MXPA98002905A - Method of cylinder-selective control of an internal combustion engine - Google Patents

Abstract

The invention pertains to a method for cylinder-selective control of the internal combustion in an self-ignited diesel engine. A measuring device with related processing unit indicates the crankshaft rotation angle and determines the number of revolutions of said crankshaft at a given time. Based on that number, a control instrument provides the relevant parameters for cylinder-selectively equalizing means pressures, or de-equalizing them according to a definite value, thus minimizing the effects on the combustion process of differences between structural components involved in the fuel supply system and said combustion process.

Description

PROCEDURE FOR THE SELECTIVE CONTROL OF THE CYLINDERS OF AN INTERNAL SELF-GENERATION COMBUSTION ENGINE Description of the Invention The invention relates to a method for the selective control of the cylinders of a multi-cylinder auto-ignition internal combustion engine, four-stroke, with selective fuel injection by cylinders in accordance with the main concept of the claim. 1 of the patent, as well as with a device for carrying out the procedure. An internal combustion engine with autoignition, for example a diesel engine, offers less chance of influencing the combustion process compared to an internal combustion engine with external ignition, such as an Otto engine. Thus, for example, there is no possibility at all of preparing the mixture as in the case of an Otto engine. The principle of operation of a diesel engine only influences the start of the injection and the amount of fuel. Due to the inevitable differences of the components indefinite differences in the behavior of the individual cylinders are registered, which can be negatively reflected in terms of fuel consumption, emission of pollutants, vibration behavior, synchrony of the march, the acoustics and the useful operative life. The differences between the components in this case refer to all deviations of the components of a diesel engine from their ideal characteristic value. For this the differences between the components can be due to the inevitable tolerances in the manufacture, as they can also be caused during the running of the internal combustion engine by abrasion, deformation, depositions, etc. The responsibility for the damages caused by the differences in the components lies mainly in those components of a diesel engine that participate in the fuel supply or in the combustion process. The injection nozzles are those that are most afflicted with problems, being that it is required that all the injection nozzles of a diesel engine pass through the same hydraulic flow of fuel. This requirement is very difficult to satisfy because the hydraulic flow depends to a large extent on the condition of the injection nozzle bore, or on the temperature of the fuel or resepctively of the injection nozzle. And in this case a reduced hydraulic flow of the fuel during the combustion interval in a diesel engine injection nozzle leads to a reduction of the average compression in the corresponding cylinder, and consequently to a lack of uniformity in the rotation of the crankshaft. The average compression is a magnitude of which the evolution of the compression in the combustion chamber during the combustion interval of a cylinder becomes part of, and which can serve as a measure for the energy transformed in this cylinder. The differences in the average compression of the individual cylinders have different effects in the different regions of operation of a diesel engine. Due to the lack of uniformity in the rotation of the crankshaft, during the idling, the vibration of certain parts of the vehicle is induced, such as the steering wheel, the mirrors, etc., during the half-load running there is a greater emission of pollutants or a greater consumption of fuel and, during the march to full load the diesel engine does not get to develop its maximum power. The increased load of individual cylinders causes a reduction in the useful operating life of the diesel engine. The object of the invention is to provide a method for the control of four-stroke auto-ignition internal combustion engines of the type under consideration in which the effects caused by the differences between the components for the fuel supply and between the components are minimized. components of the combustion system, to allow a more extensive improvement of the characteristics of the engine, for example of fuel consumption. In accordance with the invention, the task is solved by the distinctive features of claim 1 of the patent. For this purpose, from the evolution of the curve of the momentary number of revolutions of the crankshaft different characteristic quantities are derived as a function of the number of revolutions, which are correlated in the most precise way possible with the respective average compression of the combustion chambers of the engine. internal combustion engine, and through which selective correction values are determined per cylinder for the selective equalization per cylinder of the average compressions. In a refinement of the invention, after the equalization of the average compressions, the correction values that produce a defined unequalization of the average compressions of the combustion chambers of the internal combustion engine can be determined. Thus, for example, to suppress the vibrations or the resonances in the vehicle, it can be caused that a cylinder has a more / less strong ignition. The defined equalization or unequalization of the average compressions in the combustion chambers of the internal combustion engine is produced by the selective modification by cylinder of the moment of the injection and of the quantity of fuel injected into the combustion chambers of the internal combustion engine. . For this purpose it is foreseen that the selective modifications per cylinder of the moment of the injection and of the quantity of fuel injected into the combustion chambers of the internal combustion engine are carried out in such a way that in the sum of the selective modifications by cylinder results in zero, whereby it is ensured that the running condition or the power output of the internal combustion engine desired by the driver is not modified. Preferably, for the equalization of the average selective compressions per cylinder, it is possible to use two magnitudes characteristic of the evolution of the curve of the momentary number of revolutions of the crankshaft of the vehicle: the average values of the number of revolutions that are constituted through a maximum 720 degrees crankshaft rotation angle, divided by the number of cylinders, or the amplitudes