DE102007005682B3 - Method for operating internal combustion engine comprising exhaust gas catalytic converter, involves arranging exhaust tube and another exhaust tube for determining hydrocarbon grade depending upon measuring signal - Google Patents

Abstract

The method involves arranging an exhaust tube (42) and another exhaust tube (43) for determining a hydrocarbon grade depending upon a measuring signal (VLS-DOWN). A nitrogen oxide grade is determined depending on the hydrocarbon grade. A lambda grade is determined depending on an actual value and a basic nominal value of the air or fuel proportion. An error indicator, determined depending on the lambda grade and the nitrogen oxide grade, is representative of a mixture component error in a value range and in another value range is representative of an exhaust gas catalytic converter error. An independent claim is also included for a device for the operation of an internal-combustion engine.

Description

The The invention relates to a method and an apparatus for operating an internal combustion engine with an exhaust gas catalytic converter, a first Exhaust gas probe, which is arranged so that it is within the scope of a lambda control can be used, and a second exhaust gas probe arranged so is that it can be used as part of a trim control.

always stricter legal regulations regarding permissible pollutant emissions in motor vehicles, in which internal combustion engines are arranged, make it necessary to pollutant emissions in one operation Keep the internal combustion engine as low as possible. This can on the one hand done by reducing the pollutant emissions be that while the combustion of the air / fuel mixture in the respective Cylinders arise. On the other hand, in internal combustion engines exhaust aftertreatment systems in use, the pollutant emissions during the combustion process of the air / fuel mixture generated in the respective cylinder be harmless Convert substances. Especially come with gasoline internal combustion engines used as exhaust catalysts three-way catalysts. A high one Efficiency in the conversion of the pollutant components, such as Carbon monoxide (CO), hydrocarbons (HC) and nitrogen oxides (NOx), sets a precise set air / fuel ratio in the Cylinders ahead.

Further the composition of the mixture upstream of the catalytic converter must have a given Have fluctuation and thus is a targeted operation of the internal combustion engine both in excess air as well as in lack of air necessary to a filling and emptying of an oxygen storage of the catalytic converter to reach. In the storage of oxygen Nitrogen oxides are reduced in particular in the oxygen storage, while at Emptying the oxygen storage which supports oxidation and also prevents embedded oxygen molecules subregions deactivate the catalytic converter.

Of the Oxygen storage is among other things also very trained store oxygen at short notice and bind it as needed or leave. It has a surface and a depth memory for storage of oxygen.

Out the textbook "Handbook Internal combustion engines " Publisher Richard von Basshuysen / Fred Schäfer, 2nd edition, June 2002, Friedrich Vieweg and Sohn Verlagsgesellschaft mbH Braunschweig / Wiesbaden, Page 559-561 is a lambda control and one associated with it Trim control for Internal combustion engines with gasoline operation known. Through the lambda control It should be ensured that the pollutant components CO, HC and NOx possible be converted well in the context of use a trained as a three-way catalytic converter catalytic converter.

The lambda control comprises modulating a forced excitation to a desired air / fuel ratio to optimize catalyst efficiency. Depending on the signal of a linear lambda probe upstream of the catalytic converter, an actual value of the air / fuel ratio is determined and thus determines a control deviation for the lambda controller, which is designed as a PII ² D controller and at whose output a correction value for correcting an amount of fuel to be metered determined becomes. The amount of fuel to be metered corrected by the correction value is metered by the fuel injection valves into the combustion chambers of the cylinders.

Of the Trim controller is designed as a PI controller, which has less cross-sensitivity exposed Nachkatsondensignal exploits.

Out the same textbook, pages 568 ff., It is known the catalyst to monitor. For this purpose, the oxygen storage capacity of the catalyst is utilized, which correlates with the hydrocarbon conversion in the catalytic converter. For a catalyst diagnosis will be an increased Forced stimulation used. In a new catalytic converter with a relatively high oxygen storage capacity, these control vibrations clearly subdued and Thus, the probe signal downstream of the catalytic converter only a low oscillation amplitude. An aged catalyst has a much worse storage behavior, so that the before Exhaust catalyst existing vibration on the exhaust probe downstream of the Catalyst accordingly stronger by strikes. To monitor the Catalyst therefore become the signal amplitudes of the lambda probes evaluated before and after the catalyst and then the Quotient formed from the amplitudes. This amplitude ratio becomes used to evaluate the conversion rate of the catalyst.

always frequently it is also demanded concerning potential Nitrous oxide emissions monitoring perform and in particular to estimate NOx emissions.

