valve 7, the flow rate of air admitted into the engine then being obtained indirectly, by difference. In a variant, it is also possible to directly adjust the air flow rate alone by adjusting the air intake valve 9 of the intake circuit, so as to obtain a desired flow rate set point. The flow rate of the recycled gases is then obtained indirectly by the difference between the total flow rate and the fresh air flow rate.
The total flow rate of the gases admitted into the engine is obtained by adjusting the value of the pressure prevailing in the intake manifold 2 of the engine 1 , taking into account the temperature and a filling model.
To achieve this, a pressure sensor 2a and a temperature sensor 2b are provided in the intake manifold 2. The pressure is adjusted by adjusting the position of the butterfly housing 3.
In the case not shown where the engine is devoid of an EGR circuit, there is generally only one butterfly housing 3 to adjust the only flow of gas admitted into the engine which is the flow of fresh air. There is no air intake valve 9. The engine 1 is equipped with a system 11 for controlling the polluting emissions of the engine. The control system 1 1 comprises means for measuring 12, means for calculating 13 and means for controlling 14.
The means for measuring 12 are configured to measure operating parameters of the engine, in particular relating to the flows, temperatures and pressures in the intake and exhaust circuits of the engine.
The means for calculating 13 are configured to estimate the soot mass of the PF filter from the information from the means for measuring 12.
The means for controlling 14 are configured to control regeneration of the PF filter when the estimated soot mass of the filter exceeds a predetermined threshold mass. The means for controlling 14 typically comprise a temperature regulator at the inlet of the PF filter configured to control the settings of the motor according to a temperature set point Tcs required to regenerate the filter, depending for example on the mass contained in said filter.
The control system 1 1 further comprises a memory module (not shown).
The control system 11 comprises means for determining a first T1 , a second T2 and a third T3 maximum temperature.
The determination of a first maximum temperature T1 at the inlet of the PF filter is carried out from a predetermined map and available in the memory module of the system, according to the instantaneous operating point of the engine.
For example, the mapping connects each operating point of an engine 1 to a maximum temperature at the inlet of the PF filter, taking into account the values of adjustment parameters of the engine such as for example injection phasing and injection flow rates near or late. Such a mapping can be obtained by an identification procedure carried out in particular on an engine bench after a preliminary stabilization phase.
The first maximum temperature T1 represents an estimate of the maximum achievable temperature at the inlet of the PF filter for any non-defective, including dispersed, engine, i.e. including components at the limit of their production tolerances.
However, the first maximum temperature T1 can only be reached after a sufficiently long time taking into account the dynamics of the temperature regulator and the thermal inertia of the exhaust circuit related to its mass.
It is therefore useful to filter the first maximum temperature T1 , for example as a function of a measurement of the exhaust flow rate of the engine, in order to determine a second maximum temperature T2 representative of a maximum filtered temperature achievable at the inlet of the PF filter for any non-defective engine, on the current operating point of the engine, at each instant of the regeneration of the particulate filter.
The second maximum temperature T2 is likely to exceed the temperature set point Tcs required at the inlet of the PF filter for the regeneration of the filter.
It is therefore useful to determine a third maximum temperature T3 at the inlet of the PF filter corresponding to the minimum value between the second maximum temperature T2 and the value of the temperature set point Tcs required by the means for controlling 14 for the regeneration of the filter.
The third maximum temperature T3 represents an estimate of the temperature at the inlet of the PF filter that is realistic and achievable for a non-faulty engine.
In other words, the third maximum temperature T3 is an estimate of the temperature at the inlet of the PF filter that can be reached with an engine having no failure, regardless of the operating point of the engine or the running profile of the vehicle.
FIG. 2 illustrates the evolution over time of the first T1 , second T2 and third T3 maximum temperatures according to a running profile according to a speed of the vehicle 15 represented in parallel. In this figure, curves 16 and 17 respectively represent the temperature measured at the inlet of the PF filter and the temperature set point Tcs required by the means for controlling 14.
The means for calculating 13 are configured to calculate a deviation between the third maximum temperature T3 and a measurement of the temperature 16 at the inlet of the PF filter.
The means for calculating 13 are configured to detect a malfunction of the control system when the calculated deviation exceeds a predetermined threshold deviation, in particular during a predetermined abnormally high duration.
It thus becomes possible to detect a malfunction of the engine pollutant emission control system by excluding cases where the lack of regeneration efficiency is related to the running profile of the vehicle, and therefore to engine operating points for which the temperature required at the inlet of the particulate filter Tcs is simply not achievable. In one embodiment, the means for calculating 13 are configured to calculate a total malfunction time representing the sum of each time lapse between the detection of a malfunction and the time when the calculated deviation becomes less than or equal to the predetermined threshold deviation.
Figure 3 illustrates the calculation of a total malfunction time.
In the figures, the same references are used to denote the same elements.
