DE102015214312A1 - Method and system for determining pollutant concentration in an exhaust stream - Google Patents

Abstract

The present invention relates to a system and a method for determining the concentration at which an exhaust gas mass flow (with exhaust gas, up (t)) in the exhaust gas flow (25, 26) of the internal combustion engine arrangement (100) is determined by means of a lambda probe device (52) Residual oxygen content (Oup) in the exhaust gas flow (25, 26) of the internal combustion engine arrangement (100) is measured and from a functional relationship of the determined exhaust gas mass flow (m.Aghaust, up (t)) and the measured with the Lambdasondeneinrichtung (52) residual oxygen content (Oup) Value for the concentration ([X], CO [g], NOx [g]) of the pollutant component (CO, NOx) is determined, wherein the Lambdasondeneinrichtung (52) for measuring the residual oxygen content (Oup) immediately downstream of the internal combustion engine (10) and upstream of a - in particular first - catalyst (30) of the engine assembly (100) is arranged.

Description

The present invention relates to a method and system for determining pollutant concentration in an exhaust stream. However, the present invention more generally relates to a method and system for determining the concentration of a pollutant component in an exhaust stream of an engine assembly, a control method for an engine assembly, and an engine assembly.

Due to the increasing demands to operate internal combustion engines, in particular in connection with motor vehicles and the like, particularly environmentally friendly, measures are increasingly being developed, which influence the control of the internal combustion engine on the basis of measured data from the exhaust gas flow to the pollutant emission with a particularly good overall fuel yield reduce.

In the lambda control, the residual oxygen content is measured in the exhaust gas flow by means of a lambda probe, from which the combustion air ratio can be determined, which is also referred to as the lambda value and which sets the actual air mass available for the combustion in the exhaust gas flow to the air mass. which would be at least necessary for a stoichiometric combustion. The internal combustion engine is operated so that the lambda value is within a lambda window, which is determined by emission requirements and is chosen so that under all boundary conditions of the pollutant emissions falls below the legal limits. The lambda window is in the range of 1.0, for gasoline engines z. In the range of 0.9 to 1.1.

For development purposes, however, it is also possible for sensors to be arranged downstream of the vehicle and in particular of a catalytic converter shortly before the exhaust gas stream leaves, in order to directly determine components of pollutant components emitted into the environment in the exhaust gas and to base them on the machine control. Various pollutant levels can be taken into account, for example carbon monoxide, nitrogen oxides and the like.

There is a need for a method and a system for the most reliable and accurate determination of the pollutant concentration in an exhaust gas stream with simple means. It is therefore desirable to provide a method and system for determining the concentration of a pollutant component in an exhaust stream in an internal combustion engine arrangement, a control method for an internal combustion engine arrangement, and an internal combustion engine arrangement itself, wherein by a particularly simple means a reliable determination of the concentration of one or more different Pollutant components in an exhaust stream is possible.

The inventive method for determining the concentration of a pollutant component in an exhaust stream of an internal combustion engine arrangement with the features of independent claim 1 has in comparison to known measures the advantage that by means of a single sensor for measuring a component in an exhaust stream, a pollutant component in the exhaust stream in their concentration can be determined particularly accurately, if the exhaust gas mass flow is known as such.

This is inventively achieved with the features of independent claim 1, characterized in that an exhaust gas mass flow m. _{Exhaust, up} (t) is determined in the exhaust stream of the engine assembly that optionally with a Lambdasondeneinrichtung the residual oxygen content O _up in the exhaust stream of the engine assembly can be measured and that from a functional relationship of the measured exhaust gas mass flow m. _{Exhaust, up} (t) and optionally measured by the lambda probe means residual oxygen content C _up a value for the concentration [X] of the pollutant component is determined. In this case, optionally with the lambda sensor device, the residual oxygen content (O _up ) is measured directly downstream of the internal combustion engine and upstream to a - in particular first - catalyst of the internal combustion engine arrangement.