In the DE 10 2005 007 830 A1 A method for diagnosing the conversion performed by an exhaust gas catalytic converter of an internal combustion engine with an oxygen storage is described. In this method of diagnosis of an exhaust gas Based on the dynamic storage capacity of the catalytic converter for oxygen, it is proposed that the dynamic storage capacity for the entry of oxygen into the oxygen storage and the dynamic storage capacity for the discharge of oxygen from the oxygen storage be determined separately from each other. On the basis of the dynamic storage capacity for the entry of oxygen, the conversion made with respect to the reduction of the pollutant components is determined or based on the dynamic storage capacity for the discharge of oxygen, the conversion conducted with respect to the oxidation of the pollutant components is determined.

From the DE 103 30 367 A1 are known a method and a device for desulfurization of at least one catalytic converter of a lean-burn internal combustion engine downstream catalyst system, wherein a desulfurization requirement is determined in dependence on at least one criterion. During the desulfurization of the catalyst, it is at least temporarily subjected to a rich exhaust gas with lambda <1 at an elevated temperature. It is provided that the at least one criterion for determining the desulfurization need comprises an oxygen storage capacity of at least one catalyst of the catalyst system.

The The object of the invention is a method and a device to provide for operating an internal combustion engine, the or which allows a simple error location assignment in case of error.

The Task is solved by the characteristics of the independent Claims. Advantageous embodiments of the invention are characterized in the subclaims.

The Invention is characterized by a method and a corresponding Device for operating an internal combustion engine with an exhaust gas catalytic converter, a first exhaust gas probe which is arranged to be in the frame a lambda control can be used, ie in particular upstream or within the catalytic converter, and a second exhaust gas probe, the arranged so that they are used as part of a trim scheme can be, ie in particular downstream of the catalytic converter or optionally also within the catalytic converter, but on every case downstream the first exhaust gas probe.

One HC quality value, the representative is for one Oxygen storage capacity of the catalytic converter, becomes dependent determined by a measurement signal of the second exhaust gas probe. An NOx correction value becomes dependent determined by the measurement signal of the second exhaust gas probe and depending on Signal components representative are for existing residual oxygen. An NOx quality value becomes dependent on the HC quality value and the NOx correction value determined. In this way, the knowledge is used that the HC quality value some correlation regarding the NOx quality value and thus to the NOx emissions. Further, the knowledge becomes used that under consideration of the NOx correction value, the NOx quality value with still higher accuracy can be determined and thus a clearer identification of NOx emissions possible is.

This has the further advantage that dispenses with the use of additional sensors can be. In this way, in particular cold-start emissions, which essentially comprise hydrocarbon emissions and warm emissions, The essentially nitrogen oxides comprise separately evaluated.

One Lambda quality value becomes dependent of an actual value and a basic target value of the air / fuel ratio determined, wherein the lambda value representative is for a time course of a deviation of the actual value of the Basic value of the air / fuel ratio. Depending on the lambda value and the NOx quality value an error indicator is determined which is in a first value range representative is for a mixture component error and in a second range of values representative is for a catalyst error. In this way, simply a fault location separation without the use of additional Sensors take place and so between mixture component errors and Catalyst errors are distinguished. This then allows also a very targeted fix of the error, if necessary in a workshop, or it allows more targeted activities before rectifying the actual error that at least reduce the impact of each error.

The first and second value ranges can each have several possible values may alternatively However, they also only one value each, this being independent for the two value ranges the case may be. About that can out the first and second value ranges also by a third Value range be spaced apart.

According to an advantageous embodiment of the invention, the error indicator is assigned a value from the first range of values if the NOx quality value is representative of at least one predetermined high NOx emission and if a Lambdagü temporally correlates to the NOx quality value twert is representative of an exceeding of a predetermined time deviation of the actual value of the basic value of the air / fuel ratio. In this way, a mixture component error can be detected particularly reliably.

