Sensor-Based Fire Detection in a Fluid Conduit

Abstract

A controller for a motor vehicle having an internal combustion engine, and a device for detecting a fire in a fluid conduit, the device having a fluid state sensor for detecting a state variable of a fluid that is conducted in the fluid conduit, are provided. The determination of a fire situation is performed in a manner dependent on a signal of the fluid state sensor.

Claims

1. A device for detecting a fire in a fluid conduit, the device comprising: a fluid state sensor for detecting a state variable of a fluid that is conducted in the fluid conduit, wherein the device is configured to perform a determination of a fire situation in a manner dependent on a noise signal of the fluid state sensor.

2. The device according to claim 1, wherein the device is further configured to perform the determination of the fire situation in a manner dependent on a noise power of the noise signal.

3. The device according to claim 1, wherein the device is further configured to determine that the fire situation exists if an ascertained noise power of the fluid state sensor exceeds a limit value.

4. The device according to claim 1, wherein the device is further configured to determine that the fire situation exists if an ascertained noise power of each of two or more fluid state sensors exceeds a respective limit value.

5. The device according to claim 3, wherein the device is further configured to determine that the fire situation exists if one or more further fire indicators ascertained independently of the noise power are present.

6. The device according to claim 5, wherein the one or more further fire indicators comprise at least one of: a temperature gradient in the fluid conduit that is higher than a gradient limit value that is representative of a fire, a temperature value in the fluid conduit that is higher than a temperature limit value that is representative of a fire, or a combustion ratio difference that is higher than a difference limit value that is representative of a fire.

7. The device according to claim 6, wherein the combustion ratio difference is between a combustion ratio in the fluid conduit ascertained in model-based fashion and a measured combustion ratio in the fluid conduit.

8. The device according to claim 2, wherein the device is further configured to take the noise power into consideration with a weighting with respect to an underlying signal frequency for the determination of the fire situation.

9. The device according to claim 3, wherein the device is further configured to ascertain the noise power for the determination of the fire situation strongly or exclusively based on signal frequencies outside an engine frequency spectrum.

10. The device according to claim 1, wherein the device is further configured to perform the determination of the fire situation in a manner dependent on the noise signal of at least one of the following fluid state sensors: fresh-air mass sensor, charge pressure sensor, exhaust-gas counterpressure sensor.

11. The device according claim 1, further comprising a monitoring evaluation device for evaluating detected signals of the fluid state sensor, wherein the monitoring evaluation device is configured to activate at least one countermeasure if a fire situation is detected.

12. The device according to claim 11, wherein the at least one countermeasure comprises at least one of: a shut-off of a fuel supply, a flooding of the fluid conduit with inert gas, or a warning to a user of the fluid conduit.

13. The device according to claim 12, wherein the inert gas is EGR gas.

14. The device according to claim 12, wherein the user is a driver of a vehicle.

15. A controller for a motor vehicle having an internal combustion engine, the controller comprising the device according to claim 1.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0031] FIG. 1 schematically shows a vehicle drive with an internal combustion engine and with a controller with a device for fire detection according to an exemplary embodiment of the invention.

[0032] FIGS. 2a-2c show in each case a detected signal and a noise power of different fluid state sensors of the vehicle drive from FIG. 1, plotted versus time.

[0033] FIG. 3 shows a flow diagram of fire detection using the controller from FIG. 1.

DETAILED DESCRIPTION OF THE DRAWINGS

[0034] FIG. 1 shows a vehicle drive 1 having an internal combustion engine 2. The internal combustion engine 2 is, in the exemplary embodiment, configured as a four-cylinder diesel engine. The internal combustion engine 2 is connected, for the supply of oxygen, to a fluid conduit 4 in the form of an intake system and, for the purification of the exhaust gases, to an exhaust-gas system 6.

[0035] The intake system 4 has a fresh-air conduit 8, a charge-air cooler 10, a throttle flap 12 and an air manifold 14.

[0036] Along an exhaust-gas conduit 16, the exhaust-gas system 6 has an exhaust-gas manifold 18 and an exhaust-gas aftertreatment device 20. The exhaust-gas aftertreatment device 20 has at least one three-way catalytic converter, and in particular also further aftertreatment devices such as at least one particle filter and/or at least one SCR catalytic converter.