For the exact determination of the concentration of the pollutant component in the exhaust gas flow, the exhaust gas mass flow as a whole as well as the residual oxygen fraction O _{up are} determined in the exhaust gas flow according to the invention. From the latter, the combustion air ratio can be determined and evaluated.

In an alternative of the method according to the invention can be used to determine the concentration of the pollutant component in the exhaust stream solely to the specific exhaust gas mass flow m. _{Exhaust gas} (t) be turned off.

The exhaust gas mass flow can be determined by means of known methods and devices. For this purpose, the fuel mass flow and the supply air quantity must be known. Their sum calculates the value of the exhaust gas mass flow. The supply air quantity can be z. B. be determined by an HFM measurement or the lambda value. In the HFM measurement, the supply air quantity is determined from the cooling of a heating wire in the supply air flow. Alternatively, from the signal of a lambda probe, z. B. at a value of λ = 1 and an air-to-fuel ratio of 14.7: 1, are closed to the supply air. The fuel quantity can be derived in the engine control from the control voltage for a piezo or magnetic control of a used injector. In this way, it is possible to determine the values to be used for determining the exhaust gas mass flow.

On the basis of the determined functional relationship between the determined exhaust gas mass flow and the oxygen content O _up measured by the lambda probe device or the combustion air ratio λ _up derived therefrom, the corresponding concentration of the pollutant component in the exhaust gas flow can be derived without further measurement.

In this case, the functional relationship can also be set up for various pollutant components, so that the various pollutant components in the exhaust gas flow can be derived in terms of their concentration and the time evolution of the concentration based on only two parameters.

In this way, an independent of the function of the catalyst evaluation scheme results.

The dependent claims show preferred developments of the invention.

In another preferred embodiment, it is provided that the functional relationship for determining the concentration ([X], CO [g], NO _x [g]) of the pollutant component (CO, NO _x ) is defined by one of the following expressions: [X] = a · ∫ [(m _{exhaust, up} (t)) ^c · (1 - λ _bold (t))] dt + b. (I) [X] = a · ∫ [(b · m _{exhaust gas, up} (t)) ^c · (1-λ _fat (t))] dt. (II) [X] = a · ∫ [(b · m _{exhaust gas, up} (t)) ^c · ((1-λ _fat (t)) · d)] dt. (III)

Where [X] is the concentration of the pollutant component in the exhaust stream. The parameters a, b, c, d are specific variables to be determined or determined for the underlying internal combustion engine. The size m. _{Exhaust, up} (t) denotes the specific time-dependent exhaust gas mass flow. For the variable λ _fat (t), in particular the relationship λ _bold (t) = 1∨ (λ _up (t) ≦ 1), where λ _up (t) - via the measurement by means of the lambda probe device, ie from the measured residual oxygen content O _up - designated specific time-dependent combustion air ratio. The parameter t denotes the time.

The use of these variables in the functional relationships ensures that a particularly flexible parametric adaptation can take place for a particular pollutant component in the exhaust gas flow, in order to take into account the behavior of the pollutant component and its chemical-physical properties in the exhaust gas flow. By means of the corresponding parametric adaptation, statements about one or more pollutant components in the exhaust gas flow can already be derived from the exhaust gas mass flow and the λ value of the lambda probe device-in particular linear or continuous-as measured variables.

In another preferred embodiment of the method according to the invention, the pollutant component is carbon monoxide CO, nitrogen NO _x , hydrocarbon HC, non-methane hydrocarbon NMHC, the particle number PN and / or the particle mass PM. All components can also be determined. Thus, the environmentally harmful and authoritative emissions during operation of the engine assembly can be quantitatively detected and z. B. set as part of a control method for the engine assembly.

In addition, however, other alternative or further emissions can also be detected quantitatively by the process according to the invention, for example hydrocarbon components, sulfur compounds and the like.

