EP1437501A1 - Fehlererkennungsvorrichtung einer Lambdasonde - Google Patents

Fehlererkennungsvorrichtung einer Lambdasonde Download PDF

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Publication number
EP1437501A1
EP1437501A1 EP20030000494 EP03000494A EP1437501A1 EP 1437501 A1 EP1437501 A1 EP 1437501A1 EP 20030000494 EP20030000494 EP 20030000494 EP 03000494 A EP03000494 A EP 03000494A EP 1437501 A1 EP1437501 A1 EP 1437501A1
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EP
European Patent Office
Prior art keywords
oxygen
catalyst
lambdasond
condition
unloaded
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Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP20030000494
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English (en)
French (fr)
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EP1437501B1 (de
Inventor
Mats Karlflo
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Ford Global Technologies LLC
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Ford Global Technologies LLC
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Publication date
Application filed by Ford Global Technologies LLC filed Critical Ford Global Technologies LLC
Priority to EP20030000494 priority Critical patent/EP1437501B1/de
Priority to DE2003612298 priority patent/DE60312298T2/de
Publication of EP1437501A1 publication Critical patent/EP1437501A1/de
Application granted granted Critical
Publication of EP1437501B1 publication Critical patent/EP1437501B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1439—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the position of the sensor
    • F02D41/1441—Plural sensors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1493—Details
    • F02D41/1495—Detection of abnormalities in the air/fuel ratio feedback system