According to one Another advantageous embodiment of the invention is the error indicator is occupied by a value from the second range of values when the NOx quality value is representative is for at least the predetermined high NOx emission and if one time to the NOx quality value correlating lambda value representative is for an undershooting of the predetermined time deviation of the actual value from the basic value of the air-fuel ratio. This way you can a catalytic converter error can be detected particularly reliable. The default Deviation can re of passing and falling below also be specified differently, so that there is an intermediate area between them.

embodiments The invention are explained in more detail below with reference to the schematic drawings. It demonstrate:

1 an internal combustion engine with a control device,

2 a block diagram of parts of the control device and

3 Waveforms.

elements same construction or function are cross-figurative with the same Reference number marked.

An internal combustion engine has an intake tract 1 , an engine block 2 , a cylinder head 3 and an exhaust tract 4 , The intake stroke 1 preferably includes a throttle 5 , a collector 6 and a suction tube 7 , The suction tube 7 opens into an intake passage leading to a cylinder Z1 in the engine block 2 is guided. The engine block 2 further comprises a crankshaft 8th , which has a connecting rod 10 with a piston 11 of the cylinder Z1 is coupled.

The cylinder head includes a valvetrain with a gas inlet valve 12 and a gas outlet valve 13 , The cylinder head 3 further comprises an injection valve 18 and a spark plug 19 , Alternatively, the injection valve 18 also in the intake manifold 7 be arranged.

In the exhaust tract 4 is an exhaust gas catalyst 21 arranged, which is preferably designed as a three-way catalyst. Furthermore, in the exhaust tract also another catalytic converter 23 be arranged, which may for example also be a special NOx catalyst.

The internal combustion engine also has a control device 25 which can also be referred to as a device for operating the internal combustion engine. The control device 25 Sensors are assigned, which record different measurands. Operating variables include not only the measured variables but also derived from these variables.

In addition, the control device 25 also assigned actuators, which act on actuators of the internal combustion engine.

The control device 25 is designed to determine in response to at least one of the operating variables manipulated variables, which are then converted into one or more control signals for controlling the actuators by means of corresponding actuators. The control device 25 comprises a memory unit for storing data and programs and also a computing unit for processing stored programs. In addition, the control device includes 25 also a driver unit for generating corresponding actuating signals.

The sensors are designed as a pedal position transmitter 26 , the accelerator pedal position of an accelerator pedal 27 detected, an air mass sensor 28 , which is upstream of the throttle 5 is arranged and detects the air mass flow flowing there, a temperature sensor 32 sensing an intake air temperature, an intake manifold pressure sensor 34 sensing a manifold pressure, a crankshaft angle sensor 36 detecting a crankshaft angle to which a rotational speed N of the internal combustion engine is assigned.

Furthermore, the sensors also include a first exhaust gas probe 42 , which is arranged so that it can be used in the context of a lambda control. The first exhaust gas probe 42 is preferably upstream of the catalytic converter 21 in the exhaust tract 4 arranged. However, this can also be in the exhaust gas catalytic converter 21 be arranged. The first exhaust gas probe 42 is designed to detect a residual oxygen content of the exhaust gas. Its measurement signal VLS_UP is thus characteristic of the air / fuel ratio in the combustion chamber of the cylinder Z1 and upstream of the exhaust gas probe 42 before the oxidation of the fuel. The first exhaust gas probe is preferred 42 designed as a linear lambda probe. An exemplary embodiment of such a linear lambda probe is disclosed, for example, in the already cited "Handbook Combustion Engine", page 589, the content of which is hereby incorporated in this regard.

Furthermore, a second exhaust gas probe 43 provided arranged so that it can be used as part of a trim control. The second exhaust gas probe 43 is preferably formed as a binary lambda probe, which is also referred to as a jump probe. The second exhaust gas probe 43 is preferably downstream of the catalytic converter 21 arranged. However, it can also be within the catalytic converter 21 be arranged. In this case, however, it is definitely downstream of the first exhaust gas probe 42 arranged.

The measuring signal VLS_DOWN of the second exhaust gas probe 43 is characteristic of a residual oxygen content of the exhaust gas in the region of the second exhaust gas probe 43 ,

The control device 25 the sensors mentioned or else a subset of these or even additional sensors can be assigned.

Actuators are, for example, the throttle 5 , the gas inlet and outlet valves 12 . 13 , the injection valve 18 or the spark plug 19 ,

Next the cylinder Z1 are preferably further cylinders Z2 to Z4 provided which also corresponding actuators and optionally sensors assigned.