In an advantageous embodiment of the method according to the invention, a linear or continuous lambda sensor device is used - which can also be referred to as a broadband lambda probe device - to measure the residual oxygen content O _up downstream of the internal combustion engine and upstream to a - in particular first - catalyst of the internal combustion engine arrangement. This results in the ability to make measurements and settings outside of a narrow window range at λ = 1.0 with high reliability.

According to another aspect of the present invention, a control method for an internal combustion engine arrangement is provided in which the concentration, in particular the controlled variable, of the concentration [X] of a pollutant component in an exhaust gas stream of the engine arrangement is used and in which the concentration [X] of the pollutant component is determined by means of a A method according to the invention for determining the concentration [X] of a pollutant component in an exhaust gas stream of an internal combustion engine arrangement is determined. Consequently, in the control of the engine arrangement, the emission of the pollutant component is advantageously in the Environment particularly reliably influenced to reduce the total emission of pollutants in the operation of an internal combustion engine arrangement.

According to a further aspect of the present invention, a system for determining the concentration of a pollutant component in an exhaust gas stream of an internal combustion engine arrangement is provided, wherein in particular the method according to the invention for determining the concentration of the pollutant component is used.

The system according to the invention for determining the concentration of a pollutant component in an exhaust gas flow is provided with an exhaust mass flow determination device for determining an exhaust gas mass flow m. _{Exhaust, up} (t) in the exhaust stream of the engine assembly, optionally provided with a lambda probe device for measuring a residual oxygen content O _up in the exhaust stream of the engine assembly and with a control unit. The control unit is configured to determine an exhaust mass flow m. _{Exhaust, up} (t) in the exhaust stream of the engine assembly by means of the exhaust mass flow determination means to cause or cause optionally measuring a residual oxygen content O _up in the exhaust stream of the engine assembly by means of the Lambdasondeneinrichtung or cause to receive the values of the exhaust gas mass flow determination device and optionally the Lambdasondeneinrichtung and from a functional context of the particular exhaust gas mass flow m. _{Exhaust, up} (t) and optionally the measured residual oxygen content O _{up to determine} a value for the concentration [X] of the pollutant component. In this case, if appropriate, the lambda probe device for measuring the residual oxygen content O _{up is arranged} directly downstream of the internal combustion engine and upstream of a - in particular first - catalytic converter of the internal combustion engine arrangement.

It is achieved by these measures that the method according to the invention for determining the concentration of a pollutant component in an exhaust gas flow can be implemented particularly reliably and with particularly low metrological outlay, namely solely by forming an exhaust mass flow determination device and a lambda probe device, wherein the control unit records the measured values and their reception is coordinated and the link realized in the context of the underlying functional relationship.

By arranging the lambda probe device immediately downstream of the internal combustion engine and upstream of or upstream of a first catalyst, the proportion of emissions for a respective pollutant component in the exhaust gas flow can already be reliably determined upon exiting the combustion chamber of the engine

In an advantageous embodiment of the system according to the invention, the functional relationship for determining the concentration [X] of the pollutant component is defined by terms as introduced in connection with the method according to the invention: [X] = a · ∫ [(m _{exhaust, up} (t)) ^c · (1 - λ _bold (t))] dt + b. (I) [X] = a · ∫ [(b · m _{exhaust gas, up} (t)) ^c · (1-λ _fat (t))] dt. (II) [X] = a · ∫ [(b · m _{exhaust gas, up} (t)) ^c · ((1-λ _fat (t)) · d)] dt. (III)

The designations already introduced also apply. The size [X] describes the concentration of the pollutant component in the exhaust stream. The parameters a, b, c, d are specific variables to be determined or determined for the underlying internal combustion engine. The size m. _{Exhaust, up} (t) denotes the specific time-dependent exhaust gas mass flow. For the variable λ _fat (t), in particular the relationship λ _bold (t) = 1∨ (λ _up (t) ≦ 1), where λ _up (t) is the time-dependent determined from the oxygen content O _up measured by the lambda probe device Designated combustion air ratio. The parameter t denotes the time.

