Particulate Matter Sensor For On Board Diagnosis (OBD) of Diesel Particulate Filters (DPF)

Particulate matter sensor for on board diagnosis (OBD) of diesel particulate filters (DPF)
Enno Baars, Henrik Schittenhelm, Andreas Genssle, Bernhard Kamp, Thorsten Ochs
Robert Bosch GmbH, Stuttgart, Germany
INTRODUCTION
To meet current emission legislation standards in the EU and US modern diesel vehicles are commonly equipped
with a trap for particulate matter, so called diesel particulate filter (DPF). While the required in-use monitoring
(OBD) of the functional DPF efficiency can be provided by evaluating the pressure difference over the filter for
current OBD-limits, it proves very difficult to meet the tightened regulations of upcoming CARB and EU
legislation [1,2] with this oblique method. This calls for direct measurement of the particulate matter emissions
with a novel sensor that provides sufficient accuracy and sensitivity as well as the ruggedness necessary for stable
lifetime operation under exhaust-gas conditions.
PM [mg/km]
EU CARB
until 1.9.2011 w. RW > 1760 kg
180 ECU
DPF
DOC
EGS-PM
80
50
31
25
1)
9 11
Euro 4
Euro 5
Euro 6
MY 07-09
MY 10-12
MY 13+
PC OBD limit PC certification limit

1) Preliminary proposal of EU commission
Figure 2: Image of Bosch PM sensor with sensor

Figure 1: DPF-monitoring-limits according to control unit (bottom) and typical application in
OBD-legislation (CARB/EU). an exhaust aftertreatment system (top).
PARTICULATE MATTER SENSOR
Based on well-proven multi-layer technology Bosch

has developed a ceramic exhaust-gas sensor for
particulate matter (EGS-PM) which is shown in
figures 2-4. On the sensing surface a DC voltage is
applied to two inter-digital electrodes (IDE), on
which soot particles are deposited from the exhaust
gas during operation. The characteristic drop of
resistance due to formation of electrically
conductive soot paths between the electrodes can be
used to determine the soot emission. An integrated
heater and temperature sensor allow for controlled
Figure 3: Exploded view of a resistive sensor
regeneration of the sensing element by oxidation of
element with inter-digital electrode (top), heater
the deposited soot at elevated temperatures.
(centre) and temperature sensor (bottom).
SENSOR PERFORMANCE ON ARTIFICIAL
SOOT AND ENGINE TEST BENCH
To evaluate the sensor performance and study

different influences on the sensor signal the EGS-PM
was operated both on a new soot particle test bench
with an ethene burner and in the exhaust gas of a 4-
cylinder, 2.2 litre engine with a common rail injection
system and Euro4 application. The engine test bench
was furthermore equipped with a variable bypass
around the DPF to simulate variations of the filter
efficiency as expected from DPF defects. On both
test-benches the sensor shows excellent signal Figure 4: Top-view of the inter-digital electrode
repeatability of 3-8% for 2 sigma (see figure 5). including a magnified image of the soot deposit
between electrodes.
Figure 5: Repeatability (right) of Bosch PM sensor as measured at a selection of speed / load

combinations (left) within the engine map of a 4-cyl. / 2.2l common rail engine with DPF.
By selecting engine operating points with similar exhaust gas parameters but different engine-out soot emissions
and additionally varying the filter efficiency as described above it was possible to determine the sensor response
characteristic over a wide range of particle concentrations. Figure 6 shows the typical inverse relationship between
time-to-threshold and soot concentration which allows for improved discrimination of filter efficiencies at low
emission levels. Furthermore the improvement in response-time by reduction of electrode-spacing is clearly visible.
SYSTEM INTEGRATION
For reliable measurement of the small currents

involved and ease of integration into vehicle
projects the sensor comes equipped with a sensor
control unit as shown in Figure 2. This SCU handles
operation of all sensor components as well as data
acquisition. Data is transferred to and from the
engine control unit (ECU) via CAN-bus thereby
allowing plug-and-play operation without the need
for dedicated circuits within the ECU (Figure 7).
Figure 6: Hyperbolic relationship between soot
concentration and time to threshold of the sensor
signal as measured on a 4-cyl. / 2.2l common rail
engine equipped with DPF and variable bypass.
DPF OBD CONCEPT
While emission limits set by legislation are defined with respect to specified driving cycles, engine-out emission
can vary significantly for in-field driving due to driver behaviour and different engine load conditions. To
overcome those influences we have developed an DPF OBD concept, shown in figure 8, that compares the
measured EGS-PM response-time with a model based predicted response-time. The latter uses the simulated soot
mass flow of the engine as well as other exhaust gas parameters and takes a limit DPF model into account to
predict sensor behaviour downstream DPF.
Figure 7: DPF OBD by means of EGS-PM - Figure 8: DPF OBD monitoring concept
system view. based on EGS-PM sensor signal.
SUMMARY / CONCLUSION
A concept of a resistive soot sensor was presented which consists of an inter-digital electrode for soot detection and
an integrated heater and temperature-sensing element for controlled regeneration of the sensor.
The natural hyperbolic characteristic of sensor response time vs. particle concentration was shown as well as
excellent repeatability of 3-8 % (2 sigma) in measurements both on an ethene burner lab test bench and over a wide
operating range of a 4-cylinder / 2.2l common rail engine.
Ease of integration into existing vehicle projects due to the associated sensor control unit with CAN interface was
outlined as well as an DPF OBD concept that allows for in-field diagnosis.
REFERENCES
[1] California Code of Regulations, Title 13, section 1968.2, Malfunction and Diagnostic System Requirements for
2004 and Subsequent Model-Year Passenger Cars, Light-Duty Trucks and Medium-Duty Vehicles and Engines
(OBD II)
[2] Official Journal of the European Union; Communication on the application and future development of
Community legislation concerning vehicle emissions from light-duty vehicles and access to repair and maintenance
information (Euro 5 and 6); (2008/C 182/08)
Exhaust Gas Sensor for Particulate Matter (EGS-PM)
Particulate matter sensor for on-board diagnosis (OBD)

