WO2011126429A1 - Device and method for detecting a state of a sensor in the exhaust system of a motor vehicle - Google Patents
Device and method for detecting a state of a sensor in the exhaust system of a motor vehicle Download PDFInfo
- Publication number
- WO2011126429A1 WO2011126429A1 PCT/SE2011/050360 SE2011050360W WO2011126429A1 WO 2011126429 A1 WO2011126429 A1 WO 2011126429A1 SE 2011050360 W SE2011050360 W SE 2011050360W WO 2011126429 A1 WO2011126429 A1 WO 2011126429A1
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- WO
- WIPO (PCT)
- Prior art keywords
- gas concentration
- determining
- sensor
- engine
- difference
- Prior art date
Links
- 238000000034 method Methods 0.000 title claims abstract description 69
- 239000003054 catalyst Substances 0.000 claims abstract description 96
- 238000011144 upstream manufacturing Methods 0.000 claims abstract description 30
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- 239000007789 gas Substances 0.000 description 124
- QGZKDVFQNNGYKY-UHFFFAOYSA-N Ammonia Chemical compound N QGZKDVFQNNGYKY-UHFFFAOYSA-N 0.000 description 48
- 229910021529 ammonia Inorganic materials 0.000 description 21
- 238000010010 raising Methods 0.000 description 11
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- 239000000446 fuel Substances 0.000 description 2
- 230000000246 remedial effect Effects 0.000 description 2
- IJGRMHOSHXDMSA-UHFFFAOYSA-N Atomic nitrogen Chemical compound N#N IJGRMHOSHXDMSA-UHFFFAOYSA-N 0.000 description 1
- 230000015572 biosynthetic process Effects 0.000 description 1
- 230000003197 catalytic effect Effects 0.000 description 1
- 238000010531 catalytic reduction reaction Methods 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 239000002283 diesel fuel Substances 0.000 description 1
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Classifications
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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
-
- 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
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
- F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
- F01N3/2066—Selective catalytic reduction [SCR]
- F01N3/208—Control of selective catalytic reduction [SCR], e.g. dosing of reducing agent
-
- 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
-
- 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
- F02D41/146—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 an NOx content or concentration
- F02D41/1461—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 an NOx content or concentration of the exhaust gases emitted by the engine
-
- 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
- F02D41/146—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 an NOx content or concentration
- F02D41/1463—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 an NOx content or concentration of the exhaust gases downstream of exhaust gas treatment apparatus
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/22—Safety or indicating devices for abnormal conditions
- F02D41/222—Safety or indicating devices for abnormal conditions relating to the failure of sensors or parameter detection devices
-
- 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
-
- 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
- F01N2560/14—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics having more than one sensor of one kind
-
- 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
- F01N2570/00—Exhaust treating apparatus eliminating, absorbing or adsorbing specific elements or compounds
- F01N2570/14—Nitrogen oxides
-
- 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
- F01N2610/00—Adding substances to exhaust gases
- F01N2610/02—Adding substances to exhaust gases the substance being ammonia or urea
-
- 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
- F01N2900/1402—Exhaust gas composition
-
- 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
- F02D41/146—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 an NOx content or concentration
-
- 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
- Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
- Y02A50/00—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE in human health protection, e.g. against extreme weather
- Y02A50/20—Air quality improvement or preservation, e.g. vehicle emission control or emission reduction by using catalytic converters
-
- 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
- Y02T10/12—Improving ICE efficiencies
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Definitions
- the present invention relates to a method for detecting a state of a sensor of a motor vehicle.
- the invention relates also to a computer programme product comprising programme code for a computer to implement a method according to the invention.
- the invention relates also to a device for detecting a state of a sensor of a motor vehicle and to a motor vehicle which is equipped with the device.
- WO 2008/120649 describes a system capable of deciding whether a catalyst of a vehicle is or is not to be supplied with absorbed ammonia when fuel supply to an engine of the vehicle is limited while travelling at low speeds.
- JP 2008/133780 describes a method for diagnosing a NO x sensor downstream of a catalyst of a vehicle. The diagnosis is performed during a state in which supply of reducing substances is halted to avoid affecting the catalyst.
- An object of the present invention is to propose a novel and advantageous method for determining a state of a sensor in an exhaust system of a motor vehicle.
- a particular object of the present invention is to propose a novel and advantageous method for determining a state of a NO x sensor in an exhaust system of a motor vehicle.