By means of these measures, adaptation to a particular pollutant component to be determined in the exhaust gas flow can be accomplished reliably with particularly simple means.

This makes it possible in an advantageous manner that as pollutant component in the exhaust stream, for example, carbon monoxide CO, nitrogen oxides NO _x , hydrocarbon (HC), non-methane hydrocarbon (NMHC), the particle number (PN) and / or the particle mass (PM), but also other ingredients, for example sulfur compounds and the like, are monitored.

A particularly advantageous arrangement of the system according to the invention results when a continuous or linear lambda sensor device for measuring the residual oxygen content O _up downstream of the internal combustion engine and upstream to a - is arranged - in particular first - catalyst of the engine assembly. This also gives rise to the possibility of making measurements and adjustments outside of a narrow window range at λ = 1.0 with high reliability.

According to another aspect of the present invention is a Internal combustion engine arrangement is provided which is formed with an internal combustion engine, with an exhaust tract for receiving and forwarding an exhaust gas stream generated by the internal combustion engine during operation and with a system for determining the concentration [X] of a pollutant component in an exhaust gas stream of an internal combustion engine arrangement. In this case, the system is configured according to the invention and the operation of the internal combustion engine can be controlled by means of the concentration [X] of the pollutant component determined in the exhaust gas flow.

Brief description of the figures

Hereinafter, embodiments of the invention will be described in detail with reference to the accompanying drawings. Identical or functionally identical or equivalent elements are denoted by the same reference numerals.

1 FIG. 10 is a schematic block diagram illustrating aspects of embodiments of the system of the invention and method for determining the concentration of a pollutant component in an exhaust stream of an engine assembly.

2A - D show graphs illustrating the correlation between directly measured concentrations of a pollutant component and corresponding concentration levels determined with one embodiment of the system or method of the invention.

3A -C show cumulative concentration and λ values, which coincide with the conditions of the graphs of the 2C and 2D correspond situations described.

4A -D show graphs for error consideration in connection with the situations that the graphs to the 2A to 2D underlie.

The numerical values for physical quantities shown in the graphs of the figures are respectively given in normalized units of concentration or time.

Embodiments of the invention

The following will be with reference to 1 Embodiments of the method and the system according to the invention described in detail.

1 shows in the form of a schematic block diagram aspects of embodiments of the internal combustion engine arrangement according to the invention 100 ,

The internal combustion engine arrangement 100 has an internal combustion engine 10 on, by means of a fuel supply 11 and an air supply 12 is fed. By chemically reacting the fuel 11 and the air 12 in the combustion chamber of the internal combustion engine 10 Chemical energy is converted into mechanical work and heat. This is an exhaust gas flow 25 . 26 in the exhaust tract 20 released.

The exhaust gas flow 25 . 26 happens as an upstream or upstream exhaust stream 25 a catalyst 30 in which undesirable pollutant constituents are further reacted and / or particulate matter is filtered out. After conversion in the catalyst 30 the exhaust leaves the catalyst 30 as a downstream or downstream exhaust stream 26 and, if appropriate, released into the environment, if in the exhaust tract 20 not one or more further stages of exhaust aftertreatment are provided.

There is also a system 50 . 51 . 52 for determining the concentration [X] of a pollutant component, for example CO or NO _x , in the exhaust gas stream 25 . 26 the engine assembly 100 educated. In the embodiment according to 1 the system exists 50 . 51 . 52 from an exhaust mass flow determination device 51 , which determine the exhaust gas mass flow m. _{Exhaust, up} (t) in the exhaust stream 25 the engine assembly 100 is trained.

It is a continuous or linear lambda probe device 52 or lambda probe 52 for measuring a residual oxygen content or content O _up in the exhaust stream 25 . 26 the engine assembly 100 provided, from which the combustion air ratio λ _up can be determined.

