WO2006048103A1 - Verfahren zur steuerung eines betriebs eines beheizbaren abgassensors eines kraftfahrzeugs - Google Patents
Verfahren zur steuerung eines betriebs eines beheizbaren abgassensors eines kraftfahrzeugs Download PDFInfo
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- WO2006048103A1 WO2006048103A1 PCT/EP2005/010988 EP2005010988W WO2006048103A1 WO 2006048103 A1 WO2006048103 A1 WO 2006048103A1 EP 2005010988 W EP2005010988 W EP 2005010988W WO 2006048103 A1 WO2006048103 A1 WO 2006048103A1
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- sensor
- temperature
- exhaust gas
- internal combustion
- combustion engine
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/48—Parallel type
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- 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, e.g. for catalytic activity
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- 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
- F01N9/005—Electrical control of exhaust gas treating apparatus using models instead of sensors to determine operating characteristics of exhaust systems, e.g. calculating catalyst temperature instead of measuring it directly
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- 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
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- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/44—Drive Train control parameters related to combustion engines
- B60L2240/445—Temperature
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/06—Combustion engines, Gas turbines
- B60W2510/068—Engine exhaust temperature
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- 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
- F01N2560/02—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being an exhaust gas sensor
- F01N2560/025—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being an exhaust gas sensor for measuring or detecting O2, e.g. lambda sensors
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- 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
- F01N2560/02—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being an exhaust gas sensor
- F01N2560/026—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being an exhaust gas sensor for measuring or detecting NOx
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- 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
- F01N2560/20—Sensor having heating means
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- 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
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/042—Introducing corrections for particular operating conditions for stopping the engine
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- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/08—Circuits or control means specially adapted for starting of engines
- F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
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- 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
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- 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
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
Definitions
- the invention relates to a method for controlling an operation of an arranged in an exhaust passage of a motor vehicle, equipped with an internal or external Sensoratty worn exhaust gas sensor, the motor vehicle having an internal combustion engine and an automatic shutdown, which causes an automatic shutdown of the internal combustion engine in the presence of at least one stop condition or suppressed its reappearance.
- the motor vehicle is in particular a hybrid vehicle which has at least one additional electric motor for its drive.
- the invention further relates to a motor vehicle with a corresponding sensor control.
- Motor vehicles usually have one or more exhaust gas sensors arranged in the exhaust gas duct, which output a measurement signal which is proportional to a concentration of at least one exhaust gas component and which makes it possible to determine this concentration.
- lambda probes supply a measurement signal which provides information about the oxygen concentration in the exhaust gas and thus about the air / fuel ratio supplied to the internal combustion engine and NO ⁇ sensors give a signal corresponding to the concentration of nitrogen oxides NO x .
- Most such sensors require a specific operating temperature for reliable measurement accuracy, which is why they are equipped with a generally internal sensor heater, which heats the sensor to its operating temperature, in particular after a cold engine start.
- the ceramic elements usually used in the sensors are very sensitive to the entry of condensate, in particular of liquid water, which can lead to damage and failure of the sensor. For this reason, these sensors are heated to their operating temperature after a cold engine start only when it is ensured that at the installation of the sensor by a corresponding heating of the exhaust system no more condensate fail and act on the sensor. Until reaching this condensation temperature of the exhaust gas, the sensor is usually already on a with respect to the ceramic damage to be suppressed preheated maximum permissible temperature to bring the sensor as soon as possible to its operating temperature after exceeding the condensation temperature of the exhaust gas.
- models are stored in modern engine controls, which calculate the exhaust gas temperature at the sensor installation location, or it is accumulated a heat input into the exhaust system. Only after exceeding one or both of these values, the sensor heating is controlled accordingly to achieve the operational readiness, that is switched on or amplified.
- the exhaust gas temperature at the critical point in the exhaust duct can also be measured by means of a temperature sensor and read into the engine control unit.
- hybrid vehicle refers to motor vehicles in which at least two drive units are combined, which use different energy sources to provide the power for the vehicle drive.
