EP3847353A1

EP3847353A1 - Device and method for controlling the operational state of a processing unit for gaseous effluents from an internal combustion engine exhaust line

Info

Publication number: EP3847353A1
Application number: EP19732665.5A
Authority: EP
Inventors: Juan Antonio CARCEL-CUBAS; Christophe Thaveau; Guillaume CHABARD
Original assignee: Renault SAS
Current assignee: New H Powertrain Holding SLU
Priority date: 2018-09-07
Filing date: 2019-06-25
Publication date: 2021-07-14
Also published as: KR102693413B1; WO2020048657A1; KR20210044896A; FR3085715A1; CN112639261A; JP2021536547A; FR3085715B1

Abstract

Method for controlling the operational state of a processing unit (14) for gaseous effluents from an exhaust line (13) in an internal combustion engine (1) with spark ignition for a motor vehicle comprising a first oxygen sensor (15), of proportional type, located upstream from the catalytic converter (14) and a second oxygen sensor (16), of binary type, located downstream from the catalytic converter (14), wherein, during the deceleration phase of the vehicle, the engine is controlled, the pressure of the intake collector is increased to a value similar to that of idling, the quantity of oxygen (O_decel) accumulated in the catalytic converter is calculated until the end of the deceleration, an intrusive diagnostic is started on a content of approximately 1.05 in order to empty the catalytic converter of oxygen when the value of the quantity of oxygen (O_decel) calculated is greater than a threshold value, the oxygen storage capacity (OSC) of the catalytic converter (14) is calculated between the start of the rich phase and the switching of the downstream oxygen sensor (16) from the poor state to the rich state, and the catalytic converter is declared compliant when the calculated value of the oxygen storage capacity (OSC) is greater than a threshold value (S1).

Description

Device and method for checking the operating state of a gaseous effluent treatment member of an exhaust line of an internal combustion engine

The present invention relates to the control of the operating state of an exhaust line of an internal combustion engine of a motor vehicle and, in particular, the detection of the aging of the gaseous effluent treatment member. which is provided with the exhaust line, such as for example a catalytic converter.

More particularly, the invention relates to monitoring the catalytic efficiency of a device for purifying the exhaust gases of an internal combustion engine of the spark-ignition type. Such a member is generally called a “catalytic converter” or “oxidation-reduction catalyst”, or even a “three-way catalyst”.

Internal combustion engines of the spark-ignition type (operating in particular on petrol) produce exhaust gases which contain polluting substances such as nitrogen oxides, unburnt hydrocarbons (HC), carbon monoxide (CO ), and nitrogen oxides (NO _x ). It is necessary to treat these polluting substances before discharging them into the atmosphere. Motor vehicles are provided, for this purpose, with a catalytic converter installed in the engine exhaust line, in order to oxidize the reducing molecules constituted by carbon monoxide (CO) and unburnt hydrocarbons (HC), and to treat the molecules of nitrogen oxides (NO _x ), under the action of carbon monoxide, to transform them into dinitrogen (N ₂ ) and carbon dioxide (C0 ₂ ).

The progressive thermal aging of such catalytic converters causes a reduction in the conversion efficiency of the unburnt hydrocarbons and carbon monoxide in water and carbon dioxide and the efficiency of conversion of nitrogen oxides, under the action of carbon monoxide, to dinitrogen and carbon dioxide, said decrease being due inter alia reducing the active surface for treating pollutants within the catalytic converter. This results in an increase in the thermal initiation temperature of the oxidation reactions, and therefore an increase in polluting emissions. In addition, when the catalytic converter is placed upstream of a particulate filter, it serves to provide aid for the regeneration of the filter, so that severe degradation of the converter can lead to the inability to regenerate the filter. particles, because it becomes impossible to increase the temperature sufficiently by taking advantage of the exothermicity of the conversion reactions in the catalyst.

It is therefore necessary to check the correct operation of the catalytic converter. For this purpose, motor vehicles are generally provided with a device for monitoring its condition, capable of reporting any malfunction to the driver.

