VEHICLE

TECHNICAL FIELD

[0001] The present subject matter relates to an on-board age monitoring system in a vehicle. More particularly, the present invention relates to the on-board age monitoring of a catalytic converter.

BACKGROUND

[0002] With the growing environmental concern, automotive industry has become very sensitive towards emission control measures. For example, automotive manufactures are employing technologies like using exhaust gas recirculation (EGR) and redox reactions to reduce the exhaust emissions. EGR employs a EGR valve that regulates recirculation of exhaust air for re-combustion. For redox reactions in exhaust system a catalytic convertor is used. Along with catalytic convertors, one or more oxygen sensors are also used for measuring the amount of unbumt oxygen based on which the combustion can be improved if required. In order to ensure efficient functioning of the exhaust system, it is necessary to monitor continuous health of components like the EGR valve, the catalytic converter, and the oxygen sensor. The aging of these components results in higher emissions, if not maintained or repaired on time. For example in exhaust system, aging of the catalytic convertor affects the conversion efficiency of the catalyst towards toxic gases.

BRIEF DESCRIPTION OF DRAWINGS

[0003] The detailed description is described with reference to the accompanying figures. The same numbers are used throughout the drawings to reference like features and components.

[0004] Fig. 1 describes a block diagram of an on board age monitoring system depicting the essential embodiments of the invention. [0005] Fig. 2 shows a block diagram of an electronic control unit (Electronic Control Unit) of the on board age monitoring system of Fig. 1.

[0006] Fig. 3 shows a block diagram of a server system of the on board age monitoring system of Fig. 1.

[0007] Fig. 4A - 4C shows a flow chart depicting the operation of the on board age monitoring system of Fig. 1.

DETAILED DESCRIPTION OF THE INVENTION

[0008] The toxic gases from vehicle exhaust contains different components including CO, NO and some amount of unbumt hydrocarbon together constituting Total Hydro Carbon (THC) emissions. The function of a 3 way catalytic converter is to convert the toxic gases into non-toxic through a oxidation and reduction reaction also termed as redox reaction. The 3 way converter consists of some precious metals such as Rh, Pd, Ce. A honeycomb structured wash-coat provided inside the catalytic convertor increases the surface area to get in touch with the exhaust gases which improves the conversion effectiveness. The toxic gases CO, NO, and THC are converted into carbon dioxide, nitrogen and water vapor. As the name suggests , the honeycomb works as a catalyst in the redox reaction happening inside the catalytic convertor.

[0009] As a result of the reaction, the wash coat of the catalyst gets fdled with excess oxygen generated during the oxidation reaction. In a non-stoichiometric (i.e. air-fuel ratio not equal to 14.7: 1) reaction, some moles of oxygen are required to balance the redox reaction. During a lean bum cycle, excess oxygen is stored onto the surface of the catalytic convertor whereas during a rich air-fuel mixture cycle, the catalytic convertor releases stored oxygen for burning of the unbumt hydrocarbons. The stored oxygen is released in the reduction reaction and completes the conversion reaction. With long term usage, the catalytic convertor gets aged which deteriorates the conversion efficiency of the catalytic convertor. Oxygen storing capability of the catalytic convertor plays a vital role in achieving a substantially balanced reaction closer to stoichiometric ration. The catalytic convertor has a defined oxygen storage capacity and this reduces as the catalyst gets aged or due to catalyst poisoning. The state of oxygen storage capacity defines the age of the catalyst. The state of health of a catalyst is also estimated by oxygen storage capacity estimation. It is therefore important to accurately determine the oxygen storage capacity of the catalytic convertor to monitor the age of the catalyst and thereby trigger an corrective or repair action.

[00010] A oxygen/oxygen sensor which is typically placed after the catalyst reflects the behavior of catalyst conversion efficiency. Some data-driven methods, using the input of the oxygen sensor, are employed to estimate the state of health of the catalytic convertor. In data-driven methods or look-up table methods, the oxygen sensor signal data for different aging conditions are stored in different forms such as a table, histogram, etc. The stored data is matched with real-time vehicle signals and this comparison provides the health condition information about the catalyst.