- the properties of an internal combustion engine, which generates kinetic energy as a result of the combustion of gasoline or diesel fuels, and of an electric machine that converts electrical energy into kinetic energy complement each other particularly advantageously, which is why modern hybrid vehicles are predominantly equipped with such a combination.
- Two different hybrid concepts can be distinguished.
- serial or sequential hybrid concepts the vehicle drive takes place exclusively via the electric motor, while the internal combustion engine generates the electric current for the charging of an energy store supplying the electric motor or for the direct supply of the electric motor via a separate generator.
- today parallel hybrid concepts are preferred in which the vehicle drive can be represented by both the internal combustion engine and by the electric motor. In such parallel concepts, for example, the electric motor is typically connected to the internal combustion engine at operating points with higher vehicle loads.
- the aim is to operate the internal combustion engine in operating areas with only low efficiency, in particular in idle mode, as rarely as possible or even not at all.
- an automatic start-stop system which includes an automatic shut-off, which causes an automatic shutdown of the internal combustion engine (or suppresses its reconnection) in the presence of stop conditions, and a start-up automatic, which in the presence of start Conditions causes an automatic start of the engine.
- the internal combustion engine is in Standstill phases, ie at a vehicle speed of zero, turned off by the automatic shutdown.
- Start-stop systems take advantage of the fact that hybrid vehicles have significantly more powerful electric starter motors than conventional starters, which enables a fast engine run-up, especially when restarting after an automatic stop. ⁇
- the remaining exhaust gas in the exhaust system cools below the condensation temperature and while the sensor is still maintained at its operating temperature, it may lead to condensate failure and subsequent re-start of the engine to the condensate, in particular with liquid water, thus damaging the sensor.
- the sensor heating is also canceled or issued directly with the automatic shutdown of the internal combustion engine, the delay with which the sensor reaches its operating temperature after a restart of the engine leads to an insufficiently precise engine control and thus to increased exhaust gas values and / or increased fuel consumption.
- the object of the present invention is to provide a method for controlling a heatable exhaust gas sensor, in particular in a hybrid vehicle with automatic switch-off, which keeps the sensor operational for as long as possible in the stop mode of the internal combustion engine and during the subsequent restart and at the same time prevents the sensor from being damaged Condensate protection protects. It is also intended to propose a motor vehicle with a corresponding, optimized sensor control.
- a second time is determined at which a heating power of the sensor heater must be interrupted or reduced so that no later than the first future time a sensor temperature of the exhaust gas sensor has fallen to a maximum allowable sensor temperature
- an extrapolation of the expected future temperature profile of the still remaining in the exhaust gas exhaust gas is thus carried out in an automatic shutdown of the internal combustion engine to determine the time at which this is the critical Kondensationstemperaturv particular of water, reach or fall below.
- a second time is determined at which its heating is reduced or completely should be interrupted. Only when this second time is actually reached, the interruption or reduction of the sensor heating takes place. In this way it is ensured that the exhaust gas sensor is kept ready for operation for a maximum possible duration with the internal combustion engine switched off.
- the determination of the point in time at which the temperature of the exhaust gas located in the exhaust gas passage is likely to exceed the condensation temperature takes place on the basis of an expected course of the exhaust gas temperature.
- This can be determined, for example, by means of an empirical model in which, for example in the vehicle and / or on engine test stands, the actual temperature course is measured under different boundary conditions (starting temperature of the exhaust gas, outside temperature, etc.).
- the measured data can then be stored, for example in the form of maps in the engine control.
- the expected temperature profile can also be determined by means of a physical model in which physical laws are applied with optional consideration of various parameters, such as geometric conditions of the exhaust system, planteoleit refineen the components of the exhaust system, in particular the exhaust pipe, outside temperature and / or the current exhaust gas temperature and other.
- physical laws such as geometric conditions of the exhaust system, planteoleiten the components of the exhaust system, in particular the exhaust pipe, outside temperature and / or the current exhaust gas temperature and other.
- combined empirical-physical Computational models conceivable as well as models based on a temperature measured at another location in the exhaust gas.