In the example illustrated in FIG. 3, the curve 19 is offset with respect to the curve T3 by a temperature value, or safety margin 18, representative of the measurement and modelling errors and which is equal to the predetermined threshold deviation. Curve 20 illustrates the variation of the total malfunction time. It should be noted that the total malfunction time increases when the temperature measured at the inlet of the PF filter, represented by the curve 16, is less than the corresponding value of curve 19. In other words, the total malfunction time at a given time represents the sum of all the times during which the deviation between the temperature measured at the inlet of the PF filter and the third maximum temperature T3 was greater than the safety margin 18.
In another embodiment, the means for calculating 13 are configured to calculate a total enthalpy deficit received by the PF filter representing the sum of each integral with respect to time of the product between an instantaneous exhaust flow and a difference between the calculated deviation and the predetermined threshold deviation, for each period of time elapsed between the detection of a malfunction and the moment when the calculated deviation becomes again less than or equal to the predetermined threshold deviation.
Figure 4 illustrates the calculation of a total enthalpy deficit received by the PF filter. Curve 21 represents the variation of the total enthalpy deficit received by the PF filter. The total deficit corresponds to the sum of each integral with respect to the time of the product between an instantaneous exhaust flow and the deviation between curves 19 and 16, for each period of time elapsed between the detection of a malfunction and the moment when the calculated deviation becomes again less than or equal to the predetermined threshold deviation. To facilitate the calculation, each area 22 can be discretised into sufficiently small-time intervals so that the exhaust flow rate can be considered constant over each interval. Alternatively, it remains possible for the means for calculating 13 to be configured to calculate both the total enthalpy deficit received by the filter and the total malfunction time.
The control system 11 comprises means for transmitting a message or an alert signal when the total malfunction time exceeds a predetermined threshold duration and/or when the total enthalpy deficit received by the filter exceeds a predetermined threshold enthalpy deficit.
The method for detecting a malfunction of the pollutant emission control system according to the invention is represented by the flowchart illustrated in FIG. 5.
During a first step 23, a first maximum temperature T1 at the inlet of the PF filter is determined from a predetermined map available in a memory module of the control system, according to an instantaneous operating point of the engine. The operating point generally corresponds to parameters representative of the operation of the engine such as speed and load. Determination of the operating point is generally available from a high-level control unit (not referenced).
During a second step 24, a second maximum temperature T2 at the inlet of the filter is determined from the first maximum temperature T1 , as a function of a measurement of the exhaust flow rate of the engine, taking into account the thermal inertia of the exhaust circuit.
During a third step 25, a third maximum temperature T3 is determined at the filter inlet corresponding to the minimum value between the second maximum temperature T2 and the value of a temperature set point Tcs coming from means for controlling 14 of the system 11 .
The method continues with a step 26 of calculating a deviation between the third maximum temperature T3 and the measurement of the temperature at the inlet of the filter.
In the next step 27, it is determined whether the calculated deviation exceeds a predetermined threshold deviation.
If that is the case, a malfunction of the control system is detected (step 28). The method then returns to the first step 23.
If this is not the case, the method returns to the first step 23.
The succession of steps 23 to 28, referenced 29, makes it possible to monitor the normal operation of the control system. As illustrated in Figure 6, the method may comprise a time calculation step 30 wherein a total malfunction time is calculated representing the sum of each time lapse between the detection of a malfunction and the time when the calculated deviation becomes less than or equal to the predetermined threshold deviation.
In the next step 31 , it is determined whether the total malfunction time exceeds a predetermined threshold duration. It should be noted that if the regeneration of the particle filter is interrupted (for example by an engine shut-down), the time threshold can be adjusted, with a temperature deviation, to the time actually spent in regeneration.
If that is the case, the method continues with a step 32 of emitting a message or warning signal intended to warn the driver of the malfunction of the system.
If this is not the case, the process returns to step 23.
As illustrated in FIG. 7, the method may comprise a step 33 of calculating a total enthalpy deficit received by the filter wherein the sum of each integral with respect to the time of the product between an exhaust flow and a difference between the calculated deviation and the predetermined threshold deviation is calculated, for each period of time elapsed between the detection of a malfunction and the moment when the calculated deviation becomes less than or equal to the predetermined threshold deviation.
In the next step 34, it is determined whether the total enthalpy deficit received by the filter exceeds a predetermined threshold enthalpy deficit. It should be noted that if the regeneration of the particle filter is interrupted (for example by an engine shut-down), the enthalpy deficit threshold can be adjusted to the time actually spent in regeneration.
If that is the case, the method continues with a step 32 of emitting a message or warning signal intended to warn the driver of the malfunction of the system.
If this is not the case, the process returns to step 23.
As a variant, it remains possible that the method carries out in parallel the steps 30 of time calculation and 33 of calculation of the total deficit of enthalpy received and that the steps 31 and 34 are merged.
As a variant, it remains possible to carry out the step 32 of sending a message or alert signal immediately after the step 28 of detecting a malfunction.

