Method and system for determining the pollutant concentration in an exhaust gas stream

Abstract

Method for determining the concentration ([X], CO[g], NOx[g]) of a pollutant component (CO, NOx) in an exhaust gas stream (25, 26) of an internal combustion engine arrangement (100),- in which an exhaust gas mass flow rate ṁExhaust,up(t) is determined in the exhaust gas stream (25, 26) of the internal combustion engine arrangement (100),- in which the residual oxygen fraction (Oup) can be measured in the exhaust gas stream (25, 26) of the internal combustion engine arrangement (100) using a lambda probe device (52),- wherein, if necessary, the residual oxygen fraction (Oup) is measured directly downstream of the internal combustion engine (10) and upstream of a - in particular first - catalyst (30) of the internal combustion engine arrangement (100) using the lambda probe device (52), and- in which, from a functional relationship between the determined exhaust gas mass flow rate ṁExhaust,up(t) and the Lambda probe device (52) measured residual oxygen fraction (Oup) a value for the concentration ([X], CO[g], NOx[g]) of the pollutant component (CO,NOx) is determined.

Description

[0001] The present invention relates to a method and a system for determining the pollutant concentration in an exhaust gas stream. More generally, the present invention relates to a method and a system for determining the concentration of a pollutant component in an exhaust gas stream from an internal combustion engine assembly, a control method for an internal combustion engine assembly, and an internal combustion engine assembly.

[0002] Due to the increasing demands to operate internal combustion engines, especially in connection with motor vehicles and the like, in a particularly environmentally friendly manner, measures are increasingly being developed that influence the control of the internal combustion engine based on measurement data from the exhaust gas stream in order to reduce pollutant emissions overall while achieving particularly good fuel efficiency.

[0003] In lambda control, the residual oxygen content in the exhaust gas stream is measured using a lambda sensor. From this measurement, the air-fuel ratio, also known as the lambda value, can be determined. This value relates the actual mass of air available for combustion in the exhaust gas stream to the minimum mass of air required for stoichiometric combustion. The internal combustion engine is operated in such a way that the lambda value lies within a lambda window. This window is determined by emission requirements and is selected to ensure that pollutant emissions remain below the legal limits under all conditions. The lambda window is in the range of 1.0, for example, between 0.9 and 1.1 for gasoline engines.

[0004] For development purposes, sensors can also be installed shortly before the exhaust gas stream exits the vehicle, and especially downstream of a catalytic converter, to directly determine the proportions of pollutant components released into the environment in the exhaust gas and to use this information as a basis for engine control. Various pollutant components can be taken into account, for example, carbon monoxide, nitrogen oxides, and the like.

[0005] There is a need for a method and a system for determining the pollutant concentration in an exhaust gas stream as reliably and accurately as possible using simple means. It is therefore desirable to create a method and a system for determining the concentration of a pollutant component in an exhaust gas stream from an internal combustion engine, a control method for an internal combustion engine, and an internal combustion engine itself, in which a reliable determination of the concentration of one or more different pollutant components in an exhaust gas stream is possible using particularly simple means.

[0006] The inventive method for determining the concentration of a pollutant component in an exhaust gas stream of an internal combustion engine arrangement with the features of independent claim 1 has the advantage compared to known measures that, by means of a single sensor for measuring a component in an exhaust gas stream, the concentration of a pollutant component in the exhaust gas stream can be determined particularly accurately, provided that the exhaust gas mass flow rate is known.

[0007] According to the invention, this is achieved with the features of independent claim 1 by having an exhaust gas mass flow m. Abgas,up (t) in the exhaust gas stream of the internal combustion engine arrangement is determined, if necessary with a lambda probe device, the residual oxygen content O up can be measured in the exhaust gas stream of the internal combustion engine arrangement and that a functional relationship of the measured exhaust gas mass flow m. Abgas,up(t) and, if applicable, the residual oxygen content C measured by the lambda probe device up A value for the concentration [X] of the pollutant component is determined. If necessary, the residual oxygen content (O) is measured using the lambda probe system. up ) measured directly downstream to the internal combustion engine and upstream to a – in particular first – catalyst of the internal combustion engine arrangement.

[0008] To accurately determine the concentration of the pollutant component in the exhaust gas stream, the total exhaust gas mass flow and the residual oxygen content O are measured in the exhaust gas stream using the lambda probe device, according to the invention. up determined. From the latter, the combustion air ratio can be determined and evaluated.