- the expected temperature profile is determined according to an advantageous embodiment of the invention for the installation of the exhaust gas sensor in the exhaust duct.
- the temperature profile for a position sfrom the exhaust gas sensor can be extrapolated, in particular for a position at which a maximum cooling rate and thus the lowest temperatures are present. If, at such a position upstream of the sensor, a condensate failure occurs during engine standstill, this condensate can be torn off when the engine is restarted and entered into the sensor.
- a temperature profile of the exhaust gas deviating from the prognosis can be taken into account and the deactivation time of the sensor heating can be adapted continuously.
- the determination of the second time point at which the heating power of the sensor heating device is to be reduced or interrupted also takes place on the basis of a course of the sensor temperature to be expected when the internal combustion engine is switched off.
- the profile of the sensor temperatures is determined as a function of the previously determined profile of the exhaust gas temperature, in particular at or upstream of the installation location of the sensor.
- a measured value-related empirical model, a physical model or a combined, empirical-physical model can be used.
- a currently measured exhaust gas temperature and / or the outside temperature is taken into account.
- the temperature of the exhaust gas sensor is maintained at the maximum permissible sensor temperature, after the second time reached and the heating power was completely or partially withdrawn.
- the sensor is maintained in a preheat state and can be quickly raised to the operating temperature when the engine is restarted.
- the invention further relates to a motor vehicle with an internal combustion engine, in particular a hybrid vehicle with an additional electric motor, arranged in an exhaust passage of the internal combustion engine and equipped with an internal or external sensor heater exhaust gas sensor and with a shutdown, which in the presence of at least one stop condition, an automatic shutdown of the internal combustion engine causes.
- the vehicle according to the invention is characterized by means for controlling the operation of the exhaust gas sensor according to the above-described method according to the invention.
- This control means comprises in particular a program algorithm for carrying out the • control, which is preferably stored in the engine control unit or in a separate control unit.
- Figure 1 shows schematically the structure of a hybrid drive unit according to the invention
- FIG. 2 shows a flow chart for carrying out the inventive method
- FIG. 3 shows temporal profiles of different parameters during an automatic process
- a total of 10 denotes a hybrid drive unit of a hybrid vehicle, not shown in detail.
- the drive of the vehicle takes place optionally or simultaneously by a conventional internal combustion engine 12 (gasoline or diesel engine) and an electric motor 14, both of which act on the same shaft.
- the electric motor 14 acts directly or via a transmission or via a belt, a toothed belt or another non-positive and / or positive connection to the crankshaft of the internal combustion engine 12.
- Internal combustion engine 12 and electric motor 14 are via a transmission 16 (automatic or manual transmission) connected to an indicated powertrain 18.
- the decoupling of the drive shafts of the internal combustion engine 12 and the Electric motor 14 from the transmission 16 via a clutch 20 which can be opened by pressing a clutch pedal, not shown by the driver and is closed when Tin ⁇ actuation.
- the electric motor 14 which is for example a three-phase asynchronous motor or synchronous motor, can optionally be operated in motor or generator mode.
- the electric motor 14 drives the drive train 18 while consuming electrical energy (electricity).
- This relates the electric motor 14 from an energy storage 22, which may be for example a battery and / or a capacitor storage.
- the engine operation of the electric motor 14 may assist the powered-on engine 12.
- the electric motor 14 is driven by the internal combustion engine 12 or a thrust of the vehicle and converts the kinetic energy into electrical energy for replenishing the energy store 22.
- the switching of the electric motor 14 between motor and generator operation is performed by a power electronics 24, which at the same time makes a possibly required conversion between DC and AC.
- the vehicle drive is predominantly carried out by the internal combustion engine 12, which is started by the designed as a starter generator electric motor 14.
- the electric motor 14 also adopts a boost function in that it is connected to the vehicle drive in high-load situations, in particular during acceleration of the vehicle (motor operation).
- the electric motor 14 has a so-called recuperation function in that it converts the kinetic energy into kinetic energy for charging the energy store 22 during regenerative operation and thus at the same time provides a braking torque.