[00011] In the existing technology, the numerical integration of difference between input of pre oxygen sensor input ( _pre ) and post oxygen sensor input (l _r05ΐ ) provides the indication of oxygen storage capacity level of the catalytic convertor at given point of time. At low power operation region of the vehicle e.g. around 1500 rpm, the electronic control unit commands a square wave cycle of lean air- fuel ratio (AFR) and rich air-fuel ratio. In a period of lean air-fuel ratio, the wash coat of catalytic convertor fills with oxygen and in a period of rich air-fuel ratio, wash coat of catalytic convertor gets empty by releasing oxygen in order to balance and achieve reaction as close as possible to a stoichiometric reaction. Numerical integration of the difference signal provides the accumulated oxygen value, which is then compared to a predefined threshold value to get the oxygen storage capacity state and thereby monitoring age of the catalytic convertor. A long width square command for AFR is needed here because of sampling time T _s constraint especially at higher revolutions per minute (rpm) of the engine. At slower engine speed the conversion process will be slower which provides the more number of samples which leads to greater accuracy. The Oxygen Storage Capacity (OSC) is determined by below equation.

[00012] This method is limited to run effectively only at low rpm to reduce the estimation error. At higher rpm, the dynamics will be faster so the estimation error will be higher. It is not applicable at all the operating range of the engine. Though the process is applicable at low rpm, it can also produce the faulty results for the age of the catalyst. The electronic control unit commands the square wave of lean and rich AFR, for which the wave has to have longer width to get a good resolution which reduces the estimation error. Although the age calculation of this method provides somewhat accurate results, but the long step command of lean AFR disturbs the intended driving operation of the vehicle, which is not desirable. [00013] In different known advanced age monitoring mechanisms, many model- based methods are employed. In said model-based methods, pre-configured and calibrated data for catalyst and conversion process is required to design a state observer as well an estimators for Oxygen monitoring capacity (oxygen storage capacity) monitoring is also needed. Mostly, a single state integrator model is used for onboard oxygen storage capacity estimation of the catalytic convertor. However, the catalytic converter is a complex nonlinear system therefore the single state integrator model does not represent the accurate and actual time dynamics of the catalytic convertor. These models are linearized at one operating point for measuring state of oxygen storage capacity, but that measurement will not provide the accurate data in dynamically changing operating conditions of the catalytic convertor. On the contrary, implementing a complex non-linear model based on real time data necessitates high amount of data to be analysed in short time thereby demanding high computing power as well as more energy consumption in analysing and computation of voluminous data, which is undesirable.

[00014] Therefore there is a need for an improved and an onboard oxygen storage capacity monitoring system which can work effectively at all operating range (low speed operating range to high speed operating range) of the engine. Thus, there exists a need for a system design with an improved modelling method of the catalyst and oxygen storage capacity state observation that overcome above and others problems of known art.

[00015] One of the main objective of the present invention is to provide an improved health monitoring system for a catalytic device that accurately monitors onboard health condition of a component having dynamic variations cum plurality of input variables for example a catalytic converter. Present invention is explained with an example of on board age monitoring system of the catalytic convertor, however the system as claimed and disclosed can be utilized for on board health monitoring of components like oxygen sensor, EGR valve or any other component having dynamic input variables. The system of the present invention measures an oxygen storage capacity state of the catalytic convertor, with a constant estimation of oxygen storage capacity level, utilizing a combination of a linear computation module and a non-linear computation module, without affecting the driving operations of the vehicle. The linear and non-linear module of the present invention are being split into a vehicle electronic control unit and a server unit to which the vehicle electronic control unit is communicating, to reduce the load on the vehicle electronic control unit and for processing continuous variable data with high accuracy.

