Method for controlling an oxygen concentration

Abstract

A method is disclosed for controlling a concentration of oxygen that is measured by an oxygen sensor of an after-treatment system of an internal combustion engine when a regeneration of an after-treatment device is required. The method may be a computer-implement method. An oxygen sensor target value is lowered in a stepped phase as a function of an exhaust gas flow speed as the exhaust gas passes through the after-treatment system. The oxygen sensor target value is lowered evenly as a function of the exhaust gas flow speed and by a filter phase when a measured air/fuel ratio value is less than or equal to an AFR threshold value and until the oxygen sensor target value is equal to an oxygen sensor final target value. The oxygen concentration is controlled by applying the oxygen sensor target value.

Claims

1. A method for controlling a concentration of oxygen which is measured by an oxygen sensor of an after-treatment system of an internal combustion engine when a regeneration of an after-treatment device is required, the method comprising: lowering an oxygen sensor target value (.sub.tgt) in a stepped phase as a function of an exhaust gas flow speed as the exhaust gas passes through the after-treatment system; lowering the oxygen sensor target value (.sub.tgt) evenly as a function of the exhaust gas flow speed and by a filter phase when a measured air/fuel ratio value () is less than or equal to an AFR threshold value (.sub.thr) and until the oxygen sensor target value (.sub.tgt) is equal to an oxygen sensor final target value (Final .sub.tgt); and controlling the oxygen concentration by applying the oxygen sensor target value (.sub.tgt).

2. The method according to claim 1, further comprising equating the oxygen sensor target value (.sub.tgt) to a previous oxygen sensor target value (.sub.tgt.sub._.sub.prev) when the measured AFR value () is greater than a previous measured AFR value (.sub.prev) in the stepped phase.

3. The method according to claim 1, further comprising calculating the oxygen sensor target value (.sub.tgt) as the difference between a previous oxygen sensor target value (.sub.tgt.sub._.sub.prev) and a target value reduction (.sub.st) when the measured AFR value () is less than a previously measured AFR value (.sub.prev) in the stepped phase.

4. The method according to claim 1, further comprising calculating the target value reduction (.sub.st) as a function of the exhaust gas flow speed.

5. The method according to claim 1, further comprising calculating a filter coefficient as a function of the exhaust gas flow speed during the filter phase.

6. A motor vehicle system comprising an internal combustion engine having an after-treatment system including at least one oxygen sensor and an electronic control unit configured to execute a computer program for controlling a concentration of oxygen which is measured by the at least one oxygen sensor when a regeneration of an after-treatment device is required, including: lowering an oxygen sensor target value (.sub.tgt) in a stepped phase as a function of an exhaust gas flow speed as the exhaust gas passes through the after-treatment system; lowering the oxygen sensor target value (.sub.tgt) evenly as a function of the exhaust gas flow speed and by a filter phase when a measured air/fuel ratio value () is less than or equal to an AFR threshold value (.sub.thr) and until the oxygen sensor target value (.sub.tgt) is equal to an oxygen sensor final target value (Final .sub.tgt); and controlling the oxygen concentration by applying the oxygen sensor target value (.sub.tgt).

7. The motor vehicle system according to claim 6, wherein the electronic control unit is configured to equate the oxygen sensor target value (.sub.tgt) to a previous oxygen sensor target value (.sub.tgt.sub._.sub.prev) when the measured AFR value () is greater than a previous measured AFR value (.sub.prev) in the stepped phase.

8. The motor vehicle system according to claim 6, wherein the electronic control unit is configured to calculate the oxygen sensor target value (.sub.tgt) as the difference between a previous oxygen sensor target value (.sub.tgt.sub._.sub.prev) and a target value reduction (.sub.st) when the measured AFR value () is less than a previously measured AFR value (.sub.prev) in the stepped phase.

9. The motor vehicle system according to claim 6, wherein the electronic control unit is configured to calculate the target value reduction (.sub.st) as a function of the exhaust gas flow speed.

10. The motor vehicle system according to claim 6, wherein the electronic control is configured to calculate a filter coefficient as a function of the exhaust gas flow speed during the filter phase.

