US20110012585A1 - Approach for controlling particulate matter in an engine - Google Patents
Approach for controlling particulate matter in an engine Download PDFInfo
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- US20110012585A1 US20110012585A1 US12/894,016 US89401610A US2011012585A1 US 20110012585 A1 US20110012585 A1 US 20110012585A1 US 89401610 A US89401610 A US 89401610A US 2011012585 A1 US2011012585 A1 US 2011012585A1
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- particulate matter
- carbon nanostructure
- engine
- carbon
- sensor
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N9/00—Electrical control of exhaust gas treating apparatus
- F01N9/002—Electrical control of exhaust gas treating apparatus of filter regeneration, e.g. detection of clogging
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
- F01N2560/05—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being a particulate sensor
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
- F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
- F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
- F01N3/025—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using fuel burner or by adding fuel to exhaust
- F01N3/0253—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using fuel burner or by adding fuel to exhaust adding fuel to exhaust gases
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Definitions
- the present application relates to the field of automotive emission control systems and methods.
- Diesel engines may include various components to control a variety of atmospheric emissions produced by the engine.
- diesel engines may include a diesel particulate filter to trap soot and other particulate matter emitted by the engine.
- models may be used to estimate amounts of particulate matter produced in real-time.
- soot sensors such as soot sensors including an aluminum oxide ceramic for measuring particulate matter, may be used.
- model accuracy may be sufficiently degraded to provide high enough resolution for soot emission determination.
- available soot sensor may have insufficient sensitivity and response times.
- the inventors herein have realized that accurate particulate matter information for controlling processes and parameters may be realized by a method for operating an engine comprising correlating a measured property associated with a carbon nanostructure layer to an amount of particulate matter from an exhaust stream of the engine, wherein the carbon nanostructure includes a plurality of carbon nanostructures, and adjusting engine operation based on the amount of particulate matter.
- a soot sensor including a carbonaceous material rather than a ceramic substrate may facilitate higher sensitivity and faster response times for measuring carbonaceous particulate matter.
- carbon nanostructures may be functionalized to facilitate sensitivity to a plurality of constituents in the exhaust stream of the engine. In this way, it may be possible to facilitate more appropriately timed and more accurately controlled regeneration of a diesel particulate filter.
- FIG. 1 shows an exemplary embodiment of an internal combustion engine and control system.
- FIG. 2 is a schematic depiction of a first exemplary embodiment of a diesel particulate matter sensor.
- FIG. 3 is a schematic depiction of a second exemplary embodiment of a diesel particulate matter sensor.
- FIG. 4 is a flowchart of an exemplary method for operating an engine and an emission control system comprising a diesel particulate filter.
- FIG. 1 is a schematic diagram showing one cylinder of multi-cylinder diesel engine 10 , which may be included in a propulsion system of an automobile.
- Engine 10 may be controlled at least partially by a control system including controller 12 and by input from a vehicle operator 132 via an input device 130 .
- input device 130 includes an accelerator pedal and a pedal position sensor 134 for generating a proportional pedal position signal PP.
- Combustion chamber (i.e. cylinder) 30 of engine 10 may include combustion chamber walls 32 with piston 36 positioned therein.
- Piston 36 may be coupled to crankshaft 40 so that reciprocating motion of the piston is translated into rotational motion of the crankshaft.
- Crankshaft 40 may be coupled to at least one drive wheel of a vehicle via an intermediate transmission system.
- a starter motor may be coupled to crankshaft 40 via a flywheel to enable a starting operation of engine 10 .
- Combustion chamber 30 may receive intake air from intake passage 44 via intake manifold 42 and may exhaust combustion gases via exhaust passage 48 .
- Intake passage 44 and exhaust passage 48 can selectively communicate with combustion chamber 30 via respective intake valve 52 and exhaust valve 54 .
- combustion chamber 30 may include two or more intake valves and/or two or more exhaust valves.
- Fuel injector 66 is shown coupled directly to combustion chamber 30 for injecting fuel directly therein in proportion to the pulse width of signal FPW received from controller 12 via electronic driver 68 . In this manner, fuel injector 66 provides what is known as direct injection of fuel into combustion chamber 30 .
- the fuel injector may be mounted in the side of the combustion chamber or in the top of the combustion chamber, for example. Fuel may be delivered to fuel injector 66 by a fuel system (not shown) including a fuel tank, a fuel pump, and a fuel rail.
- combustion chamber 30 may alternatively or additionally include a fuel injector arranged in intake passage 44 in a configuration that provides what is known as port injection of fuel into the intake port upstream of combustion chamber 30 .
- Intake manifold 42 may include a throttle 62 having a throttle plate 64 .
- the position of throttle plate 64 may be varied by controller 12 via a signal provided to an electric motor or actuator included with throttle 62 , a configuration that is commonly referred to as electronic throttle control (ETC).
- ETC electronic throttle control
- throttle 62 may be operated to vary the intake air provided to combustion chamber 30 among other engine cylinders.
- the position of throttle plate 64 may be provided to controller 12 by throttle position signal TP.
- Intake manifold 42 may include a mass air flow sensor 120 and a manifold air pressure sensor 122 for providing respective signals MAF and MAP to controller 12 .
- an exhaust gas recirculation (EGR) system may route a desired portion of exhaust gas from exhaust passage 48 to intake passage 44 via EGR passage 140 .
- the amount of EGR provided to intake passage 48 may be varied by controller 12 via EGR valve 142 .
- an EGR sensor 144 may be arranged within the EGR passage and may provide an indication of one or more pressure, temperature, and concentration of the exhaust gas.