[00016] An objective of the present invention is to provide an effective and accurate onboard age monitoring system for a vehicle. The onboard age monitoring system as per the present invention comprises of an estimation module, an electronic control unit, and a server. The estimation module is configured to calculate an exhaust mass flow rate of an engine of the vehicle. The electronic control unit is communicatively connected to the estimation module and is configured to calculate one or more dynamic oxygen storage capacity values of an exhaust processing unit of the vehicle, based on the exhaust mass flow rate and one or more measured variable factors of the exhaust processing unit. The server, which is communicatively connected to the electronic control unit, is configured to calculate a true oxygen storage capacity value of the exhaust processing unit, based on the one or more dynamic storage capacity values, and the one or more measured variable factors of the exhaust processing unit. [00017] Another objective of the present invention is to provide the onboard age monitoring system, in which one or more measured variable factors of the exhaust processing unit, include one or more of a measured throttle opening angle input of a throttle unit, an measured engine rotation per minute input for the engine, a measured pre-oxygen level value of exhaust gas exiting from the engine, a measured post-oxygen level value of exhaust gas exiting from the exhaust processing unit, and an measured exhaust temperature input of exhaust gas exiting from the engine. The measured throttle opening angle input is calculated using a throttle sensor disposed on the throttle unit. The measured engine rotation per minute input of the engine is calculated using a rotation sensor disposed on the engine. The measured pre-oxygen level value of exhaust gas is calculated using a pre oxygen sensor disposed upstream of the exhaust processing unit. The measured post-oxygen level value of exhaust gas is calculated using a post oxygen sensor disposed downstream of the exhaust processing unit. The measured exhaust temperature input of exhaust gas is calculated using a temperature sensor disposed upstream of the exhaust processing unit.

[00018] As per one objective of the present invention, the estimation module is communicatively connected to the throttle sensor and the rotation sensor, to receive the measured throttle opening angle input and the engine rotation per minute input. The estimation module is configured to calculate the exhaust mass flow rate of the engine based on the measured throttle opening angle input, and the engine rotation per minute input.

[00019] The electronic control unit is communicatively connected to the pre oxygen sensor to receive the measured pre-oxygen level value of the exhaust gas. the electronic control unit is communicatively connected to the post oxygen sensor to receive the measured post-oxygen level value of the exhaust gas. The electronic control unit is communicatively connected to the temperature sensor to receive the measured exhaust temperature value of the exhaust gas. The electronic control unit is communicatively connected to the estimation module to receive input for the exhaust mass flow rate of the engine. The electronic control unit is configured to calculate the one or more dynamic oxygen storage capacity values of the exhaust processing unit, based on the exhaust mass flow rate and one or more measured variable factors including the measured pre-oxygen level of exhaust gas, the measured post-oxygen level of exhaust gas, and the measured exhaust temperature of exhaust gas.

[00020] Another objective of the present invention is to provide the server which is configured to receive an input for the one or more dynamic oxygen capacity values from the electronic control unit. The server is configured to calculate the true oxygen storage capacity value based on the one or more dynamic oxygen capacity values, one or more measured variable factors including the measured pre-oxygen level of exhaust gas, the measured post-oxygen level of exhaust gas, and the measured exhaust temperature of exhaust gas.

[00021] The server is configured to send input of the true oxygen storage capacity value to the electronic control unit, and electronic control unit is configured to compare the true oxygen storage capacity value with a predefined standard oxygen storage capacity value. If the true oxygen storage capacity value is more that the predetermined standard oxygen storage capacity value then the electronic control unit generates an alert indication on a user display unit.

[00022] The electronic control unit is also configured to display a continuous age parameter indication of the exhaust processing unit on the user display unit, if the true oxygen storage capacity value is less than the predefined standard oxygen storage capacity value.

[00023] An objective of the present invention is to provide the electronic control unit with a primary processing unit, which further includes a receiver and process module, and a non-linear computing module. The receiver and process module is communicatively connected to the non-linear computing module.

[00024] Another objective of the present invention is to provide the server with a secondary processing unit which includes a Parallel distributed compensation (hereinafter PDC) observer and a linear state space computing module. The PDC observer is communicatively connected to a linear state space computing module. [00025] According to an embodiment of the present invention, the electronic control unit is disposed on the vehicle and the server is provided on an external cloud storage space, and the exhaust processing unit is a catalytic convertor. [00026] An objective of the present invention is to provide the onboard age monitoring system a split configuration processing unit comprising the electronic control unit and the server. The electronic control unit includes the non-liner computing module and the server includes the liner computing module to reduce the load and computational power requirements on the system.