of diesel particulate filters
14th ETH Conference on Combustion Generated Nanoparticles

Zürich, August 3rd 2010
Enno Baars, Henrik Schittenhelm, Andreas Genssle, Bernhard Kamp, Thorsten Ochs
Robert Bosch GmbH
Diesel Systems
1 GS-SI/ENX4-Bs | 08/03/2010 | F10_1080 | © Robert Bosch GmbH 2010. All rights reserved, also regarding any disposal, exploitation,
reproduction, editing, distribution, as well as in the event of applications for industrial property rights.
Legislation
EGS-PM
PM [mg/mi]
EU CARB Legislation
290
 CARB-legislation for DPF-
OBD (OBDII Nov. 9, 2007)
DPF
 EOBD: preliminary
as of 1.9.2009
Commission proposal Oxid. Kat.

(September 2007, PM and
PN limit)
as of 1.9.2011
129
Requirements
80
 Δp-based diagnostics not
50 sufficient for OBDII
40
1) requirements MY2013
15 18
 EGS-PM necessary to fulfill
Euro 6
Euro 4
Euro 5
MY 13+
MY 07-09
MY 10-12
OBDII legislation for PC/HD

application (>MY2013)
OBD limits emission standards
1) preliminary Commission-proposal
Diesel Systems
Resistive soot sensor: Overview
electrode
heater
T-measurement
electrode structure
on ceramic substrate
Schematic drawing of the sensing element
 Soot particles are deposited from exhaust gas onto sensor surface
 Formation of conductive pathways leads to decreased electrical resistance
 Application of voltage to inter digital electrodes allows measurement of sensor current
 Periodic thermal regeneration by means of integrated heater
Diesel Systems
Schematic view of sensor signal over time

sensor signal start of second
measurement cycle
deposition of particles
sensor regeneration
sensor regeneration
thermalization
thermalization
current threshold
sensor signal
time
time to threshold / response time
Diesel Systems
Schematic setup of the artificial soot particle test bench
reference heater
measurement
technologies
mixer
mass
position of the flow compressor
soot controller
particle sensors
generator
 Ethene burner produces highly reproducible soot concentration with adjustable particle
diameter
 Test bench will be calibrated against Micro Soot Sensor and Smokemeter (AVL),
particle counter and SMPS
Diesel Systems
Sensor accuracy on artificial soot particle test bench

 Accuracy will be defined based on reproducibility of the sensor signal
 measured on test bench using burner-generated particulate matter
 for a variation in soot concentration and gas volume flow
 excellent signal repeatability: ± 3% (± 2 Sigma)
7
Stationärmessung ammeasurements
Stationary test bench Kennlinienprüfstand
6 mittlere Auslösezeit
Average response timet = 343 +/- 10 s (+/- 3%)
currentininµAμA
A
Reproduzierbarkeit bei +/-2 Sigma
t = 343 +/-10 s (2 Sigma)
5 Messung 1 1
measurement
Messung 2 2
measurement
Sensorstrom
4 Messung 3 3
measurement
Messung 4 4
measurement
Messung 5 5
measurement
3 Messung 6 6
measurement
Messung 7 7
measurement
Sensor
Messung 8 8
measurement
2 Messung 9 9
measurement PM-concentration:
Messung 1010
measurement ca. 10 mg/m3
gas flow: 800 l/min
1
0
0 50 100 150 200 250 300 350 400
Zeit
time ininsec
s
Diesel Systems
Repeatability – steady-state engine operation

engine test bench
4-cyl. / 2.2l / CRS
Standard deviation of
time to threshold (%)
Load (bar)
Engine speed (1/min) Speed / Load combination
 Excellent repeatability throughout wide range of engine map
Diesel Systems
Regeneration interval vs. soot concentration

engine test bench
4-cyl. / 2.2l / CRS
adjustable DPF bypass
 “Natural” hyperbolic relationship between time-to-threshold und soot concentration