Definitions

  • the present invention relates to a method of checking a lambdasond arranged behind a catalyst in a vehicle.
  • CCC close coupled catalyst systems
  • catalysts coupled closer to the exhaust manifold, and consequently closer to the engine in conventional vehicles have lead to that both lambdasonds and catalysts have aged due to high temperatures and thereby deteriorated in a higher extent.
  • Another reason for deteriorated lambdasonds probably depends on the small start up monolith in the catalyst, leading to a too small catalyst surface to catch up the toxic exhausts before hitting the rear lambdasond.
  • an exhaust gas filter system generally comprising a front lambdasond, a catalyst and a rear lambdasond, which are arranged in connection to the exhaust manifold and the exhaust system.
  • the system also comprises an engine control unit (ECU) or the like, controlling the driveability, emissions, diagnoses, etc.
  • ECU engine control unit
  • the expression "lambdasond” is synonymous with lambdasensor or oxygensensor, i.e. a sensor, sensing e.g. the oxygen pressure or oxygen concentration of air, exhausts or other gaseous mediums.
  • the front lambdasond In most vehicles the front lambdasond is presently arranged into or in front of the catalyst.
  • the front lambdasond measures the oxygen concentration of the exhausts, which exhausts reaches the front lambdasond and subsequently enters the catalyst. Since the ⁇ -values of the exhausts varies considerably during the different operations of the ICE a sufficient excess or deficit of oxygen is required for optimised exhaust cleaning.
  • the catalyst is required for storing oxygen and providing the deficit of oxygen for minimising the emissions.
  • the catalyst is generally composed of two or three bricks, which are manufactured of ceramics and various metals.
  • the catalyst contains a large number of channels, which are coated with a very thin layer of so-called noble metals, e.g. platinum and rhodium. When the catalyst is sufficiently heated, the area of the coated channels reacts with the harmful matter of the through-flowing exhausts.
  • the catalyst can be loaded with oxygen or unloaded of oxygen in connection with said catalytic reactions. A catalyst being completely loaded with oxygen is "set oxidised", and in opposite, a catalyst being completely unloaded of oxygen is "set reduced”.
  • the capacity of catalysts can consequently be estimated as the oxygen storage capacity, OSC, implying the greatest amount of oxygen as can be loaded into the catalyst, and the greatest amount of oxygen which can be unloaded of the catalyst, respectively. These amounts are preferably equally great.
  • the OSC is mainly dependent on 1) the area of said coated channels, 2) the actual working temperature of the catalyst, and 3) the ageing of the catalyst.
  • the catalyst works with substantially 50 % efficiency in 350 degrees Celsius, and with substantially 100 % efficiency in 450 degrees Celsius.
  • the catalyst mainly ages due to high working temperatures and the harmful, toxic matter in the exhausts as mentioned above.
  • the ageing of the catalyst is temporarily or permanently.
  • ageing due to high temperatures is permanent but ageing due to the harmful, toxic matter in the exhausts, e.g. sulphur compounds, is temporarily since these can be burnt away in the coarse of time. Consequently, a decreased OSC often implies a deteriorated catalytic efficiency since said required excess or deficit of oxygen for the catalytic reactions are not always available.
  • the rear lambdasond is generally arranged between the rear bricks of the catalyst, where it measures the oxygen concentration of the partly or completely converted exhausts during the different operations of the ICE.
  • the rear lambdasond can be arranged after the catalyst as well.
  • a condition is the F/A-ratio of the exhausts.
  • a lean burn pulse is a lean burn amount of the exhausts flowing from the engine through the exhaust manifold, the catalyst and the remaining part of the exhaust system.
  • pulse refers to a breakthrough of the exhausts having a ⁇ -value not being substantially 1 (one), which is sensed by the rear lambdasond.
  • the exhausts are not catalytically cleaned at the position of the rear lambdasond.
  • the corresponding is of course valid for a rich burn pulse.
  • the lean or rich burn amount is a volume, a weight, a mass flow, a volume flow, a mole amount, etc of the exhausts.
  • Typical ageing effects of the rear lambdasonds are slow and asymmetrical lambdasonds.
  • Slow relates to longer periods of the alternation between the lean and the rich burn conditions, which is illustrated in Fig. 1a.
  • the slow symmetrical lambdasond can cause longer response delays, which in turn may cause a slow fuel regulation leading to a deteriorated catalytic efficiency.
  • the asymmetric lambdasond generally leads to incorrect fuel-to-air-mixtures of the combustion and thereby to a deteriorated catalytic efficiency as well.
  • the response delay is the time delay between one of said conditions is measured by the front lambdasond until the rear lambdasond senses said condition. Further, the response delay can differ between a transition from a lean burn condition to a rich burn condition, and the opposite. Then the rear lambdasond is asymmetrical as described and operates accordingly, which is seen in Fig. 1b.
  • the front lambdasond measures the oxygen concentration of the exhausts flowing through the exhaust system.
  • the ⁇ -value of the exhausts usually differs considerably from one (1).
  • the catalyst reduces or oxidises the exhausts for controlling the emissions and thereby the ⁇ -value of the exhausts to a value being close to one (1).
  • the rear lambdasond measures a lean or a rich burn pulse there is not sufficient excess or deficit of oxygen for said catalytic reactions to take place.
  • the amount of the lean or rich burn pulse is too great.
  • an eventual remaining area of the catalyst can reduce or oxidise the remaining part of said exhausts.
  • the ⁇ -value of the exhausts is one (1) at the outlet of the catalyst.
  • the catalyst works as an exhaust gas filter.
  • the malfunction indication lamp MIL
