Method for monitoring the secondary air system in an exhaust-gas purification system

• US 8,024,108 B2
• Filed: 11/09/2006
• Issued: 09/20/2011
• Est. Priority Date: 01/20/2006
• Status: Expired due to Fees

• Current Assignee: Vitesco Technologies GmbH (Continental AG)
• Original Assignee: Continental Automotive GmbH (Continental AG)
• Inventors: Hacker, Frank
• Primary Examiner(s): Cronin; Stephen K
• Assistant Examiner(s): Castro; Arnold
• Application Number:
  US12/161,488
• Publication Number:
  US 20100222981A1
• Time in Patent Office: 1,776 Days
• Field of Search: 701/102, 701/114, 602/77, 731/146.9, 731/147.1
• US Class Current: 701/114
• CPC Class Codes: F01N 11/002 the diagnostic devices measuring or estimating temperature or pressure in, or downstream of the exhaust apparatus
• CPC Class Codes: F01N 2550/14 Systems for adding secondary air into exhaust
• CPC Class Codes: F01N 2560/07 the means being an exhaust gas flow rate or velocity meter or sensor, intake flow meters only when exclusively used to determine exhaust gas parameters
• CPC Class Codes: F01N 3/2006 Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating by electrically controlling the supply of combustible mixture or its constituents only F02D41/0235
• CPC Class Codes: F01N 3/22 Control of additional air supply only, e.g. using by-passes or variable air pump drives
• CPC Class Codes: F01N 3/225 Electric control of additional air supply
• CPC Class Codes: Y02T 10/12 Improving ICE efficiencies
• CPC Class Codes: Y02T 10/40 Engine management systems

Abstract

The individual cylinders of the internal combustion engine are divided into at least two cylinder banks wherein each is assigned a separate exhaust-gas channel. Secondary air is conveyed by a compressor. The flow of the secondary-air mass flow is set independently by an electrically controllable throughflow control. A value for the entire secondary-air mass flow is determined from the signal of a secondary-air mass sensor. The throughflow control is controlled into an open position, the value for the entire secondary-air mass flow is detected and subsequently the throughflow control is controlled into a closed position, the values for the secondary-air mass flows are detected before and after closure, and these values are compared with a plurality of different threshold values and, as a function of the result of the comparisons, a determination is made of the fault location with regard to the respective cylinder bank.

Claims

1. A device for monitoring the secondary air system of a multi-cylinder internal combustion engine by means of which secondary air is introduced into the exhaust gas of the internal combustion engine, wherein

the internal combustion engine has at least two cylinder banks, to each of which a specific number of cylinders of the internal combustion engine are assigned and each individual cylinder bank has a separate exhaust gas duct,

a compressing means is provided that conveys secondary air and introduces the secondary air into the respective exhaust gas ducts by way of a number of individual secondary air lines corresponding to the number of exhaust gas ducts, and comprising:

in each case a flow control means controllable independently of each other by means of signals of a control device in each of the individual secondary air lines for the purpose of introducing secondary air mass flows on an individual cylinder bank basis,

an air mass meter from the signal of which a value is determined for the total secondary air mass flow that is introduced into the exhaust gas ducts,

wherein the control device is operable

to actuate the flow control means into an open position,

to record the value for the total secondary air mass flow,

to then actuate the flow control means into a closed position individually at time intervals relative to one another,

to record the values for the secondary air mass flows occurring thereby before and after the closing of the individual flow control means,

to compare said values with a plurality of different threshold values, and

to differentiate the fault location with regard to the respective cylinder bank as a function of the result of the comparison.

2. The device according to claim 1, wherein

at a first step a first of the flow control means is closed,

the difference between the values for the secondary air mass flow before and after the closing of the first flow control means is formed and compared with a first threshold value,

if the first threshold value is exceeded, it is concluded that a flow control means in the secondary air line of the first cylinder bank is sticking in the open state or that there is a leak in the secondary air line of the first cylinder bank,

a check is carried out to determine whether the value of the secondary air mass flow is equal to zero and in the case of a positive result it is concluded that a flow control means in the secondary air line of the further cylinder bank is sticking in the closed state,

otherwise the secondary air system of the first cylinder bank is classified as operating correctly.