- the EGR system may be used to regulate the temperature of the air and fuel mixture within the combustion chamber, thus providing a method of controlling the timing of ignition during some combustion modes. Further, during some conditions, a portion of combustion gases may be retained or trapped in the combustion chamber by controlling exhaust valve timing.
- Exhaust gas sensor 126 is shown coupled to exhaust passage 48 upstream of emission control device 70 .
- Sensor 126 may be any suitable sensor for providing an indication of exhaust gas air/fuel ratio such as a linear oxygen sensor or UEGO (universal or wide-range exhaust gas oxygen), a two-state oxygen sensor or EGO, a HEGO (heated EGO), a NOx, HC, or CO sensor.
- Emission control device 70 is shown arranged along exhaust passage 48 downstream of exhaust gas sensor 126 .
- emission control device 70 may be a diesel oxidation catalyst, although various other emission control devices may be included.
- emission control device 70 may be periodically reset by operating at least one cylinder of the engine within a particular air/fuel ratio.
- Diesel particulate filter 71 is shown arranged downstream of emission control device 70 .
- Diesel particulate filter may be configured to remove diesel particulate matter and/or soot from the exhaust of engine 10 . Under some conditions, diesel particulate filter 71 may be regenerated to remove accumulated diesel particulate matter and/or soot from the filter.
- Controller 12 is shown in FIG. 1 as a microcomputer, including microprocessor unit 102 , input/output ports 104 , an electronic storage medium for executable programs and calibration values shown as read only memory chip 106 in this particular example, random access memory 108 , keep alive memory 110 , and a data bus.
- Controller 12 may receive various signals from sensors coupled to engine 10 , in addition to those signals previously discussed, including measurement of inducted mass air flow (MAF) from mass air flow sensor 120 ; engine coolant temperature (ECT) from temperature sensor 112 coupled to cooling sleeve 114 ; a profile ignition pickup signal (PIP) from Hall effect sensor 118 (or other type) coupled to crankshaft 40 ; throttle position (TP) from a throttle position sensor; and absolute manifold pressure signal, MAP, from sensor 122 .
- Engine speed signal, RPM may be generated by controller 12 from signal PIP.
- Manifold pressure signal MAP from a manifold pressure sensor may be used to provide an indication of vacuum, or pressure, in the intake manifold.
- the MAP sensor can give an indication of engine torque. Further, this sensor, along with the detected engine speed, can provide an estimate of charge (including air) inducted into the cylinder.
- sensor 118 which is also used as an engine speed sensor, may produce a predetermined number of equally spaced pulses every revolution of the crankshaft.
- FIG. 1 shows only one cylinder of a multi-cylinder engine, and that each cylinder may similarly include its own set of intake/exhaust valves, fuel injector, spark plug, etc.
- a diesel particular sensor 72 is shown coupled to exhaust manifold 48 upstream of emission control device 70 and diesel particulate filter 71 .
- Diesel particulate sensor 72 may be configured to output a signal to controller 12 in response to a detected amount of soot in the engine exhaust, as will be described in more detail below.
- Diesel particulate filter may also be configured to receive a signal from controller 12 , such as a control signal for controlling a temperature of the sensor, a voltage applied to electrodes in the sensor, etc.
- sensor 98 may be configured to measure the concentration of other species besides diesel particulate matter, including but not limited to NO 2 , NH 3 , and other particles.
- diesel particulate matter sensor 72 may be disposed upstream of diesel particulate filter 72 , between diesel particulate filter 72 and emission control device 70 , downstream of emission control device 70 , or some combination thereof.
- a diesel particulate matter sensor disposed downstream of diesel particulate filter 72 may be configured to diagnose the emission control system when an amount of particulate matter in the exhaust stream may exceed a predetermined amount.
- a diesel particulate matter sensor disposed upstream of diesel particulate filter 71 may be configured to selectively regenerate the diesel particulate filter.
- the upstream particulate matter sensor may be configured to selectively adjust an air-fuel ratio to the engine to increase a temperature of the exhaust introduced to the diesel particulate filter.
- the upstream particulate matter sensor may be configured to determine degradation of the sensor.
- Diesel particulate sensor 72 may be used both for control of the diesel particulate filter and for on-board diagnostics (OBD) to ensure the vehicle does not exceed the diesel particulate matter emissions standards.
- FIG. 2 and FIG. 3 show schematic views of two exemplary embodiments of a diesel particulate matter sensor.
- the diesel particulate sensors described herein may be configured to measure an amount of diesel particulate matter in an exhaust stream.
- the diesel particulate matter sensor may be configured to correlate an electrical property associated with a deposition layer to an amount of particulate matter accumulated on the deposition layer of the diesel particulate matter sensor.
- the deposition layer may be electrically coupled to an electrical circuit via measuring leads.
- gold wires may be connected to the carbon nanostructure layer using a silver epoxy.
- Various electrical properties of the carbon nanostructure layer may be measured by an electrical circuit.
- a Wheatstone bridge may be used to measure a resistance of the carbon nanostructure layer, although it may be desirable to use capacitive or impedance type measurements.
- the sensitivity to carbonaceous particulate matter, such as soot from a diesel engine may be increased when monitoring an electronic response associated with a carbonaceous deposition layer.
- the deposition layer may include a carbon nanostructure layer.
- Carbon nanostructures of various shapes, diameters, lengths, etc. may be used to form the carbon nanostructure layer.
- Carbon nanostructure layer may include carbon nanotubes, although carbon nanowires, nanofibers, nanorods, various other nanostructures, or some combination thereof may be used to form the carbon nanostructure layer.