In the state of the art, the control of aging or, in general, the control of the proper functioning of the catalytic phase of an exhaust line is based on the increase in temperature generated by the catalytic activity of the organ to be diagnosed following a forced excitation of the catalytic phase by a controlled increase in the concentration of reducers upstream of the catalytic phase generated by an injection of fuel upstream of the catalytic converter.

By causing a late injection of fuel into the engine cylinders, the temperature at the outlet of the catalytic converter in normal operation increases, while if the catalytic converter fails, the outlet temperature does not increase.

It is also known to establish a diagnosis of the catalyst using as a decision criterion the oxygen storage capacity of the catalyst, or Oxygen Storage capacity, acronym "OSC" in Anglo-Saxon terms. Once the conditions for checking the operating state of the catalyst (speed, load, stability, catalyst temperature and water temperature) are in accordance, an intrusiveness on the richness signal is launched.

By “intrusiveness” is meant the generation of a setpoint oscillation of the air-fuel mixture in the engine, with respect to the usual operation of the engine, in which, in known manner, the richness of said mixture depends on the signal a proportional oxygen sensor associated with the engine, upstream of the catalyst, and a second downstream oxygen sensor, for example of the binary type. During intrusiveness, a rich niche of 1.07 wealth is imposed, followed by a poor niche of 0.93 wealth. Thus, the engine adjustment is forced.

The level of the oxygen storage capacity of the catalyst is calculated by taking into account the richness of the upstream proportional probe and the time necessary for the downstream binary probe to go to lean state once the upstream probe goes from rich state to poor state.

In other words, when the conditions for stable operation of the engine are met, an engine computer triggers a wealth setpoint oscillation, by imposing an incursion towards positive wealth and an incursion towards the lean mixture of the combustible mixture transmitted to the engine combustion chambers. Following these setpoint forays, the wealth measured by the upstream proportional probe also oscillates the wealth signal to the highest wealth, then to the lowest wealth. The richness downstream of the catalyst also undergoes oscillations, with a delay on the oscillations of the upstream probe.

Insofar as the downstream probe is of the binary type, it delivers a signal indicating “rich state” or “lean state” of the air-fuel mixture, and signals a switchover between the two states by a sudden modification of the signal. The total duration of the oscillation is approximately 6 seconds. Such a process is known, for example, from the document FR - A 3 057 022 which comprises five steps for controlling the operating state of the oxidation-reduction catalyst, namely a first step of checking that the operating conditions of the engine are brought together to carry out the control, a second step of launching a niche of high wealth to empty the oxygen from the catalyst, a third step of launching a niche of low wealth to store oxygen in the catalyst, a step of calculating the oxygen storage capacity of the catalyst between the changeover from the rich state to the lean state of the upstream probe and the changeover from the rich state to the lean state of the downstream probe, and a fifth step of comparing said value of the oxygen storage capacity of the catalyst with a detection threshold. If the calculated value of the oxygen storage capacity of the catalyst is greater than said detection threshold, the catalyst is compliant.

However, such a method of controlling the operating state of the catalyst considerably increases the emissions of polluting particles. In addition, such a process requires conditions of speed and load stability, which limits the occurrence of the diagnosis. Finally, such a process has an impact on the pleasure of driving wealth intrusiveness.

Document JP 2008 175 134 proposes a diagnostic method making it possible to avoid the aforementioned drawbacks. In fact, in this process, instead of first emptying the catalyst to measure the oxygen storage capacity of the catalyst during the oxygen storage phase, the catalyst is filled with oxygen and then the storage capacity is calculated in catalyst oxygen during the oxygen destocking phase. This method also proposes to use the deceleration of the vehicle to fill the catalyst with oxygen in order to avoid the increase in polluting particles of nitrogen oxides NO _x . Likewise, this method makes it possible to generate a low intrusiveness during the re-coupling which follows the deceleration phase of the vehicle.

However, such a method has the disadvantage of generating difficulties in filling the catalyst with decelerating oxygen. In in fact, when the driver lifts his foot from the accelerator pedal, the engine control unit cuts off the fuel injection and generally closes the throttle valve completely or almost completely so as to limit the air intake on the contrary (and oxygen) in the engine to be able to increase the engine brake.