11. A non-transitory computer-readable medium comprising a computer program having computer code configured to carry out a method for controlling a concentration of oxygen which is measured by an oxygen sensor of an after-treatment system of an internal combustion engine, wherein when a regeneration of an after-treatment device, including: lower an oxygen sensor target value (.sub.tgt) in a stepped phase as a function of an exhaust gas flow speed as the exhaust gas passes through the after-treatment system; lower the oxygen sensor target value (.sub.tgt) evenly as a function of the exhaust gas flow speed and by means of a filter phase when a measured air/fuel ratio (AFR) value () is less than or equal to an AFR threshold value (.sub.thr) and until the oxygen sensor target value (.sub.tgt) is equal to an oxygen sensor final target value (Final .sub.tgt); and control the oxygen concentration by applying the oxygen sensor target value (.sub.tgt).

12. The non-transitory computer readable medium according to claim 7, wherein the computer program is further configured to equate the oxygen sensor target value (.sub.tgt) to a previous oxygen sensor target value (.sub.tgt.sub._.sub.prev) when the measured AFR value () is greater than a previous measured AFR value (.sub.prev) in the stepped phase.

13. The non-transitory computer readable medium according to claim 7, wherein the computer program is further configured to calculate the oxygen sensor target value (.sub.tgt) as the difference between a previous oxygen sensor target value (.sub.tgt.sub._.sub.prev) and a target value reduction (.sub.st) when the measured AFR value () is less than a previously measured AFR value (.sub.prev) in the stepped phase.

14. The non-transitory computer readable medium according to claim 7, wherein the computer program is further configured to calculate the target value reduction (.sub.st) as a function of the exhaust gas flow speed.

15. The non-transitory computer readable medium according to claim 7, wherein the computer program is further configured to calculate a filter coefficient as a function of the exhaust gas flow speed during the filter phase.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) The present disclosure will hereinafter be described in conjunction with the following drawing figures, wherein like numerals denote like elements.

(2) FIG. 1 represents a motor vehicle system;

(3) FIG. 2 is a cross sectional view through an internal combustion engine that forms part of the motor vehicle system of FIG. 1;

(4) FIG. 3 is a diagram of an after-treatment architecture;

(5) FIG. 4 is a flowchart of the computer program according to an embodiment of the present disclosure;

(6) FIG. 5 is a graph representing the behavior of the oxygen sensor target value according to the embodiment of FIG. 4;

(7) FIG. 6a) and b) are graphs representing the results of the oxygen concentration control according to the embodiment of FIG. 4;

(8) FIG. 7 is a flowchart of the computer program according to another embodiment of the present disclosure; and

(9) FIGS. 8a and 8b are graphs representing the influence of the present disclosure on a diagnostic result.

DETAILED DESCRIPTION

(10) The following detailed description is merely exemplary in nature and is not intended to limit the invention or the application and uses of the invention. Furthermore, there is no intention to be bound by any theory presented in the preceding background of the invention or the following detailed description.

(11) Some embodiments may include a motor vehicle system 100 as shown in FIGS. 1 and 2, which has an internal combustion engine (ICE) 110 with an engine block 120, which defines at least one cylinder 125 with a piston 140 coupled to a crankshaft 145. A cylinder head 130 cooperates with piston 140 to define a combustion chamber 150.

(12) An air-fuel mixture (not shown) is introduced into combustion chamber 150 and ignited, creating hot, expanding gases that cause piston 140 to move back and forth. The fuel is supplied by at least one fuel injector 160, and the air is introduced via at least one inlet 210. The fuel is supplied to the fluid injector under high pressure by a fuel pipe 170 which is connected in fluid-feeding manner to a high pressure pump 180 that increases the pressure of a fuel coming from a fuel source 190.

(13) Each of cylinders 125 has at least two valves 215, which are driven by a camshaft 135 which rotates synchronously with crankshaft 145. Valves 215 selectively allow air from inlet 210 into combustion chamber 150 and allow the exhaust gases to escape in alternating manner through outlet 220. In some embodiments, a camshaft shifting system 155 is used to selectively modify the synchronous sequence between camshaft 135 and crankshaft 145.

(14) The air may be fed to air intakes 210 via an intake manifold 200. A line 205 passes ambient air to intake manifold 200. In other embodiments, a throttle valve 330 may be selected in order to adjust the airflow to the intake manifold 200. In further embodiments, a system for compressed air may be used, such as a turbocharger 230 with a compressor 240, which rotates together with a turbine (250). The rotation of compressor 240 increases the pressure and the temperature of the air in line 205 and intake manifold 200. An intercooler 260 disposed in line 205 may lower the air temperature. Turbine 250 rotates when exhaust gases coming from an outlet manifold 225 flow past it which manifold directs the exhaust gas from outlet 220 through a series of guide vanes before it is expanded by turbine 250. The exhaust gases exit turbine 250 and are forwarded to an exhaust system 270. This example shows a variable geometry turbine (VGT) with a VGT actuator 290, which is designed to move the guide vanes or blades so that the blades alter the flow of the exhaust gases through turbine 250. In other embodiments, turbocharger 230 may have a fixed geometry and/or a waste gate.