[0009] In an alternative version of the inventive method, the concentration of the pollutant component in the exhaust gas stream can be determined solely by considering the determined exhaust gas mass flow m. Abgas(t) will be turned off.

[0010] The exhaust gas mass flow rate can be determined using known methods and devices. For this, the fuel mass flow rate and the intake air volume must be known. Their sum mathematically yields the exhaust gas mass flow rate. The intake air volume can be determined, for example, by an HFM measurement or via the lambda value. In the HFM measurement, the intake air volume is determined from the cooling of a heating wire in the intake air stream. Alternatively, the intake air volume can be deduced from the signal of a lambda sensor, e.g., at a value of λ = 1 and an air-to-fuel ratio of 14.7:1. The fuel quantity can be derived in the engine control unit from the control voltage for a piezoelectric or magnetic actuator of a used injector. In this way, the values ​​on which the exhaust gas mass flow rate is based can be determined.

[0011] Based on the specific functional relationship between the specific exhaust gas mass flow and the residual oxygen content O measured by the lambda sensor device up or the derived air-fuel ratio λ up The corresponding concentration of the pollutant component in the exhaust gas stream can be derived without further measurement.

[0012] The functional relationship can also be established for different pollutant components, so that, based on only two measured variables, the various pollutant components in the exhaust gas stream can be derived with regard to their concentration and the temporal development of the concentration.

[0013] In this way, an evaluation scheme independent of the function of the catalyst is obtained.

[0014] The dependent claims describe preferred embodiments of the invention.

[0015] 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. Abgas,up (t)) c ·(1 – λ fett (t))]dt + b. (I) [X] = a·∫[(b·m. Abgas,up (t)) c ·(1 – λ fett (t))]dt. (II) [X] = a·∫[(b·m. Abgas,up (t)) c ·((1 – λ fett (t))·d)]dt. (III)

[0016] Here, [X] denotes the concentration of the pollutant component in the exhaust gas stream. The parameters a, b, c, d are specific quantities determined or to be determined for the underlying internal combustion engine. The quantity m. Abgas,up (t) denotes the specific time-dependent exhaust gas mass flow rate. For the quantity λ fett (t) in particular the relationship λ applies fett (t) = 1∨(λ up (t) ≤ 1), where λup (t) that – via the measurement using the lambda probe device, i.e. from the measured residual oxygen content O up – denotes a specific time-dependent combustion air-fuel ratio. The parameter t denotes time.

[0017] By using these parameters in the functional context, a particularly flexible parametric adjustment can be made for each pollutant component in the exhaust gas stream, in order to account for the behavior of the pollutant component and its chemical-physical properties in the exhaust gas stream. Through the corresponding parametric adjustment, conclusions about one or more pollutant components in the exhaust gas stream can be derived from the exhaust gas mass flow and the λ-value of the lambda sensor system – especially a linear or continuous one – as measured variables.

[0018] In another preferred embodiment of the method according to the invention, the pollutant component is carbon monoxide (CO) or nitrogen (NO). x Hydrocarbons (HC), non-methane hydrocarbons (NMHC), particle number (PN), and / or particle mass (PM) can be determined. All components can also be determined. This allows for the quantitative assessment of particularly harmful and significant emissions during the operation of the internal combustion engine assembly, and these emissions can then be adjusted, for example, within a control system for the internal combustion engine assembly.

[0019] Furthermore, other alternative or additional emissions can also be quantitatively detected using the inventive method, for example hydrocarbon components, sulfur compounds and the like.

[0020] In an advantageous embodiment of the method according to the invention, a linear or continuous lambda sensor device – which can also be referred to as a broadband lambda sensor device – is used to measure the residual oxygen content O up Measurements are taken downstream of the internal combustion engine and upstream of a – particularly the first – catalyst of the internal combustion engine assembly. This makes it possible to perform measurements and adjustments with high reliability even outside a narrow window range at λ = 1.0.

[0021] According to another aspect of the present invention, a control method for an internal combustion engine arrangement is provided, in which the concentration [X] of a pollutant component in an exhaust gas stream of the internal combustion engine arrangement is used as a variable, in particular as a controlled variable, and in which the concentration [X] of the pollutant component is determined by means of 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. Consequently, the emission of the pollutant component into the environment can be influenced particularly reliably during the control of the internal combustion engine arrangement in order to reduce the total emission of pollutants during the operation of an internal combustion engine arrangement.

