• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates primarily to a method of checking compliance with the mounting of a differential pressure sensor (17) having a pressure tap (18) upstream and a pressure tap (19) downstream of a particulate filter (16) of heat engine (10), characterized in that said method comprises: - a step of producing at least a first measurement by the differential pressure sensor (17) during a first phase of operation of the heat engine (10), - a step of performing at least a second measurement by the differential pressure sensor (17) during a second phase of operation of the heat engine, and - a step of enabling or not the mounting of the sensor. differential pressure (17) according to the measurements made.
    公开号:FR3077133A1
    申请号:FR1850419
    申请日:2018-01-19
    公开日:2019-07-26
    发明作者:Fabien Lafosse；Nicolas Antoine
    申请人:PSA Automobiles SA；
    IPC主号:
    专利说明:

    The present invention relates to a method for verifying compliance with the mounting of a particulate filter pressure sensor of a heat engine. The invention relates to the field of depollution of exhaust gases from a heat engine, in particular from a motor vehicle. The invention finds an application with petrol type heat engines as well as with diesel type heat engines.
    [0002] During the combustion of a mixture of air and fuel in a heat engine, pollutants can be emitted into the engine exhaust line. These pollutants are mainly unburnt hydrocarbons (HC), nitrogen oxides (nitrogen monoxide NO and nitrogen dioxide NO 2 ) and carbon oxides (including carbon monoxide CO).
    Environmental standards for exhaust gas pollution control require the installation of exhaust gas aftertreatment systems in the engine exhaust line. The exhaust line of an engine is therefore generally at least provided with a catalyst, for example a three-way catalyst, allowing the reduction of nitrogen oxides to nitrogen and carbon dioxide, the oxidation of monoxides of carbon to carbon dioxide, and the oxidation of unburnt hydrocarbons to carbon dioxide and water.
    Solid or liquid particles consisting essentially of carbon-based soot can also be emitted. To trap them, a particle filter is generally provided consisting of a mineral matrix, of ceramic type, of honeycomb structure, defining channels arranged substantially parallel to the general direction of flow of the exhaust gases in the filter, and alternatively closed on the side of the gas inlet face of the filter and on the side of the gas outlet face of the filter, as described in document EP2426326.
    The particle filter requires regular regeneration so as not to be overloaded. These regenerations take place in the presence of thermal and oxygen. For a gasoline engine, for example, a large engine operating area provides the necessary thermal and oxygen can be provided by injection cuts when the accelerator pedal is released or when gear ratios are changed. speed.
    In order to measure the soot loading of the particulate filter, a differential pressure measurement sensor comprises a pressure tap upstream and a pressure tap downstream of the particle filter. The sensor thus makes it possible to measure a pressure difference between the inlet and the outlet of the particle filter, known as the pressure difference across the terminals of the particle filter, from which it is possible, under certain operating conditions of the heat engine, to deduct an amount of accumulated particles. When this quantity exceeds a threshold, a regeneration of the filter is started.
    Certain electrical diagnostics are present on the vehicle to detect faults on harnesses or on connectors, as well as on the differential pressure sensor. However, the conditions for activating these diagnostics are not met at the factory. Consequently, in the event of improper mounting of the differential pressure sensor linked for example to improper placement of a pressure tap, the malfunction will be revealed in after-sales service, which implies significant warranty costs.
    The invention aims to effectively remedy this drawback by proposing a method for checking compliance with the mounting of a differential pressure sensor comprising a pressure tap upstream and a pressure tap downstream of a particulate filter. heat engine, characterized in that said method comprises:
    a step of carrying out at least a first measurement by the differential pressure sensor during a first operating phase of the heat engine,
    a step of carrying out at least a second measurement by the differential pressure sensor during a second operating phase of the heat engine, and
    - a step of validating or not the mounting of the differential pressure sensor according to the measurements carried out.
    The invention thus makes it possible to carry out the verification of the mounting and the operation of a differential pressure sensor during tests carried out on the vehicle in the terminal factory when the mounting of the complete vehicle is finished or almost finished. The invention thus saves time in troubleshooting and remedies the factory failure. This improves the manufacturing quality to avoid returns to after-sales service for new vehicles.
    According to one implementation, said method comprises:
    a step of carrying out a first measurement by the differential pressure sensor during an operating phase of the heat engine at idle,
    a step of carrying out a second measurement by the differential pressure sensor during an operating phase of the heat engine at full load,
    a step of comparing the first measurement with a minimum threshold and of comparing the second measurement with respect to the first measurement, and
    - a validation step for mounting the sensor if the first measurement is greater than the minimum threshold and if the second measurement is strictly greater than the first measurement.
    According to one implementation, the minimum threshold is strictly between 0 and 5 mbar.
    According to one implementation, the rotation speed of the heat engine is between 700 and 950 revolutions per minute during the idling operating phase.
    According to one implementation, the rotation speed of the heat engine is between 3000 and 5000 revolutions per minute during the operating phase at full load.
    According to one implementation, the steps for carrying out the measurements are carried out during a test cycle on a roller motor test bench.