The present invention aims to improve the known diagnostic methods and devices making it possible, in particular to take advantage of the vehicle running phases, in which the vehicle decelerates and then accelerates to calculate the value of the oxygen storage capacity of the catalyst without disturb the wealth regulation by high setpoint deviations.

The subject of the invention is a method for controlling the operating state of a member for treating gaseous effluents from an exhaust line in an internal combustion engine of a motor vehicle comprising a first oxygen sensor, proportional type, located upstream of the catalytic converter and a second oxygen sensor, binary type, located downstream of the catalytic converter.

The process includes the following steps:

- it is checked that the vehicle is in the deceleration phase,

- the engine is checked when the vehicle is decelerating,

- the pressure of the intake manifold is increased to a value similar to that of idling, for example around 450mbar,

- we calculate the amount of oxygen accumulated in the catalyst, in mmo l, until the end of deceleration,

- comparing said calculated value of the quantity of oxygen with a threshold value, for example the oxygen storage capacity of a new catalyst,

- we launch an intrusiveness on the richness of about 1.05 in order to empty the oxygen catalyst when the value of the calculated quantity of oxygen is greater than the threshold value,

- the oxygen storage capacity of the catalyst is calculated, in mmol of oxygen atoms consumed, between the start of the phase rich and the switching of the downstream oxygen sensor from the poor state to the rich state, and

- the calculated value of the oxygen storage capacity is compared with a threshold value, when the calculated value of the oxygen storage capacity is greater than the threshold value, the catalyst is declared compliant and when the sensor d the downstream oxygen goes from the lean state to the rich state, and that at this time, the calculated value of the oxygen storage capacity is less than the threshold value, the catalyst is declared non-compliant.

According to one embodiment, during the engine control step, the fuel injection is cut, while keeping the throttle valve flap in the open position. In this case, the vehicle is not equipped with a coasting idle function called "sailing idle" or "coasting idle" in English terms, in other words the vehicle is in normal deceleration.

According to another embodiment, when the vehicle is equipped with a coasting idle function called "sailing idle" or "coasting idle" in English terms, during the engine control step, this is inhibited function and the engine is not allowed to idle.

For example, before calculating the amount of oxygen accumulated in the catalyst, we check that the injection is cut off.

The vehicle can be considered in the deceleration phase when the vehicle speed is greater than a threshold speed value, for example 20 km / h, the gearbox gear engaged is not zero (ie a gear is engaged), and the deceleration is less than a threshold deceleration value.

Advantageously, before checking that the vehicle is in the deceleration phase, it is checked that the diagnosis has not already been made on the same journey and that the water temperature is below a temperature threshold value.

According to a second aspect, the invention relates to a device for controlling the operating state of a gaseous effluent treatment member of an exhaust line in an engine with internal combustion of a motor vehicle comprising a first oxygen sensor, of proportional type, located upstream of the catalytic converter and a second oxygen sensor, of binary type, located downstream of the catalytic converter.

The device includes:

- a verification module that the vehicle is in the deceleration phase,

- an engine control module when the vehicle is decelerating,

- a module for increasing the intake manifold pressure to a value similar to that of idling, for example around 450mbar,

- a module for calculating the amount of oxygen accumulated in the catalyst, in mmol, until the end of deceleration,

a module for comparing said calculated value of the quantity of oxygen with a threshold value, for example the oxygen storage capacity of a new catalyst,

- a module for launching an intrusiveness on the wealth of 1.05 in order to empty the oxygen catalyst when the value of the calculated quantity of oxygen is greater than the threshold value,

- a module for calculating the oxygen storage capacity of the catalyst, in mmol of oxygen atoms consumed, between the start of the rich phase and the switching of the downstream oxygen sensor from the lean state to rich state, and

a module for comparing the calculated value of the oxygen storage capacity with a threshold value, when the calculated value of the oxygen storage capacity is greater than the threshold value, the catalyst is declared compliant and when the downstream oxygen sensor goes from the lean state to the rich state, and at this time, the calculated value of the oxygen storage capacity is less than the threshold value, the catalyst is declared non-compliant .