[0022] 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 created, wherein in particular the inventive method for determining the concentration of the pollutant component is used.

[0023] The system according to the invention for determining the concentration of a pollutant component in an exhaust gas stream is equipped with an exhaust gas mass flow determination device for determining an exhaust gas mass flow m. Abgas,up (t) in the exhaust gas stream of the internal combustion engine assembly, optionally with a lambda probe device for measuring a residual oxygen content O up in the exhaust stream of the internal combustion engine assembly and equipped with a control unit. The control unit is designed to determine an exhaust mass flow rate m. Abgas,up(t) in the exhaust gas stream of the internal combustion engine arrangement by means of the exhaust gas mass flow determination device to effect or cause, if necessary, the measurement of a residual oxygen content O up to effect or cause the values ​​of the exhaust gas mass flow determination device and, if applicable, the lambda probe device to be received in the exhaust gas stream of the internal combustion engine arrangement by means of the lambda probe device and to derive a functional relationship of the determined exhaust gas mass flow m from it. Abgas,up (t) and, if applicable, the measured residual oxygen content O up to determine a value for the concentration [X] of the pollutant component. If necessary, the lambda probe device must be used to measure the residual oxygen content O. up arranged directly downstream to the internal combustion engine and upstream to a – in particular first – catalyst of the internal combustion engine arrangement.

[0024] These measures ensure that the inventive method for determining the concentration of a pollutant component in an exhaust gas stream can be implemented particularly reliably and with particularly low metrological effort, namely solely by designing an exhaust gas mass flow determination device and a lambda probe device, wherein the control unit coordinates the recording and reception of the measured values ​​and implements the linking within the framework of the underlying functional relationship.

[0025] By arranging the lambda sensor system directly downstream of the internal combustion engine and upstream to or before a first catalyst, the proportion of emissions for a respective pollutant component in the exhaust gas stream can be reliably determined as soon as it exits the combustion chamber of the engine.

[0026] 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 expressions such as those introduced in connection with the method according to the invention: [X] = a·∫[(m. Abgas,up (t)) c ·(1 – λ fett (t))]dt + b. (I) [X] = a·∫[(b·m. Abgas,up (t)) c ·(1 – λ fett (t))]dt. (II) [X] = a·∫[(b·m. Abgas,up (t)) c ·((1 – λ fett (t))·d)]dt. (III)

[0027] The previously introduced designations also apply. The quantity [X] describes the concentration of the pollutant component in the exhaust gas stream. The parameters a, b, c, d are specific quantities determined or to be determined for the underlying internal combustion engine. The quantity m. Abgas,up (t) denotes the specific time-dependent exhaust gas mass flow rate. For the quantity λ fett(t) in particular the relationship λ applies fett (t) = 1∨(λ up (t) ≤ 1), where λ up (t) the – from the residual oxygen content measured by the lambda sensor device O up – denotes a specific time-dependent combustion air-fuel ratio. The parameter t denotes time.

[0028] These measures allow for reliable adaptation to a specific pollutant component in the exhaust gas stream using particularly simple means.

[0029] This makes it advantageously possible to include pollutant components such as carbon monoxide (CO) and nitrogen oxides (NO) in the exhaust gas stream. x , hydrocarbon (HC), non-methane hydrocarbon (NMHC), particle number (PN) and / or particle mass (PM), but also other components, for example sulfur compounds and the like, are monitored.

[0030] A particularly advantageous arrangement of the system according to the invention results when a continuous or linear lambda probe device is used to measure the residual oxygen content O up The system is arranged downstream of the internal combustion engine and upstream of a – in particular, the first – catalyst of the internal combustion engine assembly. This also makes it possible to perform measurements and adjustments with high reliability even outside a narrow window range at λ = 1.0.

[0031] According to a further aspect of the present invention, an internal combustion engine arrangement is provided, which is designed with an internal combustion engine, with an exhaust system for receiving and conveying 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. The system is designed 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 stream. Brief description of the characters

[0032] Exemplary embodiments of the invention are described in detail below with reference to the accompanying drawings. Identical, functionally identical, or equivalent elements are designated by the same reference numerals.

[0033] Fig. Figure 1 is a schematic block diagram illustrating aspects of embodiments of the system and method according to the invention for determining the concentration of a pollutant component in an exhaust gas stream of an internal combustion engine arrangement.