Parts of the control device 25 are hereinafter based on the block diagram of 2 explained in more detail. The block diagram comprises blocks B1 to B18, which are also referred to as function blocks and whose functionalities are preferably stored in the form of programs in the control device and which are then preferably executed during operation of the internal combustion engine.

a Block B1 on the input side is a basic setpoint LAMB_SP_RAW of the air / fuel ratio supplied which are predetermined by another function, not shown can or basically can be fixed. The basic setpoint preferably has LAMB_SP_RAW the air / fuel ratio a value close to the stoichiometric Air / fuel mixture is.

In addition, the block is 31 a forced excitation amplitude A and a forced excitation frequency F supplied. Depending on the forced excitation amplitude A and the forced excitation frequency F, the basic target value LAMB_SP_RAW of the air-fuel ratio in the block B1 is modulated by a forced excitation to set a lambda fluctuation to optimize the catalyst efficiency of the catalytic converter 21 , On the output side of the block B1, the corresponding forcibly excited desired value LAMB_SP of the air / fuel ratio is output, which is fed on the input side to the block B2.

The block 32 comprises a lambda controller, which is preferably designed as a linear lambda controller and which is preferably designed as a PII ² D controller. Such a linear lambda controller is disclosed on pages 559-561 in the context of a lambda regulation in the "Manual Internal Combustion Engine", which has already been cited above, the contents of which are hereby included in this regard.

On the output side of the block B2, the lambda controller then converts a lambda correction value FAC_LAM generated. In a block B4 becomes dependent on a to be set Load determines a fuel mass MFF_SP to be metered. this happens preferably dependent from the speed N and the mass air flow MAF, in the respective Combustion chamber of the respective cylinder Z1 to Z4 flows.

In a node VK, the fuel mass MFF_SP to be metered is linked to the lambda correction value FAC_LAM to a corrected metered fuel mass MFF_SP_OCR, which then into a corresponding actuating signal for driving a respective injection valve 18 is implemented.

A block B6 includes a trim controller. Block B6 is the measurement signal VLS_DOWN of the second exhaust gas probe 43 and a trim setpoint TRIM_SP. The trim setpoint TRIM_SP is preferably predetermined and dependent on the specific configuration of the second exhaust gas probe 43 , It can, for example, assume a value between 650 and 700 mV. The trim regulator preferably comprises a P, a D and optionally an I component. The control difference of the trim controller preferably depends on the trim setpoint TRIM_SP and the measurement signal VLS_DOWN of the second exhaust gas probe 43 , Optionally, before forming the control difference, the measurement signal VLS_DOWN of the second exhaust gas probe 43 also filtered.

Depending on the control signal component, which is formed by the I component of the trim controller, it is also possible to determine, for example, an adaptation value, for example from a control signal component of the I component which is applied on average over a predetermined time period. The control signal of the trim controller preferably acts in the form of a characteristic shift of a characteristic curve via the one assignment of the measurement signal VLS_UP of the first exhaust gas probe 42 to the actual value LAMB_AV of the air / fuel ratio. By the trim controller can thus in particular a change in the characteristics of the first exhaust gas probe 42 be compensated for the operation of the internal combustion engine.

A block B8 is designed to generate an HC quality value EFF_CAT_HC as a function of the measurement signal VLS_DOWN of the second exhaust gas probe 43 and a reference value VLS_DOWN_REF of the measurement signal of the second exhaust gas probe 43 to investigate. This is preferably done in the form of a review of the oxygen storage capacity - also referred to as oxygen storage capacity - of the catalytic converter 42 , For this purpose, the forced excitation amplitude A is preferably increased in predetermined operating states, in particular in a quasi-stationary operating state, compared to the normal operation and over a predetermined number of cycles of forced excitation, for example in about 20 cycles, depending on a correlating amplitude of oscillation the measurement signal VLS_DOWN the second exhaust gas probe 43 with respect to the reference value VLS_DOWN_REF of the second exhaust gas measuring signal 43 the HC quality value EFF_CAT_HC determined. The knowledge is used that the amplitude of this oscillation is lower, the higher the oxygen storage capacity of the catalytic converter 42 is. In particular, the surface oxygen storage behavior of the exhaust gas catalytic converter can thus be analyzed very accurately, which is representative of the convertibility of HC emissions within the exhaust gas catalytic converter 42 ,