- Another object of the invention is to propose a novel and advantageous device and a novel and advantageous computer programme for determining a state of a sensor in an exhaust system of a motor vehicle.
- a particular object of the present invention is to propose a novel and advantageous device and a novel and advantageous computer programme for determining a state of a NO x sensor in an exhaust system of a motor vehicle.
- a further object of the invention is to propose a method, a device and a computer programme for achieving a more robust determination of a state of a sensor of a motor vehicle.
- a further object of the invention is to propose a method, a device and a computer programme for achieving a more accurate determination of a state of a sensor of a motor vehicle.
- An object of the invention is to propose an alternative method for determining a state of a NO x sensor of a motor vehicle.
- An aspect of the invention pertains to a method for determining a state of at least one sensor of a motor vehicle which has an engine and an exhaust system with a catalyst. The method comprises the steps of:
- An aspect of the invention makes it possible to diagnose and adapt at least one NO x sensor by stepped raising of the NO x concentrations upstream and downstream of the catalyst. Stepped adjustments of the NO x concentrations in an exhaust system of the vehicle may be achieved by altering injection angles of at least one cylinder of the vehicle's engine. By locking urea dosage to the SCR catalyst in all variables except mass flow it is possible for existing ammonia in the catalyst to be consumed by taking at least one NO x step. The urea dosage will not thereby be corrected. By thereafter effecting further NO x steps and comparing emission parameters determined at the first sensor situated upstream of the catalyst with emission parameters at a second sensor situated downstream of the catalyst it is possible to determine any gain error and offset error of the NO x sensor.
- the method is easy to implement in existing motor vehicles.
- Software for determining a state of at least one sensor of a motor vehicle according to the invention may be installed in a control unit of the vehicle during the manufacture of the vehicle. A purchaser of the vehicle may thus have the possibility of selecting the function of the method as an option.
- software comprising programme code for effecting the innovative method for determining a state of at least one sensor of a motor vehicle may be installed in a control unit of the vehicle on the occasion of upgrading at a service station, in which case the software may be loaded into a memory in the control unit.
- Implementing the innovative method is therefore cost-effective, particularly as no further sensors for detecting NO x gas concentrations in an exhaust system of the vehicle are required. Necessary hardware is currently already provided in the vehicle. The invention therefore represents a cost- effective solution to the problems indicated above. It is also likely that the vehicle will need fewer workshop visits, since automatic adaptation of misleading sensors can be effected according to the innovative method.
- Software comprising programme code for determining a state of at least one sensor of a motor vehicle is easy to update or replace. Moreover, various portions of the software comprising programme code for determining a state of at least one sensor of a motor vehicle may be replaced independently of one another. This modular configuration is advantageous from a maintenance perspective.
- the method may further comprise the step of:
- the method may further comprise the step of:
- the method may further comprise the steps of: - determining a first parameter pertaining to said difference in the first NO x gas concentration;
- the method may further comprise the steps of:
- the method may further comprise the step of:
- the method may further comprise the step of:
- the increase in said steps may be within a range of between 50 and 3000 ppm.
- the increase in said steps may be within a range of between 500 and 1000 ppm.
- An aspect of the invention pertains to a device for determining a state of at least one sensor of a motor vehicle according to claim 10.
- An aspect of the invention pertains to a device for determining a state of at least one sensor of a motor vehicle which has an engine and an exhaust system with a catalyst.
- the device comprises:
- the device may further comprise means for determining, before said control of the operation of the engine is initiated, whether a desirable flow state prevails in said exhaust system.
- the device may further comprise means for setting, before said control of the operation of the engine is initiated, a value which represents a desired degree of stoichiometry.
- the device may further comprise means for determining a first parameter pertaining to said difference in the first NO x gas concentration
- the device may further comprise means for determining a second parameter pertaining to said difference in the first NO x gas concentration
- the device may further comprise means for controlling urea injection in the exhaust system on the basis of the state determined of said at least one sensor.
- the method may further comprise means for controlling operation of the engine in such a way as to cause a NO x gas concentration downstream of the engine to increase in one or more substantially discrete steps.
- the increase in said steps may be within a range of between 50 and 3000 ppm.
- the increase in said steps may be within a range of between 500 and 1000 ppm.
- the invention may be applied to other vehicles or platforms which have a combustion engine.