According to one embodiment, the engine control module is configured to cut the fuel injection, while keeping the shutter of the throttle body in the open position. In this case, the vehicle is not equipped with a coasting idle function called “sailing idle” or “coasting idle” in English terms, in other words the vehicle is in normal deceleration.

According to another embodiment, when the vehicle is equipped with a coasting idle function called “sailing idle” or “coasting idle” in English terms, the engine control module is configured to inhibit this function and prohibit engine idling.

Advantageously, the device comprises a module for verifying that the injection is cut upstream of the module for calculating the amount of oxygen accumulated in the catalyst.

Before checking the operating status of the catalytic converter, it is necessary to check that the diagnosis has not already been carried out on the same route. To this end, the device includes a verification module that the diagnosis has not already been carried out on the same route.

The device also comprises a module for verifying the conditions required for making the diagnosis, in particular that the temperature of the catalyst is below a threshold temperature value.

For the vehicle to be considered in the deceleration phase, the vehicle speed must be greater than a threshold speed value, for example 20km / h, the gearbox gear engaged must not be zero (ie a gear is engaged ), and the deceleration must be less than a threshold deceleration value.

Other objects, characteristics and advantages of the invention will appear on reading the following description, given solely by way of non-limiting example, and made with reference to the appended drawings in which:

- Figure 1 illustrates, schematically, the structure of an internal combustion engine of a motor vehicle engine equipped with an exhaust line provided with a catalytic converter associated with a diagnostic device according to the invention ; FIG. 2 illustrates in detail the diagnostic module according to FIG. 1; and

- Figure 3 shows an embodiment of the method according to the invention.

In Figure 1, there is shown, schematically and by way of example, the general structure of an internal combustion engine 1, of the spark-ignition type, of a motor vehicle.

In the example illustrated, the internal combustion engine 1 is of the supercharged type. It includes, without limitation, four cylinders 2 in line, a fresh air intake manifold 3, an exhaust manifold 4 and a turbo compression system 5. Alternatively, the engine can be an atmospheric engine.

The cylinders 2 are supplied with air via the intake manifold 3, or intake manifold 3, itself supplied by a line 6 provided with an air filter 7 and the turbocharger 5 for boosting the engine 1 in the air.

The turbocharger 5 essentially comprises a turbine 8 driven by the exhaust gases and a compressor 9 mounted on the same axis as the turbine 8 and ensuring compression of the air distributed by the air filter 7, with the aim of increasing the quantity of air admitted into the cylinders 2 of the engine 1. A heat exchanger 10 can be placed after the outlet of the compressor 9 fitted to the pipe 1 1 for supplying the intake manifold 3 with fresh air.

As illustrated and by way of nonlimiting example, the air intake pipe 1 1 may include an intake valve (not referenced) in order to regulate the flow rate of the air flow entering the manifold. admission 3.

Regarding the exhaust manifold 4, it collects the exhaust gases from the combustion and evacuates them to the outside, via a gas exhaust pipe 12 leading to the turbine 8 of the turbocharger 5 and by an exhaust line 13. As a variant, this gas exhaust duct 12 could include a relief valve (not shown), so as to modulate the power supplied by the exhaust gases to the turbine 8.

The exhaust line 13 illustrated in FIG. 1 comprises a catalytic oxidation-reduction converter 14 essentially ensuring oxidation of the reducing molecules constituted by carbon monoxide (CO) and unburnt hydrocarbons (HC), as well as a treatment nitrogen oxides (NO _x ) by carbon monoxide. This catalytic converter 14 is known to those skilled in the art and will not be described further. Note however that it has a monolithic structure and is provided with channels impregnated with a catalytic phase, such as a precious metal, and having a large contact surface with the exhaust gases. As a variant, the monolith forming part of the catalytic converter 14 can be integrated or coupled to a particle filter (not shown) in order to achieve coupling between the aftertreatment of the exhaust gases by oxidation of carbon monoxide and unburnt hydrocarbons after particle treatment. As a variant of the catalytic oxidation converter 14, one could provide another organ 14 for treating exhaust gas effluents, in particular a nitrogen oxide trap making it possible to reduce the nitrogen oxides (NOx) emitted by the engine 1 in harmless molecules of dinitrogen (N ₂ ) and water (H ₂ 0) under the action of hydrocarbons coming from the engine.