Via cables 55 and 56 are the mass flow determiner 51 and the continuous or linear lambda probe device 52 with a control unit 50 connected. Over the lines 55 and 56 can the control unit 50 that of the exhaust mass flow determination device 51 and from the linear or continuous lambda sensor device 52 received values and then save if necessary and / or further processing.

As already stated, the exhaust gas mass flow is determined by the mass flow determination device 51 determined from the supplied air quantity and the amount of fuel used. The necessary data becomes the mass flow determiner 51 z. B. via the line 55 fed. In 1 is the mass flow determiner 51 as to the control unit 50 separate component shown. Mass flow determination means 51 and control unit 50 can also be part of one be higher-level common engine control. Alternatively or additionally, the mass flow determination device 51 also in the control unit 50 be formed integrated.

According to the invention, the control unit 50 formed on the basis of the mass flow determiner 51 and the steady or linear lambda probe device 52 received values and a functional relationship of the specific exhaust gas mass flow m. _{Exhaust, up} (t) and the measured residual oxygen content O _up or the combustion air ratio λ _{up to determine} a value for the concentration [X] of a pollutant component.

In this case, in particular a functional relationship can be used, as described above under the formulas (I) to (III). Conceivable, however, are modifications and combinations of these functional relationships.

The functional relationships can be formed either in hard-wired form in the sense of an ASIC, as a program or software module or unit or as a combination thereof.

About the control unit 50 The received measured values and the determination result can be stored, further processed, displayed or fed to other processing steps.

In particular, it is conceivable that via the control unit 50 by means of a control and measuring line 54 to the internal combustion engine 10 whose operation is controlled or regulated, in particular pollutant emissions, fuel consumption, power output and other operating variables of the internal combustion engine 10 adapt.

At the in 1 illustrated embodiment is the continuous or linear lambda probe device 52 opposite the internal combustion engine 10 downstream or downstream and opposite the catalyst 30 arranged upstream or upstream. This allows an immediate detection of the exhaust gas conditions after the exit from the combustion chamber of the internal combustion engine 10 ie without being influenced by the function of the catalyst 30 , The mass flow determining device 51 is set up to determine the exhaust gas mass flow also at this position.

Conceivable, however, are other arrangements of the transmitter 52 or additional transducers at other positions within the exhaust tract 20 ,

So is in the 1 an alternative embodiment shown, in which additionally or alternatively, a transmitter 53 at one to the catalyst 30 downstream or downstream location in the downstream or downstream exhaust sub-tract 22 and thus in the downstream or downstream exhaust stream 26 is trained. It can be one by means of a measuring line 58 with the control unit 50 connected jump lambda probe device act. However, other exhaust gas measuring devices are also conceivable.

Via a control and measuring line 57 is the catalyst 30 with the control unit 50 connected to allow a corresponding control or regulation of the catalyst operation and their monitoring.

In the graphs of 2A to 2D are for scenarios or vehicles 1 to 4 Correlations illustrate between directly measured cumulative CO concentration values plotted as ordinate values and inferred cumulative CO concentration values derived from one of the relationships according to formulas (I) to (III) plotted as abscissa values.

At 100% correlation, that is, a one-to-one correspondence, there would be an origin line with a slope of 1 and a corresponding correlation or regression coefficient of 1.0.

Due to statistical and measurement errors with corresponding deviations in the model description according to the formulas (I) to (III), it follows that the individual measurement points which were determined within the framework of a single PEMS (Portable Emission Measurement System) run , not on a degree of origin representing the ideal relationship with a value of 1, but optionally above or below it. This is also reflected in the fact that the correlation or regression coefficient R (or its square) does not assume the value 1.0, but has a value deviating therefrom. The parameters a and b possibly displayed in the graphs correspond to the model parameters a and b from the model formula (I). The drawn lines are the regression line underlying the regression.

In the functional relationships according to formulas (I) to (III), the pollutant concentrations [X] are defined as cumulative or integral concentrations. Such integral or cumulative values are in the 3A -C shown.