- the electric motor 14 preferably has a power of at most 40 kW, in particular from 8 to 15 kW.
- an optional additional clutch 26 is indicated in FIG. 1, which can be arranged between internal combustion engine 12 and electric motor 14.
- Such an additional clutch 26 allows the separate decoupling of the internal combustion engine 12 from the drive train 18 or from the electric motor 14, which basically has the advantage that when the internal combustion engine 12 is switched off, its mechanical frictional resistances do not have to be "dragged along".
- the additional clutch 26 therefore causes an additional potential savings of fuel, but is associated with a considerable cost, design and space requirements, which is why it is preferably not provided.
- An exhaust gas from the internal combustion engine 12 is passed through an exhaust passage 28 in which a catalyst 30 for catalytic purification of the exhaust gas is provided. It may be a close to the engine precatalyst, which is followed by a main catalyst, not shown here.
- a lambda probe 32 is arranged upstream of the catalytic converter 30, which allows the determination of the oxygen concentration in the exhaust gas and thus the air / fuel ratio supplied to the internal combustion engine 12.
- the air / fuel ratio of the engine 12 is adjusted by way of the so-called lambda control.
- the lambda probe 32 requires a specific operating temperature for the delivery of reliable measurement signals, which is why it is equipped with a sensor heater 34.
- the heater 34 is illustrated by an external element.
- lambda probes and other gas sensors typically have an internal heater.
- the control of the operation of the internal combustion engine 12, the power electronics 24 and the sensor heater 34 is effected by an engine control unit 36, in which an indicated by 38 program algorithm for controlling the sensor operation, the mode of operation is described below, is stored.
- the program algorithm 38 may also be provided in a separate control unit.
- the sequence of the present method for controlling the heatable lambda sensor 32 in a preferred embodiment will be explained with the aid of FIGS. 2 and 3.
- the course of the exhaust gas temperature T_AG in the exhaust duct 28 in the region of the installation location of the lambda probe 32 is shown in the middle part of FIG. 3, and the course of the sensor temperature T_LS of the lambda sensor 32 in the upper part.
- the vehicle speed v_fzg is shown in the lower part of the illustration.
- the vehicle speed v_fzg drops from a first constant level before it reaches 0 km / h at the time t ⁇ , that is, the vehicle comes to a standstill. Such a situation may exist, for example, at a traffic light stop.
- a vehicle speed of 0 or near 0 represents a stop condition, so that the engine 12 is turned off by the automatic shutdown stored in the engine controller 36.
- the sensor 32 which is still heated by the sensor heater 34 at time t ⁇ , initially retains its relative sensor temperature T_LS.
- step 1 the method according to the invention for controlling the sensor 32 begins with step 1, in which it is first queried whether there is a stop operation of the internal combustion engine 12 or not. In addition, it should still be ensured at this point that in the presence of the stop operation, the vehicle should not be finally turned off, that is, for example, an ignition key or switch is not in the OFF position. If the query in step S1 answered yes, that is, the engine 12 is in stop mode and the vehicle is not to be finally turned off, the process goes to step S2, where an extrapolation of the expected course of the exhaust gas temperature T_AG occurs , The extrapolation may refer to a empirical model based on a measured value or to a physical model.
- exhaust gas cooling characteristics measured in experiments are used. These data are then stored in the engine control 36.
- a physical model may be used to determine the expected temperature history of the exhaust gas, using physical laws for * predicting the temperature history.
- specific parameters such as the geometry of the exhaust system, the thermal conductivities of the components of the exhaust system, the outside temperature and / or the current exhaust gas temperature are taken into account here.
- the anticipated temperature profile of the exhaust gas T_AG predicted by the extrapolation in step S2 is indicated in FIG. 3 by the dashed curve.
- the time t3 at which the exhaust-gas temperature T_AG is expected to have dropped to a predefined lower temperature threshold T_AGmin is determined in the following step S3.
- the temperature threshold T_AGmin corresponds to a temperature below which a condensate failure, in particular of water, is possible. Accordingly, the temperature threshold T_AGmin typically about 0 50 substantially corresponds to the temperature of the saturation vapor pressure of the water in the exhaust gas at normal pressure, C.
