System and method for estimating engine exhaust nitrogen oxide sensor instability

• US 10,690,078 B2
• Filed: 04/25/2018
• Issued: 06/23/2020
• Est. Priority Date: 04/25/2018
• Status: Active Grant

• Current Assignee: International Engine Intellectual Property Company, LLC (Volkswagen AG)
• Original Assignee: International Engine Intellectual Property Company, LLC (Volkswagen AG)
• Inventors: Minaz, Askin, Manoni, Robert
• Primary Examiner(s): Tran, Binh Q
• Application Number:
  US15/962,650
• Publication Number:
  US 20190331044A1
• Time in Patent Office: 790 Days
• CPC Class Codes: F01N 11/00 Monitoring or diagnostic devices for exhaust-gas treatment apparatus , e.g. for catalytic activity safety, indicating or supervising devices for internal combustion engines F02B77/08; testing of machines G01M13/00
• CPC Class Codes: F01N 2550/05 Systems for adding substances into exhaust
• CPC Class Codes: F01N 2560/026 for measuring or detecting NOx
• CPC Class Codes: F01N 2900/0416 using the state of a sensor, e.g. of an exhaust gas sensor
• CPC Class Codes: F01N 2900/08 said parameters being related to the engine
• CPC Class Codes: F01N 3/206 Adding periodically or continuously substances to exhaust gases for promoting purification, e.g. catalytic material in liquid form, NOx reducing agents F01N3/2066 takes precedence
• CPC Class Codes: F01N 3/208 Control of selective catalytic reduction [SCR], e.g. dosing of reducing agent
• CPC Class Codes: F02D 2041/1432 the system including a filter, e.g. a low pass or high pass filter
• CPC Class Codes: F02D 2200/1002 Output torque
• CPC Class Codes: F02D 2200/1004 Estimation of the output torque
• CPC Class Codes: F02D 2200/602 Pedal position
• CPC Class Codes: F02D 41/045 Detection of accelerating or decelerating state detection thereof in general G01P
• CPC Class Codes: F02D 41/1401 characterised by the control or regulation method F02D41/1473, F02D41/1477 take precedence
• CPC Class Codes: F02D 41/1461 of the exhaust gases emitted by the engine
• CPC Class Codes: F02D 41/1462 with determination means using an estimation
• CPC Class Codes: F02D 41/1497 With detection of the mechanical response of the engine
• CPC Class Codes: F02D 41/22 Safety or indicating devices for abnormal conditions in air/fuel ratio feedback systems F02D41/1495, in electric control linkage F02D11/107, in purge control systems F02M25/0809
• CPC Class Codes: F02D 41/222 relating to the failure of sensors or parameter detection devices
• CPC Class Codes: Y02T 10/40 Engine management systems

Abstract

A system and method is provided for estimating engine exhaust nitrogen oxide sensor signal instability in transient conditions, for example when rapid changes occur in driver demanded torque, and for eliminating fluctuations in EONOx sensor signal status, in order to have more robust on-board diagnostics monitoring and exhaust nitrogen oxide control. The system and method predicts EONOx sensor signal instability by comparing a calculated pedal based driver demand torque delta to calculated instability thresholds and instability threshold hysteresis margins, and generates instability flags. The system and method further validates any predicted EONOx sensor signal instability by observation. Upon validation of the predicted EONOx sensor signal instability, the system and method latches the EONOx sensor signal status to a stable value.

Claims

1. A vehicle, comprising:

an engine;

an exhaust system connected to the engine and receiving exhaust gasses therefrom, the exhaust system having an exhaust aftertreatment system;

an Engine Out Nitrogen Oxide (EONOx) sensor connected to the exhaust system and providing a signal indicating Nitrogen Oxide (NOx) content in the exhaust gasses to at least one controller, the at least one controller being configured to;

predict instability in the EONOx sensor signal,

validate the predicted instability in the EONOx sensor signal, and

upon prediction and validation of instability in the EONOx sensor signal, latch the EONOx sensor signal to a stable value; and

the at least one controller being further configured to predict instability in the EONOx sensor signal by;

calculating a pedal based driver demand torque,

calculating a pedal based driver demand torque delta,

calculating instability thresholds for the calculated pedal based driver demand torque delta,

detecting instability in the calculated pedal based driver demand torque by comparing the calculated pedal based driver demand torque delta to the instability thresholds, and

setting an instability flag predicting instability in the EONOx sensor signal when instability in the calculated pedal based driver demand torque is detected.