3. The device according to claim 1, wherein the control device is further operable

to close of a further flow control means,

to form of the difference between the values for the secondary air mass flow before and after the closing of the further flow control means and comparison with a second threshold value,

if the second threshold value is exceeded, to determine that a flow control means in the secondary air line of the second cylinder bank is sticking in the open state or that there is a leak in the secondary air line of the second cylinder bank,

to otherwise classify the secondary air system of the second cylinder bank as operating correctly.

4. The device according to claim 1, wherein if malfunctions of the secondary air system are detected a corresponding entry is written into an error memory of the control device and/or the occurrence of the malfunction is communicated to the driver of the vehicle being driven by means of the internal combustion engine.

5. The device according to claim 1, comprising an electrically driven secondary air pump as the compressing means.

6. The device according to claim 1, comprising a secondary air charger as the compressing means, a turbine of said secondary air charger being driven by the pressure difference at a throttle valve in the intake duct of the internal combustion engine and a compressor being disposed in a secondary air bypass to the throttle valve.

7. The device according to claim 1, comprising electrically controllable secondary air valves as flow control means.

8. The device according to claim 1, comprising electrical-pneumatic secondary air valves as flow control means.

9. The device according to claim 1, wherein the threshold values are determined and specified experimentally, the second threshold value SW2 being greater than the first threshold value SW1.

10. A method for monitoring the secondary air system of a multi-cylinder internal combustion engine by means of which secondary air is introduced into the exhaust gas of the internal combustion engine, the method comprising the steps of:

subdividing the individual cylinders of the internal combustion engine into at least two cylinder banks and assigning each cylinder bank a separate exhaust gas duct,

conveying secondary air with the aid of a compressing means and introducing the secondary air into the respective exhaust gas ducts by way of a number of individual secondary air lines corresponding to the number of exhaust gas ducts,

adjusting the flow rate of the secondary air mass flow with the aid of electrically controllable flow control means in each of the individual secondary air lines independently of each other for the purpose of introducing secondary air mass flows on an individual cylinder bank basis,

determining a value for the total secondary air mass flow that is introduced into the exhaust gas ducts from the signal of a secondary air mass meter,

actuating the flow control means into an open position,

recording the value for the total secondary air mass flow,

actuating the flow control means into a closed position individually at time intervals relative to one another,

recording the values for the secondary air mass flows occurring thereby before and after the closing of the individual flow control means,

comparing said values with a plurality of different threshold values, and

making a differentiation of the fault location with regard to the respective cylinder bank as a function of the result of the comparisons.

11. The method according to claim 10, wherein

at a first step a first of the flow control means is closed,

the difference between the values for the secondary air mass flow before and after the closing of the first flow control means is formed and compared with a first threshold value,

if the first threshold value is exceeded, it is concluded that a flow control means in the secondary air line of the first cylinder bank is sticking in the open state or that there is a leak in the secondary air line of the first cylinder bank,

a check is carried out to determine whether the value of the secondary air mass flow is equal to zero and in the case of a positive result it is concluded that a flow control means in the secondary air line of the further cylinder bank is sticking in the closed state,

otherwise the secondary air system of the first cylinder bank is classified as operating correctly.

12. The method according to claim 10, further comprising the steps:

closing of a further flow control means,

forming of the difference between the values for the secondary air mass flow before and after the closing of the further flow control means and comparison with a second threshold value,

if the second threshold value is exceeded, it is determined that a flow control means in the secondary air line of the second cylinder bank is sticking in the open state or that there is a leak in the secondary air line of the second cylinder bank,

otherwise the secondary air system of the second cylinder bank is classified as operating correctly.

13. The method according to claim 10, wherein if malfunctions of the secondary air system are detected a corresponding entry is written into an error memory of the control device and/or the occurrence of the malfunction is communicated to the driver of the vehicle being driven by means of the internal combustion engine.

14. The method according to claim 10, wherein an electrically driven secondary air pump is used as the compressing means.

15. The method according to claim 10, wherein a secondary air charger is used as the compressing means, a turbine of said secondary air charger being driven by the pressure difference at a throttle valve in the intake duct of the internal combustion engine and a compressor being disposed in a secondary air bypass to the throttle valve.

16. The method according to claim 10, wherein electrically controllable secondary air valves are used as flow control means.

17. The method according to claim 10, wherein electrical-pneumatic secondary air valves are used as flow control means.

18. The method according to claim 10, wherein the threshold values are determined and specified experimentally, the second threshold value SW2 being greater than the first threshold value SW1.