  • the malfunction indication lamp merely indicates the front lambdasond diagnosis and the catalyst diagnosis.
  • the rear lambdasond is verified by means of levels and variability and is purely "electrical", i.e. the system checks that the signal is not constant and shows reasonable voltage values.
  • the diagnosis of the catalyst for an oxidised condition of the catalyst is illustrated in Fig. 2.
  • the solid square wave-formed curve shows the ⁇ 1 -value sensed by the front lambdasond.
  • the dashed curve shows the ⁇ 2 -value sensed by the rear lambdasond.
  • the appearance of the flattened, falling ⁇ 2 -curve depends on the oxidising, catalytic effect of the catalyst in the course of time.
  • the response delay is clearly seen, i.e. the time delay until the rear lambdasond senses substantially the same condition as the front lambdasond.
  • the corresponding is of course valid at a transition to a reduced condition of the catalyst, which partially can be seen as well.
  • WO 98/38415 an engine control system analyses the electrical signals of the upstream and downstream gas sensors, which signals are used by the engine control unit for computing a numerical value for the ⁇ -values at both the upstream and downstream locations in the exhaust system.
  • the cited document also presents a lean breakthrough, being sensed by the rear lambdasond, indicating that the oxygen storage capacity of the catalyst has been exceeded and defines the point where the ⁇ -value of the downstream sensor switches from less than one (1) to greater than one (1).
  • a rich breakthrough can be detected when the ⁇ -value switches from a value greater than one (1) to a value less than one (1). Otherwise, the cited document reveals a method for monitoring the performance of the catalyst.
  • the ECU can also distinguish a correct rear lambdasond to a malfunctioning catalyst, or vice versa.
  • first data set being measured by a first sensor at the start of one of the conditions and a second data set being measured by the lambdasond arranged behind the catalyst when it senses said condition.
  • the first and the second data sets are oxygen concentrations or oxygen pressures.
  • the measured first and second data sets are standardised due to different driving cases.
  • a time delay is measured between the time when one of said conditions is sensed by the first sensor and the time when said condition is sensed by the lambdasond arranged behind the catalyst.
  • the first sensor is constituted by a front lambdasond.
  • the time delay of the oxygen loaded condition and the time delay of the oxygen unloaded condition are compared, of which the difference is reported to an engine control module.
  • a first mole amount of oxygen for substantially oxygen loading the catalyst and a second mole amount of oxygen for substantially oxygen unloading the catalyst are calculated by the engine control module.
  • the mole amount of the oxygen loaded condition and the mole amount of the oxygen unloaded condition are compared, of which the lowest value is reported to the engine control module.
  • reference numeral 10 generally denotes a system for checking an emission component in form of a lambdasond, particularly the rear lambdasond, in accordance with the present invention.
  • the system 10 comprises an internal combustion engine (ICE) 13 arranged in connection to an engine control unit (ECU) 11, controlling the ICE 13, see Fig. 3.
  • the ICE 13 comprises an exhaust manifold (not shown here) and an exhaust system 14.
  • the exhaust system 14 comprises a first sensor 15, a catalyst 16 and a lambdasond 17.
  • the first sensor is preferably constituted of a front lambdasond 15, which is arranged in front of the catalyst 16, i.e. either ahead of the catalyst 16 or in the front part of the catalyst 16 in the exhaust direction.
  • Said lambdasond 17 is hereinafter referred to as the "rear" lambdasond 17, preferably arranged behind the catalyst 16, i.e.
  • the system 10 comprises a second sensor 12, which measures the intake air amount flowing into the inlet manifold and subsequently into the combustion in the combustion chamber(s) of the ICE 13 (not shown here).
  • the second sensor 12 is a MAF (mass airflow)-sensor or the like, measuring the mass or the volume flow of air of the intake air amount.
  • the system 10 is affected by other components such as injectors, throttles etc., which are not mentioned hereinafter.
  • the ECU 11 controls the combustion of the ICE 13, resulting in lean burn pulses and rich burn pulses of the through-flowing exhaust flow in the exhaust system 14 during the operation of the ICE 13.
  • the Fuel/Air-ratio of the lean burn pulses is lesser than one (1) and the Fuel/Air-ratio of the rich burn pulses is greater than one (1). It is emphasised that the lean and the rich burn pulses preferably occur inherently as a part of the combustion in most of the regular driving cases of a conventional vehicle. However, the lean and rich burn pulses can be particularly generated for performing the inventive method in other embodiments of the invention.
  • a lean burn pulse 20 is initially sent through the exhaust system 14, see Fig. 4. Then the front lambdasond 15 senses if the pulse is a lean burn pulse 20 or a rich burn pulse 21. If the front lambdasond 15 senses 22 a lean burn pulse 20, a signal S1 comprising such data is sent from the front lambdasond 15 to the ECU 11. More in detail, the signal S 1 preferably comprises data of the oxygen pressure or the oxygen concentration of the exhausts flowing by the front lambdasond 15 and the time when the oxygen pressure or concentration is sensed as well. However, in other embodiments the signal S 1 may comprise data of the air pressure, the air concentration and the duration of the signal S1, etc. Thus, in order to perform the inventive method the front lambdasond 15 measures a first reference point of the exhausts, which is represented by the signal S1.
  • the rear lambdasond 17 senses a ⁇ -value of the exhausts being substantially one (1) when the exhausts is catalytically cleaned successfully.