There is integrated over the time plotted on the abscissa and thus, starting at the value 0, the concentration value, here for Carbon monoxide, represented integrally throughout the measurement time.

In the 3A -C shows the respective track designated CO a cumulative CO concentration value in the exhaust stream 25 , which was measured directly for comparison by means of a corresponding CO measuring probe. In contrast, with λ by means of the control unit 50 calculated time-cumulated λ-value.

It can be seen that in the fitted graphs according to the 3A and 3C a similar time course of the cumulative values for the direct CO measurement and for the cumulative λ values is present, so that from a corresponding parametrically adjusted cumulative representation of the λ values, the corresponding relationship for the CO concentration in cumulation in the catalyst 30 upstream exhaust gas flow 25 is derivable, provided that the corresponding parameters have been adjusted according to one of the formulas (I) to (III).

From a comparison of 2 and 3 shows that by means of the inventively provided modeling of the measured values for the continuous lambda sensor device between the internal combustion engine 10 and the catalyst device 30 very useful values for the CO concentration in the exhaust stream 26 on the downstream side of the catalyst 30 and in particular at the exit from the exhaust system can be determined.

The 4A to 4D show an error analysis, which shows that the deviations between the cumulative CO measured values and the cumulative CO estimated values from the model, which are represented as ordinate values, are based on the determined exhaust gas mass flow values and the measured values of the linear or continuous lambda probe device 52 in from the catalyst 30 downstream exhaust gas flow 26 still lie within the tolerance limits α and β of the measuring technique shown by the dotted lines.

The correlation of with a steady or linear lambda probe 52 opposite a catalyst unit 30 upstream measured λ values with an exhaust gas mass flow signal in a functional relationship, in particular according to the above formulas (I) to (III), gives a good match to directly measured pollutant emissions.

This applies in particular to carbon monoxide CO, but also to other pollutant components, such as nitrogen oxides NO _x and the like.

Thus, according to the present invention, based solely on a particular exhaust gas mass flow value and a steady-state lambda probe signal, the carbon monoxide concentration or the concentration of another pollutant component in the exhaust gas flow may be determined 25 . 26 getting closed.

Since so-called PEMS facilities for real or RDE rides (RDE: Real Driving Emissions) are used and developed so far and this measurement technique is complicated and costly in procurement and maintenance, the procedure according to the invention offers great advantages in this regard.

It can thus be expected that new control unit functions for determining emissions can be created by using the present invention. Furthermore, the complexity of existing measurement technology can be reduced. Also so-called role tests or tests on test stands can be reduced. There are also new possibilities for pollutant diagnosis and emission simulation using the proposed technique according to the invention.

The proposed technique, as discussed in detail above, measures the steady state lambda probe (SLS) signal in front of the catalyst 30 and determines the oxygen content and thus the so-called λ value at this point. Thus, at this point can be closed directly to a CO content in the exhaust gas after passing through the exhaust system, possibly also to other pollutant components, such as NO _x and more. The subsequent catalyst 30 converts a part of the existing CO and has an oxygen buffering function. It is ensured according to the invention that at no time by the engine more CO is produced and can be implemented by the catalyst as permitted by law. Therefore, the exhaust gas flow at the end and after the exhaust system at any time the legal standards even better and more reliable than before.

So after the catalyst 30 no further pollutants are released into the environment is in a further embodiment of the invention, in particular a so-called jump lambda probe 53 intended for monitoring and control. This has in principle a binary function curve with the values zero in a rich fuel-air mixture and one in a lean fuel-air mixture.

A key aspect of the present invention is that at any time the measurement signal of a continuous or linear lambda probe device 52 - In particular at a measuring point, the catalyst 30 is located upstream - the proportion of a pollutant component, in particular of carbon monoxide CO, in the exhaust gas stream 25 . 26 can be closed.