of the revolutions. For this purpose, the amplitudes of the number of revolutions of the evolution of the curve of the momentary number of revolutions of the crankshaft are determined by means of several numbers of momentary revolutions of the crankshaft, with the same angle of rotation of the crankshaft, in the operating cycle. of the internal combustion engine which is repeated periodically and which in most cases comprises two revolutions of the crankshaft. An advantageous development of the invention consists in the storage of the evolutions of the curves of the momentary revolutions of the crankshaft and / or of the selective correction values per cylinder for comparison purposes. Storage can be carried out after manufacture of the internal combustion engine, after repair or after discretionary intervals. The stored values of the curves of the crankshaft momentary revolutions and / or of the selective correction values per cylinder can be used to diagnose in advance the combustion and / or compression problems of the inefficient combustion engine. The result of the anticipated diagnosis can be indicated on the vehicle, or it can be collected within the framework of an inspection at a specialized workshop. Another advantageous refinement of the invention consists in that the angle of rotation of the crankshaft is detected by a measuring device in the crankshaft having a signal transmitter, whereby the momentary revolutions of the crankshaft are determined by means of a processing unit. For an unmistakable association of the diesel engine work cycle, which comprises two revolutions of the crankshaft, to the angle of rotation of the crankshaft, in the camshaft can be provided with a measuring device having a signal emitter, which allows to capture the angle of rotation of the camshaft. This gives you the information about whether a cylinder is in the 1. or 3., or respectively in the 2. or 4. work cycle time. In addition, the crankshaft measuring device and the camshaft measuring device can be monitored with respect to their correct operation. For this purpose, the ratio of the signals that are emitted by the individual signal emitters of both measuring devices must be constant. A further design provides that a signal transmitter of the crankshaft measuring device and the camshaft measuring device is used in each case to mark a pre-set turning angle of the respective shaft. In addition, signals from the crankshaft and camshaft signal emitters can be used to check the timing between the crankshaft and the camshaft. Alternatively, the angle of rotation of the crankshaft and the number of revolutions of the crankshaft can also be determined from the number of revolutions of the camshaft. In this, the equalization or defined unequalization of the selective average compression per cylinder allows to influence the emission of pollutants, the fuel consumption, the vibratory behavior, the synchrony of the gear, the useful operating life and / or the acoustics of the engine. of internal combustion. The various characteristic quantities do not reproduce without falsifying the selective average compression per cylinder, but in the various ranges of numbers of revolutions they are modified in a more or less considerable way by various contrary influences as a function of the number of revolutions. Because of this, it can happen that with average selective compressions per cylinder, one characteristic quantity correlates more in the lower range of revolutions while the other characteristic quantity correlates more in the upper range of the number of revolutions of a diesel engine, due to which it is necessary to use the characteristic magnitudes in a specific way to the number of revolutions. The use of various characteristic values for different ranges of engine speeds allows the equalization or defined unequalization of the average compression as a function of the momentary number of revolutions of the crankshaft, for various influences. For example, in the range of 300 - 700 revolutions per minute, a reduction in vibrations can be carried out based on the amplitudes of the rotational speeds, while in the range of 3000 - 6000 revolutions per minute it can be carried out the control of the internal combustion engine to minimize exhaust gas emissions based on the momentary numbers mid-revolutions of the crankshaft. Based on the information on selective correction values per cylinder with the different numbers of revolutions of the crankshaft, more extensive fault diagnostics can be carried out. Thus, for example, in the case that for a cylinder there is a low correction value at reduced numbers of revolutions of the crankshaft and a high correction value at high numbers of revolutions of the crankshaft, it can be deduced that there is a reduced hydraulic flow in the corresponding injection nozzle. Finally, in a final advantageous development, each cylinder of the internal combustion engine is provided as a device for carrying out the procedure a self-contained fuel supply system, consisting in each case of an injection pump, a line and an injection nozzle, known as the BLT system. Furthermore, to capture the angle of rotation of the crankshaft, the crankshaft is equipped with a measuring device as well as with an associated processing unit to determine the momentary number of revolutions of the crankshaft. To capture the angle of rotation of the camshaft, the camshaft is equipped with a measuring device to determine the momentary number of revolutions of the camshaft. Next, the method according to the invention will be described and explained based on the example of a four-cylinder diesel engine, in relation to the drawings. Sample N: Figure 1 a typical evolution of the crankshaft momentary speed curve through a crankshaft rotation angle of 720 degrees, of a four-cylinder diesel engine, figure 2 a representation of the regulation algorithm to equalize the average compressions, figure 3a a representation of the average specific compressions of the cylinders of a four-cylinder diesel engine without activation of the individual cylinder compensation, figure 3b a representation of the average specific compressions of the cylinders of a diesel engine of four cylinders with activation of the compensation of the individual cylinder, figure 4a a typical evolution of the curve of the momentary number of revolutions of the crankshaft through a crankshaft angle of 720 degrees without activation of the regulator of tranquility of the march in vacuum in an eight-cylinder diesel engine, Figure 4b a typical evolution a of the crankshaft momentary speed curve through a crankshaft rotation angle of 720 degrees with activation of the idling speed regulator on an eight-cylinder diesel engine.