(15) Exhaust system 270 may have an exhaust pipe 275 that includes one or more exhaust gas after-treatment devices 280. Exhaust gas after-treatment systems may be devices of any kind, with which the composition of the exhaust gases can be changed. Some examples of exhaust gas after-treatment systems are catalytic (two- and three-way) converters, oxidation catalysts, lean NOx traps, hydrocarbon adsorbers, selective catalytic reduction (SCR) systems and particulate filters. Other embodiments include an exhaust gas recirculation (EGR) system 300, which is connected to the outlet manifold 225 and the intake manifold 200. The EGR 300 may include an EGR cooler 310 to lower the temperature of the exhaust gases in the EGR 300. An EGR valve 320 regulates the flow of the exhaust gases in EGR system 300.

(16) The motor vehicle system 100 may further include an electronic control module (ECM) 450, which is configured to transmit and receive signals to or from various devices that are connected to the ICE 100. The ECM 450 is able to receive input signals from various sensors coupled to the ICE 110, such as a mass flow and temperature sensor 340, a pressure and temperature sensor 350 for the manifold, a sensor 360 for the pressure in the combustion chamber, sensors 380 for the coolant fluid and oil temperature and/or the associated fill level, a pressure sensor 400 for the fuel, a camshaft position sensor 410, a crankshaft position sensor 420, sensors 430 for the pressure and temperature of the exhaust gases, an EGR temperature sensor 440 and a position sensor 445 for the accelerator pedal. ECU 450 may also transmit output signals to various control modules in order to control the operation of ICE 110, for example to fuel injectors 160, throttle 330, EGR valve 320, VGT actuator 290, and to camshaft shifting system 155. It should be noted that dashed lines are used to indicate different connections between the various sensors, devices and the ECM 450, and that others have been omitted for the sake of clarity.

(17) Control module 450 may include a digital microprocessor unit (CPU) which is connected for data transmission purposes to a storage system and a bus system. The CPU is designed to process commands which are executed as a program stored in a storage system, to receive input signals from the data bus and send output signals to the data bus. The storage system may be equipped with various storage media, such as optical, magnetic, solid state or other non-volatile media. The program may be structured in such manner that it embodies and is able to execute the methods described here, so that the CPU is able to execute the steps of such methods and so control ICE 110.

(18) The program stored in the storage medium is directed to the control module from the outside either via a cable connection or wirelessly. It appears regularly on a computer software product outside of motor vehicle system 100, and is also referred to as a computer- or machine readable medium, and is also to be understood as a computer software code on a carrier. The carrier may be of a volatile or transitory type or of a non-volatile or non-transitory type. Consequently, it is possible to describe the computer software product as being of the volatile or non-volatile type.

(19) An example of a volatile computer software product is a signal, e.g., an electromagnetic signal such as an optical signal, which serves as a carrier for the computer software code. The signal may be rendered capable of carrying the computer software code by modulating the signal with a conventional modulation process such as QPSK for digital data, so that binary data representing the computer software code is imposed on the volatile electromagnetic signal. Such signals are used, for example, when a computer software code is transmitted wirelessly via a Wi-Fi connection to a laptop.

(20) In the case of a non-volatile or non-transitory computer software product, a computer software code is embodied in a storage medium fixed on a substrate. The storage medium is then the non-volatile carrier described above, so that the computer software code is stored permanently or temporarily in or on the storage medium. The storage medium may be of conventional type, as is known in the realm of computer technology, e.g., a flash memory, an Asic, a CD or the like.

(21) The motor vehicle system may have a different type of processor instead of an engine control module 450 for providing the electronic logic, such as an embedded controller, an onboard computer, or any other type of processor that is able to be used in a motor vehicle.

(22) FIG. 3 illustrates an exemplary configuration of an after-treatment system for a diesel engine. It includes a lean NOx trap (LNT) 281 and a diesel particulate (DPF) 282. The controllers for both the LNT and the DPF use specific models to control these devices. The models require various inputs, of which one of the most important for proper functioning is the quantity of oxygen in the exhaust line. For example, the controller for DPF 282 uses a soot model based on thermokinetic reactions to determine the optimal DPF regeneration interval and the DPF regeneration duration by estimating active and passive regeneration reactions in the soot and substrate layer. The effectiveness of the DPF controller depends on the accuracy of the filter inlet emissions, such as O.sub.2, HC, NO.sub.2 and soot, which are obtained mainly by modelling gas concentrations at the engine outlet and after DOC conversion reactions.