- carbon nanostructure layer may include carbon nanotubes in the range of 4 to 5 nanometers in diameter and 500 to 600 nanometers in length. Further, carbon nanostructure layer may include single wall nanostructures or multi-wall nanostructures.
- Carbon nanostructures may be functionalized to modify a property associated with the carbon nanostructure.
- carbon nanostructures may be functionalized to facilitate sensitivity to carbonaceous particulate matter.
- carbon nanostructures may be functionalized with water soluble chemical moieties to facilitate dispersion in aqueous solution for deposition on the surface of a substrate.
- carbon nanotubes may be functionalized with an electrically conducting polymer group, such as (poly) amino benzo-sulfonic (PABS), to facilitate water solubility while maintaining a high conductivity of carbon nanostructure layer.
- PABS poly amino benzo-sulfonic
- a powder of PABS-functionalized carbon nanotubes may be dissolved in de-ionized water to obtain a maximum solubility of 5 mg/mL.
- Aqueous solutions of carbon nanotubes may be bath sonicated (e.g. for two hours) to facilitate increased homogenization.
- a carbon nanostructure layer may be drop cast as a film on a surface of substrate, although carbon nanostructure layer may be deposited by various other methods.
- a carbon nanostructure layer comprises a drop cast film on a silicon wafer substrate from aqueous carbon nanotube solution of about 10 microns thick.
- a mat of nanostructures may be formed by applying an electrical charge to aqueous carbon nanotube solution via an electrospinning process.
- the carbon nanostructures may be functionalized with various other functional groups.
- the carbon nanostructures of the particulate matter sensors described herein may be functionalized to detect various other constituents alternately or in addition to particulate matter in the exhaust stream of the engine.
- the carbon nanostructures may be functionalized to detect various gaseous components in the exhaust, such as nitrogen oxides, ammonia, etc.
- the carbon nanostructures may be functionalized to facilitate increased thermal stability. For example, regeneration of the carbon nanostructure layer may be facilitated via the thermal decomposition of particulate matter deposited in the carbon nanostructure layer with reduced thermal degradation of the carbon nanostructure layer when modified by a functional group to increase thermal stability of the carbon nanostructures.
- sensor 200 comprises a carbon nanostructure layer 202 disposed on a planar substrate 204 connected to an electrical circuit 206 via measuring leads 208 .
- Planar substrate 204 may be a silicon wafer, although silica, glass, various other materials, or some combination thereof may be used.
- carbon nanostructure layer 202 may include a plurality of carbon nanostructures 210 .
- carbon nanostructures 210 may define one or more openings in carbon nanostructure layer 202 .
- carbon nanostructure layer 202 may be a mesh including a plurality of carbon nanostructures. Electrical properties associated with carbon nanostructure layer may be monitored by electrical circuit 206 via measuring leads 208 .
- a resistance of carbon nanostructure layer 202 may have a resistance typically ranging between 70 to 110 K-ohms.
- an amount of particulate matter 212 may be deposited on carbon nanostructure layer 202 .
- particulate matter 212 may accumulate at opening 213 .
- FIG. 2B shows a view of carbon nanostructure layer 202 disposed on planar substrate 204 after an amount of particulate matter 212 may be deposited. It may be understood that, as deposition of particulate matter on carbon nanotubes increases, a thickness 214 of deposited particulate matter may increase. As such, particulate matter may link carbon nanostructures 210 to one another such that various electrical properties of carbon nanostructure layer 202 may change. In one example, a resistance of carbon nanostructure layer 202 may be reduced when an amount of particulate matter 212 may be deposited on the layer.
- sensor 200 may monitor electrical properties associated with carbon nanostructure layer 202 in response to an amount of particulate matter deposited on the carbon nanostructure layer. Further, the sensitivity of sensor 200 to particulate matter may be increased associating the electrical properties of carbon nanostructure layer 202 to an impedance based analysis or any combination of electrical response.
- the deposition layer may include various other nanostructures.
- hybrid nanostructures or nanocomposites may include carbon nanostructures, inorganic nanostructures, metal nanostructures, various other nanostructures, or some combination thereof.
- the sensor may be configured to sense various other constituents, such as nitrogen oxide, ammonia, etc. in an exhaust stream.
- the sensor may be configured to sense various other properties associated with an amount of constituent linking the nanostructures in the deposition layer.
- the sensor may be configured to sense variations of a property of the deposition layer in response to various other environmental conditions. For example, a physical property, such as a mechanical stress, may be associated with a measured property of the deposition layer.
- an electrical property may be applied to the deposition layer to alter the sensing function of the deposition layer.
- a voltage may be applied to the deposition layer such that the sensor may be configured to measure a tensile stress rather than an amount of deposited constituent.
- the deposition layer may be configured to facilitate a plurality of sensing functions.
- FIG. 3 shows a schematic illustration of another exemplary embodiment of a diesel particulate matter sensor.
- sensor 300 comprises a carbon nanostructure layer 302 disposed on a cylindrical substrate 304 connected to an electrical circuit 306 via measuring leads 308 .
- cylindrical substrate 304 may be a silicon rod.
- carbon nanostructure layer 304 may comprise carbon nanostructures 310 that may be at least partially separated structurally and/or electrically isolated from one another.
- FIG. 3B shows a view of carbon nanostructure layer 302 disposed on cylindrical substrate 304 after an amount of particulate matter 312 may be deposited. It may be understood that, as deposition of particulate matter 312 increases, a thickness 314 of particulate matter accumulated in opening 313 may increase so as to further link carbon nanostructures 310 to one another. As such, various electrical properties of carbon nanostructure layer may be changed and monitored by electrical circuit 306 , as described above.
- FIG. 4 shows a flowchart illustrating an embodiment of a method for operating an engine including a diesel particulate filter.