[00027] An objective of the present invention is to provide an onboard age monitoring method operating on the onboard age monitoring system in the vehicle, to calculate the true oxygen storage capacity value of the exhaust processing unit. [00028] The essential and basic features of the invention are explained above and does not limit the scope of the invention. Some salient factors and aspects of the onboard age monitoring system and method will be discussed in the detail with reference to the accompanying drawings. The scope of the invention will entirely be defined by the claims. The present subject matter is further described with reference to accompanying figures. It should be noted that the description and figures merely illustrate principles of the present subject matter. Various arrangements may be devised that, although not explicitly described or shown herein, encompass the principles of the present subject matter. Moreover, all statements herein reciting principles, aspects, and examples of the present subject matter, as well as specific examples thereof, are intended to encompass equivalents thereof.

[00029] Referring to Fig. 1, a block diagram of an on board age monitoring system (100) is shown. The on board age monitoring system (100) for a vehicle (not shown) includes a throttle sensor (101), a rotation sensor (102), an exhaust processing unit (103), a pre oxygen sensor (104), a post oxygen sensor (105), a temperature sensor (106), an estimation block (107), an electronic control unit (108), a server (109), and a user display unit (110).

[00030] The exhaust processing unit (103) is disposed downstream of an engine (102’) and is provided with a mechanism to reduce pollutants in the exhaust gas coming out from the engine. In the present embodiment the exhaust processing unit

(103) is a catalytic convertor, however in an embodiment the exhaust processing unit (103) may define other related components used in exhaust gas processing. [00031] The throttle sensor (101) is disposed on a throttle unit (10 G) of the vehicle (not shown). The throttle sensor senses an measured throttle opening angle input (101A) of the throttle unit (10G). The rotation sensor (102) is disposed on the engine (102’) of the vehicle. The rotation sensor (102) senses an measured engine rotation per minute input (102A) on the engine (102’). The pre oxygen sensor (104) is disposed upstream of the exhaust processing unit (103). The pre oxygen sensor

( 104) senses a measured pre-oxygen level value ( 104A) of exhaust gas exiting from the engine (102’). The post oxygen sensor (105) is disposed downstream of the exhaust processing unit (103). The post oxygen sensor (105) senses a measured post-oxygen level value (105 A) of the exhaust gas passing through the exhaust processing unit (103). The temperature sensor (106) is disposed upstream of the exhaust processing unit (103). In an embodiment the temperature sensor (106) may be mounted downstream of the exhaust processing unit (103) or on an exhaust passage (not shown). The temperature sensor (106) senses an measured exhaust temperature input of the exhaust gas exiting from an exhaust port (not shown) of the engine (102’).

[00032] The estimation block (107) is communicatively connected to the throttle sensor (101) and the rotation sensor (102). The estimation block (107) receives the measured throttle opening angle input (101 A) and the measured engine rotation per minute input (102A) from the throttle sensor (101) and the rotation sensor (102) respectively. The estimation module (107) is configured to calculate an exhaust mass flow rate (107A) of the engine (102’) based on the measured throttle opening angle input (101A), and the engine rotation per minute input (102A). In an embodiment, the estimation block (107) includes a predefined lookup table of a set of different values of the measured throttle opening angle input (101 A), and the engine rotation per minute input (102A) and corresponding exhaust mass flow rate (107A). Based on the predefined comparative values of the look up table, the estimation block calculates the exhaust mass flow rate (107A) of the engine. In another embodiment, the estimation block (107) may include a known calculating algorithm model, and calculates a real-time exhaust mass flow rate (107A) based on real time values of the measured throttle opening angle input (101 A), and the engine rotation per minute input (102A).