LIST OF REFERENCE NUMBERS

10

Internal combustion engine

11

Fuel, fuel supply

12

Air, air supply

20

exhaust tract

21

upstream / upstream exhaust tract

22

Downstream / downstream exhaust tract

25

upstream exhaust gas flow

26

downstream exhaust flow

30

catalyst

50

control unit

51

Exhaust gas mass flow determination means

52

upstream / upstream linear / continuous lambda sensor device

53

downstream / downstream jump lambda sensor device

54

Control and measuring line

55

management

56

Measurement line

57

Control and measuring line

58

Measurement line

100

Combustion engine arrangement

Claims (10)

Method for determining the concentration ([X], CO [g], NO _x [g]) of a pollutant component (CO, NO _x ) in an exhaust gas flow ( 25 . 26 ) an internal combustion engine arrangement ( 100 ), - in which an exhaust gas mass flow (m _{exhaust gas, up} (t)) in the exhaust stream ( 25 . 26 ) of the engine assembly ( 100 ), in which optionally with a lambda sensor device ( 52 ) in the exhaust stream ( 25 . 26 ) of the engine assembly ( 100 ) the residual oxygen content (O _up ) can be measured, where appropriate with the lambda probe device ( 52 ) the residual oxygen content (O _up ) immediately downstream of the internal combustion engine ( 10 ) and upstream to a - especially first - catalyst ( 30 ) of the engine assembly ( 100 ), and - in which of a functional relationship of the particular exhaust gas mass flow (m _{exhaust gas, up} (t)) and optionally with the lambda sensor device ( 52 ) Measured residual oxygen content (O _up), a value for the concentration ([X], CO [g], NO _x [g]) of the pollutant component (CO, NO _x) is determined. Method according to Claim 1, in which the lambda sensor device ( 52 ) is used for measuring the residual oxygen content (O _up ) a continuous lambda probe device. Method according to one of the preceding claims, wherein the pollutant component is carbon monoxide (CO), nitrogen oxide (NO _x ), hydrocarbon (HC), non-methane hydrocarbon (NMHC), the particle number (PN) and / or the particle mass (PM). Method according to one of the preceding claims, wherein the functional relationship for determining the concentration ([X], CO [g], NO _x [g]) of the pollutant component (CO, NO _x ) is defined by one of the following expressions [X] = a · ∫ [(m _{exhaust gas, up} (t)) ^c · (1-λ _fat (t))] dt + b, (I) [X] = a · ∫ [(b · m, _{exhaust gas, up} (t)) ^c · (1-λ _fat (t))] dt and (II) [X] = a · ∫ [(b · m · _{exhaust gas, up} (t)) ^c · ((1-λ _fat (t)) · d)] dt, (III) where (i) [X] the concentration of the pollutant component (CO, NO _x ) in the exhaust gas flow ( 25 . 26 ), (ii) a, b, c, d for the underlying internal combustion engine ( 10 ) are certain specific quantities, (iii) m. _{Exhaust gas} (t) denotes the specific time-dependent exhaust gas mass flow, (iv) for λ _fat (t), in particular the relationship λ _bold (t) = 1∨ (λ _up (t) ≦ 1) (v) λ _up (t) denotes the time-dependent combustion air ratio determined from the measured residual oxygen content (O _up ) and (vi) t denotes the time. Control method for an internal combustion engine arrangement ( 100 ), In which as a variable, in particular as a controlled variable, the concentration ([X], CO [g], NO _x [g]) of a pollutant component (CO, NO _x ) in an exhaust gas flow ( 25 . 26 ) of the engine assembly ( 100 ) is used and - in which the concentration ([X], CO [g], NO _x [g]) of the pollutant component (CO, NO _x ) by a method according to one of claims 1 to 4 is determined. System ( 50 . 51 . 52 ) for determining the concentration ([X], CO [g], NO _x [g]) of a pollutant component (CO, NO _x ) in an exhaust gas stream ( 25 . 