[0034] Fig. Figures 2A–D show graphs illustrating the correlation between directly measured concentrations of a pollutant component and corresponding concentration values ​​determined using an embodiment of the system or method according to the invention.

[0035] Fig. 3A–C show time-cumulative concentration and λ values, which correspond to the conditions of the graphs of the Fig. 2C and Fig. The situations described in 2D correspond to each other.

[0036] Fig. 4A–D show graphs for error analysis in connection with the situations that make up the graphs. Fig. 2A to Fig. are based on 2D.

[0037] The numerical values ​​for physical quantities shown in the graphs of the figures are given in normalized units of concentration or time. Embodiments of the invention

[0038] The following will refer to Fig. 1. Embodiments of the method and system according to the invention are described in detail.

[0039] Fig. Figure 1 shows, in the form of a schematic block diagram, aspects of embodiments of the internal combustion engine arrangement according to the invention. 100 .

[0040] The internal combustion engine arrangement 100 a combustion engine 10 on, which by means of a fuel supply 11 and an air supply 12 is powered by a chemical reaction of the fuel. 11 and the air 12 in the combustion chamber of the internal combustion engine 10Chemical energy is converted into mechanical work and heat. This process generates an exhaust gas stream. 25 , 26 into the exhaust system 20 released.

[0041] The exhaust gas flow 25 , 26 occurs as an upstream or upstream exhaust gas stream 25 a catalyst 30 , in which undesirable pollutant components are further converted and / or particulate material is filtered out. After conversion in the catalyst 30 The exhaust gas leaves the catalytic converter 30 as downstream or downstream exhaust gas stream 26 and may enter the environment if it occurs in the exhaust system 20 No further stages of exhaust aftertreatment are planned.

[0042] Furthermore, a system 50 , 51 , 52 to determine the concentration [X] of a pollutant component, for example CO or NO x, in the exhaust gas stream 25 , 26 the internal combustion engine arrangement 100 trained. In the embodiment according to Fig. 1. The system consists of 50 , 51 , 52 from an exhaust gas mass flow determination device 51 , which are used to determine the exhaust gas mass flow rate. Abgas,up (t) in the exhaust gas stream 25 the internal combustion engine arrangement 100 is trained.

[0043] It is a continuous or linear lambda sensor device. 52 or lambda sensor 52 for measuring a residual oxygen content or proportion O up in the exhaust gas stream 25 , 26 the internal combustion engine arrangement 100 provided for, from which the combustion air ratio λ up can be determined.

[0044] Via lines 55 and 56 are the mass flow determination devices 51 and the continuous or linear lambda sensor device 52with a control unit 50 connected. Via the lines 55 and 56 can the control unit 50 the exhaust gas mass flow determination device 51 and from the linear or continuous lambda sensor device 52 Receive the delivered values ​​and then, if necessary, store and / or process them further.

[0045] As already explained, the exhaust gas mass flow is determined by the mass flow determination device. 51 The mass flow rate is determined from the amount of air supplied and the amount of fuel used. The necessary data is then sent to the mass flow determination device. 51 e.g. via the line 55 supplied. In Fig. 1 is the mass flow determination device 51 as a control unit 50 Separate component shown. Mass flow determination device. 51 and control unit 50They can also be part of a higher-level, shared motor control system. Alternatively or additionally, the mass flow determination device can be used. 51 also into the control unit 50 be trained in an integrated manner.

[0046] According to the invention, the control unit 50 trained to use the mass flow determination device as a basis 51 and the continuous or linear lambda sensor device 52 received values ​​as well as a functional relationship of the determined exhaust gas mass flow m. Abgas,up (t) and the measured residual oxygen fraction O up or the combustion air ratio λ up to determine a value for the concentration [X] of a pollutant component.

[0047] In particular, a functional relationship such as that described above under formulas (I) to (III) can be used. However, modifications and combinations of these functional relationships are also conceivable.

[0048] The functional relationships can be implemented either in hard-wired form in the sense of an ASIC, as a program or software module or unit, or as a combination thereof.

[0049] Via the control unit 50 The received measurement values ​​and the determination result can be stored, further processed, displayed or fed into other processing steps.

[0050] In particular, it is conceivable that the control unit 50 by means of a control and measuring line 54 to the internal combustion engine 10whose operation is controlled or regulated, in particular to control pollutant emissions, fuel consumption, power output and other operating parameters of the internal combustion engine 10 to adapt.

