DE102009006059A1 - Internal combustion engine operating method for vehicle, involves adjusting operating condition of internal combustion engine during one aging status different from another aging status - Google Patents

Abstract

The method involves determining aging condition of an exhaust gas after treatment device (12) during determination of an operating condition of the treatment device. An operating condition of an internal combustion engine (10) is adjusted during aging status related to cold starting. The operating condition of the engine is adjusted during another aging status different from the former aging status, where another operating condition is different from duration of the former operating condition and operating parameter of the former operating condition.

Description

The Invention relates to a method for operating an internal combustion engine, in particular for a vehicle which has an exhaust aftertreatment device is downstream, in which an operating state of the exhaust aftertreatment device is determined, and in which an operating condition of the internal combustion engine depending on the determined operating state of Exhaust after-treatment device is set, wherein when determining the operating state of the exhaust aftertreatment device an aging status the exhaust aftertreatment device is taken into account. Furthermore, the invention relates to an internal combustion engine.

The DE 10 2005 045 294 A1 describes a method for operating an internal combustion engine, which is followed by an exhaust gas aftertreatment device. The exhaust aftertreatment device comprises an oxidation catalyst, downstream of which a particulate filter and a nitrogen oxide reduction catalyst are arranged. For determining an operating state of the exhaust gas aftertreatment device, respective temperatures of the oxidation catalytic converter and of the nitrogen oxide reduction catalytic converter are monitored. As soon as the nitrogen oxide reduction catalytic converter has reached its light-off temperature, a warm-up operating state of the internal combustion engine is switched over from a heating-up operating state of the internal combustion engine which serves for a rapid heating of the exhaust gas aftertreatment device. The warm-up operating state of the internal combustion engine is associated with a lower fuel consumption of the internal combustion engine. As soon as the nitrogen oxide reduction catalyst has reached its maximum conversion capacity, ie at one of the temperatures above the light-off temperature, a further, more fuel-efficient warm-up operating state of the internal combustion engine is set. The respective duration of the heating-up operating state and the warm-up operating state of the internal combustion engine can be adjusted in dependence on a respective aging status of the nitrogen oxide reduction catalytic converter and the oxidation catalytic converter.

task The present invention is the operation of the internal combustion engine with regard to fuel consumption.

These The object is achieved by a method having the features of the patent claim 1 solved. Furthermore, this object is achieved by an internal combustion engine solved with the features of claim 12. advantageous Embodiments with expedient developments The invention are specified in the respective dependent claims.

at the method of operation according to the invention an internal combustion engine, in particular for a vehicle, which is followed by an exhaust gas aftertreatment device, If an operating state of the exhaust aftertreatment device is determined, and an operating state of the internal combustion engine depending from the determined operating state of the exhaust gas aftertreatment device set. When determining the operating state of the exhaust aftertreatment device is considers an aging status of the exhaust aftertreatment device, being in the presence of a first aging status following a cold start a first operating state of the internal combustion engine is set. If one of the first aging status exists different further aging status is following the cold start set a further operating state of the internal combustion engine, wherein the further operating state with respect to at least one of a duration of the operating state different, operating parameters different from the first operating state.

Of the Invention is based on the finding that the aging status the exhaust aftertreatment device has an influence on light-off temperatures of components of the exhaust aftertreatment device has. For example show unaged oxidation catalysts from a component surface temperature of about 150 ° C, a relevant pollutant reduction activity. As a result of, for example, thermal stress on the oxidation catalyst caused aging, this light-off temperature shifts to higher Temperatures. In an analogous manner, an SCR catalyst (SCR = selective catalytic reduction, selective catalytic reduction) only at a component or exhaust gas temperature of about 180 ° C a Nitric oxide reducing activity to a relevant extent.

Also Here, the light-off temperature shifts towards higher Values with increasing aging of the SCR catalyst.