- platforms other than land vehicles comprise watercraft, e.g. a boat or ship equipped with an engine which discharges emissions, or any freestanding generator, e.g. an electric generator run on diesel fuel.
- An aspect of the invention pertains to a computer programme for determining a state of at least one sensor of a motor vehicle, which programme comprises programme code stored on a computer-readable medium for causing an electronic control unit or another computer connected to the electronic control unit to perform steps according to any of claims 1-9.
- An aspect of the invention pertains to a computer programme product comprising a programme code stored on a computer-readable medium for performing method steps according to any of claims 1-9 when said computer programme is run on an electronic control unit or another computer connected to the electronic control unit.
- Figure 1 illustrates schematically a vehicle according to an embodiment of the invention
- Figure 2 illustrates schematically a subsystem for the vehicle depicted in Figure 1 , according to an embodiment of the invention
- Figure 3a is a schematic diagram showing NO x concentrations upstream of a catalyst of the vehicle as a function of time;
- Figure 3b is a schematic diagram showing NO x concentrations upstream of a catalyst of the vehicle as a function of time;
- Figure 4a is a schematic flowchart of a method according to an embodiment of the invention.
- Figure 4b is a more detailed schematic flowchart of a method according to an embodiment of the invention.
- Figure 5 illustrates schematically a computer according to an embodiment of the invention.
- FIG. 1 depicts a side view of a vehicle 100.
- the exemplified vehicle 100 comprises a tractor unit 110 and a trailer 112.
- the vehicle may be a heavy vehicle, e.g. a truck or a bus.
- the vehicle may alternatively be a passenger car.
- the term "link” refers herein to a communication link which may be a physical connection such as an opto-electronic communication line, or a non-physical connection such as a wireless connection, e.g. a radio link or microwave link.
- the terms "gain” and “gain error” in general refer herein respectively to a sensitivity and a proportional error in sensitivity of a sensor of the vehicle.
- gain and gain error refer respectively to a sensitivity and a proportional error in sensitivity of a NO x sensor of the vehicle.
- the gain error of a NO x sensor may be determined by determining a characterising constant pertaining to a change in a NO x gas concentration upstream or downstream of a catalyst of the vehicle and by comparing this value with a reference value.
- offset and offset error in general refer respectively to a systematic displacement of a detected value and to an error pertaining to the systematic displacement of a detected error of a sensor of the vehicle.
- offset and offset error refer respectively to a systematic displacement of a detected value and to an error pertaining to the systematic displacement of a detected value of a NO x sensor of the vehicle.
- the offset error of a NO x sensor may be determined by determining a characterising constant pertaining to a change in a NO x gas concentration upstream or downstream of a catalyst of the vehicle and by comparing this value with a reference value.
- stoichiometry refers herein to a ratio between an existing NO x gas concentration and an existing concentration of ammonia (NH 3 ).
- a ratio of 1 between NH 3 and NO x (NH 3 /NO x ) represents a theoretically complete reduction of NO x when the amount of NH 3 is precisely as large as required.
- a degree of stoichiometry does not reduce all NO x .
- a degree of stoichiometry of 0.9 reduces 90% of NO x in an ideal catalyst and exhaust mass flow.
- Figure 2 depicts schematically a subsystem 299 of the vehicle 100.
- the subsystem 299 is situated in the tractor unit 110.
- the subsystem 299 comprises an engine 230 intended to power the vehicle 100.
- the engine 230 is a combustion engine.
- the engine 230 may be a diesel engine with any desired number of cylinders, e.g. 4, 5 or 6 cylinders.
- the exhaust gases generated by the engine during operation of the vehicle are arranged to be led in a first pipe 235 to a catalyst 260.
- the catalyst 260 in this embodiment example is a so-called SCR catalyst.
- the catalyst 260 is connected to a second pipe 265 which is arranged to lead the exhaust gases out from the vehicle 100 to its surroundings.
- the subsystem 299 may comprise further components, e.g. particle filters. Such other components have been omitted to make the invention clearer.
- a first sensor 240 is provided upstream of the catalyst 260 on the first pipe 235.
- the first sensor 240 is intended to measure a gas concentration of the exhaust gases in the first pipe 235.
- the first sensor 240 is intended to measure a NO x gas concentration in the exhaust gases in the first pipe 235.
- the first sensor 240 is intended to continuously detect a NO* gas concentration in the first pipe 235.