- method 400 describes a method of determining an amount of particulate matter accumulated on a carbon nanostructure, as described in sensors 200 and 300 , and adjusting engine operation accordingly.
- method 400 detects an electrical property associated with the carbon nanostructure.
- the electrical property may include a capacitance or impedance of the carbon nanostructure.
- the electrical property may correspond to an amount of particulate matter accumulated on the carbon nanostructure layer.
- particulate matter from the engine may accumulate in one or more openings in the carbon nanostructure layer.
- the accumulated particulate matter may communicate portions of the carbon nanostructure.
- the particulate matter may be electrically conductive so as to electrically communicate portions of the carbon nanostructure across an opening defined by the carbon nanostructures. Accordingly, an electrical property associated with the carbon nanostructure layer may change in response to particulate matter accumulated in the carbon nanostructure opening.
- a thermal conductivity or mechanical property may be measured in response to the accumulated particulate matter.
- various other materials such as nitrogen oxide, ammonia, etc., may also be accumulated in the openings.
- a measured electrical property may be correlated to an amount of particulate matter accumulated on the carbon nanostructure.
- a measured resistance and/or capacitance may be attributable to an amount of particulate matter.
- the amount of particulate matter may be determined by a look-up table, for example. Further, the determined amount of accumulated particulate matter may correspond to an amount of particulate matter from the exhaust stream of the engine and/or a rate of particulate matter emitted from the engine.
- the property associated with the carbon nanostructure layer may be correlated to characteristics of various other species, such as a concentration of NOx, an identity of a gaseous component, etc.
- engine operation may be adjusted.
- engine operation may be adjusted based on the amount of particulate matter.
- engine operation may be adjusted based on an amount of particulate matter accumulated on the carbon nanostructure layer.
- the amount of particulate matter from an exhaust stream of the engine may be compared to the amount of particulate matter accumulated on the carbon nanostructure layer. For example, degradation of the sensor may be determined when an amount of particulate matter accumulated on the carbon nanostructure layer may not correlate to an amount of particulate matter emitted from the engine.
- degradation of the sensor may be attributable to various conditions, such as thermal decomposition of the carbon nanostructure layer, reduced sensitivity of the sensor as the sensor accumulates particulate matter, cross sensitivity to various other species, corrosive effects of other constituents, such as ammonia, hydrocarbons, biodiesel, etc., rupturing of the carbon nanostructure layer, erosion of the carbon nanostructure layer, various other degradation conditions, or some combination thereof.
- engine operation may be adjusted based on a determination of degradation of the particulate matter sensor.
- controller 12 may take default action in response to the degradation determination.
- the diesel particulate filter may be regenerated.
- various other emission control mechanisms may be activated to control particulate matter emissions and/or a model for determining an amount of particulate matter emitted from the engine may be activated until the sensor may be diagnosed.
- an air-fuel ratio may be adjusted. Under some conditions, an air-fuel ratio may be adjusted so as to regenerate diesel particulate filter 71 when the amount of particulate matter accumulated on the carbon nanostructure layer may be greater than a predetermined amount and/or may exceed a predetermined rate.
- controller 12 may prompt a regeneration of the diesel particulate filter in response to feedback from the diesel particulate matter sensor. For example, controller 12 may prompt a regeneration of the diesel particulate filter based on an amount of particulate matter accumulated in the carbon nanostructure layer. Further, an air-fuel ratio provided to the engine may be adjusted based on feedback from the particulate matter sensor.
- controller 12 may prompt a regeneration of the diesel particulate matter sensor.
- the engine may be configured to increase an amount of nitrogen dioxide to the particulate matter sensor.
- particulate matter deposited in the carbon nanostructure layer may be oxidized so as to substantially clean the carbon nanostructure layer with reduced degradation of the carbon nanostructures.
Abstract
A method of operating a diesel engine and an emission control system including a diesel particulate filter comprising of The inventors herein have realized that accurate particulate matter information for controlling processes and parameters may be realized by a method for operating an engine comprising of correlating a measured property associated with a carbon nanostructure layer to an amount of particulate matter from an exhaust stream of the engine, wherein the carbon nanostructure includes a plurality of carbon nanostructures, and adjusting engine operation based on the amount of particulate matter.
Description
- The present application relates to the field of automotive emission control systems and methods.
- Diesel engines may include various components to control a variety of atmospheric emissions produced by the engine. For example, diesel engines may include a diesel particulate filter to trap soot and other particulate matter emitted by the engine.
- Various approaches have been used to determine an amount of soot emissions in an engine's exhaust. For example, models may be used to estimate amounts of particulate matter produced in real-time. Alternatively, soot sensors, such as soot sensors including an aluminum oxide ceramic for measuring particulate matter, may be used. However, model accuracy may be sufficiently degraded to provide high enough resolution for soot emission determination. Likewise, available soot sensor may have insufficient sensitivity and response times.
- The inventors herein have realized that accurate particulate matter information for controlling processes and parameters may be realized by a method for operating an engine comprising correlating a measured property associated with a carbon nanostructure layer to an amount of particulate matter from an exhaust stream of the engine, wherein the carbon nanostructure includes a plurality of carbon nanostructures, and adjusting engine operation based on the amount of particulate matter.
- For example, the inventors have recognized that a soot sensor including a carbonaceous material rather than a ceramic substrate may facilitate higher sensitivity and faster response times for measuring carbonaceous particulate matter. Even further, carbon nanostructures may be functionalized to facilitate sensitivity to a plurality of constituents in the exhaust stream of the engine. In this way, it may be possible to facilitate more appropriately timed and more accurately controlled regeneration of a diesel particulate filter.