  • the catalyst 16 is set substantially reduced (oxygen loaded) by means of a sufficiently great lean bum pulse. Then the rear lambdasond 17 immediately senses 23 that the ⁇ -value of the exhausts increases above substantially one (1). In greater detail, this is of course due to that the catalyst 16 cannot catalytically clean the remaining part of the lean burn pulse successfully at the position of the rear lambdasond 17.
  • a signal S2 corresponding to the signal S1 is sent from the rear lambdasond 17 to the ECU 11 when the lean burn pulse is sensed by the rear lambdasond 17.
  • the rear lambdasond 17 measures a second reference point of the exhausts, which is represented by the signal S2.
  • the ECU 11 receives 24 data sets in form of the signals S 1 and S2 and the corresponding times at the position of the front 15 and the rear 17 lambdasond, respectively.
  • the lean burn pulse is firstly sensed 22 by the first lambdasond 15, and said lean burn pulse is subsequently sensed 23 by the rear lambdasond 17 with a response delay ⁇ t1.
  • a rich bum pulse 21 of the exhausts is sent through the exhaust system 14.
  • the front lambdasond 15 senses 22 that the pulse is a rich burn pulse 21, whereupon a signal S3 corresponding to the signal S 1 is sent from the front lambdasond 15 to the ECU 11.
  • the catalyst 16 is set substantially oxidised (oxygen loaded) by means of a sufficiently great rich burn pulse.
  • the rear lambdasond 17 senses that the ⁇ -value of the exhaust being substantially one (1) when the exhausts is successfully cleaned catalytically.
  • a signal S4 corresponding to the signal S2 is sent from the rear lambdasond 17 to the ECU 11 when the rich burn pulse is sensed by the rear lambdasond 17.
  • the ECU 11 also receives 24 the data sets in form of the signals S3 and S4 and the corresponding times at the position of the front 15 and the rear 17 lambdasond, respectively.
  • the rich burn pulse is firstly sensed 22 by the first lambdasond 15, and said rich burn pulse is subsequently sensed 23 by the rear lambdasond 17 with a response delay ⁇ t2.
  • the ECU 11 preferably calculates 26 the mole amount of oxygen M1 for completely oxygen loading the catalyst 16. Thereby the maximum OSC for a substantially oxidised condition of the catalyst 16 is obtained.
  • the mole amount M1 is calculated by means of the measured signals S1 and S2 constituting the oxygen pressure and concentration of the exhausts, and the corresponding times, and also an estimated air amount of the exhausts flowing through the catalyst 16.
  • the MAF sensor 12 measures the intake air to the inlet manifold and thereby to the combustion of the engine, whereby the air amount of the exhausts flowing through the exhaust system 14 and consequently through the catalyst 16 is estimated by the ECU 11.
  • the mole amount M2 for completely unloading the catalyst 16 of oxygen is calculated 26 in the corresponding way. Accordingly, the maximum OSC for a substantially reduced condition of the catalyst 16 is obtained as well.
  • the driving cases of conventional vehicles generally varies in time, and the exhaust flow passing by the catalyst 16 varies accordingly, a.o. due to the vehicle velocities, speeds and loads, etc. of the vehicle. Consequently, the time delays ⁇ t1 and ⁇ t2 are preferably standardised ⁇ t1' and ⁇ t2' with regard to the different driving cases so that the time delays ⁇ t1' and ⁇ t2' are comparable with each other.
  • the mole amounts M1 and M2 are standardised M1' and M2'accordingly.
  • the time delays ⁇ t1' and ⁇ t2' and the mole amounts M1' and M2' are compared with each other.
  • the time delay ⁇ t1' of the lean burn pulse and the time delay ⁇ t2' of the rich burn pulse should preferably show the same magnitude when applying the inventive method, i.e. the lambdasond 17 should of course work in the same way in transitions to lean burn conditions as in transitions to rich burn conditions.
  • the OSC of the catalyst 16 for a lean burn condition and the OSC of the catalyst 16 for a rich burn condition should preferably show the same magnitude, i.e. it should take the same amount of oxygen for loading the catalyst 16 as for unloading the catalyst 16. If these are not the cases, the rear lambdasond 17 is probably defect and may be aged.
  • the difference ⁇ t' is reported 25 to the ECU 11, see Figs. 4-5.
  • the difference ⁇ t' can be used for compensating in the ECU 11. Consequently, a signal comprising the compensation may be sent from the ECU 11 back to the actual component, for example the rear lambdasond 17.
  • the difference ⁇ t' can also be addressed to the rear lambdasond answer delay in the ECU 11 as a rear lambdasond ageing marker.
  • the lowest value is chosen 26, constituting a correct value for the real OSC of the catalyst 16, see Figs. 4-5.
  • the consequence of an aged lambdasond may be longer response delays, implying that the ECU 11 reads a larger OSC of the catalyst 16. Consequently, the lowest value of M1' and M2' is used for compensating for the aged rear lambdasond 17 in the ECU 11.
  • a signal comprising the compensation may be sent from the ECU back to the actual component.
  • the data sets in form of the signals S1, S2, S3 and S4 is sent to the ECU 11 in the preferred embodiment of the invention.
  • the signals S1, S2, S3 and S4 can be sent to another software (SW) or specific component.
  • the specific components can be the front lambdasond 15 or the rear lambdasond 17.
  • the method of the invention is continuously applied by the ECU 11 during the operation of the ICE for checking and diagnosing the rear lambdasond 17.
  • the method is particularly preferred for checking the asymmetry of aged rear lambdasonds 17.
  • oxygen is intended free oxygen ions, oxygen atoms or oxygen molecules.
  • the driving cases mentioned above may be driving situations such as idle, low-speed, high-speed, etc.
  • the speed can be constant but is probably varying.
  • the driving cases are the fuel shut-off during engine braking, leading to lean burn combustion and thereby lean burn amounts in the exhausts, or high-speed driving leading to rich burn combustion for cooling the engine, and most likely rich burn amounts in the exhausts.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
EP20030000494 2003-01-13 2003-01-13 Fehlererkennungsvorrichtung einer Lambdasonde Expired - Lifetime EP1437501B1 (de)