[0037] To increase the performance of the internal combustion engine 2, a two-stage exhaust-gas turbocharger 22 is arranged in the fresh-air conduit 8 of the intake system 4 and in the exhaust-gas conduit 16 of the exhaust-gas system 6. The compressors of the exhaust-gas turbocharger 22 are arranged in the fresh-air conduit 8, and the turbines of the exhaust-gas turbocharger 22 are arranged in the exhaust-gas conduit 16.

[0038] In the exemplary embodiment, the high-pressure compressor and the high-pressure turbine of the exhaust-gas turbocharger 22 are configured such that they can each be bypassed by way of a switchable bypass.

[0039] The intake system 4 and the exhaust-gas system 6 are connectable by way of a switchable high-pressure exhaust-gas recirculation line (HP-EGR line) 24, such that hot exhaust gas can be conducted from the exhaust-gas manifold 17 into the air manifold 14 and mixed there with fresh air from the fresh-air conduit 8 and/or in the air manifold 14. In the exemplary embodiment, the exhaust gases in the EGR line 24 can be switchably conducted through and/or past an EGR cooler.

[0040] The fluid in the air manifold 14 normally has fresh air that has been supplied through the throttle flap 12, and optionally EGR gas from the HP-EGR line and/or former cylinder charge that has been able to pass from the cylinder back into the air manifold 14 owing to the pressure conditions.

[0041] The vehicle drive has various fluid state sensors HFM, TS22, DS22, DS31 (and others), the function and position of which in the fluid conduit will be described below:

[0042] (a) Hot film air mass sensor HFM: a hot film air mass sensor HFM is arranged at a fresh-air inlet 7 of the fresh-air conduit 8 for the purposes of measuring an air mass flow mHFM and a temperature sensor for measuring a fresh-air temperature T10.

[0043] (b) Compressor sensor: a pressure sensor for measuring a compressor pressure pia in the fresh-air conduit is arranged between the two compressors 8.

[0044] (c) Pre-throttle temperature sensor: a temperature sensor for measuring a pre-throttle temperature T.sub.21 in the fresh-air conduit is arranged between the charge-air cooler 10 and the throttle flap 12.

[0045] (d) Charge pressure sensor DS22: a pressure sensor DS22 for measuring a charge pressure p.sub.22 is arranged in the air manifold 14.

[0046] (e) Inlet temperature sensor TS22: a temperature sensor TS22 for measuring an air manifold temperature T.sub.22 is arranged in the air manifold 14 and/or upstream of the inlet valves of the respective cylinder in the charge-gas flow.

[0047] (f) EGR temperature sensor: a temperature sensor for measuring an EGR mixture temperature T-nEGR at the inlet into the air manifold 14 is arranged in the EGR line 24.

[0048] (g) Exhaust-gas counterpressure sensor DS31: a pressure sensor DS31 for measuring an exhaust-gas counterpressure p.sub.31 is arranged in the exhaust-gas manifold 17.

[0049] (h) A lambda probe 26 for measuring a mixture composition of the exhaust gases upstream of the inlet into the exhaust-gas aftertreatment arrangement 20 is arranged between the low-pressure turbine of the exhaust-gas turbocharger 22 and the exhaust-gas aftertreatment arrangement 20.

[0050] The vehicle drive 1 furthermore has an engine control unit 30 which is configured to control the vehicle drive with all of its components in accordance with the operating requirements of the motor vehicle. The engine control unit 30 is also configured, for optimum control of the vehicle drive and its components, to take into consideration measured values from all of the abovementioned sensors, and to use conventional operation models, lookup tables etc., optionally using the detected and/or processed sensor values.

[0051] The engine controller 30 has a controller 32 that may perform control, detection and determining. The controller 32 has a device 33 for detecting a fire in the intake system 4. The fire detection device 33 has a monitoring evaluation device 35 for monitoring detected signals of the fluid state sensors HFM, TS22, DS22, DS31. The monitoring evaluation device 35 is configured to implement one or more countermeasures, in this case at least a flooding of the fluid conduit with (at least substantially inert) EGR gas and/or a warning to the vehicle driver by way of a suitable warning signal, if a fire situation is detected.

[0052] The device 33 is configured to perform the determination of a fire situation B in the intake system 4, and in this case in particular in the air manifold 14, in a manner dependent on a respective noise signal R.sub.HFM, R.sub.TS22, R.sub.DS22, R.sub.DS31 of one or more fluid state sensors HFM, TS22, DS22, DS31 during the detection of the state variable.