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FIG. 1 shows an exemplary embodiment of an internal combustion engine and control system. -
FIG. 2 is a schematic depiction of a first exemplary embodiment of a diesel particulate matter sensor. -
FIG. 3 is a schematic depiction of a second exemplary embodiment of a diesel particulate matter sensor. -
FIG. 4 is a flowchart of an exemplary method for operating an engine and an emission control system comprising a diesel particulate filter. -
FIG. 1 is a schematic diagram showing one cylinder ofmulti-cylinder diesel engine 10, which may be included in a propulsion system of an automobile.Engine 10 may be controlled at least partially by a controlsystem including controller 12 and by input from avehicle operator 132 via aninput device 130. In this example,input device 130 includes an accelerator pedal and apedal position sensor 134 for generating a proportional pedal position signal PP. Combustion chamber (i.e. cylinder) 30 ofengine 10 may includecombustion chamber walls 32 withpiston 36 positioned therein. Piston 36 may be coupled tocrankshaft 40 so that reciprocating motion of the piston is translated into rotational motion of the crankshaft.Crankshaft 40 may be coupled to at least one drive wheel of a vehicle via an intermediate transmission system. Further, a starter motor may be coupled tocrankshaft 40 via a flywheel to enable a starting operation ofengine 10. -
Combustion chamber 30 may receive intake air fromintake passage 44 viaintake manifold 42 and may exhaust combustion gases viaexhaust passage 48.Intake passage 44 andexhaust passage 48 can selectively communicate withcombustion chamber 30 via respective intake valve 52 and exhaust valve 54. In some embodiments,combustion chamber 30 may include two or more intake valves and/or two or more exhaust valves. -
Fuel injector 66 is shown coupled directly tocombustion chamber 30 for injecting fuel directly therein in proportion to the pulse width of signal FPW received fromcontroller 12 viaelectronic driver 68. In this manner,fuel injector 66 provides what is known as direct injection of fuel intocombustion chamber 30. The fuel injector may be mounted in the side of the combustion chamber or in the top of the combustion chamber, for example. Fuel may be delivered tofuel injector 66 by a fuel system (not shown) including a fuel tank, a fuel pump, and a fuel rail. In some embodiments,combustion chamber 30 may alternatively or additionally include a fuel injector arranged inintake passage 44 in a configuration that provides what is known as port injection of fuel into the intake port upstream ofcombustion chamber 30. -
Intake manifold 42 may include athrottle 62 having athrottle plate 64. In this particular example, the position ofthrottle plate 64 may be varied bycontroller 12 via a signal provided to an electric motor or actuator included withthrottle 62, a configuration that is commonly referred to as electronic throttle control (ETC). In this manner,throttle 62 may be operated to vary the intake air provided tocombustion chamber 30 among other engine cylinders. The position ofthrottle plate 64 may be provided to controller 12 by throttle position signal TP.Intake manifold 42 may include a massair flow sensor 120 and a manifoldair pressure sensor 122 for providing respective signals MAF and MAP to controller 12. - Further, in the disclosed embodiments, an exhaust gas recirculation (EGR) system may route a desired portion of exhaust gas from
exhaust passage 48 to intakepassage 44 via EGR passage 140. The amount of EGR provided tointake passage 48 may be varied bycontroller 12 viaEGR valve 142. Further, anEGR sensor 144 may be arranged within the EGR passage and may provide an indication of one or more pressure, temperature, and concentration of the exhaust gas. Under some conditions, the EGR system may be used to regulate the temperature of the air and fuel mixture within the combustion chamber, thus providing a method of controlling the timing of ignition during some combustion modes. Further, during some conditions, a portion of combustion gases may be retained or trapped in the combustion chamber by controlling exhaust valve timing. -
Exhaust gas sensor 126 is shown coupled toexhaust passage 48 upstream ofemission control device 70.Sensor 126 may be any suitable sensor for providing an indication of exhaust gas air/fuel ratio such as a linear oxygen sensor or UEGO (universal or wide-range exhaust gas oxygen), a two-state oxygen sensor or EGO, a HEGO (heated EGO), a NOx, HC, or CO sensor. -
Emission control device 70 is shown arranged alongexhaust passage 48 downstream ofexhaust gas sensor 126. In some embodiments,emission control device 70 may be a diesel oxidation catalyst, although various other emission control devices may be included. During operation ofengine 10,emission control device 70 may be periodically reset by operating at least one cylinder of the engine within a particular air/fuel ratio.Diesel particulate filter 71 is shown arranged downstream ofemission control device 70. Diesel particulate filter may be configured to remove diesel particulate matter and/or soot from the exhaust ofengine 10. Under some conditions,diesel particulate filter 71 may be regenerated to remove accumulated diesel particulate matter and/or soot from the filter. -
Controller 12 is shown inFIG. 1 as a microcomputer, includingmicroprocessor unit 102, input/output ports 104, an electronic storage medium for executable programs and calibration values shown as read onlymemory chip 106 in this particular example,random access memory 108, keepalive memory 110, and a data bus. -
Controller 12 may receive various signals from sensors coupled toengine 10, in addition to those signals previously discussed, including measurement of inducted mass air flow (MAF) from massair flow sensor 120; engine coolant temperature (ECT) fromtemperature sensor 112 coupled tocooling sleeve 114; a profile ignition pickup signal (PIP) from Hall effect sensor 118 (or other type) coupled tocrankshaft 40; throttle position (TP) from a throttle position sensor; and absolute manifold pressure signal, MAP, fromsensor 122. Engine speed signal, RPM, may be generated bycontroller 12 from signal PIP. Manifold pressure signal MAP from a manifold pressure sensor may be used to provide an indication of vacuum, or pressure, in the intake manifold. Note that various combinations of the above sensors may be used, such as a MAF sensor without a MAP sensor, or vice versa. During stoichiometric operation, the MAP sensor can give an indication of engine torque. Further, this sensor, along with the detected engine speed, can provide an estimate of charge (including air) inducted into the cylinder. In one example,sensor 118, which is also used as an engine speed sensor, may produce a predetermined number of equally spaced pulses every revolution of the crankshaft. - As described above,