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Application Number Priority Date Filing Date Title
EP20030000494 EP1437501B1 (de) 2003-01-13 2003-01-13 Fehlererkennungsvorrichtung einer Lambdasonde
DE2003612298 DE60312298T2 (de) 2003-01-13 2003-01-13 Fehlererkennungsvorrichtung einer Lambdasonde

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EP1437501B1 EP1437501B1 (de) 2007-03-07

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Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102005024872A1 (de) * 2005-05-31 2006-12-14 Siemens Ag Verfahren und Vorrichtung zum Ermitteln einer Sauerstoffspeicherkapazität des Abgaskatalysators einer Brennkraftmaschine und Verfahren und Vorrichtung zum Ermitteln einer Dynamik-Zeitdauer für Abgassonden einer Brennkraftmaschine
EP1734241A1 (de) * 2005-06-17 2006-12-20 Ford Global Technologies, LLC Methode zur Diagnose einer sekundären Lambdasonde in einem Katalysator
DE102006014916A1 (de) * 2006-03-30 2007-10-18 Siemens Ag Diagnoseverfahren für eine Abgassonde und Diagnosevorrichtung für eine Abgassonde
WO2008040732A1 (de) * 2006-10-05 2008-04-10 Continental Automotive Gmbh Verfahren und vorrichtung zum überwachen einer abgassonde
DE102006024182B4 (de) * 2005-05-23 2008-08-14 GM Global Technology Operations, Inc., Detroit System und Verfahren zum Erfassen eines Luft/Kraftstoff-Ungleichgewichts
CN100464062C (zh) * 2005-06-03 2009-02-25 通用汽车公司 用于具有催化转化器的车辆的储氧能力监视系统及其方法
DE102008046605B3 (de) * 2008-09-10 2009-10-22 Audi Ag Verfahren zum Überprüfen eines Katalysator-Sauerstoffspeichers auf ausreichende Speicherfähigkeit

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9261033B2 (en) 2014-05-22 2016-02-16 Ford Global Technologies, Llc Systems and methods for improving catalyst diagnostics in the presence of sensor degradation
DE102021114932A1 (de) 2021-06-10 2022-12-15 Bayerische Motoren Werke Aktiengesellschaft Verfahren zum Betreiben einer Abgasnachbehandlungseinrichtung für eine Verbrennungskraftmaschine sowie Steuereinheit

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US5305727A (en) * 1992-06-01 1994-04-26 Ford Motor Company Oxygen sensor monitoring
US5610321A (en) * 1994-03-25 1997-03-11 Mazda Motor Corporation Sensor failure detection system for air-to-fuel ratio control system
EP0796988A2 (de) * 1996-03-12 1997-09-24 MAGNETI MARELLI S.p.A. Verfahren zur Diagnose des Wirkungsgrades eines stromabwärts von einem Katalysator angeordneten Stochiometrischen Abgassensors
WO1998038415A1 (en) 1997-02-26 1998-09-03 Motorola Inc. Method for monitoring the performance of a catalytic converter
EP0952322A2 (de) * 1994-07-19 1999-10-27 MAGNETI MARELLI S.p.A. Elektronisches Steuersystem für das Luft/Kraftstoffverhältnis einer Brennkraftmaschine
DE19859176A1 (de) * 1998-12-21 2000-07-13 Siemens Ag Verfahren zum Überprüfen der Funktionsfähigkeit einer Lambdasonde