    According to one implementation, the measurements are carried out by means of a diagnostic tool connected to a computer of the heat engine during the test cycle.
    According to one implementation, the measurements are made by reading parameters dedicated to a pressure in the particle filter.
    The invention will be better understood on reading the description which follows and on examining the figures which accompany it. These figures are given only by way of illustration but in no way limit the invention.
    Figure 1 is a schematic representation of a heat engine with which is implemented the method according to the invention for checking compliance with the mounting of a differential pressure sensor of a particulate filter of a heat engine;
    Figure 2 is a graphical representation illustrating a dynamic test cycle during which the pressure measurements are carried out according to the invention to validate or not the mounting of the differential pressure sensor.
    Figure 1 shows a heat engine 10, for example a gasoline engine, in particular intended to equip a motor vehicle. The heat engine 10 is connected to an exhaust line 12 for the evacuation of the burnt gases produced by the operation of the heat engine 10. As a variant, the heat engine 10 could be a diesel type engine.
    The exhaust line 12 comprises a member 14 for depolluting gaseous pollutants, for example an oxidation catalyst, or a three-way catalyst. The three-way catalyst 14 makes it possible in particular to reduce the nitrogen oxides to nitrogen and to carbon dioxide, to oxidize the carbon monoxides to carbon dioxide, and the unburnt hydrocarbons to carbon dioxide and to water.
    In addition, a particle filter 16 makes it possible to filter soot particles in the exhaust gases of the heat engine 10. The particle filter 16 is suitable for filtering soot particles from the combustion of fuel.
    The exhaust gases pass through the material making up the particle filter 16. Thus, when the particle filter 16 is formed of channels, each of these channels has a plugged end, so that the exhaust gases are flowing in the particle filter 16 pass from channels to channels, crossing the walls of the different channels to exit the particle filter 16. The particle filter 16 may be based on a porous ceramic matrix, for example in cordierite, mullite , aluminum titanate or silicon carbide. If necessary, the pollution control device 14 and the particle filter 16 may be integrated inside the same envelope.
    The exhaust line 12 is also provided with a differential pressure sensor 17 comprising a pressure connection 18 upstream of the particle filter 16 and a pressure connection 19 downstream of the particle filter 16. The connections 18 , 19 each consist of a small diameter pipe connected on the one hand to the sensor 17 and on the other hand to a corresponding zone located upstream or downstream of the particle filter.
    The sensor 17 thus makes it possible to measure a pressure difference dP between the inlet and the outlet of the particle filter 16, called the pressure difference at the terminals of the particle filter, from which it is possible, under certain conditions operating the heat engine, to deduct an amount of accumulated particles, that is to say a soot loading of the particulate filter 16. A regeneration of the particulate filter may be initiated when this amount exceeds a threshold.
    Described below, with reference to FIG. 2, the process for checking compliance with the mounting of the differential pressure sensor 17. This process is implemented in the terminal plant during a dynamic test cycle on a bench. roller motor. The graph in FIG. 2 shows the evolution of the speed of the vehicle Vveh as a function of time t during the test cycle.
    During a phase P1 of the engine idling, the reverse gear and the parking brake are tested over the period T1 which lasts for example around twenty seconds. During a period T2 which lasts between 20 and 30 seconds, the vehicle trajectory control system and the anti-lock braking system (ABS) are tested at low speed. A first measurement M1 carried out by the differential pressure sensor 17 is also carried out. During phase P1, the speed of rotation of the motor is between 700 and 950 revolutions per minute.
    During a P2 phase, the engine rises. During the P3 phase of operation of the heat engine at full load, the speedometer and the cruise control are tested. A second measurement M2 by the differential pressure sensor 17 is also carried out. In this phase P3, the speed of rotation of the motor is between 3000 and 5000 revolutions per minute.
    Phase P4 corresponds to a braking phase, while phase P5 corresponds to a dynamic test phase of the vehicle trajectory control system as well as the anti-lock system of the wheels. During a phase P6, it is possible to use the results and the measurements M1, M2 acquired during the cycle. The total duration Ttot of the test cycle is around 3.5 minutes.
    The measurements M1, M2 are carried out by means of a diagnostic tool connected to an engine computer during the test cycle. The measurements M1, M2 are carried out by reading parameters dedicated to the pressure in the particle filter, such as DID parameters (acronym for Data IDentifier in English).
    The first measurement M1 is compared with a minimum threshold. The minimum threshold is strictly between 0 and 5 mbar, that is to say that the extreme limits of 0 and 5mbar are excluded. In the case where this first measurement M1 is greater than the minimum threshold, this confirms the presence of the sensor 17 which then returns a pressure value.
    In addition, the second measurement M2 is compared to the first measurement M1. In the case where the second measurement M2 is strictly greater than the first measurement M1, this confirms that the sensor 17 is correctly connected, so that the pressure changes coherently. This eliminates the risk of inversion of the connections to the assembly.