FIG. 1 shows only one cylinder of a multi-cylinder engine, and that each cylinder may similarly include its own set of intake/exhaust valves, fuel injector, spark plug, etc. - A diesel
particular sensor 72 is shown coupled toexhaust manifold 48 upstream ofemission control device 70 anddiesel particulate filter 71.Diesel particulate sensor 72 may be configured to output a signal to controller 12 in response to a detected amount of soot in the engine exhaust, as will be described in more detail below. Diesel particulate filter may also be configured to receive a signal fromcontroller 12, such as a control signal for controlling a temperature of the sensor, a voltage applied to electrodes in the sensor, etc. In an alternative embodiment, sensor 98 may be configured to measure the concentration of other species besides diesel particulate matter, including but not limited to NO2, NH3, and other particles. - It may be appreciated that diesel
particulate matter sensor 72 may be disposed upstream ofdiesel particulate filter 72, between dieselparticulate filter 72 andemission control device 70, downstream ofemission control device 70, or some combination thereof. In one example, a diesel particulate matter sensor disposed downstream ofdiesel particulate filter 72 may be configured to diagnose the emission control system when an amount of particulate matter in the exhaust stream may exceed a predetermined amount. In another example, a diesel particulate matter sensor disposed upstream ofdiesel particulate filter 71 may be configured to selectively regenerate the diesel particulate filter. As such, the upstream particulate matter sensor may be configured to selectively adjust an air-fuel ratio to the engine to increase a temperature of the exhaust introduced to the diesel particulate filter. In yet another example, the upstream particulate matter sensor may be configured to determine degradation of the sensor. These features may be described in more detail below. - Diesel
particulate sensor 72 may be used both for control of the diesel particulate filter and for on-board diagnostics (OBD) to ensure the vehicle does not exceed the diesel particulate matter emissions standards.FIG. 2 andFIG. 3 show schematic views of two exemplary embodiments of a diesel particulate matter sensor. In particular, the diesel particulate sensors described herein may be configured to measure an amount of diesel particulate matter in an exhaust stream. Specifically, the diesel particulate matter sensor may be configured to correlate an electrical property associated with a deposition layer to an amount of particulate matter accumulated on the deposition layer of the diesel particulate matter sensor. As such, the deposition layer may be electrically coupled to an electrical circuit via measuring leads. For example, gold wires may be connected to the carbon nanostructure layer using a silver epoxy. Various electrical properties of the carbon nanostructure layer may be measured by an electrical circuit. For example, a Wheatstone bridge may be used to measure a resistance of the carbon nanostructure layer, although it may be desirable to use capacitive or impedance type measurements. - It may be desirable to measure an electrical property associated with a carbonaceous deposition layer. For example, the sensitivity to carbonaceous particulate matter, such as soot from a diesel engine, may be increased when monitoring an electronic response associated with a carbonaceous deposition layer.
- In some embodiments, the deposition layer may include a carbon nanostructure layer. Carbon nanostructures of various shapes, diameters, lengths, etc. may be used to form the carbon nanostructure layer. Carbon nanostructure layer may include carbon nanotubes, although carbon nanowires, nanofibers, nanorods, various other nanostructures, or some combination thereof may be used to form the carbon nanostructure layer. In one example, carbon nanostructure layer may include carbon nanotubes in the range of 4 to 5 nanometers in diameter and 500 to 600 nanometers in length. Further, carbon nanostructure layer may include single wall nanostructures or multi-wall nanostructures.
- Carbon nanostructures may be functionalized to modify a property associated with the carbon nanostructure. In some embodiments, carbon nanostructures may be functionalized to facilitate sensitivity to carbonaceous particulate matter. In particular, carbon nanostructures may be functionalized with water soluble chemical moieties to facilitate dispersion in aqueous solution for deposition on the surface of a substrate. In particular, carbon nanotubes may be functionalized with an electrically conducting polymer group, such as (poly) amino benzo-sulfonic (PABS), to facilitate water solubility while maintaining a high conductivity of carbon nanostructure layer. In one example, a powder of PABS-functionalized carbon nanotubes may be dissolved in de-ionized water to obtain a maximum solubility of 5 mg/mL. Aqueous solutions of carbon nanotubes may be bath sonicated (e.g. for two hours) to facilitate increased homogenization. A carbon nanostructure layer may be drop cast as a film on a surface of substrate, although carbon nanostructure layer may be deposited by various other methods. In one example, a carbon nanostructure layer comprises a drop cast film on a silicon wafer substrate from aqueous carbon nanotube solution of about 10 microns thick. In another example, a mat of nanostructures may be formed by applying an electrical charge to aqueous carbon nanotube solution via an electrospinning process.
- It may be appreciated that the carbon nanostructures may be functionalized with various other functional groups. As such, the carbon nanostructures of the particulate matter sensors described herein may be functionalized to detect various other constituents alternately or in addition to particulate matter in the exhaust stream of the engine. For example, the carbon nanostructures may be functionalized to detect various gaseous components in the exhaust, such as nitrogen oxides, ammonia, etc. Further, it may be appreciated that the carbon nanostructures may be functionalized to facilitate increased thermal stability. For example, regeneration of the carbon nanostructure layer may be facilitated via the thermal decomposition of particulate matter deposited in the carbon nanostructure layer with reduced thermal degradation of the carbon nanostructure layer when modified by a functional group to increase thermal stability of the carbon nanostructures.