2. The vehicle of claim 1, wherein:

the at least one controller being further configured to calculate the pedal based driver demand torque by;

comparing an accelerator pedal position and a present engine speed using a table based mapping or transfer function, and determining from the table based mapping or transfer function a calculated pedal torque request,

multiplying a present transmission gear ratio with a vehicle specific rear axle ratio using a ratio multiplier to produce an overall drivetrain ratio, and

multiplying the calculated pedal torque request with the overall drivetrain ratio using a pedal torque request drivetrain ratio multiplier to produce the calculated pedal based driver demand torque.

3. The vehicle of claim 2, wherein:

the at least one controller being further configured to calculate the pedal based driver demand torque delta by;

applying a slow response factor low pass filter to the calculated pedal based driver demand torque,

applying a fast response factor low pass filter to the calculated pedal based driver demand torque, and

comparing an output from the slow response factor low pass filter and an output from the fast response factor low pass filter in a difference calculation to produce the calculated pedal based driver demand torque delta.

4. The vehicle of claim 3, wherein:

the at least one controller being further configured to calculate instability thresholds for the calculated pedal based driver demand torque delta by;

entering the calculated pedal torque request and the overall drivetrain ratio into a table based instability threshold mapping function, and

using the table based instability threshold mapping function to provide a low instability threshold and a high instability threshold, together defining a decision window.

5. The vehicle of claim 4, wherein:

the at least one controller being further configured to detect instability in the calculated pedal based driver demand torque by;

setting the instability flag if the calculated pedal based driver demand torque delta is greater than the low instability threshold value but lesser than the high instability threshold value, and

clearing the instability flag if the calculated pedal based driver demand torque delta is lesser than the low instability threshold value or greater than the high instability threshold value.

6. The vehicle of claim 5, wherein:

the at least one controller being further configured to generate a high instability threshold hysteresis margin above the high instability threshold, and a low instability threshold hysteresis margin below the low instability threshold, and to;

set the instability flag when the calculated pedal based driver demand torque delta crosses the low instability threshold value if the calculated pedal based driver demand torque delta increases from below the low instability threshold to between the low instability threshold and the high instability threshold, or when the calculated pedal based driver demand torque delta crosses the high instability threshold value if the calculated pedal based driver demand torque delta decreases from above the high instability threshold to between the low instability threshold and the high instability threshold, and

clear the instability flag when calculated pedal based driver demand torque delta crosses the low instability threshold hysteresis margin value if the calculated pedal based driver demand torque delta decreases from between the low instability threshold and the high instability threshold to below the low instability threshold, or when the calculated pedal based driver demand torque delta crosses the high instability threshold hysteresis margin value if the calculated pedal based driver demand torque delta increases from between the low instability threshold and the high instability threshold to above the high instability threshold.

7. The vehicle of claim 1, wherein:

the at least one controller being further configured to validate the predicted EONOx sensor signal instability by observing the EONOx sensor signal for an observation period following a setting of the instability flag.

8. An exhaust aftertreatment system of a vehicle, comprising:

an Engine Out Nitrogen Oxide (EONOx) sensor connected to the exhaust aftertreatment system and providing a signal indicating Nitrogen Oxide (NOx) content in the exhaust gasses to at least one controller, the at least one controller being configured to;

predict instability in the EONOx sensor signal,

validate the predicted instability in the EONOx sensor signal, and

upon prediction and validation of instability in the EONOx sensor signal, latch the EONOx sensor signal to a stable value; and

the at least one controller being further configured to predict instability in the EONOx sensor signal by;

calculating a pedal based driver demand torque,

calculating a pedal based driver demand torque delta,

calculating instability thresholds for the calculated pedal based driver demand torque delta,

detecting instability in the calculated pedal based driver demand torque by comparing the calculated pedal based driver demand torque delta to the instability thresholds, and

setting an instability flag predicting instability in the EONOx sensor signal when instability in the calculated pedal based driver demand torque is detected.

9. The exhaust aftertreatment system of a vehicle of claim 8, wherein:

the at least one controller being further configured to calculate the pedal based driver demand torque by;

comparing an accelerator pedal position and a present engine speed using a table based mapping or transfer function, and determining from the table based mapping or transfer function a calculated pedal torque request,

multiplying a present transmission gear ratio with a vehicle specific rear axle ratio using a ratio multiplier to produce an overall drivetrain ratio, and

multiplying the calculated pedal torque request with the overall drivetrain ratio using a pedal torque request drivetrain ratio multiplier to produce the calculated pedal based driver demand torque.