(23) Such oxygen quantity signals are generally provided by an air/fuel ratio sensor or oxygen sensor. Depending on the respective after-treatment configuration, one oxygen sensor 283 may be disposed upstream of the LNT, or two oxygen sensors, one upstream 283 and one downstream 284 of the LNT, as in the example of FIG. 3.

(24) In the lean NOx trap applications, controlling the oxygen sensor target value poses a significant challenge for a variety of reasons, including: the system is extremely dynamic, particularly during the transition from the lean to the rich combustion phases; slow sensor responses; and the possibility that the system reaction time may change during the lifetime of the vehicle. Good behavior of the oxygen sensor signal with minimal use of post-injections during regeneration phases (rich combustion phases) is a critical point for optimizing the efficiency of the after-treatment system, by which the effects on fuel consumption are limited.

(25) According to one embodiment of the present disclosure, the concept of limiting post-injection fuel quantity as far as possibleduring the lifecycle of the vehicle as wellwhile preserving a simple proportional-integral (PI) control for controlling the oxygen sensor in LNB applications is based on intelligent monitoring of the target value during the transitions from lean to rich combustion phases.

(26) FIG. 4 is a high-level flowchart of a computer program according to an embodiment of the present disclosure. If the engine operating conditions according to the system status demand a regeneration of the LNT, a DeNOx regeneration or a desulphurization (DeSOx) regeneration is selected S400. Either of these would require a sudden change to the oxygen sensor target value .sub.tgt(DeNOx) or .sub.tgt(DeSOx). At the start of the transition, the oxygen sensor target value .sub.tgt is lowered in a controlled manner in single steps on the basis of the exhaust gas flow speed S410. Accordingly, the target value is not lowered abruptly, but slowly, which enables the measured AFR value to follow it without oscillations. In the event that the measured air/fuel ratio reacts more slowly, the increase of the integral part of the PI control is reduced, while the proportional operation is practically negligible. In other word, the stepped lowering of the target value follows the control response via the AFR.

(27) As soon as the measured AFR has reached a certain limit value close to the value .sub.tgt (for example 1 if the target is 0.95), the target value is always filtered evenly on the basis of the exhaust gas flow speed until final target value Final .sub.tgt without any incidents of falling below the desired limit value S420. With these two steps, the oxygen concentration can be controlled S440 by using this behavior of the oxygen sensor target value (.sub.tgt).

(28) This strategy works well for low engine speeds, because it avoids falling below the AFR. On the other hand, the strategy would offer a slower reaction at high engine speeds, which would not be needed because the resulting higher gas speed does not cause a significant drop below the AFR. Therefore, in order to improve the efficiency of the system, it is important to optimize the duration of the target value transition between the lean and the rich combustion phases. For this reason, this adaptive target value control must be modulated according to the exhaust gas flow speed, which is also proportional to the engine speed. The greater the gas flow speed, the faster the sensor reacts.

(29) The behavior of the oxygen sensor target value according to the previous embodiment is represented in FIG. 5. FIG. 5 is a graph showing the target value plotted against time during a transition from a lean to a rich combustion phase. In the first section of such a curve, step S410, the stepped regulation of the target value is evident. A middle section of the curve then represents step S420, that is to say the evenly filtered regulation of the target value until it reaches its end value Final .sub.tgt, which is shown in the last section of the curve of FIG. 5.

(30) FIGS. 6a) and b) are graphs showing a comparison between a standard controller and a new controller of the oxygen sensor according to the described embodiment. The comparison is made on the basis of two different conditions, namely a nominal reaction sensor, FIG. 6a), and a slower sensor, FIG. 6b). The graph shows the AFR behavior over time during a transition from lean to rich combustion. In particular, the curves represent: the AFR target value with a standard oxygen sensor control 610; the measured AFR with the standard controller 620; and the AFR target value with the new oxygen sensor controller 630 and the measured AFR with the new control 640. As may be seen in the case of the nominal sensor (FIG. 6a), when the new strategy is used for the target value check, the value does not fall below the AFR (as is evident for the standard control), and the measured signal follows the target value behavior precisely. On the other hand, with a slower sensor (FIG. 6b) the remarkable oscillation of the measured AFR signal with the standard control 620 becomes practically negligible (curve 640) when the new control is used.