A first oxygen sensor 15, of proportional type, is located downstream of the turbine 8 and upstream of the catalytic converter 14. A second oxygen sensor 16, of binary type, is located downstream of the catalytic converter 14. The oxygen sensor output signals 15, 16 are formatted in an electronic control unit, "ECU", or on-board computer 20. This signal contains information on the residual oxygen content of the exhaust gases and also on the momentary ratio of fuel and air of the mixture drawn in by the engine 1. The air / fuel ratio is also called "wealth". The control unit electronics 20 also retrieves, by connections not shown, other information such as, for example, the air temperature in the intake manifold 3 of the engine 1, the temperature of the engine cooling water, the flow rate of the air entering the intake manifold 3, the engine rotation speed, the vehicle speed, the injection parameters, the outlet temperature of the catalytic converter 14, etc.

The on-board control unit or computer 20 essentially ensures the control of the operation of the engine 1, in particular the adjustment of its operating parameters, as well as the control of the operation of the catalytic converter 14.

More particularly, the control unit 20 performs a diagnosis of the operating state of the catalytic converter 14 in order to detect an excessive aging which can cause an increase in polluting emissions.

Before checking the operating state of the catalytic converter 14, it is necessary to verify that the diagnosis has not already been carried out on the same route. The control unit or device 20 for verifying the operating state of the catalytic converter 14, illustrated in detail in FIG. 2, includes for this purpose a verification module 21 that the diagnosis has not already been carried out on the same route.

The control unit 20 further comprises a module 22 for verifying the conditions required for making the diagnosis, in particular that the temperature of the catalyst 14 is less than a temperature threshold value T l.

The control unit 20 also includes a module 23 for verifying conditions of deceleration of the vehicle. For the vehicle to be considered in the deceleration phase, the vehicle speed must be greater than a threshold speed value, for example 20 km / h, the gearbox ratio engaged must not be zero (in other words : a gear is well engaged), and the deceleration must be less than a threshold deceleration value. When the conditions for establishing the diagnosis are met, and the vehicle is considered in the deceleration phase, an engine control step can be carried out. The control unit 20 for this purpose comprises a module 24 for controlling the engine.

If the vehicle is equipped with a coasting idle function called “sailing idle” or “coasting idle” in English terms, the engine control module 24 inhibits this function and does not allow the operation of the engine idling.

In the case where the vehicle is not equipped with such a coasting idle function, in other words that the vehicle is under normal deceleration, the engine control module 24 cuts off the fuel injection, while maintaining the flap of the throttle valve in the open position.

The control unit 20 also includes a module 25 for increasing the pressure of the intake manifold to a value similar to that of idling, for example around 450mbar.

The control unit 20 comprises a module 26 for verifying the injection cut-off and a module 27 for calculating the amount of oxygen O decei accumulated in the catalyst in mmol until the end of the deceleration according to the equation next :

Eq 1

O 10 ^{6 't} 02

decel

3600M ₀

With:

Qgaz, the mass flow rate at the exhaust, in kg / h;

T02, the oxygen level in the air, equal to 0.21;

M ₀ = 16mg / mmol of oxygen.

The control unit 20 comprises a comparator 28 of the value of the quantity of oxygen O decei calculated with the oxygen storage capacity of a new catalyst.

The control unit 20 includes a module 29 for launching an intrusiveness on the wealth of 1.05 in order to empty the oxygen catalyst when the value of the quantity of oxygen O decei calculated is greater than the oxygen storage capacity of a new catalyst.

Finally, the control unit 20 comprises a module 30 for calculating the oxygen storage capacity OSC of the catalyst 14 in mmol of oxygen atoms consumed between the start of the rich phase and the tilting of the downstream probe 16 from the poor state to the rich state, according to the following equation:

dares 2.1000. VS

J Qgaz. {- R) .dt

A _z M _tot. 3,6 Eq. 2

With:

R, the richness measured by the upstream probe;

Q _g az, the mass flow rate at the exhaust, in kg / h;

Az, the N2 / 02 ratio, equal to about 3.76;

MTOT, the average value of the molar mass of the exhaust gases, approximately 30g / mol; and

Cbar, the nitrogen content of dry exhaust gases, equal to about 0.81.