Alternatively, the HC quality value EFF_CAT_HC can also be determined in other ways, such as, for example, by a corresponding oxygen balance depending on the measurement signal of the first exhaust gas probe 42 VLS_UP and the second measuring signal VLS_DOWN of the second exhaust gas probe 43 ,

A block B10 is configured to determine a NOx correction value COR_NOX. This takes place as a function of the measuring signal VLS_DOWN of the second exhaust gas probe 43 , the reference value VLS_DOWN_REF of the measurement signal of the second exhaust gas probe 43 and the mass air flow MAF. The procedure for determining the NOx correction value COR_NOX is described below with reference to the signal curves according to FIG 3 explained in more detail.

In the 3 over the time T is the exemplary waveform of the measurement signal VLS_DOWN the second exhaust gas probe 43 shown. The second exhaust gas probe 43 In this embodiment, it is designed such that its measurement signal VLS_DOWN has a smaller voltage value than the reference value VLS_DOWN_REF in the case of one in the region of the second exhaust gas probe 43 existing residual oxygen content, while it has a corresponding greater non-existent residual oxygen content voltage value than the reference value VLS_DOWN_REF.

By way of example, a first and second threshold value VLS_DOWN_THD_1, VLS_DOWN_THD_2 are predetermined, to which then NOx factors FA_CNOx and, respectively, first and second NOx_factor values FAC_NOx_1, FAC_NOx_2 are assigned. These are preferably fixed and determined, for example, by appropriate tests or simulation. Be preferred, the respective value of the air mass flow MAF and the NOx factor, which is currently assigned, linked together and then integrated this product. This results in the lower part of the 3 illustrated course of a NOx integral NOx_INT. In this case, t_1 to t_6 designate corresponding times. The determination of the NOx integral NOx_INT is preferably carried out in predetermined driving situations, for example during a constant drive with a high engine load or else in acceleration phases.

Depending on the NOx integral NOx_INT then becomes the NOx correction value COR_NOX determined. This can be done when a given condition is met, for example, based on the duration of the integration process.

Of the NOx correction value COR_NOX is an input value for a block B12, which is also the HC quality value EFF_CAT_HC supplied is. In block B12 becomes dependent from the HC quality value EFF_CAT_HC and the NOx correction value COR_NOX is determined to be a NOx quality value EFF_CAT_DIAG_NOX. This is preferably done by multiplicative linkage. It However, it can also be done for example by means of additive linking.

In A block B14 is preferably a comparison of the NOx quality value EFF_CAT_DIAG_NOX with a NOx limit quality value EFF_CAT_DIAG_NOX_LIM, which is preferably fixed and, for example corresponds to the behavior of a so-called boundary catalyst, so one Catalytic converter, the just complies with specified exhaust emissions. Depending on The comparison result is then a diagnostic indicator DIAG with a determined according to characteristic value, depending on the output the comparison is characteristic of an error, in particular due to high NOx emissions or no error.

The actual value LAMB_AV of the air / fuel ratio and the basic setpoint LAMB_SP_RAW of the air / fuel ratio are fed to a block B18. The block B18 is designed to determine a lambda value LAMB_GW depending on the actual value LAMB_AV and the basic setpoint LAMB_SP_RAW of the air / fuel ratio, which is representative of a time profile of a deviation of the actual value from the Basic value of the air / fuel ratio. In this case, the deviation is preferably determined absolutely, that is without consideration of the sign.

In The block B16 is then an error indicator ERR dependent on the diagnostic indicator DIAG and the time-correlated lambda value LAMB_GW determined. Thus, the diagnostic indicator DIAG has the value, the one inadmissible Represents increase in NOx emissions, this is checked in block B16, whether the corresponding time-correlated lambda value LAMB_GW representative is for a strong deviation in the corresponding period of the actual value LAMB_AV from the basic setpoint LAMB_SP_RAW of the air / fuel ratio. If this is the case, then the error indicator ERR with a value within a first range of values that is representative is for a mixture component error.