[00033] The electronic control unit (108) is communicatively connected to the pre oxygen sensor (104), the post oxygen sensor (105), the temperature sensor (106), and the estimation module (107). The electronic control unit (108) is configured to calculate one or more dynamic oxygen storage capacity values (108A) of the exhaust processing unit (103) based on the exhaust mass flow rate (107A) and the one or more measured variable factors of the exhaust processing unit (103). [00034] The one or more measured variable factors may include one or more of the measured throttle opening angle input (101A) of the throttle unit (10 G), the measured engine rotation per minute input (102A) for the engine (102’), the measured pre-oxygen level value (104A) of exhaust gas exiting from the engine (102’), the measured post-oxygen level value (105 A) of exhaust gas exiting from the exhaust processing unit (103), and the measured exhaust temperature input (106 A) of exhaust gas exiting from the engine (102’).

[00035] The pre oxygen sensor ( 104) sends input to the electronic control unit (108) for the measured pre-oxygen level value ( 104A) of the exhaust gas . The post oxygen sensor (105) sends input for the measured post-oxygen level value (105 A) of the exhaust gas to the electronic control unit (108). The electronic control unit (108 ) receives input of the measured exhaust temperature value ( 106A) of the exhaust gas from the temperature sensor (106). The estimation module (107) sends input for the calculated exhaust mass flow rate (107A) of the engine (102’) to the electronic control unit (108). In an embodiment, the electronic control unit (108) calculates the one or more dynamic oxygen storage capacity values (108 A) of the exhaust processing unit (103), based on the exhaust mass flow rate (107A) and the measured pre-oxygen level of exhaust gas (104A), the measured post-oxygen level of exhaust gas (105A), and the measured exhaust temperature (106A) of exhaust gas. In another embodiment, the electronic control unit (108) may receive direct input for the measured throttle opening angle input (101A) of the throttle unit (10G), the measured engine rotation per minute input (102A) for the engine (102’) to calculate the exhaust flow rate (107A), and also acts as the estimation unit (107). In a preferred embodiment, the electronic control unit (108) and the estimation unit ( 107) are disposed on the vehicle . In an alternate embodiment, the electronic control unit (108) may be configured to act as a vehicle control unit.

[00036] The server (109) is communicatively connected to the electronic control unit (108) to receive the calculated one or more measured variable factors of the exhaust processing unit (103) and inputs related to the one or more dynamic oxygen storage capacity values (108A). In an alternate embodiment, the server (109) is an external storage and processing system and is not installed with the vehicle. In an embodiment, the server (109) may be provided on an external cloud storage space. The server (109) is configured to calculate a true oxygen storage capacity value (109A) of the exhaust processing unit (103), based on the one or more dynamic storage capacity values (108A), and the one or more measured variable factors of the exhaust processing unit (103). In a preferred embodiment, the server (109) calculates the true oxygen storage capacity value (109A) based on the one or more dynamic oxygen capacity values (108A), the measured pre-oxygen level of exhaust gas (104A), the measured post-oxygen level of exhaust gas (105 A), and the measured exhaust temperature (106A) of exhaust gas, using a linearization process. [00037] After calculating the true oxygen storage capacity value (109A), the server (109) sends input of the true oxygen storage capacity value (109A) to the electronic control unit (108) which compares the true oxygen storage capacity value (109A) with a predefined standard oxygen storage capacity value to generate an alert indication on the user display unit (110), if the true oxygen storage capacity value (109A) is more than the predefined standard or limit oxygen storage capacity value. The predefined standard oxygen storage capacity value is a maximum allowed oxygen storage capacity value for the exhaust processing unit, particularly the catalytic convertor, above which the catalytic converter will not be capable of processing the pollutants in the exhaust gases.

[00038] In the present invention, information processing is split into two processing units, i.e. the electronic control unit (108) on the vehicle, and the server (109) on the external space communicating to each other, such that a continuous processing of variable information of a running exhaust processing unit (103) can be done without overloading the system. In the known art, in order to avoid overload on the processing system of the vehicle, the processing of variable information of the exhaust processing unit is done only at certain intervals not continuously, which does not provide an accurate result for ageing of the exhaust processing unit (103). The present invention, however facilitates continuous monitoring, processing and analysis of constantly varying factors of the exhaust processing unit (103) which is counterintuitive and is achieved by designing a split information processing configuration of the system, thereby accurately and reliably determining repair or service requirement of the exhaust processing unit. As per an additional aspect of the present invention, the split computing is intentionally constituted with a linear and non-linear computing ability to enable achieving reliable and consistent results while processing constantly varying data.