[0051] At the in Fig. The embodiment shown in Figure 1 is the continuous or linear lambda sensor device. 52 compared to the internal combustion engine 10 downstream or behind and opposite the catalyst 30 The device is positioned upstream or in front of the exhaust system. This allows for immediate detection of the exhaust gas conditions after it exits the combustion chamber of the internal combustion engine. 10 , i.e., without influence from the function of the catalyst 30 The mass flow determination device 51 is set up to determine the exhaust gas mass flow at this position as well.

[0052] However, other arrangements of the sensor are also conceivable. 52or additional sensors at other positions within the exhaust system 20 .

[0053] Thus, in the Fig. 1 An alternative embodiment is shown in which a measuring transmitter is additionally or alternatively 53 at a catalyst 30 downstream or outstream point in the downstream or outstream exhaust gas section 22 and thus in the downstream or exhaust gas stream 26 is trained. This can be done using a measuring lead. 58 with the control unit 50 This involves a connected jump-type lambda sensor system. However, other exhaust gas measurement devices are also conceivable.

[0054] Via a control and measuring line 57 is the catalyst 30 with the control unit 50 connected to enable appropriate control or regulation of the catalyst operation and its monitoring.

[0055] In the graphs of Fig. 2A to Fig. 2D is for scenarios or vehicles 1 until 4 Correlations illustrated between directly measured cumulative CO concentration values, plotted as ordinate values, and derived cumulative CO concentration values, which are derived from one of the relationships according to formulas (I) to (III) and plotted as abscissa values.

[0056] With 100% correlation, i.e. a 1:1 correspondence, the result would be a straight line through the origin with a slope of 1 and a corresponding correlation or regression coefficient of 1.0.

[0057] Due to statistical and measurement errors with corresponding deviations in the model description according to formulas (I) to (III), it follows that the individual measurement points, which were determined during each individual PEMS (Portable Emission Measurement System) run, do not lie on an origin line representing the ideal relationship with a slope of 1, but may lie 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 different value. The parameters a and b shown in the graphs correspond to the model parameters a and b from model formula (I). The plotted lines are the regression lines underlying the regression.

[0058] 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 Fig. 3A–C shown.

[0059] There, the time plotted on the abscissa is integrated, and thus, starting at the value 0, the concentration value, here for carbon monoxide, is integrally represented over the entire measurement time.

[0060] In the Fig. 3A–C shows the respective track labeled CO, indicating a cumulative CO concentration value in the exhaust gas stream. 25 , which was measured directly using a suitable CO measuring probe for comparison. In contrast, λ is measured using the control unit. 50 The calculated, cumulative λ-value is shown.

[0061] It can be seen that in the fitted graphs according to the Fig. 3A and Fig. 3C a similar temporal course of the cumulative values ​​for the direct CO measurement and for the cumulative λ values ​​exists, so that from a correspondingly parametrically adapted cumulative representation of the λ values ​​the corresponding relationship for the CO concentration in accumulation in the catalyst 30 upstream exhaust gas flow 25 can be derived if the relevant parameters have been adjusted according to one of the formulas (I) to (III).

[0062] From a comparison of Fig. 2 and Fig. 3 it follows that by means of the modeling of the measured values ​​for the continuous lambda probe device between the internal combustion engine provided according to the invention. 10 and the catalyst unit 30 very useful values ​​for the CO concentration in the exhaust gas stream 26 on the downstream side of the catalyst 30 and can be determined, in particular, at the point where the exhaust system exits.

[0063] The Fig. 4A to Fig. Figure 4D shows an error analysis, which reveals that the deviations between the cumulative CO measurements and the cumulative CO estimates from the model, represented as ordinate values, are based on the determined exhaust gas mass flow values ​​and the measured values ​​of the linear or continuous lambda sensor device. 52 in the catalyst 30 downstream exhaust gas stream 26 still within the tolerance limits α and β of the measurement technology, represented by the dotted lines.

[0064] The correlation of with a continuous or linear lambda sensor 52 compared to a catalyst unit 30 Upstream measured λ values ​​with an exhaust gas mass flow signal in a functional relationship, in particular according to the formulas (I) to (III) given above, show good agreement with directly measured pollutant emissions.

[0065] This applies in particular to carbon monoxide (CO), but also to other pollutant components such as nitrogen oxides (NOx). x and the like.

[0066] Thus, according to the invention, the carbon monoxide concentration or the concentration of another pollutant component in the exhaust gas stream can be determined solely on the basis of a specific exhaust gas mass flow value and a continuous lambda sensor signal. 25 , 26 will be closed.