- the lambda probe 32 still has a sensor temperature T_LS at time t3, during which it could be damaged in the event of exposure to condensate.
- This maximum permissible sensor temperature T_LSmax at an exhaust gas temperature ⁇ T_AGmin is indicated in the upper part of FIG.
- a safety period .DELTA.t_s deducted from the previously determined time t3 at which the exhaust gas is expected to reach the condensation temperature T_AGmin.
- the time t2 is obtained, which corresponds to a desired time at which the sensor temperature T_LS be cooled to the maximum permissible sensor temperature T_LSmax sbll.
- the time t1 is then determined at which the heating power of the sensor heater 34 must be interrupted or at least reduced so that the sensor temperature T_LS the lambda probe 32 has fallen to the critical sensor temperature T_LSmax at time t2, but at the latest at time t3 ,
- a sensor cooling time ⁇ t_SK is subtracted from the time t2.
- the sensor cooling time ⁇ t_SK is determined on the basis of a course of the sensor temperature T_LS to be expected when the internal combustion engine 12 is switched off (shown in dashed lines in FIG. 3).
- This expected sensor temperature profile T_LS is preferably carried out as a function of the prognosis in step S2 of the exhaust gas temperature T_AG.
- a measured value-related empirical model or a physical model can be used.
- step S6 it is checked whether, since the stop operation of the internal combustion engine 12 at time t ⁇ , the desired switch-off time t1 has already been reached, at which the heater 34 of the lambda probe 32 is to be turned off (or reduced in power). If this query is answered in the negative, that is, the time t1 has not yet been reached, the probe heating will continue to be maintained, so that the lambda probe 32 will continue to maintain its optimum operating temperature (step S8). On the other hand, if the query in step S6 is in the affirmative, that is, the time t1 is reached, the process proceeds to step S7, wherein the sensor heating is stopped (or decreased).
- the above-described method steps S2 to S6, which are aimed at determining and monitoring the desired switch-off time t1, take place immediately after the automatic shutdown of the internal combustion engine 12 at the time t ⁇ .
- the determination of the deactivation time t1 of the sensor heating is constantly corrected until reaching this time, that is to say in the time interval t0 to t1, by determining and taking into account an exhaust gas temperature T_AG actually present in the exhaust duct 28.
- the current exhaust gas temperature T_AG can be arranged, for example, with one in the exhaust gas channel 28, in the region of the lambda probe 32 or upstream thereof Temperature sensor (not shown in Figure 1) are measured. As a result, the accuracy of the method is further improved.
- the exhaust gas temperature threshold T_AGmin In the event that the exhaust gas temperature threshold T_AGmin has already been reached, it is further provided, after again exceeding the threshold T_AGmin (or alternatively after exceeding a minimum value for an exhaust gas heat quantity entered into the exhaust system) to specify a relatively lower heating power in order to prevent, if necessary, from Kondensatreste damage to the probe 32 takes place.
- the intensity of the heating power is additionally coupled to the temperature difference by which the exhaust gas temperature T_AG has previously fallen below the condensation threshold T_AGmin.
- the described process sequence ensures that the sensor heating and thus the sensor temperature is reduced to the threshold T_LSmax before a possible condensate failure in the exhaust system, so that no damage is to be feared by exposure of the sensor with condensate. At the same time, it is ensured that the sensor remains operational for a maximum possible duration in the stop mode of the internal combustion engine 12 and thus can precisely comply with the desired lambda value in the event of a subsequent restart of the engine as a result of a further enabled lambda control.