The aging of a catalyst coating can be based on a thermally or chemically induced reduction of an exhaust gas-permeable surface and / or of available catalytically active components. If the aging status of the exhaust-gas aftertreatment device is taken into account when setting operating parameters of the first operating state to be set following the cold start, then the respective operating state of the internal combustion engine can be set to optimize fuel consumption. At the same time, it is possible to ensure that the permissible exhaust emission limit values are complied with. For example, in the case of an untreated exhaust-gas aftertreatment device, a heating measure of the exhaust-gas aftertreatment device, which has an unfavorable effect on the consumption, can be dispensed with after the cold start, without it having to be ensured that emission limit values are exceeded. On the other hand, aging of the exhaust gas aftertreatment device usually requires heating of the exhaust gas aftertreatment device at least until reaching a warm-up operating state of the internal combustion engine. For this reason, when setting the first operating state to be set following the cold start, it is preferably provided to set an operating parameter which has a heating effect with respect to the exhaust gas aftertreatment device, if it is determined that a predetermined or specifiable aging-related power impairment of the exhaust gas aftertreatment device has occurred. The heating-effective operating parameter can be realized, for example, by an early co-burning post-fuel injection. Furthermore, it is preferably provided to change this operating parameter in the sense of an increased heating effect in the first operating state with determined further increased aging or additionally or alternatively to set at least one further heating-active operating parameter, such as a late, non-co-burning fuel post-injection. On the other hand, according to the invention, these measures are dispensed with if it is determined that an essentially unaged exhaust gas aftertreatment device is present. The relevant aging status can be determined by an exhaust aftertreatment component of the exhaust aftertreatment device alone or by a plurality of exhaust aftertreatment components.

In An advantageous embodiment of the invention is for determining the aging status of the exhaust aftertreatment device a model used, in which a temperature of the exhaust aftertreatment device as a function of time. A height and a duration von Temperaturbelastungen the Abgasnachbehandlungseinrich device or one or more of its components are thus included in the Model. It can be provided, increasing temperatures disproportionately, approximately corresponding to an exponential function in the determination of To consider aging status. The model can be in deposited a control device of the internal combustion engine be. Includes the exhaust aftertreatment device as a nitrogen oxide reduction catalyst an SCR catalyst is preferred in the controller anyway already such a model specifically for this available, which is for age-dependent adaptation the SCR reductant dosing is used. Such a model is for determining the aging status of the exhaust aftertreatment device particularly suitable and in particular more reliable than For example, determining the aging status of the exhaust aftertreatment device based solely on distance traveled.

To the Determining the operating state of the exhaust aftertreatment device is in a further advantageous embodiment of the invention a temperature of at least one component of the exhaust aftertreatment device used. The temperature here can be an input-side temperature a catalyst or a particulate filter and / or a temperature in the catalyst or particulate filter. In comparison to one indirectly determining the operating state of the exhaust aftertreatment device, for example on the basis of operating parameters of the internal combustion engine, This allows a particularly rapid response to a change the operating state of the exhaust aftertreatment device.

As further advantageous, it has been shown that, in the presence of a first aging status of the exhaust gas aftertreatment device following the cold start, a warm-up operating state of the internal combustion engine free of fuel post-injection is set. In this case, operating parameters of the internal combustion engine are initially set such that a reduced nitrogen oxide emission of the internal combustion engine results compared to a consumption-optimized operating state of the warmed-up internal combustion engine. In this case, only comparatively weakly heat-acting interventions in the engine operation are preferably made, which only have a low consumption-increasing effect. This is made possible, in particular, by values of an exhaust gas recirculation rate which are increased by approximately 10% to 30% compared to the consumption-optimal setting and / or by 2 ° CA to 6 ° CA later main injection angle. With increasing coolant temperature, starting from the operating state of the internal combustion engine set directly after the cold start, preference is given to sliding over to settings of operating parameters which are characteristic for a consumption-optimized operating state of the warmed-up internal combustion engine with coolant heated to approximately 80 ° C. The first aging status characterizes an unaged or at least approximately unaged exhaust gas aftertreatment device. As a result of a moderate heating effect, achieved by a compared to the consumption-optimal operation late center of gravity of the main fuel injection, the unreached nitrogen oxide reduction catalyst or SCR catalyst, achieved in conjunction with the other operating parameters of the warm-up operating condition of the internal combustion engine early on sufficient effectiveness to sufficiently reduce the raw emissions emitted by the internal combustion engine after a cold start. Particularly in connection with a low-emission operation of the internal combustion engine with respect to low-NOx, consumption-related post-injection fuel injections can be dispensed with while the exhaust gas after-treatment device or suboptimal temperature of the SCR catalytic converter is still relatively low and yet predefinable critical nitrogen oxide tailpipe emission values are undershot. By way of example, such an untreated exhaust gas aftertreatment device, that is to say the first aging state, is able to adhere to the permissible exhaust emission limit values of a low-load cold test driving cycle, for example the European NEDC or the 11-mode applicable for Japan.

