Abstract: A turbochargeable internal combustion engine contains a motor which has an exhaust manifold on the exhaust gas side, a turbocharger which has at least two turbocharger stages and, on the exhaust gas side, has an exhaust gas inlet and an exhaust gas outlet. The engine further has a primary catalytic converter, which is arranged on the exhaust gas side between the exhaust manifold of the engine block and the exhaust gas inlet of the turbocharger.

Abstract: An internal combustion engine has at least one cylinder and an exhaust gas tract, in which an exhaust gas sensor, that can be heated in a controlled manner, is arranged. An exhaust gas temperature of an exhaust gas flowing in the exhaust gas tract is determined as a function of the heating power (P_HEAT) supplied to the exhaust gas sensor. An estimated value of the exhaust gas temperature is determined as a function of a physical model of the combustion of the air/fuel mixture and of the exhaust gas tract as a function of at least one operating variable of the internal combustion engine, but independent of the heating power supplied to the exhaust gas sensor. Model parameters of the physical model are adapted as a function of a deviation of the estimated value and of the exhaust gas temperature determined by the supplied heating power.

Abstract: In the method for determining the alcohol concentration of the tank fuel after filling up with E85 fuel or E0 fuel, two corridors of possible lambda values for filling with E0 fuel and E85 are established according to the volumes of the tank fuel before and after filling, and the lambda values are taken into account in the evaluation.

Abstract: An internal combustion engine has an exhaust gas catalyst, a first exhaust gas sensor that is arranged in such a manner that it can be used in lambda control, and a second exhaust gas sensor that is arranged in such a manner that it can be used in trim control. A HC quality value (EFF_CAT_HC) which is representative of an oxygen storage capacity of the exhaust gas catalyst is determined depending on a measuring signal (VLS_DOWN) of the second exhaust gas sensor. A NOx correction factor (COR_NOX) is determined depending on the measuring signal (VLS_DOWN) of the second exhaust gas sensor, namely depending on signal portions that are representative of the residual oxygen. A NOx quality value (EFF_CAT_DIAL_NOX) is determined depending on the HC quality value (EFF_CAT_HC) and the NOx correction factor (COR_NOX).

Abstract: Method for lambda control in an internal combustion engine with a catalytic converter in an exhaust tract and at least one lambda probe mounted inside the catalytic converter. With this arrangement of the upstream probe there are signal delays which slow down the lambda control. To compensate, the measurement signals from the first lambda probe are applied to a lambda analysis unit which corrects measurement signal delays, and the corrected lambda probe signal is applied to a unit for lambda control. Both lambda probes are connected to a unit for lambda control.

Abstract: A first exhaust gas sensor signal (vls_up) of a first exhaust gas sensor (AS1) is detected. In addition, a second exhaust gas sensor signal (vls_down) of a second exhaust gas sensor (AS2) is detected. A relevant first estimated value of an emission of at least one exhaust gas component is determined in relation to a position of the first exhaust gas sensor (AS1) in the exhaust gas tract as a function of the first exhaust gas sensor signal (vls_up) and a relevant second estimated value of an emission of the at least one exhaust gas component is determined in relation to a position of the second exhaust gas sensor (AS2) in the exhaust gas tract as a function of the second exhaust gas sensor signal (vls_down). A conversion rate (K) of the at least one exhaust gas component is estimated as a function of a ratio of the second estimated value and the first estimated value of the determined emission. The exhaust gas catalytic converter is diagnosed as a function of the determined conversion rate (K).

Abstract: An exhaust-gas sensor signal (vls_down) of an exhaust-gas sensor that is disposed in an exhaust gas train downstream of at least one first catalytic converter volume (V1) and upstream of at least one second catalytic converter volume (V2) is acquired. An estimated value of an intermediate emission for a position of the exhaust-gas sensor is determined in dependence upon the exhaust-gas sensor signal (vls_down). An estimated value of an emission downstream of the at least one second catalytic converter volume (V2) is determined in dependence upon the estimated value of the intermediate emission and in dependence upon at least one predefined correction characteristic (fac_cor_ufc) or at least one predefined correction characteristics map for correcting the estimated value of the intermediate emission with regard to an influence of the at least one second catalytic converter volume (V2) upon the emission of the at least one exhaust gas component.

Abstract: An internal combustion engine has an exhaust gas catalyst, a first exhaust gas sensor that is arranged for use in lambda control, and a second sensor that is arranged for trim control. The measuring signal of the second sensor is used to determine a NOx quality value depending on the HC quality value and the NOx correction factor. A lambda quality value is determined depending on an actual value and a basic set value of the air/fuel ratio. An error indicator is determined depending on the lambda quality value and the NOx quality value, the error indicator being representative of a mixture component error in a first range and being representative of an exhaust gas catalyst error in a second range. At least one control parameter of a trim control and/or the trim set value of the trim control is adapted depending on the NOx correction factor.

Abstract: In a method and a control apparatus for monitoring an exhaust gas probe, the exhaust gas probe is arranged in an exhaust gas channel. The exhaust gas channel is connected to an internal combustion engine, with the internal combustion engine being supplied with a rich or lean air/fuel ratio in an oscillating fashion. An amplitude of a signal based on the oscillating output signal of the exhaust gas probe is determined and used to evaluate the exhaust gas probe.

Abstract: In a method for correcting the output signal of a broadband lambda probe of an internal combustion engine, the influence of the air humidity on the lambda value determined by the broadband lambda probe is detected and is deducted by means of a compensation model. For this purpose, a measured air humidity is incorporated in the calibration of the broadband lambda probe during an overrun shut-off phase of the internal combustion engine.