The equalization of the average selective compressions per cylinder for the compensation of the differences of the components requires for each cylinder of the diesel engine an independent own fuel supply, which in each case comprises an injection pump, a line and an injection nozzle , the BLT system (Pump - Line - Nozzle). The piston injection pumps driven by the camshaft are connected to the fuel tank via magnetic valves on the fuel supply side, and to the injection nozzles on the engine side. When the magnetic valve is closed, the fuel that is in the pump chamber is injected into the combustion chamber by the pressure of a cam on the plunger of the injection pump. When the magnetic valve is open, the fuel that is in the pump chamber is only pumped back to the fuel tank, because the resistance of the injection nozzle can not be overcome. By means of the suitable closing and opening of the magnetic valves by means of a control device provided for controlling the motor, the beginning and end of the injection process can be regulated and, therefore, the duration of the injection and respectively the quantity injected. The moment of rotation of a cylinder that acts on the crankshaft, resulting from the force of the gas from the combustion process, is determined by the quantity injected. The number of revolutions of the crankshaft results from the sum of the turning moments acting on the crankshaft. crankshaft. For the determination of the momentary speed of the crankshaft the crankshaft is equipped with a measuring device and a processing unit whose signal emitter consists of a driving wheel that rotates with the crankshaft, which is provided with 36 marks and an additional mark which are palpated by an inductive sensor. The additional mark distinguishes an angular position of the crankshaft for the control device, for example the top dead center of the first cylinder. From the signals of the inductive sensor, the processing unit identifies 36 momentary revolutions of the crankshaft during a crankshaft rotation. In this way the control device has information on the angle of rotation of the crankshaft and the number of revolutions of the crankshaft with a resolution of 10 degrees. The signal transmitter of the camshaft measuring device consists of an emitting wheel that rotates with the camshaft, which is provided with 12 marks and an additional mark that are palpated by an inductive sensor. The additional marking distinguishes an angular position of the known camshaft for the control device. From the signals of this inductive sensor the control device can identify the angle of rotation of the camshaft and the number of revolutions of the camshaft with a resolution of 30 degrees (analogous to a turning angle of 60 degrees of the crankshaft ). By means of the camshaft measuring device, the control device can associate an event with a change in the momentary speed of the crankshaft during the duty cycle of the diesel engine which is repeated periodically every two revolutions of the crankshaft. For example, the control device can associate with the expansion of the 3. cylinder an increase in the number of revolutions of the crankshaft. The two independent measuring devices of the crankshaft and of the camshaft can be used by the control device for the permanent reciprocal control of the operation. The ratio of the signals from the crankshaft sensors to the signals from the camshaft sensors must be 6: 1 in the example shown here. Due to the modification of this relation, the control device recognizes a malfunction in one of the inductive sensors, as a result of which all control processes are deactivated based on these measuring devices until the failure is eliminated and, from which the diesel engine can continue to be operated, for example, with standard values. After two revolutions of the crankshaft the diesel engine completed its entire work cycle once, and each cylinder (of the four-stroke engine) has gone through a combustion interval. During this, through the 72 numbers of momentary revolutions of the crankshaft through 720 degrees of rotation angle of the crankshaft, the control apparatus identifies an evolution of the curve that is similar to a stepped sine curve. This type of evolution of the curve is reproduced in figure 1. This evolution of the curve reflects the differences in the average compression in the combustion chambers of the internal combustion engine. The task of the control apparatus is that of a stable regulation of the fuel injection to compensate for the differences in the components by means of the equalization of the average compressions specific to the cylinders. Since the cylinder-specific mean compressions can not be determined directly, it is necessary to provide a suitable characteristic quantity specifically identifiable by cylinder, which can serve as input information for the control apparatus for the identification of control quantities. This characteristic magnitude must be distinguished by the fact that the differences of the characteristic magnitudes are correlated in the best way possible with the differences of the average compression. Furthermore, the sensitivity of the characteristic quantity with respect to opposite influences should be very small, that is, in the case of a modification of the quantity injected into