In A further advantageous embodiment of the invention is at Present a second aging status of the exhaust aftertreatment device in Following a cold start, a first heating-up mode set the internal combustion engine. A subsequent one Setting the warm-up operating state or a consumption-optimal Operating state is preferably carried out depending on Reaching a light-off temperature of a component of the exhaust aftertreatment device, for example, a nitrogen oxide reduction catalyst, in particular an SCR catalyst. It can also, especially after reaching the Light-off temperature of the SCR catalyst, in parallel to a rising Coolant temperature a sliding transition to the operating parameter settings of a consumption-optimal operating state be provided.

There in the second aging status of the exhaust aftertreatment device a Effectiveness of the at least one component of the exhaust aftertreatment device reduced compared to unaged exhaust aftertreatment device is, it is provided that the first heating-up operating condition operating parameters which includes a reduction of raw emissions, in particular the nitrogen oxide raw emissions of the internal combustion engine effect the warm-up operating state. It is particularly advantageous following the cold start of the internal combustion engine with the first heating-up mode one of post-fuel injections free operating state with at least approximately minimal Set nitrogen oxide raw emission, with specifiable limits for the opposing soot emission preferred maintained become.

The Operating parameters of the first Aufheizbetriebszustands can a main injection angle when the internal combustion engine has warmed up corresponding main injection angle already at a coolant temperature which is less than a coolant temperature in warmed-up internal combustion engine. Complementary or alternatively, one may be compared to a main injection angle with cold internal combustion engine lower early shift be provided of the main injection angle. Furthermore, a in comparison to the operating state of a warmed-up internal combustion engine increased pre-injection amount of fuel can be provided. An increase of one and a half times to twice is preferred. Especially at comparatively low coolant temperature is an increase to pre-injection to more than that Three times the warm-up value advantageous. It is particularly preferred the pilot injection quantity to two remote pre-injections divide. Also one compared to an exhaust gas recirculation rate with cold internal combustion engine less greatly reduced exhaust gas recirculation rate is according to the invention additionally or alternatively intended.

at There is a third aging status of the exhaust aftertreatment device It has proved to be advantageous, following a cold start a second heating-up state of the internal combustion engine adjust. The second heating-up mode is stronger Dimensions as the first heating-up state of the internal combustion engine suitable, at least one component of the exhaust aftertreatment device following the cold start quickly increased to one, one Starting at least one component of the exhaust aftertreatment device bring bringing temperature. The second heating-up mode further takes account of the fact that in the third Aging status of the exhaust aftertreatment device one opposite the second aging status has increased aging. In particular, a second increase in the second aging status Aging of the SCR catalyst are present and its maximum possible Pollutant reduction rate have decreased due to aging so that an elevated temperature of the SCR catalyst earlier should be achieved.

The Operating parameters of the second Aufheizbetriebszustands the internal combustion engine include preferably at least one remote from the main injection, in particular with burning post-injection of fuel. Further may be the operating parameters of the second heating mode one with respect to the main injection angle when warmed up Internal combustion engine later main injection angle and / or one with respect to the injection pressure when the internal combustion engine has warmed up reduced injection pressure and / or one compared to one Exhaust gas recirculation rate at warmed up internal combustion engine reduced exhaust gas recirculation rate include.

When It has further been shown to be advantageous, following the second Heating-up a third Aufheiz-operating state of Set combustion engine, which is a more fuel-efficient Operating the internal combustion engine causes as the second heating-up state the internal combustion engine. The setting of the third heating-up mode preferably takes place before a setting of the warm-up operating state. Switching from the second heating-up state to the third heating-up state is preferable to carry out when a component of the exhaust aftertreatment device, in particular an oxidation catalyst, its light-off temperature has reached. The lower consumption of the internal combustion engine is then simultaneously with a good exhaust aftertreatment efficiency associated.

operating parameters of the third heat-up operating condition may be opposite those with warmed up internal combustion engine a late, in particular non-co-incinerating, post-injection and / or one opposite an exhaust gas recirculation rate with warmed up Internal combustion engine reduced exhaust gas recirculation rate include.