[00039] Referring to Fig. 2, a block diagram to describe the components of the electronic control unit of the onboard age monitoring system (100) are explained. The electronic control unit (108) includes an first transceiver unit (201), an analog to digital convertor unit (hereinafter ADC) (202), a first memory unit (203), and a primary processing unit (204). The first transceiver unit (201) is capable of receiving input to and sending output from the electronic control unit (108). One or more analog input signals are received by the first transceiver unit (201) and are sent to the ADC unit (202), which converts analog input signal to digital signals. Processed digital signals are sent to the first memory unit (203) to store the digital information. Stored digital information is sent to the primary processing unit (204). The primary processing unit (204) includes a receiving cum processing module (204A) and a non-linear computing module (204B). The receiving cum processing module (204A) receives digital information from the first memory unit (203), which includes information related to the exhaust mass flow rate (107A) and one or more measured variable factors including the measured pre-oxygen level of exhaust gas (104A), the measured post-oxygen level of exhaust gas (105 A), and the measured exhaust temperature (106A) of exhaust gas. The non-linear computing module (204B) calculates the one or more dynamic oxygen storage capacity values (108A) of the exhaust processing unit (103), based on inputs related to the exhaust mass flow rate (107A), the measured pre-oxygen level of exhaust gas (104A), the measured post-oxygen level of exhaust gas (105 A), and the measured exhaust temperature (106A) of exhaust gas. The calculated one or more dynamic oxygen storage capacity values (108A) are transferred back to the first memory unit (203) and are converted to the analog signals by the ADC unit (202) and are sent as output to the server (109) using the first transceiver unit (201).

[00040] Referring to Fig. 3, a block diagram is shown to describe essential components of the server (109). The server (109) is provided with a second transceiver unit (301), a second memory (302), and a secondary processing unit (303). The second transceiver unit (301) receives input related to the calculated one or more dynamic oxygen storage capacity values (108A) from the electronic control unit (108) and stores them in the second memory unit (302). The secondary processing unit (303) includes a parallel distributed compensation (hereinafter PDC) observer (303A) and a linear state space computing model (303B). The PDC observer (303 A) works parallelly with the linear state space computing model (303B) in the linearization process. The PDC observer (303A), observes or calculates a variation between different values of the one or more dynamic oxygen storage capacity values (108 A) calculated by the electronic control unit (103) and sends the variation value or the error value to the linear state space computing module (303B). The linear state space computing module (303B) then calculates the true oxygen storage capacity value (109A) of the exhaust processing unit (103) based on the variation between the one or more dynamic oxygen storage capacity values (108A) and one or more measured variable factors including the measured pre-oxygen level (104 A) of exhaust gas, the measured post-oxygen level (105 A) of exhaust gas. The calculated true oxygen storage capacity value (109A) is then transmitted to the electronic control unit (108) for comparison with a predefined standard oxygen storage capacity value and to communicate the malfunction alert, if any, with the user display unit. [00041] In an embodiment, the onboard age monitoring system (100) is provided with a split configuration processing unit (100’) comprising the electronic control unit (108) and the server (109), where the electronic control unit (108) includes a non-liner computing module (204B) and the server ( 109) includes a liner computing module (303B). in an embodiment, the split configuration processing unit (100’) may be disposed in a vehicle or on may be disposed in at multiple locations i.e. partially at vehicle and partially at a external location.

[00042] In the onboard age monitoring system (100) explained above in all embodiments, the system is basically provided with a split processing configuration of a linear and non-linear computing module to reduce the load and computational power requirements on the system.