a cylinder, the reaction of the characteristic quantity of another cylinder should be very small with respect to that modification. Already a weak sensitivity of a characteristic magnitude to the contrary influences results in a diminution of the diagnostic capacity of the control apparatus. In the case of pronounced sensitivities to contrary influences, a stable regulation of average compressions can not be achieved. In addition, the reaction of the characteristic magnitude of a cylinder after a Variation of the injection process should be linear with respect to the variation of the average compression caused due to it, or at least it should be in the same sense and monotonous, since otherwise the control apparatus can not establish an unequivocal diagnosis and would not be in a condition to provide stable regulation. In order to capture a characteristic quantity of this type by means of the evolution of the curve of the momentary revolutions of the crankshaft, it is possible to resort to the average values of the numbers of revolutions through 720 degrees of angle of agitation of the crankshaft divided between the number of cylinders or the amplitudes of the numbers of revolutions. By virtue of the wide range of acquisition, the average values of the numbers of revolutions are especially invulnerable due to positioning errors of the crankshaft marks, which exert a greater influence at a high number of revolutions of the crankshaft. The amplitudes of the number of revolutions are especially invulnerable against the influences contrary to the time of being more vulnerable with respect to positioning errors. Consequently, in the lower range of revolutions, preference is given to the amplitudes of the number of revolutions, whereas in the upper range of the number of revolutions the average values of the number of revolutions are used as a characteristic quantity. The speed range of the crankshaft of up to 600 revolutions per minute can be considered as the lower range of the number of revolutions for the application of amplitudes of the number of revolutions. In this range of revolutions, the rotational speed amplitudes are used as characteristic quantities for, for example, checks of hermeticity of the combustion chambers of the internal combustion engines, selective by cylinder. For the range of revolutions greater than 600 revolutions per minute, preferably the average values of the number of revolutions are used as a characteristic variable for the selective identification by cylinder of the correction values. The procedure for the compensation of the individual cylinder in which the average compressions of the cylinders are leveled will now be described with reference to the regulation algorithm of figure 2. For this, the average values of the numbers of revolutions through of an angle of rotation of 720 degrees of the crankshaft divided by the number of cylinders, being that correction values are determined as correction values. In order to compensate for the individual cylinder, the momentary revolutions numbers KD1 of the crankshaft corresponding to a cylinder are passed through a low-pass TP filter with an applicable factor for the suppression of cyclic variations. In the case of a four-stroke four-cylinder engine, the crankshaft's momentary revolutions are in each case 180 degrees of crank angle. The mean value MWl of each crankshaft revolution is formed from the filtered crankshaft speed numbers KD2 by the sum of the filtered crankshaft speed divided by the number Z of the cylinders. This average value MWl is added in each case to the average value denied of the momentary speed values of the crankshaft of the same two revolutions of the crankshaft, by which results the deviation of the numbers of momentary revolutions filtered with respect to their average value MWl . These deviations from the mean value MWl are considered deviations from the rule. The compensation of the selective deviations of the rule by cylinder for the equalization of the average compressions is carried out through an increment I and integrator with applicable factor of increase, whereby the deviations of the rule become moments KM of selective correction per cylinder. The integrator increment I is followed by an adjustment of the integrator that is extended by a retarding T-member that guarantees the retardation of the regulation circuit by exactly 720 degrees of rotation angle of the crankshaft. In addition, within the integrator regulation a limiting member B is provided which serves to recognize whether the specified correction moment for a cylinder is at a limit used for diagnostic purposes. The selective correction moments KM per cylinder that are sent to the limiting member B through the retarder member T are still extended by the negative values MW2 of the correction moments KM for 720 degrees of rotation angle of the crankshaft, whereby the sum of the selected correction moments KM per cylinder is equal to zero. This happens according to the premise that by means of the equalization of the average compressions the operating state of the internal combustion engine desired by the driver of the vehicle must not be modified. The compensation of the individual cylinder is considered successful when the deviation of the All cylinders rule is below a applicable limit value