From It continues to benefit if there is a fourth aging status the exhaust aftertreatment device following the second Heating-up a fourth Aufheiz-operating state of the Adjust combustion engine, which a faster increase a temperature of at least one component of the exhaust gas aftertreatment device causes as the third heating condition. The setting of the fourth Aufheiz-operating state is preferably carried out before a setting of Warm-operating state. Only in the presence of this fourth aging status the exhaust aftertreatment device it is thus expedient a higher consumption of the internal combustion engine during the heating of the exhaust aftertreatment device in order to quickly achieve a high, the emissions sufficiently reducing effect of the exhaust aftertreatment device to reach.

After all it has been shown to be advantageous to have a duration of a heating-up operating state the internal combustion engine depending on the aging status set the exhaust aftertreatment device. So will be with increasing Aging status of the exhaust aftertreatment device a duration of a respective Aufheizbetriebszustands, for example, the first and / or second and / or third and / or fourth heating operating state, increasingly extended. This can ensure that only when almost completely aged Exhaust gas treatment device a comparatively low consumption Heating strategy is used. This heating strategy leads in return for a possible activation of Components of the exhaust aftertreatment device, in particular the Nitrogen oxide reduction catalyst.

According to one Another aspect of the invention, the above object is achieved by an internal combustion engine, in particular for a Vehicle, which downstream of an exhaust aftertreatment device is, with a control device for evaluating an operating state the exhaust aftertreatment device and for setting an operating condition the internal combustion engine depending on the operating condition of the Exhaust treatment device. This is by means of the control device when evaluating the operating state of the exhaust aftertreatment device to consider an aging status of the exhaust aftertreatment device. By means of the control device is in the presence of a first aging status following a cold start, a first operating state of the internal combustion engine and in the presence of one different from the first aging status another aging status with respect to at least one operating parameter from the first operating state various other operating state the internal combustion engine adjustable.

The described for the inventive method preferred embodiments and advantages also apply for the internal combustion engine according to the invention.

The features and feature combinations mentioned above in the description as well as the below mentioned in the figure description and / or in the figure alone shown features and feature combinations are not only in the specified combination, but also usable in other combinations or in isolation, without departing from the scope of the invention.

Further Advantages, features and details of the invention will become apparent the following description of a preferred embodiment and based on the drawing.

These shows a highly schematic of an internal combustion engine of a motor vehicle and an exhaust gas aftertreatment device connected downstream of the internal combustion engine.

A self-igniting internal combustion engine 10 is an exhaust aftertreatment device 12 for reducing a pollutant content of the raw exhaust gases of the internal combustion engine 10 downstream. An exhaust pipe 14 the exhaust aftertreatment device 12 can be to one before lying exhaust gas turbocharger not shown connected. The exhaust aftertreatment device 12 includes an oxidation catalyst in the flow direction of the exhaust gas 16 , a particle filter 18 , an SCR catalyst 20 and a rear silencer 22 , Each upstream of the oxidation catalyst 16 , the particulate filter 18 and the SCR catalyst 20 is a temperature sensor 24 arranged. By means of another temperature sensor 24 is a temperature in the catalyst bed of the SCR catalyst 20 detectable. However, this temperature sensor can also be omitted and the temperature of the SCR catalyst 20 be determined by a temperature model, which in particular the measured values of the upstream of the SCR catalyst 20 arranged temperature sensor 24 processed.

The exhaust aftertreatment device 12 further comprises a reductant dosing system 26 , by means of which a reducing agent for reducing nitrogen oxides, for example ammonia, can be fed to the exhaust gas stream. Preferably, the addition of aqueous urea solution is provided. For introducing the reducing agent into the exhaust pipe 14 is a, for example, designed as a nozzle feeder 28 intended.