If on the other hand, the diagnostic indicator DIAG also has a value, the one inadmissible Increase in NOx emissions indicates, but the lambda value LAMB_GW, correlated in time, not representative is for a strong deviation of the actual value LAMB_AV from the basic setpoint LAMB_SP_RAW of the air / fuel ratio, this becomes the fault indicator ERR assigned a value within a second range of values, the representative is for an exhaust catalyst failure. The error indicator preferably has ERR a third range of values that is representative of neither a mixture component error is still a catalytic converter error. The first to third value ranges can also only one each Assume value, so that the error indicator ERR three different Values can be assigned. alternative the error indicator may also include a sub-indicator for mixture component errors and another sub-indicator for exhaust catalyst failure.

Claims (4)

Method for operating an internal combustion engine with an exhaust gas catalytic converter ( 21 ), a first exhaust gas probe ( 42 ), which is arranged so that it can be used in the context of a lambda control, and a second exhaust gas probe ( 43 ), which is arranged so that it can be used in the context of a trim control, in which - an HC quality value (EFF_CAT_HC), which is representative of an oxygen storage capacity of the catalytic converter ( 21 ), depending on a measurement signal (VLS_DOWN) of the second exhaust gas probe ( 43 ), an NOx correction value (COR_NOX) dependent on the measurement signal (VLS_DOWN) of the second exhaust gas probe ( 43 ) is determined, depending on signal components that are representative of existing residual oxygen, - a NOx-quality value (EFF_CAT_DIAG_NOX) depending on the HC-quality value (EFF_CAT_HC) and the NOx correction value (COR_NOX) is determined, - a lambda value (LAMB_GW ) is determined as a function of an actual value (LAMB_AV) and a basic target value (LAMB_SF_RAW) of the air / fuel ratio, which is representative of a time characteristic of a deviation of the actual value (LAMB_AV) from the basic value (LAMB_SF_RAW) of the air / fuel ratio, and - depending on the lambda value (LAMB_GW) and the NOx quality value (EFF_CAT_DIAG_NOX), an error indicator (ERR) is determined which is representative of a mixture component error in a first value range and representative of an exhaust gas catalyst error in a second value range. The method of claim 1, wherein the error indicator (ERR), is assigned a value from the first range of values when the NOx quality value (EFF_CAT_DIAG_NOX) representative is for at least a predetermined high NOx emission and when a time to the NOx quality value correlating lambda value (LAMB_GW) representative is for a crossing a given time deviation of the actual value (LAMB_AV) from the basic value (LAMB_SP_RAW) of the air / fuel ratio. Method according to one of the preceding claims, in the error indicator with a value from the second value range is occupied when the NOx quality value (EFF_CAT_DIAG_NOX) representative is for at least the predetermined high NOx emission and when a time to the NOx quality value (EFF_CAT_DIAG_Nox) correlating lambda value (LAMB_GW) representative is for a falling below a predetermined time deviation of Actual value (LAMB_AV) of the basic value (LAMB_SP_RAW) of the air / fuel ratio. Device for operating an internal combustion engine with an exhaust gas catalytic converter ( 21 ), a first exhaust gas probe ( 42 ), which is arranged so that it can be used in the context of a lambda control, and a second exhaust gas probe ( 43 ), which is arranged so that it can be used in the context of a trim control, wherein the device is designed for this - an HC quality value (EFF_CAT_HC), which is representative of an oxygen storage capacity of the catalytic converter ( 21 ), depending on a measurement signal (VLS_DOWN) of the second exhaust gas probe ( 43 ), - a NOx correction value (COR_NOX) depending on the measurement signal (VLS_DOWN) of the second exhaust gas probe ( 43 ), depending on signal components that are representative of existing Nuclear residual oxygen - to determine a NOx quality value (EFF_CAT_DIAG_NOX) depending on the HC quality value (EFF_CAT_HC) and the NOx correction value (COR_NOX), - a Lambda quality value (LAMB_GW) depending on an actual value (LAMB_AV) and a basic setpoint (LAMB_SP_RAW) of the Determining the air / fuel ratio which is representative of a time variation of the actual value (LAMB_AV) from the basic value (LAMB_SP_RAW) of the air / fuel ratio, and - depending on the lambda value (LAMB_GW) and the NOx quality value ( EFF_CAT_DIAG_NOX) to determine an error indicator (ERR) representative of a mixture component error in a first range of values and representative of an exhaust catalyst error in a second range of values.