26 ) an internal combustion engine arrangement ( 100 ), in particular according to a method according to one of claims 1 to 4, comprising: - an exhaust gas mass flow determination device ( 51 ) for determining an exhaust gas mass flow (m _{exhaust gas, up} (t)) in the exhaust stream ( 25 . 26 ) of the engine assembly ( 100 ) - optionally a lambda sensor device ( 52 ) for measuring a residual oxygen content (O _up ) in the exhaust gas flow ( 25 . 26 ) of the engine assembly ( 100 ) and - a control unit ( 50 ), the control unit ( 50 ), - determining an exhaust gas mass flow (m _{exhaust gas, up} (t)) in the exhaust stream ( 25 . 26 ) of the engine assembly ( 100 ) by means of the exhaust gas mass flow determination device ( 51 ), optionally measuring a residual oxygen content (O _up ) in the exhaust gas stream ( 25 . 26 ) of the engine assembly ( 100 ) by means of the lambda probe device ( 52 ), - the values of the exhaust mass flow determination device ( 51 ) and optionally the lambda probe device ( 52 ) and - from a functional relationship of the particular exhaust gas mass flow (m _{exhaust gas, up} (t)) and, if appropriate, the measured residual oxygen fraction (O _up ), to determine a value for the concentration ([X], CO [g], NO _x [g]) of the pollutant component (CO, NO _x ), and where appropriate the lambda probe device ( 52 ) for measuring the residual oxygen content (O _up ) immediately downstream of the internal combustion engine ( 10 ) and upstream to a - especially first - catalyst ( 30 ) of the engine assembly ( 100 ) is arranged. System ( 50 . 51 . 52 ) according to claim 6, wherein the lambda probe device ( 52 ) for measuring the residual oxygen content (O _up ) is a continuous lambda probe device. System ( 50 . 51 . 52 ) according to one of claims 6 or 7, in which the pollutant component is carbon monoxide (CO), nitrogen oxide (NOx), hydrocarbon (HC), non-methane hydrocarbon (NMHC), the particle number (PN) and / or the particle mass (PM). System ( 50 . 51 . 52 ) according to one of claims 6 to 8, wherein the functional relationship for determining the concentration ([X], CO [g], NO _x [g]) of the pollutant component (CO, NO _x ) is defined by one of the following expressions [X] = a · ∫ [(m _{exhaust gas, up} (t)) ^c · (1-λ _fat (t))] dt + b, (I) [X] = a · ∫ [(b · m, _{exhaust gas, up} (t)) ^c · (1-λ _fat (t))] dt and (II) [X] = a · ∫ [(b · m · _{exhaust gas, up} (t)) ^c · ((1-λ _fat (t)) · d)] dt, (III) where (i) [X] the concentration of the pollutant component (CO, NO _x ) in the exhaust gas flow ( 25 . 26 ), (ii) a, b, c, d for the underlying internal combustion engine ( 10 ) are certain specific quantities, (iii) m. _{Exhaust gas} (t) denotes the specific time-dependent exhaust gas mass flow, (iv) for λ _fat (t), in particular the relationship λ _bold (t) = 1∨ (λ _up (t) ≦ 1) (v) λ _up (t) denotes the time-dependent combustion air ratio determined from the measured residual oxygen content (O _up ) and (vi) t denotes the time. Internal combustion engine arrangement ( 100 ), with: - an internal combustion engine ( 10 ), - an exhaust tract ( 20 ) for receiving and transmitting an operation of the internal combustion engine ( 10 ) generated exhaust gas stream ( 25 . 26 ) and - a system ( 50 . 51 . 52 ) for determining the concentration ([X], CO [g], NO _x [g]) of a pollutant component (CO, NO _x ) in an exhaust gas stream ( 25 . 26 ) an internal combustion engine arrangement ( 100 ), whereby the system ( 50 . 51 . 52 ) is formed according to one of claims 6 to 9 and wherein the operation of the internal combustion engine ( 10 ) by means of in the exhaust stream ( 25 . 26 ) certain concentration ([X], CO [g], NO _x [g]) of the pollutant component (CO, NO _x ) is controllable.

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