For setting an operating state of the internal combustion engine 10 is a control device 30 provided, by means of which an operating state of the exhaust gas aftertreatment device 12 is evaluable. The operating state of the exhaust aftertreatment device 12 can in particular by using a temperature of a component of the exhaust gas aftertreatment device 12 be determined, which by means of one or more of the temperature sensor 24 measured or supplied by a temperature model.

Models showing the aging status of the components catalysts 16 . 20 and particle filters 18 the exhaust aftertreatment device 12 are present in the control device 30 available. Such a model also serves to adjust the reducing agent metering by means of the reducing agent metering system 26 ,

It can by means of the control device 30 a heating-up state of the internal combustion engine 10 be set, by means of which a temperature of the exhaust gas aftertreatment device 12 can be increased. For subsequently setting a warm-up operating state of the internal combustion engine 10 may be a light-off temperature of the SCR catalyst 20 be used. Is the light-off temperature of the SCR catalyst 20 achieved, there is a reduction agent release and the reducing agent can via the feeder 28 be supplied to the exhaust gas stream.

In the present case, when determining the operating state of the exhaust gas aftertreatment device 12 an aging status of the exhaust aftertreatment device 12 in the case of a first aging status following a cold start, a first operating state of the internal combustion engine ( 10 ) is set. The aging status can be determined by the exhaust aftertreatment components 16 . 18 . 20 the exhaust aftertreatment device alone or two or all of the exhaust aftertreatment components 16 . 18 . 20 be determined. In particular, it is provided, the aging status of the SCR catalyst 20 to determine and in the adjustment of operating parameters of the internal combustion engine 10 following a cold start. This takes into account the fact that the SCR catalyst 20 In the present case, the engine is arranged remote from the underbody of the vehicle, and heated engine exhaust gas heats the latter less rapidly and to a lesser extent.

In the presence of a different aging status, in particular the SCR catalyst, different from the first aging status 20 , a further operating state of the internal combustion engine, which is different from the first operating state, is 10 ). The further operating state of the internal combustion engine ( 10 ) differs from the first operating state in terms of its operating parameters.

So can in unaged exhaust aftertreatment device 12 , that is, in the presence of the first aging status, to a setting of the heating-up operating state before the warm-up operating state of the internal combustion engine 10 be waived. By dispensing with the heating-up operation state, the internal combustion engine 10 particularly fuel-efficient operable, yet due to the unaged exhaust aftertreatment device 12 permissible limit values for exhaust emissions are complied with.

For determining the aging status of the exhaust aftertreatment device 12 is present in the control device 30 a model deposited, in which a respective temperature of the components of the exhaust aftertreatment device 12 as a function of time. An aging status of the catalysts 16 . 20 and the particulate filter 18 So is by means of the control device 30 stored models constantly charged.

Upon reaching a second aging status of the exhaust aftertreatment device 12 , in particular the SCR catalyst 20 , will after the cold start of the internal combustion engine 10 first, a first heating-up state of the internal combustion engine 10 set which egg nem quickly increasing the temperature of the exhaust aftertreatment device 12 serves. This first heating-up state of the internal combustion engine 10 differs from the warm-up operating state of the internal combustion engine 10 through different operating parameters.

In contrast to the warm-up operating state of the internal combustion engine 10 becomes due to the setting of the first heating-up state of the internal combustion engine 10 a main injection angle with increasing coolant temperature is further delayed until it reaches the main injection angle of the warm-up operating state of the internal combustion engine 10 equivalent. However, in the first heating-up operation state of the internal combustion engine 10 adjusting this main injection angle, that of the warmed-up internal combustion engine 10 corresponds already at a coolant temperature which is lower than the coolant temperature at warmed-up internal combustion engine.

At the same time, the initial early shift of the main injection angle is comparatively low. Thus, instead of an initial early shift of 4 ° CA, an initial early shift of 2 ° CA can be selected. In addition, a pilot injection quantity is increased to about twice as much as a pre-injection quantity when the internal combustion engine is warm, for example, 2 mm ³ / cycle cylinder. In this case, the specification of the pilot injection quantity refers to a cylinder stroke of about 0.5 l. Preferably, a double pre-injection is provided, in which the pre-injection taking place later in the working cycle is preferably selected to be smaller than the preceding one.