- T_LSmax maximum permissible sensor temperature at condensation temperature of the exhaust gas t ⁇ start of stop operation of the internal combustion engine t1 start reduction or interruption of the sensor heating t2 reaching the maximum permissible sensor temperature t3 reaching the condensation temperature of the exhaust gas
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical Kinetics & Catalysis (AREA)
- Transportation (AREA)
- Analytical Chemistry (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Air-Conditioning For Vehicles (AREA)
- Motor Or Generator Cooling System (AREA)
Abstract
Description
Claims
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US11/666,792 US7654077B2 (en) | 2004-10-30 | 2005-10-13 | Method for controlling an operation of a heatable exhaust-gas sensor of a motor vehicle |
CN2005800376926A CN101052794B (zh) | 2004-10-30 | 2005-10-13 | 用于控制汽车的可加热废气传感器运行的方法 |
DE502005003036T DE502005003036D1 (de) | 2004-10-30 | 2005-10-13 | Verfahren zur steuerung eines betriebs eines beheizbaren abgassensors eines kraftfahrzeugs |
EP05797707A EP1807614B1 (de) | 2004-10-30 | 2005-10-13 | Verfahren zur steuerung eines betriebs eines beheizbaren abgassensors eines kraftfahrzeugs |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102004052772A DE102004052772A1 (de) | 2004-10-30 | 2004-10-30 | Verfahren zur Steuerung eines Betriebs eines beheizbaren Abgassensors eines Kraftfahrzeugs |
DE102004052772.5 | 2004-10-30 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2006048103A1 true WO2006048103A1 (de) | 2006-05-11 |
Family
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Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/EP2005/010988 WO2006048103A1 (de) | 2004-10-30 | 2005-10-13 | Verfahren zur steuerung eines betriebs eines beheizbaren abgassensors eines kraftfahrzeugs |
Country Status (6)
Country | Link |
---|---|
US (1) | US7654077B2 (de) |
EP (1) | EP1807614B1 (de) |
CN (1) | CN101052794B (de) |
AT (1) | ATE387572T1 (de) |
DE (2) | DE102004052772A1 (de) |
WO (1) | WO2006048103A1 (de) |
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JP4775336B2 (ja) * | 2007-06-27 | 2011-09-21 | トヨタ自動車株式会社 | 排気ガスセンサのヒータ制御装置 |
DE102008010103A1 (de) * | 2008-02-20 | 2009-08-27 | Robert Bosch Gmbh | Verfahren und Vorrichtung zur Ansteuerung eines Antriebstrangs eines Fahrzeugs |
JP5134065B2 (ja) * | 2009-12-22 | 2013-01-30 | 日本特殊陶業株式会社 | センサ制御装置 |
JP5840829B2 (ja) * | 2010-05-25 | 2016-01-06 | いすゞ自動車株式会社 | Scrシステム |
JP5717049B2 (ja) | 2011-02-22 | 2015-05-13 | スズキ株式会社 | 内燃機関の制御装置 |
JP5318179B2 (ja) * | 2011-05-30 | 2013-10-16 | 三菱電機株式会社 | 内燃機関の制御装置 |
FR2986263B1 (fr) * | 2012-01-26 | 2015-08-07 | Peugeot Citroen Automobiles Sa | Procede de mise en œuvre d'un dispositif de chauffage d'au moins une sonde equipant une ligne d'echappement d'un vehicule automobile |
JP6199167B2 (ja) * | 2013-11-28 | 2017-09-20 | 株式会社堀場製作所 | 排ガス測定装置及び排ガス測定プログラム |
DE202014006185U1 (de) | 2013-08-12 | 2014-11-26 | Horiba Ltd. | Kraftstoffverbrauch-Berechnungseinheit, Kraftstoffverbrauch-Berechnungsprogramm, Kraftstoffverbrauch-Messgerät und Abgas-Messgerät |
DE102013217956A1 (de) * | 2013-09-09 | 2015-03-12 | Continental Automotive Gmbh | Verfahren zum Betreiben eines im Luftansaugtrakt einer Brennkraftmaschine angeordneten Sauerstoffsensors |