[0067] Since so-called PEMS devices have been used and developed for real-world driving or RDE driving (RDE: Real Driving Emissions) and this measurement technology is complex and expensive to procure and maintain, the inventive method offers great advantages in this respect.

[0068] It can therefore be expected that the use of the present invention will enable the creation of new control unit functions for emission determination. Furthermore, the complexity of existing measurement technology can be reduced. So-called roller tests or tests on test benches can also be reduced. New possibilities for pollutant diagnostics and emission simulation also arise using the technology proposed according to the invention.

[0069] As already explained in detail above, the proposed technique measures the continuous lambda sensor signal (SLS) upstream of the catalytic converter. 30 and determines the oxygen content and thus the so-called λ-value at that point. Therefore, the CO content in the exhaust gas after it has passed through the exhaust system can be directly inferred at this point, and possibly also other pollutant components, for example NO. x and others. The following catalyst 30It converts a portion of the existing CO and also has an oxygen buffer function. The invention ensures that at no time does the engine produce more CO, which can then be converted by the catalyst, than is legally permitted. Therefore, the exhaust gas flow at the end of and after the exhaust system meets the legal standards even better and more reliably than before.

[0070] So that after the catalyst 30 In a further embodiment of the invention, a so-called jump lambda probe is particularly used to prevent the release of further pollutants into the environment. 53 It is designed for monitoring and control. In principle, it has a binary function with values ​​of zero for a rich fuel-air mixture and one for a lean fuel-air mixture.

[0071] A key aspect of the present invention is that the measurement signal of a continuous or linear lambda sensor device can be accessed at any time. 52 – especially at a measuring point that leads to the catalyst 30 is located upstream – on the proportion of a pollutant component, in particular carbon monoxide CO, in the exhaust stream 25 , 26 can be closed. Reference symbol list 10 Internal combustion engine 11 Fuel, fuel supply 12 Air, air supply 20 Exhaust system 21 upstream / upstream exhaust system 22 downstream / downstream exhaust system 25 upstream exhaust gas flow 26 downstream exhaust gas flow 30 catalyst 50 control unit 51 Exhaust gas mass flow determination device 52 Upstream linear / continuous lambda sensor device 53 Downstream / downstream step lambda sensor device 54 Control and measuring line 55 Line 56 Measuring leads 57 Control and measuring line 58 Measuring leads 100 internal combustion engine arrangement