Rapidly increasing the temperature of the exhaust aftertreatment device 12 it is also beneficial if a reduced exhaust gas recirculation rate compared to an exhaust gas recirculation rate with a cold internal combustion engine as operating parameters of the internal combustion engine 10 is set. A 4% less reduced exhaust gas recirculation rate would in the first Aufheiz operating condition of the internal combustion engine 10 For example, lead to an exhaust gas recirculation rate of 24% instead of 20%.

In the presence of a third, a further increased aging of the exhaust aftertreatment device 12 , in particular the SCR catalyst 20 , Characteristic aging status is a second heating-up state of the internal combustion engine after the cold start 10 which increases the temperature of the exhaust aftertreatment device more quickly 12 causes as the heating-up state of the internal combustion engine 10 , The operating parameters of this second heating-up state of the internal combustion engine 10 are characterized by a main injection angle later than the main injection angle when the internal combustion engine has warmed up, a post-injection combustion, a reduced injection pressure and a reduced exhaust gas recirculation rate. Preferably, a comparison with the first heating-up operation again increased pre-injection amount of typically 4 to 7 mm ³ / cycle cylinder is set. This second heating mode is maintained until the oxidation catalyst 16 has reached its light-off temperature. Since this light-off temperature is also age-dependent, a duration of the second Aufheizbetriebszustands the internal combustion engine 10 from the aging status of the exhaust aftertreatment device 12 dependent.

It is particularly preferred, after reaching the light-off temperature of the oxidation catalyst 16 and until reaching the light-off temperature of the SCR catalyst 20 in the presence of the third aging status of the exhaust aftertreatment device 12 a third Aufheizbetriebszustand the internal combustion engine 10 adjust, which is a more economical operation of the internal combustion engine 10 causes as the second heating-up state. After reaching the light-off temperature of the SCR catalyst 20 becomes the warm-up operating state of the internal combustion engine 10 set.

In the presence of a further aged exhaust aftertreatment device 12 , ie in the presence of a fourth aging status of the exhaust aftertreatment device 12 , After the second heating operation state and before the warm-up operation state, a fourth Aufheizbetriebszustand the internal combustion engine 10 set. This is for raising the temperature of the exhaust aftertreatment device 12 even more effective than the third heating-up state of the internal combustion engine 10 ,

Again, the switching from the second heating-up to the fourth heating-up operation and from the fourth heating-up to the warm-up operation of the internal combustion engine 10 with increasing aging of the exhaust aftertreatment device 12 increasingly later.

A respective combination of the different, characterized by different operating parameters operating conditions of the internal combustion engine 10 and their respective time sequence thus take into account the aging status of the exhaust aftertreatment device 12 by changing the respective aging status of the individual compo components of the exhaust aftertreatment device 12 in the control device 30 always available.

Thus, the fuel consumption optimized to achieve the respective conversion rates of the components of the exhaust aftertreatment device 12 To be set exhaust temperatures by the internal combustion engine 10 to be provided.

QUOTES INCLUDE IN THE DESCRIPTION

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Cited patent literature

• - DE 102005045294 A1 [0002]

Claims (13)