 Steep slope for small concentrations
 improved discrimination in the range of small soot concentrations
 Increased sensitivity can be achieved by reduction of electrode spacing
Diesel Systems
Setup for the automotive exhaust line measurements
 Symmetrical drilling of DPF

at the inflow site and 8 drill-holes
 Emission in FTP75 driving cycle:

PM ≈ 18 - 19 mg/mi
 Measurements done on a chassis dynamometer using a car with a common

European calibration setup (6cylinders, engine displacement of 3l)
 Sensor placed 655mm downstream DPF
Diesel Systems
FTP75 Cycle, 3 l Common Rail (DPF 18 mg/mi)
 Start of measurement after dew point has been reached

 FTP75: DPF defect detection by means of EGS-PM possible
Diesel Systems
DPF monitoring in the field

Task
 DPF monitoring function is required to work reliably both in OBD certification cycles
and in the field

 OBD emission limits are defined with respect to specified driving cycles
Challenge
 Wide variation range of engine-out emissions in conjunction with variable driver
behavior (e.g. soot emission in overrun ≃ 0 mg/m³, soot emission during maximum
acceleration ≥ 100mg/m³)
 Note: Only relevant for DPF monitoring if DPF partially deteriorated
RB solution
 Decision “DPF OK” / “DPF not OK” based on "filter efficiency"
 Engine-out particulate mass emission-model used for comparison with sensor
signal
Diesel Systems
DPF monitoring concept

Particulate blue  Particulate Matter Sensor EGS-PM
Engine soot
Matter Sensor simulation
green  Engine ECU
EGS-PM Simulated soot mass
upstream DPF
Limit DPF model

Sensor
signal Measured response time
Expected response time Simulated soot mass
for built-in DPF downstream DPF
for a limit DPF
Comparison:
Measured measured response time model for particulate
response time vs. matter sensor signal
expected response time
DPF OK
DPF monitoring
DPF not OK
Diesel Systems
System view
ECU
CAN
ECU Component Driver Sensor
Sensor
Control Unit
Device
DPF fault-detection (SCU)
Particulate Matter Sensor

Sensor signals
ECU: Sensor diagnostics EGS-PM:

 Signal processing  Sensor control
 DPF diagnostics
Demand new  Data acquisition
measurement
 Dew point release  Sensor diagnostics
Dew point detection
Diesel Systems
Summary/Conclusions
 Resistive soot sensor concept: IDE, heater and T-measurement
 Excellent signal repeatability

 artificial soot particle test bench: ±3% (e.g. @ 10mg/m , 800l/min)
3
 engine test bench: < ±5% (1s) (over wide range of engine map)
 “Natural” hyperbolic relationship between time-to-threshold and

soot concentration
 improved discrimination at low particle concentrations
 Sensor response time sufficient for DPF defect detection

 FTP72 driving cycle with DPF (18 mg/mi)
 Stand-alone sensor (CAN interface)

 sensor management, regeneration control, signal processing,
verification of sensor signal are controlled by SCU

 Easy integration of the sensor into existing engine control system
 Layout of concept for an in-field DPF OBD presented

Diesel Systems

Particulate Matter Sensor For On Board Diagnosis (OBD) of Diesel Particulate Filters (DPF)

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Particulate matter sensor for on board diagnosis (OBD) of diesel particulate filters (DPF)

PC OBD limit PC certification limit

Figure 2: Image of Bosch PM sensor with sensor

PARTICULATE MATTER SENSOR

Based on well-proven multi-layer technology Bosch

To evaluate the sensor performance and study

Figure 5: Repeatability (right) of Bosch PM sensor as measured at a selection of speed / load

For reliable measurement of the small currents

Particulate matter sensor for on-board diagnosis (OBD)

14th ETH Conference on Combustion Generated Nanoparticles

Commission proposal Oxid. Kat.

OBDII legislation for PC/HD

Resistive soot sensor: Overview

Schematic view of sensor signal over time

Schematic setup of the artificial soot particle test bench

Sensor accuracy on artificial soot particle test bench

 for a variation in soot concentration and gas volume flow

 excellent signal repeatability: ± 3% (± 2 Sigma)

Repeatability – steady-state engine operation

Engine speed (1/min) Speed / Load combination

 Excellent repeatability throughout wide range of engine map

Regeneration interval vs. soot concentration

 “Natural” hyperbolic relationship between time-to-threshold und soot concentration

Setup for the automotive exhaust line measurements

 Symmetrical drilling of DPF

 Emission in FTP75 driving cycle:

 Measurements done on a chassis dynamometer using a car with a common

FTP75 Cycle, 3 l Common Rail (DPF 18 mg/mi)

 Start of measurement after dew point has been reached

DPF monitoring in the field

and in the field

 Engine-out particulate mass emission-model used for comparison with sensor

DPF monitoring concept

Limit DPF model

Particulate Matter Sensor

ECU: Sensor diagnostics EGS-PM:

Dew point detection

 Excellent signal repeatability

 “Natural” hyperbolic relationship between time-to-threshold and

 Sensor response time sufficient for DPF defect detection

 Stand-alone sensor (CAN interface)

verification of sensor signal are controlled by SCU

 Layout of concept for an in-field DPF OBD presented

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