for an applicable duration before an applicable lapse of time elapses. The end of the lapse of time for a regulation to pass is the termination of an unstable regulatory process. The selective correction moments KM per cylinder are fed to the control device or are identified and stored in the control device. From a characteristic field the control device removes the appropriate control value for the magnetic valves of the fuel supply, to feed the cylinders exactly the amount of fuel for the desired operating state by the driver of the vehicle plus the KM moments of selective correction per cylinder identified. Various storage locations are provided for storage of the selective correction times per cylinder in the control device. Firstly, the selected correction moments per cylinder identified after the diesel engine production (basic compensation) are stored. In addition, more selective correction moments per cylinder can be stored within the framework of inspections (compensation during customer service), after repairs or, after discretionary time intervals. The selective correction times per cylinder stored after the manufacture of the diesel engine additionally serve as comparison values for, for example, customer service compensation values identified during the inspections. Based on such a comparison, damage to the diesel engine can be diagnosed in advance. For example, it is possible to recognize problems of fuel injection or problems of tightness of the combustion chambers, if a correction moment for a cylinder increases above a limit value. Figure 3a shows the average compressions of a four-cylinder diesel engine without the compensation of the individual cylinder activated. In this, the pressure column PMl 01 belonging to the cylinder 1 has a value approximately 20% lower for the average compression with respect to the other cylinders. Figure 3b shows the average compressions of this four-cylinder diesel engine with the compensation of the individual cylinder activated. In it all four cylinders have approximately the same value for the average compression. By using specific characteristics of the number of revolutions, the method according to the invention can be used in various ways by means of the BLT system, a control device, the measuring devices of the crankshaft and of the camshaft in various ranges of numbers of revolutions of the diesel engine based on the compensation of the individual cylinder. Then, the compensation procedure of the individual cylinder is modified to obtain specific correction values per cylinder that produce a regulation for the quietness of idling.

Figure 4a shows the crankshaft's momentary revolutions through a crankshaft angle of 720 degrees for an eight-cylinder diesel engine, without regulation for quiet idleness, and in figure 4b with regulation for the tranquility of idling. The formation of vibrations in a vehicle with diesel engine is greatly promoted by the lack of uniformity in the rotation of the crankshaft. The sensitivity to vibrations during the idling of the diesel engine is the result of the little separation between the proper frequencies of the rear-view mirrors, the steering wheel, etc. and the frequency of the diesel engine that rotates with approximately 600 revolutions of the crankshaft per minute when the vehicle is stopped. The regulation for quiet idling starts when the number of revolutions of the crankshaft is constantly below an applicable limit value. The development of the process is analogous to the compensation of the individual cylinder. Only the characteristic variable used and the increment factor of the integrator increase is adapted to the regulation for the tranquility of idling. The regulation for the tranquility of idling is terminated when the deviations from the rule of all the cylinders are below an applicable limit value. When this limit value is passed, the regulation is activated again for the tranquility of idling. The result is selective correction times per cylinder according to the requirements of a regulation for the tranquility of idling. The requirements of a regulation for the tranquility of idling do not need to consist in the equalization of the average compressions, but they can also refer to the equalization of the characteristics of the revolutions of the crankshaft. During the mid-gear / full-speed operation of the diesel engine, the equalization of the selective average compressions per cylinder by compensating the differences of the components by means of the compensation of the individual cylinder results in a minimization of the fuel consumption as well as in the a reduction in the emission of pollutants. By means of the more uniform distribution of the load, the reduction of the tendency to vibrations, and the anticipated recognition of, for example, compression defects, defects of the injection system or sensor failures, an increase in the operating life is achieved Useful diesel engine. In some ranges of operation of the diesel engine, advantages can be obtained in driving behavior by the different load of the cylinders, which in accordance with the above becomes possible. The signals of the other inductive sensors of the crankshaft and of the camshaft can be used by the control apparatus to verify the timing between the crankshaft and the camshaft.