- the first sensor 240 is intended to detect in real time a NO x gas concentration in the first pipe 235.
- the first sensor 240 is arranged for communication with an emission control unit 220 via a link 241.
- the first sensor 240 is intended to continuously send to the emission control unit 220 signals containing information about a prevailing NO x gas concentration in the pipe 235.
- the emission control unit 220 is arranged to receive the signals sent from the first sensor 240.
- a second sensor 270 is provided downstream of the catalyst 260 on the second pipe 265.
- the second sensor 270 is intended to measure a gas concentration of the exhaust gases in the second pipe 265.
- the second sensor 270 is intended to measure a NO x gas concentration in the exhaust gases in the second pipe 265.
- the second sensor 270 is intended to continuously detect a NO x gas concentration in the second pipe 265.
- the second sensor 270 is intended to detect in real time a NO x gas concentration in the second pipe 265.
- the second sensor 270 is arranged for communication with the emission control unit 220 via a link 271.
- the second sensor 270 is intended to continuously send to the emission control unit 220 signals containing information about a prevailing NO x gas concentration in the second pipe 265.
- the emission control unit 220 is arranged to receive the signals sent from the second sensor 270.
- the emission control unit 220 is arranged for communication with a fluid injector 250 via a link 251.
- the fluid injector 250 is situated on the first pipe 235.
- the emission control unit 220 is arranged to control the fluid injector 250 by means of control signals sent via the link 251.
- the fluid injector 250 is intended to inject a fluid into the first pipe 235 on the basis of the control signals received.
- the fluid injector is adapted to injecting a liquid solution containing urea in the first pipe 235.
- An example of a liquid solution is AdBlue.
- a container (not depicted) is provided to contain the liquid solution. The container is flow-connected to the injector via a passage which is arranged to lead the liquid solution to the injector 250 for injection in the first pipe 235 as appropriate.
- AdBlue AdBlue or some other suitable liquid solution as above makes possible a catalytic process in the catalyst 260 whereby NO x gas reacts with ammonia (NH 3 ), which may result in the formation of nitrogen gas (N 2 ) and water (H 2 0).
- NH 3 ammonia
- first sensor 240, the second sensor 270 and the fluid injector 250 may be of suitable kinds and may accordingly be configured appropriately in the subsystem 299.
- an engine control unit 200 is arranged for communication with the emission control unit 220 via a link 221.
- the engine control unit 200 is also referred to as a first control unit 200.
- the first control unit 200 is arranged to control the emission control unit 220 by continuously sending control signals to it.
- an emission model may be stored in a memory.
- the first control unit 200 can by means of the stored emission model estimate a prevailing NO x gas concentration in the first pipe 235.
- the first control unit may also estimate by means of the stored emission model a prevailing NO x gas concentration in the second pipe 265.
- the first control unit 200 is arranged to estimate a first NO x gas concentration level which should be present in the first pipe 235 in a given operating situation of the vehicle 100.
- This estimated first ⁇ gas concentration level in the first pipe 235 may serve as a reference level for an actually prevailing NO x gas concentration level in the first pipe 235.
- the first control unit 200 is arranged to estimate a second NO x gas concentration level which should be present in the second pipe 265 in a given operating situation of the vehicle 100.
- This estimated second NO x gas concentration level in the second pipe 265 may serve as a reference level for an actually prevailing NO x gas concentration level in the second pipe 265.
- the first control unit 200 may serve as master and the emission control unit may serve as slave.
- the first control unit 200 is arranged to determine whether there is a substantially steady flow state of the catalyst 260. According to an example, the first control unit 200 is arranged to determine the substantially steady flow state on the basis of a prevailing temperature of the catalyst 260, or on the basis of how the prevailing temperature of the catalyst 260 varies with time. According to an example, the first control unit 200 is arranged to determine the substantially steady flow state on the basis of how the prevailing flow of the catalyst 260 varies with time. When it has determined that there is a substantially steady flow state, the first control unit 200 is arranged to choose a value which represents a desired degree of stoichiometry.
- the first control unit 200 is arranged thereupon to lock urea dosage with respect to all variables other than gas mass flow in the exhaust system.
- the first control unit 200 is arranged to effect a NO x step in order to gradually empty the catalyst 260 of extra stored ammonia.