Method for operating an internal combustion engine ( 10 ), in particular for a vehicle, which has an exhaust aftertreatment device ( 12 ), in which an operating state of the exhaust aftertreatment device ( 12 ), and in which an operating state of the internal combustion engine ( 10 ) as a function of the determined operating state of the exhaust gas aftertreatment device ( 12 ) is set, wherein in determining the operating state of the exhaust aftertreatment device ( 12 ) an aging status of the exhaust aftertreatment device ( 12 ), characterized in that, in the presence of a first aging status following a cold start, a first operating state of the internal combustion engine ( 10 ) and in the case of a further aging status different from the first aging status, an operating parameter different from a duration of the operating state from the first operating state to another operating state of the internal combustion engine ( 10 ) is set. A method according to claim 1, characterized in that for determining the aging status of the exhaust aftertreatment device ( 12 ) a model is used in which a temperature of the exhaust aftertreatment device ( 12 ) as a function of time. A method according to claim 1 or 2, characterized in that for determining the operating state of the exhaust gas aftertreatment device ( 12 ) a temperature of at least one component ( 16 . 18 . 20 ) of the exhaust aftertreatment device ( 12 ) is used. Method according to one of claims 1 to 3, characterized in that in the presence of a first aging status of the exhaust gas aftertreatment device ( 12 ) after the cold start a fuel post-injection free warm-up operating state of the internal combustion engine ( 10 ) with a compared to a consumption-optimized operating state of the warmed-up internal combustion engine ( 10 ) reduced nitrogen oxide emission of the internal combustion engine ( 10 ) is set. Method according to one of claims 1 to 4, characterized in that in the presence of a second aging status of the exhaust gas aftertreatment device ( 12 ) after a cold start, a first heating-up state of the internal combustion engine ( 10 ) whose operating parameter - a main injection angle at warmed-up internal combustion engine ( 10 ) corresponding to a main injection angle at a coolant temperature which is lower than a coolant temperature at warmed-up internal combustion engine ( 10 ) and / or - one compared to a main injection angle in a cold internal combustion engine ( 10 ) lower early shift of the main injection angle and / or - one compared to a pilot injection quantity in warmed-up internal combustion engine ( 10 ) increased pre-injection amount and / or - one compared to an exhaust gas recirculation rate at cold internal combustion engine ( 10 ) comprise a much reduced exhaust gas recirculation rate. A method according to claim 5, characterized in that in the presence of a third aging status of the exhaust gas aftertreatment device ( 12 ) after a cold start, a second heating operating state of the internal combustion engine ( 10 ), which is a more rapid increase of a temperature of at least one component ( 16 . 18 . 20 ) of the exhaust aftertreatment device ( 12 ) acts as the first heating-up state of the internal combustion engine ( 10 ). Method according to Claim 6, characterized in that operating parameters of the second heating-up operating state - one with respect to the main injection angle when the internal combustion engine has warmed up ( 10 ) later main injection angle and / or - an at least partially co-burning post-injection and / or - one with respect to the injection pressure at warmed-up internal combustion engine ( 10 ) reduced injection pressure and / or - one compared to an exhaust gas recirculation rate at warmed-up internal combustion engine ( 10 ) comprise reduced exhaust gas recirculation rate. Method according to Claim 6 or 7, characterized in that, following the second heating-up operating state, a third heating-up operating state of the internal combustion engine ( 10 ), which is a more economical operation of the internal combustion engine ( 10 ) acts as the second heating-up state of the internal combustion engine ( 10 ). Method according to Claim 8, characterized in that operating parameters of the third heating-up operating state compared to those in the case of a warmed-up internal combustion engine ( 10 ) - a late, especially not co-burning, post-injection and / or - one compared to an exhaust gas recirculation rate at warmed-up internal combustion engine ( 10 ) comprise reduced exhaust gas recirculation rate. A method according to claim 8 or 9, characterized in that in the presence of a fourth aging status of the exhaust gas aftertreatment device ( 12 ), following the second heating-up operating state, a fourth heating-up operating state of the internal combustion engine ( 10 ), which is a more rapid increase of a temperature of at least one component ( 16 . 18 . 20 ) of the exhaust aftertreatment device ( 12 ) acts as the third heating-up state. Method according to one of claims 5 to 10, characterized in that a duration of a heating-up operating state of the internal combustion engine ( 10 ) depending on the aging status of the exhaust aftertreatment device ( 12 ). Internal combustion engine, in particular for a vehicle, which has an exhaust aftertreatment device ( 12 ) is connected downstream, with a control device ( 30 ) for evaluating an operating state of the exhaust aftertreatment device ( 12 ) and for setting an operating state of the internal combustion engine ( 10 ) depending on the operating state of the exhaust aftertreatment device ( 12 ), by means of the control device ( 30 ) when evaluating the operating state of the exhaust aftertreatment device ( 12 ) an aging status of the exhaust aftertreatment device ( 12 ), characterized in that by means of the control device ( 30 ) in the event of a first aging status following a cold start, a first operating state of the internal combustion engine ( 10 ) and in the case of a further aging status different from the first aging status, an operating parameter different from a duration of the operating state from the first operating state to another operating state of the internal combustion engine ( 10 ) is adjustable. Internal combustion engine according to claim 12, characterized in that the internal combustion engine ( 10 ) is operable by a method according to any one of claims 1 to 11.