10. The exhaust aftertreatment system of a vehicle of claim 9, wherein:

the at least one controller being further configured to calculate the pedal based driver demand torque delta by;

applying a slow response factor low pass filter to the calculated pedal based driver demand torque,

applying a fast response factor low pass filter to the calculated pedal based driver demand torque, and

comparing an output from the slow response factor low pass filter and an output from the fast response factor low pass filter in a difference calculation to produce the calculated pedal based driver demand torque delta.

11. The exhaust aftertreatment system of a vehicle of claim 10, wherein:

the at least one controller being further configured to calculate instability thresholds for the calculated pedal based driver demand torque delta by;

entering the calculated pedal torque request and the overall drivetrain ratio into a table based instability threshold mapping function, and

using the table based instability threshold mapping function to provide a low instability threshold and a high instability threshold, together defining a decision window.

12. The exhaust aftertreatment system of a vehicle of claim 11, wherein:

the at least one controller being further configured to detect instability in the calculated pedal based driver demand torque by;

setting the instability flag if the calculated pedal based driver demand torque delta is greater than the low instability threshold value but lesser than the high instability threshold value, and

clearing the instability flag if the calculated pedal based driver demand torque delta is lesser than the low instability threshold value or greater than the high instability threshold value.

13. The exhaust aftertreatment system of a vehicle of claim 12, wherein:

the at least one controller being further configured to generate a high instability threshold hysteresis margin above the high instability threshold, and a low instability threshold hysteresis margin below the low instability threshold, and to;

set the instability flag when the calculated pedal based driver demand torque delta crosses the low instability threshold value if the calculated pedal based driver demand torque delta increases from below the low instability threshold to between the low instability threshold and the high instability threshold, or when the calculated pedal based driver demand torque delta crosses the high instability threshold value if the calculated pedal based driver demand torque delta decreases from above the high instability threshold to between the low instability threshold and the high instability threshold, and

clear the instability flag when calculated pedal based driver demand torque delta crosses the low instability threshold hysteresis margin value if the calculated pedal based driver demand torque delta decreases from between the low instability threshold and the high instability threshold to below the low instability threshold, or when the calculated pedal based driver demand torque delta crosses the high instability threshold hysteresis margin value if the calculated pedal based driver demand torque delta increases from between the low instability threshold and the high instability threshold to above the high instability threshold.

14. A method of estimating EONOx sensor signal instability in transient conditions and eliminating fluctuations in the EONOx sensor signal, comprising the steps of:

predicting instability in the EONOx sensor signal by;

calculating a pedal based driver demand torque,

calculating a pedal based driver demand torque delta,

calculating instability thresholds for the calculated pedal based driver demand torque delta,

detecting instability in the calculated pedal based driver demand torque by comparing the calculated pedal based driver demand torque delta to the instability thresholds, and

setting an instability flag predicting instability in the EONOx sensor signal when instability in the calculated pedal based driver demand torque is detected;

validating the predicted instability in the EONOx sensor signal, and

upon prediction and validation of instability in the EONOx sensor signal, latching the EONOx sensor signal to a stable value.

15. The method of claim 14, further comprising the steps of:

calculating the pedal based driver demand torque by;

comparing an accelerator pedal position and a present engine speed using a table based mapping or transfer function, and determining from the table based mapping or transfer function a calculated pedal torque request,

multiplying a present transmission gear ratio with a vehicle specific rear axle ratio using a ratio multiplier to produce an overall drivetrain ratio, and

multiplying the calculated pedal torque request with the overall drivetrain ratio using a pedal torque request drivetrain ratio multiplier to produce the calculated pedal based driver demand torque,

calculating the pedal based driver demand torque delta by;

applying a slow response factor low pass filter to the calculated pedal based driver demand torque,

applying a fast response factor low pass filter to the calculated pedal based driver demand torque, and

comparing an output from the slow response factor low pass filter and an output from the fast response factor low pass filter in a difference calculation to produce the calculated pedal based driver demand torque delta,

calculating instability thresholds for the calculated pedal based driver demand torque delta by;

entering the calculated pedal torque request and the overall drivetrain ratio into a table based instability threshold mapping function, and

using the table based instability threshold mapping function to provide a low instability threshold and a high instability threshold, together defining a decision window.

16. The method of claim 15, further comprising the steps of:

detecting instability in the calculated pedal based driver demand torque by;

setting the instability flag if the calculated pedal based driver demand torque delta is greater than the low instability threshold value but lesser than the high instability threshold value, and

clearing the instability flag if the calculated pedal based driver demand torque delta is lesser than the low instability threshold value or greater than the high instability threshold value.

17. The method of claim 16, further comprising the steps of:

validating the predicted EONOx sensor signal instability by observing the EONOx sensor signal for an observation period following a setting of the instability flag.