[0053] With the sensors that are installed in any case, fire detection can be implemented with little delay through interpretation of the noise signal R, in this case by the determination of the fire situation B being performed in a manner dependent on a noise power P.sub.R of the noise signal. The fire situation B is determined if the ascertained noise power P.sub.R of the fluid state sensor exceeds a limit value P.sub.G,R. The limit value may differ for each of the fluid state sensors and is dimensioned such that a fire situation is to be attributed if it can be assumed with sufficient certainty that the measured noise power P.sub.R during the operation of the vehicle drive 1 can be caused only by a fire in the fluid conduit. The limit values may be dependent on the (engine) operating state. In the exemplary embodiment, suitable limit values have been determined during the development of the vehicle in tests and/or on the basis of models.

[0054] The device has a decision logic facility that stipulates what requirements must be met in order for a fire situation B to be determined. Depending on the application, a fire situation B may be determined simply in the event of an overshooting of the limit value P.sub.G,R at one of the fluid state sensors, in particular if this exceedance is associated with sufficient confidence to justify the consequences of the countermeasures that are thereby triggered. In the present case, provision is made for the fire situation to be determined only in the event of an exceedance of the limit value P.sub.G,R at two or more of the fluid state sensors, in order to avoid false positive fire situations.

[0055] In the present case, a filtered noise power variable is evaluated in which the signal frequencies of an engine frequency spectrum of the internal combustion engine 2, that is to say of the crankshaft frequency thereof and the associated harmonics, are provided with a relatively low weighting or are filtered out entirely.

[0056] The number and identity of the fluid state sensors at which a limit value must be overshot in order to determine the fire situation may also be dependent on the (engine) operating state, in particular with regard to load situation, demanded torque and present rotational speed.

[0057] In the decision logic facility, provision may also be made for a fire situation to be determined only if a further fire indicator ascertained independently of the noise power is additionally present: a cylinder inlet temperature (and/or the rate of change thereof) that is higher than a temperature limit value that is representative of a fire.

[0058] In addition or alternatively, as a fire indicator ascertained independently of the noise power, use may be made of a combustion ratio difference between a combustion ratio in the fluid conduit ascertained in model-based fashion and a measured combustion ratio in the fluid conduit, which difference is higher than a difference limit value that is representative of a fire.

[0059] To perform these tasks, the engine control unit 30 and/or the controller 32 is additionally configured to make use, in the context of an embodiment of the invention, of operation models 34 of the vehicle, of the vehicle drive and/or of the at least one drive engine that are typically stored in motor vehicles, that is to say in particular of data, sensor values, lookup tables 36 and/or model predictions that are accessible in motor vehicles.

[0060] For the exemplary operating situation of the vehicle drive 1 illustrated on the basis of the sensor signals in FIGS. 2a-2c, FIG. 3 illustrates an exemplary flow diagram of the information processing and decision steps during fire detection by the controller 32 from FIG. 1.

[0061] FIGS. 2a-2c show the detected signals mHFM of the fresh-air mass sensor HFM (FIG. 2a), p.sub.22 of the charge-pressure sensor DS22 and T.sub.22 of the inlet temperature sensor TS22, in each case over the same time segment. It can be seen that, between the time codes 109s and 110s, the values of the inlet temperature T.sub.22 increase, and the signals p.sub.22 of the sensor DS22 for the charge pressure and mHFM of the sensor HFM for the fresh air exhibit high-frequency variants with irregular oscillation.

[0062] This is based on a fire event that starts after the time code 109s. In order to detect this fire event during vehicle operation at an early point in time and in a reliable manner (and initiate countermeasures if necessary), the following method steps are performed in the controller 32:

[0063] S10: during the operation of the vehicle drive 1, the signals of all fluid state sensors of the vehicle drive 1 are basically detected and analyzed continuously. By way of example, the fire detection in an exemplary application of the invention will be discussed here on the basis of the detected signals of the fresh-air mass sensor HFM, of the charge pressure sensor DS22 and of the inlet temperature sensor TS22.

[0064] S20: Here, the signal mHFM of the fresh-air mass sensor HFM is detected (cf. FIG. 2c).

[0065] S21: The detected signal mHFM is analyzed: a filtered noise power P.sub.R(HFM) of the signal mHFM is determined. In the determination of the noise power, the engine frequency spectrum is filtered out in order that the ascertained noise power provides information only regarding the “unexplained” components of the noise signal.