Claims

1 . Method for detecting a malfunction of a system (1 1 ) for monitoring the polluting emissions of a diesel engine (1 ) of a motor vehicle equipped with a particulate filter (PF), characterised in that it comprises the steps of:
- determination of a first maximum temperature (T1 ) at the inlet of the filter (PF) as a function of an instantaneous operating point of the engine (1 );
- determination of a second maximum temperature (T2) at the inlet of the filter (PF) from the first maximum temperature (T1 ), based on a measurement of the exhaust flow rate of the engine (1 );
- determination of a third maximum temperature (T3) at the inlet of the filter (PF) corresponding to the minimum value between the second maximum temperature (T2) and the value of a temperature set point (Tcs) coming from means for controlling (14) of the system (11 ),
- calculation of a deviation between the third maximum temperature (T3) and a measurement of the filter inlet temperature (PF); and
- detection of a malfunction of the control system (1 1 ) when the calculated deviation exceeds a predetermined threshold deviation.
2. Method according to claim 1 , further comprising a time calculation step wherein a total malfunction time is calculated representing the sum of each time lapse between the detection of a malfunction and the time when the calculated deviation becomes less than or equal to the predetermined threshold deviation.
3. Method according to claim 2, further comprising a step of issuing a message or alert signal performed when the total malfunction time exceeds a predetermined threshold time.
4. Method according to claim 1 , further comprising a step of calculating a total enthalpy deficit received by the filter (PF) wherein the sum of each time integral of the product between an exhaust flow and a difference between the calculated deviation and the predetermined threshold deviation is calculated, for each time lapse between the detection of a malfunction and the time when the calculated deviation becomes less than or equal to the predetermined threshold deviation.
5. Method according to claim 4, further comprising a step of transmitting a message or alert signal performed when the total enthalpy deficit received by the filter exceeds a predetermined threshold enthalpy deficit.
6. Control system (1 1 ) for the polluting emissions of a diesel engine (1 ) of a motor vehicle equipped with a particulate filter (PF) comprising: - means for measuring (12) an exhaust flow rate of the engine, a volume flow rate through the filter, a pressure difference between inlet and outlet terminals of the filter, and a temperature at the inlet of the filter,
- means for calculating (13) able to estimate a soot mass of the filter from the information from the measuring means,
- means for controlling (14) configured to control regeneration of the particulate filter when the estimated soot mass of the filter exceeds a predetermined threshold mass, characterised in that it comprises: means for determining a first maximum temperature (T1 ) at the inlet of the filter (PF) as a function of the instantaneous operating point of the engine (1 );
- means for determining a second maximum temperature (T2) at the inlet of the filter (PF) from the first maximum temperature (T1 ), according to the measurement of the exhaust flow rate of the engine (1 ); means for determining a third maximum temperature (T3) at the inlet of the filter (PF) corresponding to the minimum value between the second maximum temperature (T2) and the value of a temperature set point required by the means for controlling (14) for regenerating the filter, the means for calculating (13) being configured to calculate a deviation between the third maximum temperature (T3) and a measurement of the filter inlet temperature, and configured to detect a malfunction of the control system (11 ) when the calculated deviation exceeds a predetermined threshold deviation.
7. System according to claim 6 wherein the means for calculating (13) is configured to calculate a total malfunction time representing the sum of each time lapse between the detection of a malfunction and the time when the calculated deviation becomes less than or equal to the predetermined threshold deviation.
8. System according to claim 6 wherein the means for calculating (13) is configured to calculate a total enthalpy deficit received by the filter (PF) representing the sum of each integral with respect to the time of the product between an exhaust flow and a difference between the calculated deviation and the predetermined threshold deviation, for each period of time elapsed between the detection of a malfunction and the time when the calculated deviation becomes less than or equal to the predetermined threshold deviation.
9. System according to any of the claims 6 to 8, comprising means for transmitting a message or a warning signal.
1 0. Motor vehicle equipped with a diesel-type internal combustion engine (1 ) implementing a method according to any one of claims 1 to 5 or equipped with a pollutant emission control system (11 ) according to any one of claims 6 to 9.
EP24736385.6A 2023-06-21 2024-06-21 System for monitoring the polluting emissions of a diesel engine of a motor vehicle and associated method for detecting a malfunction of said system Pending EP4731886A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR2306408A FR3150243A1 (en) 2023-06-21 2023-06-21 System for controlling pollutant emissions from a diesel engine of a motor vehicle and associated method for detecting a malfunction of said system
PCT/EP2024/067428 WO2024261236A1 (en) 2023-06-21 2024-06-21 System for monitoring the polluting emissions of a diesel engine of a motor vehicle and associated method for detecting a malfunction of said system

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EP4731886A1 true EP4731886A1 (en) 2026-04-29

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EP (1) EP4731886A1 (en)
CN (1) CN121399362A (en)
FR (1) FR3150243A1 (en)
WO (1) WO2024261236A1 (en)

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Publication number Priority date Publication date Assignee Title
US8316635B2 (en) * 2008-06-13 2012-11-27 Cummins Filtration Ip, Inc. Methods of increasing accuracy of soot load estimates
FR2954953A1 (en) * 2010-01-06 2011-07-08 Peugeot Citroen Automobiles Sa Method for determining state of exhaust line of internal combustion engine of motor vehicle, involves determining operating condition of temperature sensors, heating of exhaust line by engine, catalyst and injection device
JP6153793B2 (en) * 2013-07-10 2017-06-28 日野自動車株式会社 Particulate filter regeneration abnormality judgment device

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