- the first control unit 200 is arranged to check whether there is extra stored ammonia in the catalyst 260. This may be done by a number of temporary raisings of the NO x concentrations in the first pipe 235.
- the first control unit 200 is in general arranged to control urea injection to the first pipe 235 according to stored operating routines.
- the urea dosage will not be corrected for changes in NO x gas during the innovative method.
- the first control unit 200 is arranged to alter a NO x gas concentration downstream of the engine 230 by controlling operation of the engine 230 in a predetermined way. Discrete NO x steps may be performed in this way.
- the first control unit 200 is further arranged to determine a difference in a first NO x gas concentration upstream of said catalyst 260 and to determine a difference in a second NO x gas concentration downstream of said catalyst.
- the first control unit 200 is arranged to determine a state of at least one of the NO x sensors 240 and 270 on the basis of said difference in the first NO x gas concentration and said difference in the second NO x gas concentration.
- a second control unit 210 is arranged for communication with the first control unit 200 via a link 211.
- the second control unit 210 may be detachably connected to the first control unit 200.
- the second control unit 210 may be a control unit external to the vehicle 100.
- the second control unit 210 may be arranged to perform the innovative method steps according to the invention.
- the second control unit 210 may be used to cross-load software to the first control unit 200, particularly software for applying the innovative method.
- the second control unit 210 may alternatively be arranged for communication with the first control unit 200 via an internal network in the vehicle.
- the second control unit 210 may be arranged to perform functions substantially similar to the first control unit 200, e.g.to determine a state of at least one of the first sensor 240 and the second sensor 270.
- the first sensor 240, the second sensor 270 and the injector 250 are signal-connected to the emission control unit 220. It should be noted that other configurations are feasible. For example, the first sensor 240, the second sensor 270 and the injector 250 might be signal-connected to the first control unit 200 and/or the second control unit 210. One skilled in the art will appreciate that sundry variants are feasible. Parts of the innovative method may by means of stored software be executed in the first control unit 200, the second control unit 210 and the emission control unit 220 or in a combination of them.
- Figure 3a is a schematic diagram showing NO x gas concentrations C [ppm] upstream of the catalyst 260 of the vehicle 100 as a function of time T in seconds.
- LOa concentration of NO x gas in the first pipe 235.
- this level LOa is 1000 ppm.
- a substantially steady flow state has to be reached at which an equilibrium state prevails in the catalyst 260.
- the substantially steady flow state may according to an example be determined on the basis of a prevailing temperature of the catalyst 260 or on the basis of how the prevailing temperature of the catalyst 260 varies with time.
- a value which represents a desired degree of stoichiometry is chosen.
- a value is chosen which represents a desired degree of stoichiometry and which corresponds to a prevailing stoichiometry, i.e. a current stoichiometry is frozen.
- a predetermined value is chosen for the stoichiometry, e.g. 0.9 or 1.0.
- the chosen value representing a desired degree of stoichiometry is thereupon set in, for example, the first control unit 200, the second control unit 210 and/or the emission control unit 220 as a parameter in operating routines stored in them.
- the NO x gas concentration downstream of the engine 230 is altered in the first pipe 235 in a predetermined way.
- the NO x gas concentration is increased to a first predetermined level L1 a corresponding to 1200 ppm.
- the NO x gas concentration downstream of the engine 230 is altered in the first pipe 235 in such a way that a temporary raising of the ⁇ gas concentration to a second predetermined level L2a is effected.
- This procedure is repeated according to this example at three predetermined times. Thereafter a second phase begins, provided that an equilibrium state prevails in the catalyst.
- This equilibrium state represents a state in which no extra ammonia is stored in the catalyst 260.
- This equilibrium state may be determined on the basis of at least two consecutive responses of the NO x concentration downstream of the catalyst to said temporary raisings of NO x upstream of the catalyst 260, as described in more detail with reference to Figure 3b below.
- T3a the NO x gas concentration downstream of the engine 230 is altered in the first pipe 235 in such a way that any desired raising of the concentration is effected. In this case the level is raised from the first level L1a to the second level L2a.
- the NO x gas concentration downstream of the engine 230 is altered in the first pipe 235 in such a way that any desired raising of the concentration is effected. In this case the level is raised from the second level L2a to a third level L3a.
- the NO x gas concentration downstream of the engine 230 is altered in the first pipe 235 back to the original level LOa or some other desired level.