Claims

[1] Method 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 which an exhaust gas mass flow (m. Abgas,up (t)) in the exhaust stream ( 25 , 26 ) the internal combustion engine arrangement ( 100 ) is determined, – which may be equipped with a lambda sensor system ( 52 ) in the exhaust gas stream ( 25 , 26 ) the internal combustion engine arrangement ( 100 ) the residual oxygen content (O up ) can be measured, – possibly using the lambda sensor system ( 52 ) the residual oxygen content (O up ) immediately downstream to the internal combustion engine ( 10 ) and upstream to a – in particular first – catalyst ( 30 ) the internal combustion engine arrangement ( 100 ) is measured, and – in which a functional relationship of the specific exhaust gas mass flow (m. Abgas,up (t)) and, if applicable, the lambda sensor device ( 52 ) measured residual oxygen fraction (O up ) a value for the concentration ([X], CO[g], NO x [g]) of the pollutant component (CO, NO x ) is determined. [2] Method according to claim 1, wherein the lambda sensor device ( 52 ) for measuring the residual oxygen content (O up ) a continuous lambda sensor system is used. [3] Method according to any one of the preceding claims, wherein the pollutant component is carbon monoxide (CO), nitrogen oxide (NOx) x ), hydrocarbon (HC), non-methane hydrocarbon (NMHC), particle number (PN) and / or particle mass (PM). [4] 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. Abgas,up (t)) c ·(1 – λ fett (t))]dt + b, (I) [X] = a·∫[(b·m. Abgas,up (t)) c ·(1 – λ fett (t))]dt and (II) [X] = a·∫[(b·m. Abgas,up (t)) c ·((1 – λ fett (t))·d)]dt, (III) where (i) [X] the concentration of the pollutant component (CO, NO x ) in the exhaust gas stream ( 25 , 26 ) designated, (ii) a, b, c, d for the underlying internal combustion engine ( 10 ) certain specific sizes are, (iii) m. Abgas (t) denotes the specific time-dependent exhaust gas mass flow rate, (iv) for λ fett (t) especially the relationship λ fett (t) = 1∨(λ up (t) ≤ 1) applies, (v) λ up (t) that from the measured residual oxygen content (O up ) certain time-dependent combustion air ratio and (vi) t denotes time. [5] Control procedure for an internal combustion engine arrangement ( 100 ), – in which the concentration ([X], CO[g], NO is used as a quantity, especially as a controlled variable x [g]) of a pollutant component (CO, NO x ) in an exhaust gas stream ( 25 , 26 ) the internal combustion engine arrangement ( 100 ) is used and – at which the concentration ([X], CO[g], NO x [g]) of the pollutant component (CO, NO x ) is determined using a method according to any one of claims 1 to 4. [6] System ( 50 , 51 , 52 ) to determine 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 any one of claims 1 to 4, with: – an exhaust gas mass flow determination device ( 51 ) to determine an exhaust gas mass flow (m. Abgas,up (t)) in the exhaust stream ( 25 , 26 ) the internal combustion engine arrangement ( 100 ), – possibly a lambda sensor system ( 52 ) to measure a residual oxygen content (O up ) in the exhaust gas stream ( 25 , 26 ) the internal combustion engine arrangement ( 100 ) and – a control unit ( 50 ), where the control unit ( 50 ) is set up, – determining an exhaust gas mass flow (m. Abgas,up (t)) in the exhaust stream ( 25 , 26 ) the internal combustion engine arrangement ( 100) using the exhaust gas mass flow determination device ( 51 ) to effect, – possibly measuring the residual oxygen content (O up ) in the exhaust gas stream ( 25 , 26 ) the internal combustion engine arrangement ( 100 ) using the lambda sensor device ( 52 ) to effect, – the values ​​of the exhaust gas mass flow determination device ( 51 ) and, if applicable, the lambda sensor system ( 52 to receive and – from a functional relationship of the specific exhaust gas mass flow (m. Abgas,up (t)) and, if applicable, the measured residual oxygen content (O up ) a value for the concentration ([X], CO[g], NO x [g]) of the pollutant component (CO, NO x ) to determine, and where applicable the lambda sensor system ( 52 ) for measuring the residual oxygen content (O up ) immediately downstream to the internal combustion engine ( 10) and upstream to a – in particular first – catalyst ( 30 ) the internal combustion engine arrangement ( 100 ) is arranged. [7] System ( 50 , 51 , 52 ) according to claim 6, wherein the lambda sensor device ( 52 ) for measuring the residual oxygen content (O up ) a continuous lambda sensor system. [8] System ( 50 , 51 , 52 ) according to one of claims 6 or 7, wherein the pollutant component is carbon monoxide (CO), nitrogen oxide (NOx), hydrocarbon (HC), non-methane hydrocarbon (NMHC), particle number (PN) and / or particle mass (PM). [9] 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. Abgas,up (t)) c ·(1 – λ fett (t))]dt + b, (I) [X] = a·∫[(b·m. Abgas,up (t)) c ·(1 – λ fett (t))]dt and (II) [X] = a·∫[(b·m. Abgas,up (t)) c ·((1 – λ fett (t))·d)]dt, (III) where (i) [X] the concentration of the pollutant component (CO, NO x ) in the exhaust gas stream ( 25 , 26 ) designated, (ii) a, b, c, d for the underlying internal combustion engine ( 10 ) certain specific sizes are, (iii) m. Abgas (t) denotes the specific time-dependent exhaust gas mass flow rate, (iv) for λ fett (t) especially the relationship λ fett (t) = 1∨(λ up (t) ≤ 1) applies, (v) λ up (t) that from the measured residual oxygen content (O up ) certain time-dependent combustion air ratio and (vi) t denotes time. [10] Internal combustion engine arrangement ( 100 ), with: – an internal combustion engine ( 10 ), – an exhaust system ( 20 ) for receiving and transmitting a signal from the internal combustion engine during operation ( 10 ) generated exhaust gas flow ( 25 , 26 ) and – a system ( 50 , 51 , 52 ) to determine 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 ), where the system ( 50 , 51 , 52 ) is designed according to one of claims 6 to 9 and the operation of the internal combustion engine ( 10 ) by means of the exhaust gas stream ( 25 , 26 ) certain concentration ([X], CO[g], NO x [g]) of the pollutant component (CO, NO x) is controllable.

Images