[00043] The method of operation of the onboard age monitoring system is described in Figures 4A, 4B and 4C. The proposed method is a model-based design that operates to continuously monitor the age of the catalytic convertor during all operating range ofthe exhaust processing unit (103) i.e. the catalytic convertor. The claimed method and the system are using a combination of the linear computing module (204B) and the non-linear computing module (303B) to calculate the true oxygen storage capacity value (109A) of the exhaust processing unit (103) that operates continuously with variable parameters. The combination of linear computing module (204B) and the non-linear computing module (303B) ensures an effective monitoring and fast processing of the variable parameters of the exhaust process unit (103) to calculate age. In addition, splitting into the linear computing module (204B) and the non-linear computing module (303B), on the electronic control unit (108) disposed on the vehicle and the server (109) on the external space respectively, further enhance the efficiency of the onboard diagnostic system (100) to accurately calculate the true oxygen storage capacity value (109A) for age monitoring.

[00044] In operation, in step 401, the estimation module (107) receives the throttle opening input (101 A) from the throttle position sensor (101). In step 402, the estimation module (107), receives the measured engine rotation per minute input (102A) from the rotation sensor (102). In step 403, the estimation module (107) calculates the exhaust mass flow rate (107A) based on the measured throttle opening angle input (101 A) and the measured engine rotation per minute input (102A).

[00045] In step 404 and step 405, the receiving cum processing module (204A) of the primary processing unit (204) receives the exhaust mass flow rate input (107A) and the input for the one or more variable input factors of the exhaust processing unit (103) and the non-linear computation module (204B) calculates a verification post-oxygen level (VPOL) based on the exhaust mass flow rate (107A) and the one or more variable input factors including the measured pre-oxygen level (104 A) and the measured exhaust temperature (106A).

[00046] In step 406 and 407, the primary processing unit (204), particularly the receiving cum processing module (204A), compares the verification post oxygen level VPOL with the measured post- oxygen level (105 A) and checks if the verification post-oxygen level is equal to the measured post- oxygen level (105A). [00047] I If the verification post-oxygen level VPOL is not equal to the measured post-oxygen level (105 A), then in step 408, the receiving cum processing module (204A) of the primary processing unit (204), corrects an error in a constant coefficient of the non-linear computing module (204B) of the primary processing unit such that the verification post-oxygen level VPOL calculated based on the measured pre-oxygen level (104A), the measured exhaust temperature (106A) and the exhaust mass flow rate (107A) is equal to the actual measured post-oxygen level (105A).

[00048] At step 409, the non-linear computing module (204B) of the primary processing unit (204), calculates the one or more dynamic oxygen capacity values (108A) for the continuous operation of the exhaust processing unit (103) based on the exhaust mass flow rate input (107A), and the input for the one or more variable input factors of the exhaust processing unit (103), and the corrected constant coefficient.

[00049] At step 410, the one or more dynamic oxygen capacity values (108 A) for the continuous operation of the exhaust processing unit (103) are sent to the server (109). The PDC observer (303A) of the server (109) observes the variation between the one or more dynamic oxygen storage capacity values (108A).

[00050] In Step 411, the linear state space computing module (303B) of the secondary processing unit (303) calculates the true oxygen storage capacity value (109A) of the exhaust processing unit (103) based on the variation between the one or more dynamic oxygen storage capacity values (109A) and one or more variable input factors.

[00051] At step 412, the electronic control unit (108) receives the calculated true value of oxygen storage capacity value (109A) of the exhaust processing unit (103) from the server (109). At step 413, the primary processing unit (204) of the electronic control unit (108) compares the measures oxygen storage capacity value (109A) with the predefined threshold oxygen storage capacity value.

[00052] At step 414, if the measured true oxygen storage capacity value (109A) is more that the predefined threshold oxygen storage capacity value, then at step 415, the primary processing unit (108) sends the malfunction alert on the user display unit (110). The user of the vehicle is made aware of any age related malfunction of the exhaust processing unit (103) such that the exhaust processing unit (103) can be replaced or serviced to curb the pollutants in the exhaust gas. The electronic control unit (108) is also configured to display a continuous age parameter indication of the exhaust processing unit (103) on the user display unit (110), if the true oxygen storage capacity value (109A) is less than the predefined standard oxygen storage capacity value.

[00053] Improvements and modifications in different embodiments of the invention may be incorporated herein without deviating from the scope of the invention.