- the first level L1a corresponds to 1200 ppm NO x .
- the second L2a corresponds to 1300 ppm NO x .
- the third level L3a corresponds to 1400 ppm NO x .
- the predetermined steps performed during the first and second phases may correspond to a NO x gas concentration change C within a range of between 50 and 3000 ppm.
- Figure 3b is a schematic diagram showing NO x gas concentrations C [ppm] downstream of the catalyst 260 of the vehicle 100 as a function of time T in seconds.
- this level LOb is 100 ppm.
- the NO x gas concentration C downstream of the catalyst is altered in the second pipe 265 on the basis of the engine control effected at time T1a as described above.
- the NO x gas concentration is increased gradually to a first level Li b progressively as ammonia stored in the catalyst 260 is consumed.
- the first level Li b corresponds in this example to 300 ppm.
- Times T1 a and T1 b are for natural reasons displaced chronologically so that time T1 b is later than T1 a. The same relative displacement prevails between times T2a and T2b, and so on, for the times indicated in Figures 3a and 3b.
- the NO x gas concentration downstream of the catalyst 260 is altered in the second pipe 265 in such a way that a temporary raising of the ⁇ gas concentration is effected.
- the response to the first concentration rise at time T2b downstream of the catalyst 260 is not complete, because there is still surplus ammonia stored in the catalyst.
- the two temporary increases in the NO x gas concentration are from a first level Li b to a level L2b.
- said equilibrium state in the catalyst 260 may be determined in various ways. One of them is herein exemplified, viz. that indicated above.
- the NO x gas concentration downstream of the catalyst 260 is altered in the second pipe 265 on the basis of the change in the NO x gas concentration upstream of the catalyst 260 at time T3a.
- the level is raised from the first level L b to the second level L2b.
- the NO x gas concentration downstream of the catalyst 260 is altered in the second pipe 265 on the basis of the increase in the NO x gas concentration upstream of the catalyst 260 at time T4a.
- the level is raised from the second level L2b to a third level L3b.
- the NO x gas concentration downstream of the catalyst 260 is altered in the second pipe 265 back to the original level LOb, or some other desired level, on the basis of the lowering of the NO x gas concentration at time T5a.
- the first level Li b corresponds to 300 ppm of NO x gas.
- the second L2b corresponds to 400 ppm of NO x gas.
- the third L3b corresponds
- the constants ki and k 2 may be compared with one another to determine on the basis thereof any gain error of the first sensor 240 and/or the second sensor 270. If the difference between the values of the constants ki and k 2 is greater than a predetermined limit value, it may be determined that there is a gain error. The absolute amount of the difference between the values of the constants ki and k 2 indicates the magnitude of the gain error between the first sensor 240 and the second sensor 270.
- the constants ki and k 2 may be compared with a constant k 3 arising from an emission model which estimates the NO x concentration upstream of the SCR catalyst in order to determine on the basis thereof any gain error of the first sensor 240 and/or the second sensor 270.
- the constants, mi and m 2 may be compared with one another or with the predetermined reference value, such as a constant, e.g. zero (0), in order to determine on the basis thereof any offset error of the first sensor 240 and/or the second sensor 270. If the difference between the values of the constants m- ⁇ and m 2 is greater than a predetermined limit value, it may be determined that there is an offset error.
- the absolute amount of the difference between the values of the constants mi and m 2 indicates the magnitude of the offset error between the first sensor 240 and the second sensor 270.
- an offset error may be determined by comparing the respective constants mi and m 2 with the predetermined value in order to determine the magnitude of the offset error.
- Figure 4a is a schematic flowchart of a method for determining a state of at least one sensor of a motor vehicle which has an engine and an exhaust system with a catalyst, according to an embodiment of the invention.
- the method comprises a first step s401 comprising the steps of:
- FIG. 4b is a schematic flowchart of a method for determining a state of a NO x sensor of a motor vehicle which has an engine and an exhaust system with an SCR catalyst, according to an embodiment of the invention.
- the method comprises a first step s410 comprising the step of determining a flow state in the exhaust system of the vehicle 100.
- the flow state may be determined in a manner described in more detail with reference to the description of phase 1 in Figures 3a and 3b.
- Step s410 is followed by a step s420.
- Method step s420 comprises the step of deciding whether the flow state determined is a substantially steady flow state.