[0066] S22: Comparison of the filtered noise power P.sub.R(HFM) with a limit value P.sub.G,R(HFM) that is stored in the controller 32. If the limit value is exceeded, a flag B.sub.HFM is set. The set flag indicates that the noise signal of the sensor HFM represents a current fire event.

[0067] S30: Here, the signal p.sub.22 of the charge pressure sensor DS22 is detected (cf. FIG. 2b).

[0068] S31: The detected signal p.sub.22 is analyzed: a filtered noise power P.sub.R(p22) of the signal p.sub.22 is determined. In the determination of the noise power, the engine frequency spectrum is filtered out in order that the ascertained noise power provides information only regarding the “unexplained” components of the noise signal.

[0069] S32: Comparison of the filtered noise power P.sub.R(DS22) with a limit value P.sub.G,R(DS22) that is stored in the controller 32. If the limit value is exceeded, a flag B.sub.DS22 is set. The set flag indicates that the noise signal of the sensor DS22 represents a current fire event.

[0070] S40: Here, the signal T.sub.22 of the inlet temperature sensor TS22 is detected (cf. FIG. 2a). By contrast to the two other sensor signals, the sensor T.sub.22 of the temperature sensor TS22 is evaluated not with regard to the noise signal contained therein but purely with regard to the useful signal, in this case the measured temperature.

[0071] S42: Comparison of the ascertained temperature T.sub.22 with a limit value T.sub.G,22 that is stored in the controller 32. If the limit value is exceeded, a flag B.sub.TS22 is set. The set flag indicates that the noise signal of the sensor T.sub.22 represents a current fire event.

[0072] S50: Comparison of the set flag with flag combinations that are stored in the controller 32. In the present case, a fire situation B is determined if all three flags are set. Depending on the application, the fire situation B is determined only after a predetermined threshold time, during which updates of the measurements must continue to result in set flags.

[0073] S60: If the fire situation B is determined, countermeasures are implemented. In the exemplary embodiment, the air manifold 14 is flooded with EGR gas by the controller 32 by virtue of the EGR valve being opened to a maximum extent.

LIST OF REFERENCE DESIGNATIONS

[0074] 1 Vehicle drive [0075] 2 Internal combustion engine [0076] 4 Intake system [0077] 6 Exhaust system [0078] 7 Air inlet [0079] 8 Fresh-air conduit [0080] 10 Charge-air cooler [0081] 12 Throttle flap [0082] 14 Air manifold [0083] 16 Exhaust-gas conduit [0084] 20 Exhaust-gas after treatment arrangement [0085] 22 Exhaust-gas turbocharger [0086] 24 High-pressure EGR line [0087] 30 Engine control unit (symbolically illustrated) [0088] 32 Controller (symbolically illustrated) [0089] 33 Device for fire detection [0090] 34 Operating models (symbolically illustrated) [0091] 35 Monitoring evaluation device [0092] 36 Lookup tables (symbolically illustrated) [0093] S10-S60 Method steps [0094] B* Real fire event [0095] B Fire situation [0096] B.sub.HFM Flag for fire situation from signal of the HFM [0097] B.sub.DS22 Flag for fire situation from signal of the HDS22 [0098] B.sub.TS22 Flag for fire situation from signal of the TS22 [0099] DS22 Charge-pressure sensor [0100] D S31 Exhaust-gas counterpressure sensor [0101] HFM Hot film air mass sensor [0102] mHFM Fresh-air mass flow [0103] PR Noise power [0104] P.sub.R Noise power [0105] P.sub.R,G Noise power limit value [0106] p Pressure [0107] p.sub.12 Compressor pressure [0108] p.sub.22 Charge pressure [0109] p.sub.31 Exhaust-gas counterpressure [0110] R Noise signal [0111] R.sub.HFM Noise signal of the hot film air mass sensor [0112] R.sub.TS22 Noise signal of the inlet temperature sensor [0113] R.sub.DS22 Noise signal of the charge pressure sensor [0114] RB Normal operation [0115] t Time [0116] T Temperature [0117] T.sub.10 Fresh-air temperature [0118] T.sub.21 Pre throttle temperature [0119] T.sub.22 Inlet temperature [0120] T.sub.G,22 Limit value of the inlet temperature [0121] T-nEGR EGR mixture temperature [0122] TS22 Inlet temperature sensor [0123] λ Fuel-air ratio