DE102014110388A1 (de) * | 2014-07-23 | 2016-01-28 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Verfahren und System zur Bestimmung der Abgastemperatur |
US9587548B2 (en) | 2014-09-02 | 2017-03-07 | Arctic Cat, Inc. | Oxygen sensor cooling duct |
KR101619609B1 (ko) * | 2014-09-05 | 2016-05-18 | 현대자동차주식회사 | 디젤 하이브리드 차량의 공기유량센서 칩 히팅 제어 장치 |
DE102015209248A1 (de) * | 2015-05-20 | 2016-11-24 | Bayerische Motoren Werke Aktiengesellschaft | Betrieb eines Hybridfahrzeugs nach Feststellen des Erreichens oder Unterschreitens eines unteren Kraftstofffüllstands |
KR20160149549A (ko) * | 2015-06-18 | 2016-12-28 | 현대자동차주식회사 | 산소센서 히터 제어시스템 및 이의 제어방법 |
DE102016005254A1 (de) | 2016-04-29 | 2016-12-15 | Daimler Ag | Kraftfahrzeug |
FR3052856B1 (fr) * | 2016-06-21 | 2019-06-14 | Valeo Systemes Thermiques | Boucle de circulation d’un fluide refrigerant pour vehicule |
DE112017002955B4 (de) | 2016-08-05 | 2022-08-11 | Hitachi Astemo, Ltd. | Auslassrohrtemperaturabschätzvorrichtung und Sensorheizvorrichtungssteuereinrichtung für einen Abgassensor, die die Auslassrohrtemperaturabschätzvorrichtung verwendet |
US11352923B2 (en) | 2017-10-10 | 2022-06-07 | Cummins Inc. | System and method to mitigate sensor failures due to water condensation |
JP6844555B2 (ja) * | 2018-02-08 | 2021-03-17 | トヨタ自動車株式会社 | センサシステム |
DE102019220584A1 (de) * | 2019-08-19 | 2021-02-25 | Robert Bosch Gmbh | Verfahren zum Betreiben eines Abgassensors |
CN113027623A (zh) * | 2021-01-29 | 2021-06-25 | 广西玉柴机器股份有限公司 | 一种混动车辆氮氧化物传感器露点释放方法及相关装置 |
DE102022202627A1 (de) | 2022-03-17 | 2023-01-19 | Vitesco Technologies GmbH | Verfahren zum Betreiben eines Abgassensors für eine Brennkraftmaschine, Abgassensor und Brennkraftmaschine |
CN115095418B (zh) * | 2022-06-17 | 2023-10-27 | 江铃汽车股份有限公司 | 一种排气系统热端评价方法及系统 |
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-
2004
- 2004-10-30 DE DE102004052772A patent/DE102004052772A1/de not_active Withdrawn
-
2005
- 2005-10-13 AT AT05797707T patent/ATE387572T1/de not_active IP Right Cessation
- 2005-10-13 DE DE502005003036T patent/DE502005003036D1/de active Active
- 2005-10-13 WO PCT/EP2005/010988 patent/WO2006048103A1/de active IP Right Grant
- 2005-10-13 EP EP05797707A patent/EP1807614B1/de not_active Not-in-force
- 2005-10-13 US US11/666,792 patent/US7654077B2/en not_active Expired - Fee Related
- 2005-10-13 CN CN2005800376926A patent/CN101052794B/zh not_active Expired - Fee Related
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EP1431539A2 (de) * | 2001-08-31 | 2004-06-23 | Honda Giken Kogyo Kabushiki Kaisha | Vorrichtung zur Bestimmung der Verschlechterung eines Absorbers |
US20040031452A1 (en) * | 2002-04-03 | 2004-02-19 | Toyota Jidosha Kabushiki Kaisha | Hot coolant type heat accumulating apparatus for a hybrid vehicle and heat accumulating method thereof |
Also Published As
Publication number | Publication date |
---|---|
US7654077B2 (en) | 2010-02-02 |
CN101052794B (zh) | 2010-06-23 |
EP1807614B1 (de) | 2008-02-27 |
ATE387572T1 (de) | 2008-03-15 |
DE102004052772A1 (de) | 2006-05-04 |
EP1807614A1 (de) | 2007-07-18 |
US20080209886A1 (en) | 2008-09-04 |
CN101052794A (zh) | 2007-10-10 |
DE502005003036D1 (de) | 2008-04-10 |
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