- the substantially steady flow state may be determined on the basis of a prevailing temperature of the catalyst 260 or on the basis of how the prevailing temperature of the catalyst 260 varies with time. If there is a substantially steady flow state, a subsequent step s430 is performed. If there is no substantially steady flow state, step s410 is performed again.
- Method step s430 comprises the step of choosing a value which represents a desired degree of stoichiometry.
- a value is chosen which represents a desired degree of stoichiometry and which corresponds to a prevailing stoichiometry, i.e. a current stoichiometry is frozen for the duration of the remaining method steps.
- a predetermined value is chosen which represents a desired degree of stoichiometry, e.g. 0.9 or 1.0.
- the chosen value representing a desired degree of stoichiometry is thereupon set in, for example, the first control unit 200, the second control unit 210 and/or the emission control unit 220 as a parameter in operating routines stored in them.
- Method step s430 comprises also the step of locking urea dosage with reference to all variables except gas mass flow in the exhaust system. According to an example, this means that the amount of urea supplied to the first pipe 235 during a certain time is regulated on the basis of a prevailing gas mass flow in the first pipe 235. Step s430 is followed by a step s435.
- Method step s435 comprises the step of acting upon the catalyst 260. It comprises the step of effecting a stepped increase in NO x gas concentrations in the first pipe 235 from a level LOa to a level L1a, as illustrated in Figure 3a. The catalyst is thereby acted upon in such a way that extra ammonia stored in it is gradually consumed.
- Step s435 comprises also the step of determining whether there actually is a desirable flow state in said exhaust system.
- the desirable flow state is a state in which substantially no extra amount of ammonia is stored in the catalyst 260.
- the desirable flow state may be a state in which an equilibrium state with regard to NO x and ammonia prevails. According to an example, this desirable flow state is determined by effecting any desired number of temporary rises of the NO x gas concentration in the first pipe 235. With a certain delay, corresponding temporary raisings of the NO x gas concentration in the second pipe 265 may be detected. If two consecutive raisings of the NO x gas concentration in the second pipe 265 are of substantially equal magnitude, it may be determined that a desirable flow state prevails in said exhaust system. This brings to an end phase 1 , which is described in more detail with reference to Figure 3a and Figure 3b. Step s435 is followed by a step s440.
- Method step s440 comprises the step of taking remedial action. More specifically, remedial action is taken in order, in at least one discrete step, to raise the NO x gas concentration upstream of the catalyst 260. This may for example be done by controlling the injection angle a for at least one cylinder of the engine 230 of the vehicle 100. With a certain delay, a corresponding increase in the N0 X gas concentration downstream of the catalyst 260 will take place. Step s440 is followed by a step s450.
- Method step s450 comprises the step of determining emission parameters pertaining to the NO x gas concentration increases upstream and downstream of the catalyst. This is described in more detail with reference to, for example, Figures 3a and 3b.
- the emission parameters are the constants k-i, k2, m-i and rri2 determined.
- Step s450 comprises also the step of determining any gain error of at least one of the NO x sensors 240 and 270. Any gain error of the at least one NO x sensor 240 and 270 may be determined on the basis of the constants k- ⁇ and k 2 determined. Any offset error may be determined on the basis of the parameters m- ⁇ and/or m 2 determined.
- Step s450 is followed by a step s460.
- Method step s460 comprises the step of, where appropriate, adapting urea dosage to cater for any gain error determined and/or any offset error determined.
- the adaptation is intended to correct automated direct or indirect urea dosage of the subsystem 299.
- the method ends after step s460. Thereupon the stoichiometry is regulated according to stored operating routines and the subsystem 299 resumes normal operation of the SCR catalyst.
- FIG. 5 is a diagram of a version of a device 500.
- the control units 200, 210 and 220 described with reference to Figure 2 may in a version comprise the device 500.
- the device 500 comprises a non-volatile memory 520, a data processing unit 510 and a read/write memory 550.
- the non-volatile memory 520 has a first memory element 530 in which a computer programme, e.g. an operating system, is stored for controlling the function of the device 500.
- the device 500 further comprises a bus controller, a serial communication port, I/O means, an AID converter, a time and date input and transfer unit, an event counter and an interruption controller (not depicted).
- the non-volatile memory 520 has also a second memory element 540.
- a computer programme P which comprises routines for determining a state of at least one sensor of a motor vehicle according to the innovative method.