- The embodiment illustrated in
FIG. 2 shows a view of a carbon nanostructure layer deposited on a substantially planar substrate, while the carbon nanostructure layer ofFIG. 3 may be shown deposited on the surface of a cylindrical substrate. Referring first to the embodiment schematically illustrated inFIG. 2A ,sensor 200 comprises acarbon nanostructure layer 202 disposed on aplanar substrate 204 connected to anelectrical circuit 206 via measuring leads 208.Planar substrate 204 may be a silicon wafer, although silica, glass, various other materials, or some combination thereof may be used. In some embodiments,carbon nanostructure layer 202 may include a plurality ofcarbon nanostructures 210. In particular,carbon nanostructures 210 may define one or more openings incarbon nanostructure layer 202. For example,carbon nanostructure layer 202 may be a mesh including a plurality of carbon nanostructures. Electrical properties associated with carbon nanostructure layer may be monitored byelectrical circuit 206 via measuring leads 208. For example, a resistance ofcarbon nanostructure layer 202 may have a resistance typically ranging between 70 to 110 K-ohms. - Under some conditions, such as during engine operation, an amount of
particulate matter 212 may be deposited oncarbon nanostructure layer 202. In particular,particulate matter 212 may accumulate atopening 213.FIG. 2B shows a view ofcarbon nanostructure layer 202 disposed onplanar substrate 204 after an amount ofparticulate matter 212 may be deposited. It may be understood that, as deposition of particulate matter on carbon nanotubes increases, athickness 214 of deposited particulate matter may increase. As such, particulate matter may linkcarbon nanostructures 210 to one another such that various electrical properties ofcarbon nanostructure layer 202 may change. In one example, a resistance ofcarbon nanostructure layer 202 may be reduced when an amount ofparticulate matter 212 may be deposited on the layer. In this way,sensor 200 may monitor electrical properties associated withcarbon nanostructure layer 202 in response to an amount of particulate matter deposited on the carbon nanostructure layer. Further, the sensitivity ofsensor 200 to particulate matter may be increased associating the electrical properties ofcarbon nanostructure layer 202 to an impedance based analysis or any combination of electrical response. - It may be appreciated that the deposition layer may include various other nanostructures. For example, hybrid nanostructures or nanocomposites may include carbon nanostructures, inorganic nanostructures, metal nanostructures, various other nanostructures, or some combination thereof. As such, the sensor may be configured to sense various other constituents, such as nitrogen oxide, ammonia, etc. in an exhaust stream. Alternately or in addition, the sensor may be configured to sense various other properties associated with an amount of constituent linking the nanostructures in the deposition layer. Further, the sensor may be configured to sense variations of a property of the deposition layer in response to various other environmental conditions. For example, a physical property, such as a mechanical stress, may be associated with a measured property of the deposition layer. Even further, an electrical property, for example, may be applied to the deposition layer to alter the sensing function of the deposition layer. In one example, a voltage may be applied to the deposition layer such that the sensor may be configured to measure a tensile stress rather than an amount of deposited constituent. In doing this, the deposition layer may be configured to facilitate a plurality of sensing functions.
-
FIG. 3 shows a schematic illustration of another exemplary embodiment of a diesel particulate matter sensor. Referring toFIG. 3A ,sensor 300 comprises acarbon nanostructure layer 302 disposed on acylindrical substrate 304 connected to anelectrical circuit 306 via measuring leads 308. In some embodiments,cylindrical substrate 304 may be a silicon rod. As described above,carbon nanostructure layer 304 may comprisecarbon nanostructures 310 that may be at least partially separated structurally and/or electrically isolated from one another. -
FIG. 3B shows a view ofcarbon nanostructure layer 302 disposed oncylindrical substrate 304 after an amount ofparticulate matter 312 may be deposited. It may be understood that, as deposition ofparticulate matter 312 increases, athickness 314 of particulate matter accumulated inopening 313 may increase so as to further linkcarbon nanostructures 310 to one another. As such, various electrical properties of carbon nanostructure layer may be changed and monitored byelectrical circuit 306, as described above. -
FIG. 4 shows a flowchart illustrating an embodiment of a method for operating an engine including a diesel particulate filter. In particular,method 400 describes a method of determining an amount of particulate matter accumulated on a carbon nanostructure, as described insensors - First, at 410,
method 400 detects an electrical property associated with the carbon nanostructure. In particular, the electrical property may include a capacitance or impedance of the carbon nanostructure. The electrical property may correspond to an amount of particulate matter accumulated on the carbon nanostructure layer. For example, particulate matter from the engine may accumulate in one or more openings in the carbon nanostructure layer. As such, the accumulated particulate matter may communicate portions of the carbon nanostructure. In some embodiments, the particulate matter may be electrically conductive so as to electrically communicate portions of the carbon nanostructure across an opening defined by the carbon nanostructures. Accordingly, an electrical property associated with the carbon nanostructure layer may change in response to particulate matter accumulated in the carbon nanostructure opening. - It may be understood that various other properties may be measured in response to particulate matter accumulated in the openings of the carbon nanostructure layer. For example, a thermal conductivity or mechanical property may be measured in response to the accumulated particulate matter. Further, various other materials, such as nitrogen oxide, ammonia, etc., may also be accumulated in the openings.