    The mounting of the differential pressure sensor 17 is thus validated if the two preceding conditions are satisfied (first measurement M1 greater than the minimum threshold and 5 second measurement M2 strictly greater than the first measurement M1). Otherwise, the mounting of the sensor 17 is not validated.
    权利要求:
    Claims (8)
    [1" id="c-fr-0001]
    1. Method for checking compliance with the mounting of a differential pressure sensor (17) comprising a pressure connection (18) upstream and a pressure connection (19) downstream of an engine particulate filter (16) thermal (10), characterized in that said method comprises:
    a step of carrying out at least a first measurement (M1) by the differential pressure sensor (17) during a first operating phase of the heat engine (10),
    a step of carrying out at least a second measurement (M2) by the differential pressure sensor (17) during a second operating phase of the heat engine (10), and
    - A step of validating or not the mounting of the differential pressure sensor (17) according to the measurements (M1, M2) carried out.
    [2" id="c-fr-0002]
    2. Method according to claim 1, characterized in that it comprises:
    a step of carrying out a first measurement (M1) by the differential pressure sensor (17) during an operating phase of the heat engine (10) at idle,
    a step of carrying out a second measurement (M2) by the differential pressure sensor (17) during an operating phase of the heat engine (10) at full load,
    a step of comparing the first measurement (M1) with a minimum threshold and of comparing the second measurement (M2) with respect to the first measurement (M1), and
    - A validation step for mounting the sensor (17) if the first measurement (M1) is greater than the minimum threshold and if the second measurement (M2) is strictly greater than the first measurement (M1).
    [3" id="c-fr-0003]
    3. Method according to claim 2, characterized in that the minimum threshold is strictly between 0 and 5 mbar.
    [4" id="c-fr-0004]
    4. Method according to claim 2 or 3, characterized in that the rotation speed of the heat engine (10) is between 700 and 950 revolutions per minute during the idling phase.
    [5" id="c-fr-0005]
    5. Method according to any one of claims 2 to 4, characterized in that the rotation speed of the heat engine (10) is between 3000 and 5000 revolutions per minute during the operating phase at full load.
    [6" id="c-fr-0006]
    6. Method according to any one of claims 1 to 5, characterized in that the steps for carrying out the measurements (M1, M2) are carried out during a test cycle on a roller motor bench.
    [7" id="c-fr-0007]
    7. Method according to claim 6, characterized in that the measurements (M1, M2) are carried out by means of a diagnostic tool connected to a computer of the heat engine (10) during the test cycle.
    [8" id="c-fr-0008]
    8. Method according to claim 7, characterized in that the measurements (M1, M2) are carried out by reading parameters dedicated to a pressure in the particle filter.
    类似技术:
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    同族专利:
    公开号 | 公开日
    FR3077133B1|2020-07-17|
    WO2019141917A1|2019-07-25|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE102011003748A1|2011-02-08|2012-08-09|Robert Bosch Gmbh|Method for monitoring functioning of differential pressure sensor in exhaust gas after-treatment system of diesel engine, involves closing defective front terminal or rear terminal with change in stationary measured pressure difference|
    FR3021355A1|2014-05-22|2015-11-27|Bosch Gmbh Robert|METHOD AND DIAGNOSTIC UNIT OF A DIFFERENTIAL PRESSURE SENSOR|
    US20160341142A1|2015-05-19|2016-11-24|GM Global Technology Operations LLC|Control system for diagnosing a malfunctioning of a pressure sensor included in an aftertreatment system of an internal combustion engine|
    FR2964413B1|2010-09-02|2016-07-01|Peugeot Citroen Automobiles Sa|PARTICLE FILTER HAVING THREE CATALYTIC COATINGS|DE102019207187A1|2019-05-16|2020-11-19|Robert Bosch Gmbh|Method and device for diagnosing an exhaust system|
    FR3100277A1|2019-08-29|2021-03-05|Psa Automobiles Sa|Method of controlling a heat engine for the detection of a freezing plug of a differential pressure sensor with the engine running|
    法律状态:
    2018-12-18| PLFP| Fee payment|Year of fee payment: 2 |
    2019-07-26| PLSC| Publication of the preliminary search report|Effective date: 20190726 |
    2019-12-19| PLFP| Fee payment|Year of fee payment: 3 |
    2020-12-17| PLFP| Fee payment|Year of fee payment: 4 |
    2021-12-15| PLFP| Fee payment|Year of fee payment: 5 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1850419A|FR3077133B1|2018-01-19|2018-01-19|METHOD FOR CHECKING THE CONFORMITY OF MOUNTING A PRESSURE SENSOR OF A PARTICLE FILTER OF A THERMAL ENGINE|
    FR1850419|2018-01-19|FR1850419A| FR3077133B1|2018-01-19|2018-01-19|METHOD FOR CHECKING THE CONFORMITY OF MOUNTING A PRESSURE SENSOR OF A PARTICLE FILTER OF A THERMAL ENGINE|
    PCT/FR2019/050022| WO2019141917A1|2018-01-19|2019-01-07|Method for conformity control on installation of a pressure sensor of a combustion engine particle filter|
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