(31) FIG. 7 shows a flowchart of a computer program according to a further embodiment of the present disclosure. At the beginning of the transition from the lean to the rich combustion phase, the oxygen sensor target value .sub.tgt is lowered incrementally and in controlled manner. In order to optimize such a target value reduction phase, a test S411 is run to verify whether the measured AFR value is decreasing. If the AFR value is higher than a previous AFR Wert .sub.prev, the AFR Target value .sub.tgt is kept constant S412 and equal to the previous AFR Target value .sub.tgt.sub._.sub.prev. If abnormal situations arise (e.g., the driver decides to accelerate), the advantageous effect of the target value reduction would be lost as the AFR value increased. Therefore, it is (preferable to interrupt the target value reduction phase until the AFR value begins to fall again.

(32) If the AFR value is falling, the target value reduction phase may continue with a determination of the distance reduction. First, the exhaust gas flow speed is calculated S416, the target value reduction .sub.st is calculated S415 on the basis of this flow rate. Then, the AFR Target value .sub.tgt is calculated, S413, as the difference between the previous AFR Target value .sub.tgt.sub._.sub.prev and the Target value reduction .sub.st.

(33) The speed limiting phase of the target value reduction continues until the measured AFR value S414 falls below AFR threshold value .sub.thr (e.g., 1 as end target value equal to 0.95). In this case, a filter coefficient is calculated, S417always on the basis of the exhaust gas flow speed. Then, the filter phase is carried out, S420, and the target value is filtered evenly.

(34) The filter phase is ended when the target value .sub.tgt is equal to the end target value Final .sub.tgt, S425, for example 0.95. Under these circumstances, the stationary phase is activated, S430, which means that the target value is not changed further until the DeNOx/DeSOx regeneration phase has been completed.

(35) The present strategy with this new target value control has been tested under various conditions in driving cycles (for example the New European Driving Cycle, NEDC). Particularly with new oxygen sensors to evaluate the advantages of post-injection control during the transition from lean to rich and with slower (older) oxygen sensors to evaluate the improvements in terms of sturdiness with regard to worse conditions. The results have shown how promising this strategy is, as is already evident from FIGS. 6a) and b).

(36) Finally, FIGS. 8a and 8b are graphs illustrating the effect of the present disclosure on the diagnosis of the conversion efficiency of the lean NOx trap. FIG. 8a relates to LNTs that used the standard control of the AFR target value, while FIG. 8b relates to LNTs that are based on the new oxygen sensor control. The graphs represent the NOx conversion efficiency as a function of the temperature of the exhaust gas upstream of the particulate filter. The various symbols 810, 820 relate to LNTs which are equipped with oxygen sensors characterized by varying degrees of clogging, that is to say they are variously aged. Dotted line 800 represents a diagnostic threshold valuesymbols below and up to this line represent LNTs that are still functioning properly (good LNTs 810), while symbols below this threshold value line 800 are LNTs for which a diagnosis alarm has been issued (bad LNTs 820). Since the conversion efficiency is dependent on the accuracy of the oxygen sensor measurements, the new strategy also has beneficial effects for LNT diagnostics. As may be seen, the number of LNTs below the diagnostic threshold value (that is to say, with poor NOx conversion efficiency) under the same conditions is reduced when the new strategy is implemented. In fact, an oxygen sensor that was operated according to the old strategy can detect points of low conversion efficiency that are not attributable to a poorly functioning LNT, but rather to incorrect measurements. This means that with the new strategy the diagnostic alarm is only issued when an LNT really is in a critical state.

(37) In summary, the new strategy is advantageous because it modulates the oxygen sensor target value to reduce hydrocarbon peaks without limiting reaction speed. This results in greater reliability of the oxygen sensor reaction during transitions from lean to rich combustion phases, better emissions monitoring and increased LNT efficiency.

(38) While at least one exemplary embodiment has been presented in the foregoing detailed description, it should be appreciated that a vast number of variations exist. It should also be appreciated that the exemplary embodiment or exemplary embodiments are only examples, and are not intended to limit the scope, applicability, or configuration of the invention in any way. Rather, the foregoing detailed description will provide those skilled in the art with a convenient road map for implementing an exemplary embodiment, it being understood that various changes may be made in the function and arrangement of elements described in an exemplary embodiment without departing from the scope of the invention as set forth in the appended claims and their legal equivalents.