Abstract: The invention relates to a method for regulating the lambda value of an internal combustion engine with a catalytic converter for subsequently treating the exhaust gases of the internal combustion engine, with a binary lambda probe, which is mounted upstream from the catalytic converter and which senses the composition of the exhaust gases. According to the invention, the lambda set value is superimposed with a lean/rich amplitude. This lean/rich amplitude has an integral component and a discontinuous component leading back to the lambda set value. When a change that differs from the change in the exhaust gas composition caused by the lean/rich amplitude is detected, the coefficient of the integral component is modified and/or a discontinuous component is added to the integral component or subtracted therefrom.

Abstract: A regeneration method for a storage catalytic converter in an exhaust-gas purification system of an internal combustion engine, has the following steps: (a) switching of the internal combustion engine from a standard operating mode with a lean exhaust gas to a regeneration mode with a rich exhaust gas, (b) measurement of a nitrogen oxide concentration in the exhaust gas of the internal combustion engine after the switchover to the regeneration mode, (c) determination of a characteristic variable of a desorption peak of the measured nitrogen oxide concentration after the switchover to the regeneration mode, and (d) minimization of the characteristic variable of the desorption peak through controlling of the internal combustion engine as a function of the measured characteristic variable of the desorption peak.

Abstract: In a method for operating an internal combustion engine with a crankcase breather venting into an intake tract, operating parameters of the internal combustion engine are measured 102. A mass flow of fuel from the crankcase into the intake tract is determined as a function of the operating parameters measured 103. The internal combustion engine is controlled 111 or monitored 108 as a function of the mass flow of fuel from the crankcase into the intake tract.

Abstract: An internal combustion engine has a NOX storage catalyst. A storage capacity (NOX_STC) of the NOX storage catalyst is determined for the purpose of operating the internal combustion engine. The temperature (TEMP) of the NOX storage catalyst is increased if the storage capacity (NOX_STC) is less than a predefined threshold value.

Abstract: The invention relates to a method for operating an internal combustion engine that is equipped with a three-way catalytic converter. According to the inventive method, a lambda value of the air/fuel mixture, with which the internal combustion engine is supplied, is set below and above a set value in a cyclically alternating manner during a forced activation whereby the lambda value in rich phases is less than the set value and in lean phases, is greater than the set value. During the forced activation, the rich phases and the lean phases are matched to one another according to a specified criterion. The invention provides that the amount, by which the lambda value in rich phases is set below the set value, is selected so that it is equal to the amount, by which the lambda value in lean phases is set above the set value. When determining the criterion, an air mass is used that is supplied to the internal combustion engine during the rich and lean phases.

Abstract: A device is designed for determining a pre-set air/fuel ratio in the combustion chamber of a cylinder of an internal combustion engine. The device is further designed for determining a filtered, pre-set air/fuel ratio in the combustion chamber of the cylinder by filtering the pre-set air/fuel ratio in the combustion chamber of the cylinder by means of a filter which models the dynamic behavior of the upstream region of the exhaust gas catalyst relative to the arrangement of the exhaust gas probe in the exhaust gas catalyst, in particular its storage, reduction and/or oxidation properties. The device is further designed for determining an adjustable variable by means of a regulator as a function of the filtered and pre-set air/fuel ratio, and of a sensed air/fuel ratio in the combustion chamber of the cylinder.

Abstract: An exhaust gas probe is disposed downstream of a catalytic converter in an exhaust gas tract of an internal combustion engine. A first quality value which is representative of a signal dynamic of the measured signal of the exhaust gas probe is determined as a function of the measured signal of the exhaust gas probe. If the first quality value represents at least one predefined signal dynamic, the exhaust gas probe is diagnosed as functioning correctly. If the first quality value does not represent at least the predefined signal dynamic, a catalytic converter diagnosis is performed comprising a loading with oxygen and/or an emptying of oxygen with at least two different air/fuel ratios. Dependent on the catalytic converter diagnosis, the exhaust gas probe is diagnosed as functioning either correctly or incorrectly.

Abstract: An internal combustion engine has at least one cylinder and an exhaust gas tract, in which an exhaust gas sensor, that can be heated in a controlled manner, is arranged. An exhaust gas temperature of an exhaust gas flowing in the exhaust gas tract is determined as a function of the heating power (P_HEAT) supplied to the exhaust gas sensor. An estimated value of the exhaust gas temperature is determined as a function of a physical model of the combustion of the air/fuel mixture and of the exhaust gas tract as a function of at least one operating variable of the internal combustion engine, but independent of the heating power supplied to the exhaust gas sensor. Model parameters of the physical model are adapted as a function of a deviation of the estimated value and of the exhaust gas temperature determined by the supplied heating power.

Abstract: The invention is distinguished by a method and a corresponding device for diagnosis of an individual catalytic converter of an exhaust gas purification unit assigned to an internal combustion engine in the Y configuration, despite the lack of exhaust gas probe between the individual catalytic converter and a main catalytic converter. The diagnosis proceeds on the basis of signals from the exhaust gas probes belonging to the exhaust gas purification unit. On the basis of these signals, the oxygen storage capacity of the individual catalytic converter is determined despite the lack of exhaust gas probe between the individual catalytic converter and the main catalytic converter.

Abstract: During a first driving cycle, a combustion process is controlled in at least one combustion chamber for the purpose of performing a check on an emission reduction system of an internal combustion engine. During a second driving cycle following the first cycle, a check is performed to establish whether an error in the emission reduction system was detected during the first cycle. An idle time between the first and the second cycles is determined, in the event of an error of the emission reduction system detected during the first cycle. During the second cycle, the combustion process in the at least one combustion chamber is only controlled for the purpose of the check on the emission reduction system, in the event of an error detected in the emission reduction system during the first cycle and in the event of the idle time being longer than a pre-determined repair time.