- Next, at 420, a measured electrical property may be correlated to an amount of particulate matter accumulated on the carbon nanostructure. For example, a measured resistance and/or capacitance may be attributable to an amount of particulate matter. The amount of particulate matter may be determined by a look-up table, for example. Further, the determined amount of accumulated particulate matter may correspond to an amount of particulate matter from the exhaust stream of the engine and/or a rate of particulate matter emitted from the engine.
- It may be appreciated that the property associated with the carbon nanostructure layer may be correlated to characteristics of various other species, such as a concentration of NOx, an identity of a gaseous component, etc.
- At 430, engine operation may be adjusted. In particular, engine operation may be adjusted based on the amount of particulate matter. In some embodiments, engine operation may be adjusted based on an amount of particulate matter accumulated on the carbon nanostructure layer. Further, the amount of particulate matter from an exhaust stream of the engine may be compared to the amount of particulate matter accumulated on the carbon nanostructure layer. For example, degradation of the sensor may be determined when an amount of particulate matter accumulated on the carbon nanostructure layer may not correlate to an amount of particulate matter emitted from the engine.
- It may be appreciated that degradation of the sensor may be attributable to various conditions, such as thermal decomposition of the carbon nanostructure layer, reduced sensitivity of the sensor as the sensor accumulates particulate matter, cross sensitivity to various other species, corrosive effects of other constituents, such as ammonia, hydrocarbons, biodiesel, etc., rupturing of the carbon nanostructure layer, erosion of the carbon nanostructure layer, various other degradation conditions, or some combination thereof.
- As such, engine operation may be adjusted based on a determination of degradation of the particulate matter sensor. In some embodiments,
controller 12 may take default action in response to the degradation determination. For example, the diesel particulate filter may be regenerated. In another example, various other emission control mechanisms may be activated to control particulate matter emissions and/or a model for determining an amount of particulate matter emitted from the engine may be activated until the sensor may be diagnosed. For example, an air-fuel ratio may be adjusted. Under some conditions, an air-fuel ratio may be adjusted so as to regeneratediesel particulate filter 71 when the amount of particulate matter accumulated on the carbon nanostructure layer may be greater than a predetermined amount and/or may exceed a predetermined rate. - In another embodiment,
controller 12 may prompt a regeneration of the diesel particulate filter in response to feedback from the diesel particulate matter sensor. For example,controller 12 may prompt a regeneration of the diesel particulate filter based on an amount of particulate matter accumulated in the carbon nanostructure layer. Further, an air-fuel ratio provided to the engine may be adjusted based on feedback from the particulate matter sensor. - In yet another embodiment,
controller 12 may prompt a regeneration of the diesel particulate matter sensor. For example, the engine may be configured to increase an amount of nitrogen dioxide to the particulate matter sensor. In this way, particulate matter deposited in the carbon nanostructure layer may be oxidized so as to substantially clean the carbon nanostructure layer with reduced degradation of the carbon nanostructures. - It may be appreciated that the order of processing to be detailed is not necessarily required to achieve the features and advantages of the example embodiments described herein, but is provided for ease of illustration and description. One or more of the illustrated acts, steps or functions may be repeatedly performed depending on the particular strategy being used. Further, the described steps, acts, or functions may graphically represent code to be programmed into a computer readable storage medium for the sensor, for example, in the engine control system.
- Furthermore, it will be appreciated that the various embodiments of sensors and methods of operating sensors disclosed herein are exemplary in nature, and these specific embodiments are not to be considered in a limiting sense, because numerous variations are possible. The subject matter of the present disclosure includes all novel and non-obvious combinations and subcombinations of the various sensors, methods of operating sensors, and other features, functions, and/or properties disclosed herein. The following claims particularly point out certain combinations and subcombinations regarded as novel and nonobvious. These claims may refer to “a” nanostructure element or the equivalent thereof. Such claims should be understood to include incorporation of one or more such nanostructure elements, neither requiring nor excluding two or more such elements. Other combinations and subcombinations of the various features, functions, elements, and/or properties disclosed herein may be claimed through amendment of the present claims or through presentation of new claims in this or a related application. Such claims, whether broader, narrower, equal, or different in scope to the original claims, also are regarded as included within the subject matter of the present disclosure.
Claims (6)
1-15. (canceled)
16. An apparatus for sensing, comprising:
a substrate;
a carbon nanostructure layer deposited on the substrate comprising a plurality of carbon nanostructures defining one or more openings for receiving a constituent;
a functional group attached to the at least two carbon nanostructures for modifying a property associated with the carbon nanostructures, where the functional group is a water soluble group; and
at least two conducting elements in electrical communication with the carbon nanostructure layer configured to detect an electrical property associated with the carbon nanostructure layer.
17. The apparatus of claim 16 , where the carbon nanostructure layer is a mesh.
18. The apparatus of claim 16 , where the carbon nanostructures are single wall nanotubes.
19. The apparatus of claim 16 , where the functional group is poly amino benzo-sulfonic group.
20. The apparatus of claim 16 , further comprising an electronic circuit in electrical communication with the at least two conducting elements configured to correlate the detected electrical property associated with the carbon nanostructure layer to a measure of the constituent at the openings defined by the carbon nanostructure layer.
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US11/761,704 US7810314B2 (en) | 2007-06-12 | 2007-06-12 | Approach for controlling particulate matter in an engine |
US12/894,016 US20110012585A1 (en) | 2007-06-12 | 2010-09-29 | Approach for controlling particulate matter in an engine |
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US12/894,016 Abandoned US20110012585A1 (en) | 2007-06-12 | 2010-09-29 | Approach for controlling particulate matter in an engine |
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US20080307770A1 (en) | 2008-12-18 |
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