Claims (19)

1. CLAIMS. Procedure for the selective control of the cylinders of a four-stroke multi-cylinder self-ignition internal combustion engine, with selective fuel injection by cylinders and with means for capturing the angle of rotation of the crankshaft as well as for the identification of the number of momentary revolutions of the crankshaft, characterized by the fact that from the evolution of the curve of the momentary number of revolutions of the crankshaft different characteristic quantities are derived as a function of the number of revolutions, from which selective correction values are determined per cylinder by the which is obtained an equalization of the selective average compressions per cylinder in the combustion chambers of the internal combustion engine. Method according to claim 1, characterized in that selective correction values are identified per cylinder, which after the equalization of the average compressions in the combustion chambers of the internal combustion engine are used for unequalization defined of the average compressions. . Method according to claims 1 and 2, characterized in that the equalization or defined unequalization of the average compressions in the combustion chambers of the internal combustion engine is obtained by the selective modification by cylinder of the injected amount and the time of fuel injection. Method according to one of claims 1 to 3, characterized in that the selective modifications per cylinder of the quantity injected and the moment of fuel injection in the combustion chambers of the internal combustion engine for equalization or The defined unequalization of the average compressions is carried out in such a way that the sum of the modifications of the average compressions is equal to zero. Method according to one of claims 1 to 4, characterized in that, as a characteristic variable for the identification of the selective correction values per cylinder, mean values of the number of revolutions are formed through the evolution of the curve of the momentary crankshaft speed numbers. Method according to one of claims 1 to 4, characterized in that as the characteristic variable for the identification of the selective correction values per cylinder, the amplitudes of the number of revolutions are evaluated through the evolution of the curve of the momentary crankshaft speed numbers. Method according to claim 6, characterized in that the amplitudes of the number of revolutions of the curve evolution of the crankshaft are obtained by means of several momentary crankshaft revolutions having the same speed. angle of rotation of the crankshaft, of the duty cycle of the internal combustion engine that is repeated periodically. Method according to claims 1 to 7, characterized in that the evolutions of the curves of the momentary crankshaft speed numbers and / or the selective correction values per cylinder are stored for comparison purposes after the manufacturing of the Inetrine combustion engine, after repair or after intervals at discretion. Method according to claim 8, characterized in that the evolutions of the curves of the momentary crankshaft speed numbers and / or the selective correction values per stored cylinder are used for the early recognition of combustion problems and / or compression problems of the internal combustion engine and / or fault diagnosis. 10. Method according to one of claims 1 to 9, characterized in that the angle of rotation of the crankshaft is detected with a measuring device having a signal emitter placed on the crankshaft, from which the momentary revolutions of the crankshaft are determined by means of a processing unit. . Method according to one of claims 1 to 10, characterized in that in order to associate the angle of rotation of the crankshaft to the working cycle of the internal combustion engine, the angle of rotation of the camshaft is detected by means of a measuring device that has a signal emitter. Method according to one of claims 10 and 11, characterized in that the crankshaft measuring device and the camshaft measuring device are monitored for correct operation, proceeding in a manner that is checked the relationship of the signals that are sent by the signal transmitters of the measuring devices. Method according to one of claims 10 to 12, characterized in that a marking of the crankshaft measuring device and of the camshaft measuring device is used in each case to identify a pre-set angle of rotation of the camshaft. respective tree. 14. Method according to one of claims 10 to 13, characterized in that the signals of the crankshaft and camshaft signal emitters are used to check the synchronization between the crankshaft and the camshaft. Method according to one of claims 10 to 14, characterized in that the angle of rotation of the crankshaft and the momentary number of revolutions of the crankshaft are derived from the angle of rotation of the camshaft. Method according to one of Claims 10 to 15, characterized in that the emission of pollutants, fuel consumption, fuel consumption are influenced by the equalization or defined unequalization of the selective average compression per cylinder. the vibratory behavior, in the behavior of the synchronization of the march, in the duration of the useful operative life and / or in the acoustics of the inetrna combustion engine. Method according to claim 16, characterized in that the equalization or defined unequalization of the selective average compression per cylinder is used to exert various influences as a function of the momentary number of revolutions of the crankshaft. Method according to one of the claims 1 to 17, characterized in that on the basis of the information on the selective correction values per cylinder, more advanced fault diagnostics are carried out at different numbers of momentary revolutions of the crankshaft of the internal combustion engine. Device for carrying out the method according to one of the preceding claims, in which, for each cylinder of the internal combustion engine, a separate, independent fuel supply system is provided, which in each case consists of a fuel pump. injection, a line and an injection nozzle, and having a measuring device for recording the angle of rotation of the crankshaft with an associated processing unit to determine the momentary number of revolutions of the crankshaft as well as a measuring device for recording the angle of rotation of the camshaft to associate the angle of rotation of the crankshaft to the working cycle of the internal combustion engine.