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US5305727A (en) * 1992-06-01 1994-04-26 Ford Motor Company Oxygen sensor monitoring
US5610321A (en) * 1994-03-25 1997-03-11 Mazda Motor Corporation Sensor failure detection system for air-to-fuel ratio control system
EP0952322A2 (de) * 1994-07-19 1999-10-27 MAGNETI MARELLI S.p.A. Elektronisches Steuersystem für das Luft/Kraftstoffverhältnis einer Brennkraftmaschine
EP0796988A2 (de) * 1996-03-12 1997-09-24 MAGNETI MARELLI S.p.A. Verfahren zur Diagnose des Wirkungsgrades eines stromabwärts von einem Katalysator angeordneten Stochiometrischen Abgassensors
WO1998038415A1 (en) 1997-02-26 1998-09-03 Motorola Inc. Method for monitoring the performance of a catalytic converter
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DE19859176A1 (de) * 1998-12-21 2000-07-13 Siemens Ag Verfahren zum Überprüfen der Funktionsfähigkeit einer Lambdasonde

Cited By (17)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102006024182B4 (de) * 2005-05-23 2008-08-14 GM Global Technology Operations, Inc., Detroit System und Verfahren zum Erfassen eines Luft/Kraftstoff-Ungleichgewichts
DE102005024872A1 (de) * 2005-05-31 2006-12-14 Siemens Ag Verfahren und Vorrichtung zum Ermitteln einer Sauerstoffspeicherkapazität des Abgaskatalysators einer Brennkraftmaschine und Verfahren und Vorrichtung zum Ermitteln einer Dynamik-Zeitdauer für Abgassonden einer Brennkraftmaschine
US8484946B2 (en) 2005-05-31 2013-07-16 Continental Automotive Gmbh Method and device for determining an oxygen storage capacity of a catalytic converter of an internal combustion engine and method and device for determining a dynamic time duration for exhaust probes of an internal combustion engine
US7997064B2 (en) 2005-05-31 2011-08-16 Continental Automotive Gmbh Method and device for determining an oxygen storage capacity of a catalytic converter of an internal combustion engine and method and device for determining a dynamic time duration for exhaust probes of an internal combustion engine
DE102006024180B4 (de) * 2005-06-03 2012-01-19 General Motors Corp. Kraftstoffregelung für eine robuste Detektion einer Katalysator-Sauerstoffspeicherkapazität
US7793489B2 (en) 2005-06-03 2010-09-14 Gm Global Technology Operations, Inc. Fuel control for robust detection of catalytic converter oxygen storage capacity
CN100464062C (zh) * 2005-06-03 2009-02-25 通用汽车公司 用于具有催化转化器的车辆的储氧能力监视系统及其方法
EP1734241A1 (de) * 2005-06-17 2006-12-20 Ford Global Technologies, LLC Methode zur Diagnose einer sekundären Lambdasonde in einem Katalysator
US7499792B2 (en) 2006-03-30 2009-03-03 Siemens Aktiengesellschaft Diagnostic method for an exhaust gas probe and diagnostic device for an exhaust gas probe
DE102006014916B4 (de) * 2006-03-30 2008-12-24 Continental Automotive Gmbh Diagnoseverfahren für eine Abgassonde und Diagnosevorrichtung für eine Abgassonde
DE102006014916A1 (de) * 2006-03-30 2007-10-18 Siemens Ag Diagnoseverfahren für eine Abgassonde und Diagnosevorrichtung für eine Abgassonde
DE102006047188B4 (de) * 2006-10-05 2009-09-03 Continental Automotive Gmbh Verfahren und Vorrichtung zum Überwachen einer Abgassonde
DE102006047188A1 (de) * 2006-10-05 2008-04-17 Siemens Ag Verfahren und Vorrichtung zum Überwachen einer Abgassonde
WO2008040732A1 (de) * 2006-10-05 2008-04-10 Continental Automotive Gmbh Verfahren und vorrichtung zum überwachen einer abgassonde
US8196460B2 (en) 2006-10-05 2012-06-12 Continental Automotive Gmbh Method and device for monitoring an exhaust gas probe
DE102008046605B3 (de) * 2008-09-10 2009-10-22 Audi Ag Verfahren zum Überprüfen eines Katalysator-Sauerstoffspeichers auf ausreichende Speicherfähigkeit
US8250912B2 (en) 2008-09-10 2012-08-28 Audi, Ag Method for checking a catalytic converter oxygen storage reservoir for sufficient storage capacity

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EP1437501B1 (de) 2007-03-07
DE60312298D1 (de) 2007-04-19
DE60312298T2 (de) 2007-11-08

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