The sensor includes a filter member including cells that trap PM in exhaust gas, electrode members arranged to face each other with the cell interposed and forming a capacitor, an electric heater that executes, when an amount of PM has accumulated in the cells, filter regeneration for combusting and removing the PM, a temperature sensor that acquires the temperature of the filter member, a storage unit that stores therein a reference temperature, which is the temperature of the filter member where the filter regeneration has been executed in a state in which PM is not flowing into the filter member, and estimation units that estimate a PM amount included in the exhaust gas based on (a) an electrostatic capacitance change amount between the electrode members during a regeneration interval and (b) a difference between the temperature acquired by the temperature sensor and the reference temperature during a filter regeneration interval.

The present disclosure relates to a system, apparatus, and method for reconditioning a particulate matter sensor in an exhaust aftertreatment system that will resist poisoning. The system and method includes receiving particulate matter data indicating a state of the particulate matter sensor; determining that the particulate matter sensor is in a full state based on the particulate matter data; activating a heating element of the particulate matter sensor to a multiple of intermittent temperatures that clean the sensor pre-patory to the next measurement. By this manner, many reactive chemicals are removed before they can react with and poison the sensor materials.

A method of calibrating a soot load estimating function for a diesel particulate filter uses radio frequency attenuation measurement and temperature measurements. The method comprises identifying a minimum mean attenuation value associated with a standard deviation that exceeds a standard deviation threshold and using this minimum mean attenuation value as a reference value. The method further comprises using a data library that contains gradient values for each of a range of possible temperature values to obtain a first gradient value, the first gradient value corresponding to the first temperature value, wherein each gradient value relates to the gradient of a linear approximation between mean attenuation and soot load at the corresponding temperature. The method involves using the reference value and the first gradient value to determine an axis intercept value for use as an offset value and adopting the offset value as a temperature-independent calibration value for the diesel particulate filter.

The present invention describes a fuel-management system for minimizing particulate emissions in turbocharged direct injection gasoline engines. The system optimizes the use of port fuel injection (PFI) in combination with direct injection (DI), particularly in cold start and other transient conditions. In the present invention, the use of these control systems together with other control systems for increasing the effectiveness of port fuel injector use and for reducing particulate emissions from turbocharged direct injection engines is described. Particular attention is given to reducing particulate emissions that occur during cold start and transient conditions since a substantial fraction of the particulate emissions during a drive cycle occur at these times. Further optimization of the fuel management system for these conditions is important for reducing drive cycle emissions.

A method (200) for operating a combustion engine (120) with a particle filter (130) is disclosed, wherein an exhaust gas flow of the combustion engine (120) is passed through the particle filter (130), a particle concentration in the exhaust gas flow is measured (220) downstream of the particle filter (130) and the combustion engine is operated at least depending on the measured particle concentration downstream of the particle filter.

A combustion system is applied to an engine. The combustion system includes an injection device that injects a fuel into a combustion chamber, a spark plug that ignites fuel in the combustion chamber, and a control device that controls the injection device and the spark plug. The control device includes a first control unit that executes predetermined first control. In the first control, control is performed such that, a total injection amount corresponding to all the fuel injected by the injection device in one combustion cycle of the engine is injected within a first period corresponding to a period from valve close timing which brings an intake valve into a closed state until a first half of a compression stroke of the engine ends.

A method for operating a sensor for detecting particles in a measuring gas. The sensor includes a sensor element having an electrically insulating element substrate, a first electrode, and a second electrode. The first electrode and the second electrode is situated at the electrically insulating element. The first electrode and the second electrode carry out a current and/or voltage measurement. The sensor is operated in at least one measuring phase during which a first voltage is applied to the first electrode and the second electrode. A second voltage is applied to the first and second electrode during a predetermined time period outside the measuring phase, the second voltage being lower than a decomposition voltage for water. The presence of water on the sensor element is inferred if the current and/or voltage measurement, with the second voltage being applied, yields a value which exceeds a threshold value for an electric current.

The present invention describes a fuel-management system for minimizing particulate emissions in turbocharged direct injection gasoline engines. The system optimizes the use of port fuel injection (PFI) in combination with direct injection (DI), particularly in cold start and other transient conditions. In the present invention, the use of these control systems together with other control systems for increasing the effectiveness of port fuel injector use and for reducing particulate emissions from turbocharged direct injection engines is described. Particular attention is given to reducing particulate emissions that occur during cold start and transient conditions since a substantial fraction of the particulate emissions during a drive cycle occur at these times. Further optimization of the fuel management system for these conditions is important for reducing drive cycle emissions.

Failure detection apparatus for a particulate filter includes: a sensor having a particulate matter detection unit that outputs a signal corresponding to the amount of accumulated PM, and a heater unit that heats the particulate matter detection unit; a regeneration control unit that causes the heater unit to heat the particulate matter detection unit to a regeneration temperature allowing the particulate matter to be burned off; a start detection unit that determines the start of the internal combustion engine; failure determination unit that determines whether exhaust gas contains water droplets while the engine is in operation; a heating control unit that causes the heater unit to heat the particulate matter detection unit to a first temperature allowing the accumulated particulate matter to remain and the moisture included in the particulate matter to be removed; and failure determination unit that determines whether the filter has failure based on a sensor output value.

A particulate matter (PM) sensor circuit arrangement includes a PM sensor. The sensor includes, integral therewith, a PM sensor resistor, a resistive temperature device (RTD) resistor, and a heater resistor. The PM sensor includes four terminal pins, of which a) a first terminal pin is connected to one terminal of the PM sensor resistor; a second terminal pin is connected to one terminal side of said RTD resistor; c) a third terminal pin being connected to one terminal of a heater resistor; and d) a fourth common terminal pin is connected to respective opposite terminals of the PM sensor resistor, RTD resistor, and heater resistor to the first, second, and third terminal pins. The fourth common terminal pin is operationally connected to a boost or voltage supply and the first pin is connected to a low side line.