The control unit 20 comprises a module 3 1 for comparing the calculated value of the oxygen storage capacity OSC with a threshold value S l. When the calculated value of the oxygen storage capacity OSC is greater than the threshold value S l, the catalyst is declared to be in conformity. In all cases, the calculation is stopped when the downstream probe 16 passes from the poor state to the rich state. If, at this time, the calculated value of the oxygen storage capacity OSC is less than the threshold value S l, the catalyst is declared non-compliant.

The flow diagram shown in FIG. 3 illustrates an example of a method 40 implemented by the device shown in FIG. 2.

It is checked, during a first step 41 that the diagnosis has not already been carried out on the same route and, in step 42, that the conditions required for making the diagnosis are met, in particular that the temperature of the catalyst 14 is lower than a threshold temperature value T 1.

It is also checked, in step 43, if the vehicle is in the deceleration phase. For the vehicle to be considered in the deceleration phase, the vehicle speed must be greater than a threshold speed value, for example 20 km / h, the gearbox gear engaged must not be zero, and the deceleration must be less than a threshold deceleration value.

When the conditions for establishing the diagnosis are met, and the vehicle is considered in the deceleration phase, a step 44 of engine control can be carried out.

If the vehicle is equipped with a coasting idle function called "sailing idle" or "coasting idle" in English terms, this function is inhibited and the engine is not allowed to idle.

In the case where the vehicle is not equipped with such a coasting idle function, in other words that the vehicle is in normal deceleration, the fuel injection is cut, while maintaining the throttle valve flap in open position.

In step 45, the intake manifold pressure is increased to a value similar to that of idling, for example around 450mbar.

It is then checked, in step 46, that the injection is stopped, and if this is the case, we calculate, in step 47, the quantity of oxygen O decei accumulated in the catalyst in mmol up to the end of deceleration according to the following equation:

Eq 1

O 10 ^{6 't} 02

decel

3600M ₀ With:

Q _g az, the mass flow rate at the exhaust, in kg / h;

T02, the oxygen level in the air, equal to 0.21;

M ₀ = 16mg / mmol of oxygen. We compare, in step 48, said calculated value of the quantity of oxygen O decei with the oxygen storage capacity of a new catalyst and we launch, in step 49, an intrusiveness on the richness of 1. 05 in order to empty the oxygen catalyst when the value of the amount of oxygen O decei calculated is greater than the oxygen storage capacity of a new catalyst.

Finally, in step 50, the OSC oxygen storage capacity of the catalyst 14 is calculated in mmol of oxygen atoms consumed between the start of the rich phase and the tilting of the downstream probe 16 from the state poor to rich, according to the following equation:

OSC 2-1000 -CQ _gaz . {1 - R) .dt

A _z M _tot. 3,6 Eq. 2

With:

R, the richness measured by the upstream probe;

Q _gas, the mass flow rate at the exhaust, in kg / h;

Az, the N2 / 02 ratio, equal to about 3.76;

C _bar , the nitrogen content of the dry exhaust gases, equal to about 0.81.

The calculated value of the oxygen storage capacity OSC is then compared, in step 5 1, with a threshold value S l. When the calculated value of the oxygen storage capacity OSC is greater than the threshold value S l, the catalyst is declared to be in conformity. In all cases, the calculation is stopped when the downstream probe 16 passes from the poor state to the rich state. If, at this time, the calculated value of the oxygen storage capacity OSC is less than the threshold value S l, the catalyst is declared non-compliant.

Thanks to the invention, there is a control of the operating state of the efficient and robust catalytic converter based on the deceleration of the vehicle. In addition, such control makes it possible to reduce the impact on driving pleasure in the intrusive phase of the diagnosis and on polluting emissions.