- the programme P comprises routines for determining emission parameters pertaining to the respective NO x gas concentrations upstream and downstream of catalyst.
- the programme P comprises routines for, where appropriate, using the emission parameters determined as a basis for adapting any gain error determined and/or offset error determined, in accordance with the innovative method.
- the programme P may be stored in an executable form or in compressed form in a memory 560 and/or in a read/write memory 550.
- the data processing unit 510 performs a certain function, it means that the data processing unit 510 effects a certain part of the programme which is stored in the memory 560 or a certain part of the programme which is stored in the read/write memory 550.
- the data processing device 510 can communicate with a data port 599 via a data bus 515.
- the non-volatile memory 520 is intended for communication with the data processing unit 510 via a data bus 512.
- the separate memory 560 is intended to communicate with the data processing unit 510 via a data bus 511.
- the read/write memory 550 is intended to communicate with the data processing unit 510 via a data bus 514.
- the links 211 , 221 , 251 and 271 may be connected to the data port 599 (see Figure 2).
- signals received on the data port 599 contain information about a prevailing NO x gas concentration in the first pipe 235.
- signals received on the data port 599 contain information about a prevailing NO x gas concentration in the second pipe 265.
- the signals received on the data port 599 may be used by the device 500 to determine a state of at least one of the first sensor 240 and the second sensor 270. This state comprises a state pertaining to any gain error determined and/or any offset error determined of at least one NO x sensor of the vehicle 100.
- Parts of the methods herein described may be applied by the device 500 by means of the data processing unit 510 which runs the programme stored in the memory 560 or the read/write memory 550. When the device 500 runs the programme, methods herein described are executed.
- the data processing unit 510 which runs the programme stored in the memory 560 or the read/write memory 550.
- the device 500 runs the programme, methods herein described are executed.
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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)
- Health & Medical Sciences (AREA)
- Toxicology (AREA)
- Exhaust Gas After Treatment (AREA)
Abstract
Description
Claims
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
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BR112012025542-8A BR112012025542A2 (en) | 2010-04-08 | 2011-03-30 | device and method for detecting a state of a sensor in the exhaust system of a motor vehicle. |
EP11766236.1A EP2556227A4 (en) | 2010-04-08 | 2011-03-30 | Device and method for detecting a state of a sensor in the exhaust system of a motor vehicle |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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SE1050343-1 | 2010-04-08 | ||
SE1050343A SE535748C2 (en) | 2010-04-08 | 2010-04-08 | Apparatus and method for detecting a state of a NOx sensor of a motor vehicle |
Publications (1)
Publication Number | Publication Date |
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WO2011126429A1 true WO2011126429A1 (en) | 2011-10-13 |
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PCT/SE2011/050360 WO2011126429A1 (en) | 2010-04-08 | 2011-03-30 | Device and method for detecting a state of a sensor in the exhaust system of a motor vehicle |
Country Status (4)
Country | Link |
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EP (1) | EP2556227A4 (en) |
BR (1) | BR112012025542A2 (en) |
SE (1) | SE535748C2 (en) |
WO (1) | WO2011126429A1 (en) |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
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CN104234800A (en) * | 2013-06-10 | 2014-12-24 | 康明斯排放处理公司 | Systems and methods for NOx sensor diagnostics |
US11655746B2 (en) | 2021-04-22 | 2023-05-23 | Volvo Truck Corporation | Method for detecting a sensor anomality |
EP4187066A1 (en) | 2021-11-30 | 2023-05-31 | Volvo Truck Corporation | A method and system for sensor analysis in an exhaust gas aftertreatment system |
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2010
- 2010-04-08 SE SE1050343A patent/SE535748C2/en not_active IP Right Cessation
-
2011
- 2011-03-30 EP EP11766236.1A patent/EP2556227A4/en not_active Withdrawn
- 2011-03-30 BR BR112012025542-8A patent/BR112012025542A2/en not_active Application Discontinuation
- 2011-03-30 WO PCT/SE2011/050360 patent/WO2011126429A1/en active Application Filing
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Also Published As
Publication number | Publication date |
---|---|
EP2556227A4 (en) | 2018-03-21 |
SE535748C2 (en) | 2012-12-04 |
EP2556227A1 (en) | 2013-02-13 |
SE1050343A1 (en) | 2011-10-09 |
BR112012025542A2 (en) | 2020-08-18 |
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