Claims

1. Method for checking the operating state of a treatment unit (14) for gaseous effluents from an exhaust line (13) in an internal combustion engine (1) with controlled ignition of a motor vehicle comprising a first proportional type oxygen sensor (15) located upstream of the catalytic converter (14) and a second binary type oxygen sensor (16) located downstream of the catalytic converter (14), in which:

- it is checked that the vehicle is in the deceleration phase,

- the engine is checked when the vehicle is decelerating,

- the intake manifold pressure is increased to a value similar to that of the idle,

- the quantity of oxygen (O _decei ) accumulated in the catalyst is calculated until the end of the deceleration,

- comparing said calculated value of the quantity of oxygen (O dece i) with a threshold value,

- an intrusiveness is launched on a richness of approximately 1.05 in order to empty the oxygen catalyst when the value of the amount of oxygen (O _decei ) calculated is greater than the threshold value,

- the oxygen storage capacity (OSC) of the catalyst (14) is calculated between the start of the rich phase and the switching of the downstream oxygen sensor (16) from the lean state to the rich state, and

- the calculated value of the oxygen storage capacity (OSC) is compared with a threshold value (S l), when the calculated value of the oxygen storage capacity (OSC) is greater than the threshold value ( S l), the catalyst is declared to be in conformity and when the downstream oxygen sensor (16) changes from the lean state to the rich state, and at this time, the calculated value of the oxygen storage capacity (OSC) is less than the threshold value (S l), the catalyst is declared non-compliant.

2. Method according to claim 1, wherein, during the engine control step, the fuel injection is cut, while keeping the throttle valve flap in the open position.

3. Method according to claim 1, in which, when the vehicle is equipped with a coasting idle function during the engine control step, this function is inhibited and the engine is not allowed to idle. .

4. Method according to any one of the preceding claims, in which, before calculating the amount of oxygen (O decei) accumulated in the catalyst, it is checked that the injection is cut off.

5. Method according to any one of the preceding claims, in which the vehicle is considered in the deceleration phase when the vehicle speed is greater than a threshold speed value, for example 20 km / h, the gearbox ratio. engaged is not zero, and the deceleration is less than a threshold deceleration value.

6. Method according to any one of the preceding claims, in which, before checking that the vehicle is in the deceleration phase, it is checked that the diagnosis has not already been made on the same route and that the water temperature is less than a temperature threshold value (T l).

7. Device for controlling the operating state of a treatment organ (14) for gaseous effluents from an exhaust line (13) in an internal combustion engine (1) of a motor vehicle comprising a first sensor proportional type oxygen (15) located upstream of the catalytic converter (14) and a second binary type oxygen sensor (16) located downstream of the catalytic converter (14), comprising:

- a module (23) for verifying that the vehicle is in the deceleration phase,

- a module (24) for controlling the engine when the vehicle is in the deceleration phase, - a module (25) for increasing the pressure of the intake manifold to a value similar to that of idling,

- a module (27) for calculating the amount of oxygen (O decei) accumulated in the catalyst until the end of deceleration,

- a module (28) for comparing said calculated value of the quantity of oxygen (O decei) with a threshold value,

- a module (29) for launching an intrusiveness on the wealth of 1.05 in order to empty the oxygen catalyst when the value of the quantity of oxygen (O decei) calculated is greater than the threshold value,

a module (30) for calculating the oxygen storage capacity (OSC) of the catalyst (14) in mmol of oxygen atoms consumed between the start of the rich phase and the switching of the downstream oxygen sensor ( 16) from the poor state to the rich state, and

a module (3 1) for comparing the calculated value of the oxygen storage capacity (OSC) with a threshold value (S l), when the calculated value of the oxygen storage capacity (OSC) is higher than the threshold value (S l), the catalyst is declared compliant and when the downstream oxygen sensor (16) goes from the lean state to the rich state, and that at this time, the calculated value of the oxygen storage capacity (OSC) is less than the threshold value (S l), the catalyst is declared non-compliant.

8. Device according to claim 7, in which the engine control module (24) is configured to cut the fuel injection, while keeping the throttle valve flap in the open position.

9. Device according to claim 7, in which, when the vehicle is equipped with a coasting idle function, the engine control module (24) is configured to inhibit this function and prohibit the engine from operating at idle.

10. Device according to any one of claims 7 to 9, comprising a module (26) for verifying that the injection is cut upstream of the module (27) for calculating the amount of oxygen (O decei) accumulated in the catalyst (14).